Description:TECHNICAL FIELD
[001] This disclosure relates generally to safety systems in a vehicle, more particularly to an airbag module in the vehicle.
BACKGROUND
[002] Safety of vehicle occupants is one of major concerns in the automotive industry. This heightened awareness has driven substantial efforts to improve and elevate existing safety standards through the integration of technological innovations. One of the most remarkable innovations in the realm of automotive safety standards has been the development and implementation of airbag systems. Airbags represent a revolutionary breakthrough in automotive safety, to protect vehicle occupants during collisions. These systems provide a critical cushioning effect to the occupants to effectively decreasing the impact of collisions on the occupants when an accident occurs. By doing so, they play a crucial role in mitigating the severity of injuries sustained in crashes and have saved countless lives.
[003] However, despite the substantial advancements in airbag technology, certain limitations have been observed. One of the primary limitations is that airbags do not always guarantee maximum protection for all occupants, particularly due to variations in physical attributes of the occupants. The conventional deployment of airbags relies on predefined directions and forces, which may not provide optimal protection if the occupant's height significantly deviates from an assumed average height. In cases where occupants are taller or shorter than the design parameters, the airbag's effectiveness in safeguarding the individual can be compromised. Furthermore, an additional challenge arises when occupants are not properly buckled up at the time of a collision. While airbags are designed to work in conjunction with seat belts, they may not provide the intended level of protection to unbuckled occupants.
[004] Therefore, there is a requirement of an optimum methodology of deploying airbags during the crash event or collision to optimize the safety of the passenger and the driver based on their physical attributes.
SUMMARY
[005] In one embodiment, a method of adjusting a position and an orientation of an airbag module within a holding subsystem of a vehicle is disclosed. The method may include determining, by a controller, a position of a head of an occupant in the vehicle based on data received from one or more sensors installed in the vehicle. The method may further include determining, by the controller, an optimal airbag deployment trajectory from the airbag module based on the position of the head of the occupant. In an embodiment, an airbag may be deployed along the optimal deployment trajectory for safety of the occupant in case of a potential crash event. The method may further include actuating, by the controller, a motorized unit to adjust at least one of the position and the orientation of the airbag module within the holding subsystem based on the optimal deployment trajectory.

[006] In yet another embodiment, a vehicle comprising a controller is disclosed. The vehicle may further include a memory coupled to the controller. In an embodiment, the memory may store a set of instructions, which, on execution, may cause the controller to determine a position of a head of an occupant in the vehicle based on data received from one or more sensors installed in the vehicle. The controller may further determine an optimal airbag deployment trajectory from the airbag module based on the position of the head of the occupant. In an embodiment, an airbag may be deployed along the optimal deployment trajectory for safety of the occupant in case of a potential crash event. The controller may further actuate a motorized unit to adjust at least one of the position and the orientation of the airbag module within the holding subsystem based on the optimal deployment trajectory.

[007] It is to be understood that both the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the invention, as claimed.
BRIEF DESCRIPTION OF THE DRAWINGS
[008] The accompanying drawings, which are incorporated in and constitute a part of this disclosure, illustrate exemplary embodiments and, together with the description, serve to explain the disclosed principles.
[009] FIG. 1 illustrates a block diagram of an airbag deployment management system in a vehicle, in accordance with an embodiment of the present disclosure.
[010] FIG. 2A, FIG. 2B and FIG. 2C illustrate a side view of an exemplary holding subsystem including the airbag module in a vehicle, in accordance with an embodiment of the present disclosure.
[011] FIG. 3 illustrates a side cross-sectional of the airbag module and the motorized unit included in the steering subsystem of FIGs. 2A-2C, in accordance with an embodiment of the present disclosure.
[012] FIG. 4 illustrates a side view of an assembly of a motorized unit in a steering subsystem, in accordance with an embodiment of the present disclosure.
[013] FIG. 5 illustrates a functional block diagram of the actuating device of FIG. 1, in accordance with an embodiment of the present disclosure.
[014] FIG. 6 illustrates a flow diagram of a methodology of adjusting an orientation and position of an airbag module within a holding subsystem of the vehicle, in accordance with an embodiment of the present disclosure.
DETAILED DESCRIPTION OF THE DRAWINGS
[015] The foregoing description has broadly outlined the features and technical advantages of the present disclosure in order that the detailed description of the disclosure that follows may be better understood. Additional features and advantages of the disclosure will be described hereinafter which forms the subject of the claims of the disclosure. It should be appreciated by those skilled in the art that the conception and specific embodiments disclosed may be readily utilized as a basis for modifying other devices, systems, assemblies, and mechanisms for carrying out the same purposes of the present disclosure. It should also be realized by those skilled in the art that such equivalent constructions do not depart from the scope of the disclosure as set forth in the appended claims. The novel features which are believed to be characteristics of the disclosure, to its device or system, together with further objects and advantages will be better understood from the following description when considered in connection with the accompanying figures. It is to be expressly understood, however, that each of the figures is provided for the purpose of illustration and description only and is not intended as a definition of the limits of the present disclosure.
[016] The terms “including”, “comprises”, “comprising”, “comprising of” or any other variations thereof, are intended to cover a non-exclusive inclusions, such that a system or a device that comprises a list of components or steps does not include only those components or steps but may include other components or steps not expressly listed or inherent to such setup or device. In other words, one or more elements in a system or apparatus proceeded by “comprises… a” does not, without more constraints, preclude the existence of other elements or additional elements in the system or apparatus.
[017] Reference will now be made to the exemplary embodiments of the disclosure, as illustrated in the accompanying drawings. Wherever possible, same numerals have been used to refer to the same or like parts. The following paragraphs describe the present disclosure with reference to FIGs. 1 - 6. It is to be noted that the system may be employed in any vehicle including but not limited to a passenger vehicle, a utility vehicle, commercial vehicles, and any other transportable machinery.
[018] The airbag modules are designed to deploy airbags at a specific moment during a crash event or collision, and this timing is determined by sophisticated sensors integrated into the vehicle's safety systems. These sensors detect various factors such as the severity of the impact and the speed of the vehicle. However, most airbag modules are configured to deploy the airbag during a crash event or collision to effectively cushion and protect the occupant and minimize the risk of injuries caused by the impact. However, the airbags in conventional airbag modules typically follow a fixed trajectory during deployment. However, the deployment of airbag based on predefined or fixed trajectory may not be able to provide a suitable coverage to the occupant to minimize the impact. The present disclosure provides a methodology to adjusting a position and an orientation of an airbag module in order to provide optimum coverage of the occupant based on position of head of the occupant.
[019] Referring to FIG. 1, a block diagram of an airbag deployment management system 100 in a vehicle is illustrated, in accordance with an embodiment of the present disclosure. The airbag deployment management system 100 may enable adjustment in a position and orientation of an airbag module (not shown). It is to be noted that airbag modules include airbags which are deployed based on detection of a crash event of a vehicle. An airbag module may be provided in front of a driver, a front passenger and pillion passengers. The airbag module may be installed within a holding subsystem (not shown) of a vehicle (not shown). In an embodiment, the holding subsystem may include, but is not limited to, a steering subsystem in case of a driver, a dashboard in case of front passenger and back portion of front seats for pillion passengers. The airbag deployment management system 100 may include an electronic control unit (ECU) 102 coupled to one or more sensors 104 installed in the vehicle. In an embodiment, the one or more sensors 102 may include but not limited to, an imaging sensor, Micro-Electro-Mechanical Systems (MEMS) pressure sensors, accelerometers, force resistive sensors, gyroscopes, etc.
[020] Further, the airbag deployment management system 100 may include an actuation unit 106 that may be communicably connected to the ECU 102. Further, the actuation unit 106 may be communicably and operatively coupled to a motorized unit 112. In an embodiment, the vehicle may include an airbag module within the holding subsystems of the vehicle. Further, each of the airbag modules may be mechanically coupled to a motorized unit 112. More particularly, the actuation unit 106 may actuate the motorized unit 112 to adjust the position and orientation of an airbag module in the vehicle. By way of an example, the actuation unit 106 may be implemented as a computing device which may be controlled by the ECU 102. In an embodiment, the actuation unit 106 may include a processor 108 and a memory 110. In an embodiment, the functions of the processor 108 may interchangeably be performed by a controller (not shown). In an embodiment, examples of processor 108 may include, but are not limited to, an Intel® Itanium® or Itanium 2 processor(s), or AMD® Opteron® or Athlon MP® processor(s), Motorola® lines of processors, Nvidia®, FortiSOC™ system-on-a-chip processors or other future processors. The memory 110 may store instructions that, when executed by the processor 108, cause the processor 108 to adjusting a position and an orientation of an airbag module within the holding subsystem of the vehicle. The memory 110 may be a non-volatile memory or a volatile memory. Examples of non-volatile memory may include but are not limited to a flash memory, a Read Only Memory (ROM), a Programmable ROM (PROM), Erasable PROM (EPROM), and Electrically EPROM (EEPROM) memory. Examples of volatile memory may include but are not limited to Dynamic Random Access Memory (DRAM), and Static Random-Access memory (SRAM). The memory 110 may also store various data received from the one or more sensors 104. The processor 108 may process input received from the one or more sensors 104 and determine output such as a head position of the occupant, an optimal airbag trajectory corresponding to the head position of the occupant.
[021] In an embodiment, the one or more sensors 104, may be communicably connected to the ECU 102 or the actuation unit 106 via vehicle communication bus, operating on wireless protocols, including, but not limited to A²B (Automotive Audio Bus), AFDX, ARINC 429, Byteflight, CAN (Controller Area Network) , D2B – (Domestic Digital Bus), FlexRay, IDB-1394, IEBus, I²C, ISO 9141-1/-2, J1708 and J1587, J1850, J1939 and ISO 11783 – an adaptation of CAN for commercial (J1939) and agricultural (ISO 11783) vehicles, Keyword Protocol 2000 (KWP2000), LIN (Local Interconnect Network), MOST (Media Oriented Systems Transport), IEC 61375, SMARTwireX, SPI, and/or VAN – (Vehicle Area Network), and the like. Alternatively, the sensors, actuators, and the other components may also be hard-wired to the one or more sensors 104.
[022] As will be described in greater detail in conjunction with FIGs. 2 – 6, the actuation unit 106 may determine a position of a head of an occupant of the vehicle. In an embodiment, the one or more sensors 104 may include an imaging sensor (not shown). The imaging sensor may capture image data of the vehicle cabin in which one or more occupants may be seated. Accordingly, the actuation unit 106 may determine head position of each of the occupants based on the image data captured by the imaging sensor. In an embodiment, an imaging device including imaging sensor may be positioned in cabin of the vehicle and may have a field of view to capture the seating area of the vehicle. Further, the imaging device may be activated to determine positions of the heads of each of the occupants based on a seatbelt fastened state. In an embodiment, the seatbelt fastened state may be determined as fastened or not-fastened based on detection by the one or more sensors 104.

[023] In an exemplary embodiment, the head position of the occupants may vary due to an impact of the vehicle during a crash event. The actuation unit 106 may determine an optimal airbag deployment trajectory from the airbag module based on the position of the head of the occupant. Upon determining the position of the head of the occupant in the vehicle, the processor 108 may further determine an optimal deployment trajectory from the airbag module based on the position of the head of an occupant and the seatbelt fastened state. In an embodiment, the seatbelt fastened state may be fastened in case the seatbelt of the seat occupied by the occupant is fastened. Further, the seatbelt fastened state may be not fastened in case the occupant has not fastened the seatbelt of the seat occupied by him. In an embodiment, the seatbelt fastened state may be determined based on image data captured by the imaging device or based on seatbelt sensors provided in seatbelt lock for each of the seats in the vehicle.
[024] To further elaborate, the actuation unit 106 may determine the optimal deployment trajectory based on a predefined airbag trajectory reference table and the position of the head of the occupant in case the seatbelt fastened state is determined as fastened. In an embodiment, the predefined airbag trajectory reference table may include a plurality of reference deployment trajectories each corresponding to a predefined head position of the occupant in the vehicle. In an embodiment, the predefined airbag trajectory reference table may be stored in the memory 110 of the actuation unit 106.
[025] In another embodiment, the actuation unit 106 may dynamically determine the optimal deployment trajectory upon detection of a crash event in case the seatbelt fastened state is determined as not fastened. The actuation unit 106 may dynamically determine the optimal deployment trajectory based on a movement of the head of the occupant determined based on the image data captured by the imaging device. Further, the actuation unit 106 may dynamically update the optimal deployment trajectory based on the movement of the head so that the airbag is deployed such that the impact of the crash event can be minimized on the occupant.
[026] Thereby, the actuation unit 106 may actuate the motorized unit 112 to adjust the position and orientation of the airbag module so that the airbag may be deployed along the optimal trajectory for safety of the occupant in case of a potential crash event. Further, the actuation unit 106 may actuate the motorized unit 112 to adjust at least one of the positions and the orientation of the airbag module mounted within the holding subsystem of the vehicle. The actuation unit 106 may determine an initial position and an initial orientation of the airbag module within the holding subsystem. Further, the actuation unit 106 may adjust at least one of the position and the orientation of the airbag module based on the optimal deployment trajectory and at least one of the initial position and the initial orientation of the airbag module.
[027] In an embodiment, in case the holding subsystem is a steering subsystem, the initial position and the initial orientation of the airbag module may be determined based on determination of a position and an angle of a steering wheel of the steering subsystem. In some embodiments, the steering subsystem may include telescopic steering and/or tilt steering. In another embodiment, in case the holding subsystem is a back portion of the front seats, the initial position and the initial orientation of the airbag module may be determined based on initial position and initial orientation of the front seats.
[028] In an embodiment, the motorized unit 112 may be actuated based on control signal sent by the actuation unit 106 upon determination of the optimal deployment trajectory and the initial position and the initial orientation of the airbag module. In an embodiment, the motorized unit 112 may include a rotary actuator (not shown) and a linear actuator (not shown). The rotary actuator may be configured to provide a rotational movement to the airbag module so as to adjust the orientation of the airbag module. Further, the linear actuator may be configured to provide a translational movement to the airbag module so as to adjust the position of the airbag module. Accordingly, the rotational movement and the translational movement allow the adjustment of airbag module within the holding subsystem based on the determined optimal deployment trajectory. In an embodiment, the motorized unit 112 may include, but is not limited to, one or more stepper motors, that may enable precise translational and rotary movement of the airbag module in the holding subsystem.
[029] Now referring to FIG. 2A, FIG. 2B and FIG. 2C, a side view of an exemplary holding subsystem including the airbag module 202 in a vehicle 201 is illustrated, in accordance with an embodiment of the present disclosure. According to the current exemplary embodiment, the holding subsystem including the airbag module 202 is a steering subsystem 203. Further, it can be seen that an occupant 204 is seated on a driving seat 206 facing the steering subsystem 203. Accordingly, the steering subsystem 203 of the vehicle 201 may include a steering wheel 208. Further, the steering wheel 208 may include the airbag module 202 at its center. In an embodiment, the airbag module 202 may be mounted on or beneath a horn pad (not shown) provided on the steering wheel 208.
[030] As shown, the vehicle 201 may include an imaging device 210 to capture image data including the occupant 204. Based on the image data captured by the imaging device 210, the actuation unit 106 may determine a position of the head of the occupant 204. In an embodiment, the position of the head of the occupant may be determined with respect to a predefined vehicle origin of the vehicle 201. In an embodiment, the actuation unit 106 may use computer vision or photogrammetry algorithms such as, but not limited to, Meshroom, etc. to determine the position of the head of the occupant 204 with respect to the predefined vehicle origin.
[031] In an embodiment, the actuation unit 106 may determine a seatbelt fastened state of the occupant 204 based on the image data captured by the imaging device 210. In another embodiment, the seatbelt fastened state of the occupant 204 of the occupant may be determined based on seatbelt sensors. In the exemplary scenario depicted in FIG. 2A, since the occupant 204 has the seatbelt fastened around them, the actuation unit 106 may determine the seatbelt fastened state of the occupant 204 as fastened. Further, based on the determination of the seatbelt fastened state of the occupant 204 as fastened, the actuation unit 106 may determine the optimal deployment trajectory of the airbag module 202 based on the determine the position of the head of the occupant 204 and a predefined airbag trajectory reference table. In an embodiment, the predefined airbag trajectory reference table may include a plurality of reference deployment trajectories each corresponding to a predefined head position of the occupant 204 in the vehicle 201. In an embodiment, a predefined reference deployment trajectory may be defined for a range of position coordinates of head position. It may be appreciated that when the seatbelt is fastened, the scope of movement of the occupant 202 in case of a crash event is restricted or minimal. Accordingly, the predefined airbag trajectory reference table may include possible reference deployment trajectories based on various head positions of occupant 202 that may allow maximum coverage of the occupant 202 by the airbag on deployment. In an embodiment, the predefined airbag trajectory reference table may be determined based on experimental data. Accordingly, an optimal airbag deployment trajectory may be determined by looking up the predefined airbag trajectory reference table with respect to the determined position of the head of the occupant 204. Referring now to FIG. 2B, it may be seen that various optimal airbag deployment trajectories (T1, T2, T3) may be determined for each of a plurality of head positions (P1, P2, P3) based on an exemplary predefined airbag trajectory reference table given below in Table 1.
Head Position Optimal airbag deployment trajectory
P1 T1
P2 T2
P3 T3
TABLE 1
[032] Further, as shown in the exemplary scenario depicted in FIG. 2C, the occupant 204 can be seen to have no seatbelt fastened around them. Accordingly, the actuation unit 106 may determine the seatbelt fastened state of the occupant 204 as not fastened. Accordingly, based on the determination of the seatbelt fastened state of the occupant 204 as not fastened, the actuation unit 106 may, dynamically determine a movement of the head of the occupant 202 based on the image data captured by the imaging device 210. Further, based on the dynamic determination of the movement of the head of the occupant 202, the actuation unit 106 may dynamically update the optimal deployment trajectory based on the movement of the head. Accordingly, actuation unit 106 may actuate the motorized unit 112 to adjust at least one of the position and the orientation of the airbag module 202 within the steering subsystem 203 based on the dynamically updated optimal deployment trajectory.
[033] In an embodiment, the position of the head of the occupant 202 determined during the dynamic movement may be looked up in a predefined airbag trajectory reference table as described later to determine an optimal airbag deployment trajectory from the airbag module 202. Further, in case the position of the head of the occupant 202 determined during the dynamic movement is not covered in the predefined airbag trajectory reference table as described later, then the actuation unit 106 may determine the optimal deployment trajectory based on the image data captured by an image sensor (not shown). It should be noted that the position of the head of the occupant 202 is determined dynamically upon detection of a crash event in order to dynamically update the optimal deployment trajectory based on the movement of the head.
[034] In an embodiment, in case of a severe crash event and in case the seatbelt fastened state of the occupant 204 is determined as not fastened and due to damage to the imaging device 210 there is no dynamic determination of the head position of the occupant, the ECU 102 may determine crash information from a crash sensor (not shown) to determine a direction of impact to determine the optimal deployment trajectory.
[035] Further, in case the steering subsystem 203 is a tilt and/or telescopic steering subsystem, the actuation unit 106 may determine as initial position and the initial orientation of the airbag module 210 with respect to the steering wheel 208. The initial position and the initial orientation of the airbag module 210 may be determined based on the determination of a tilt angle of the steering wheel 208. It may be noted that the tilt angle of the steering wheel 208 may be determined by determining a tilt angle of an adjustable portion of the steering subsystem 203 with respect to a fixed portion of the steering subsystem 203. In an embodiment, the initial position, and the initial orientation of the airbag module 210 may be determined with respect to the predefined vehicle origin.
[036] Accordingly, the actuation unit 106 may actuate the motorized unit 112 mechanically coupled to the airbag module 202. The motorized unit 112 may provide dual axis movement i.e., a rotational and a translational movement to the airbag module 202 to adjust the orientation of the airbag module. In an embodiment, the motorized unit 112 may include a rotary actuator (not shown) and a linear actuator (not shown) to provide a rotational movement and a translational movement to the airbag module 202 respectively. The motorized unit 112 may adjust at least one of the position and the orientation of the airbag module 210 within the steering subsystem 203 based on the determined optimal deployment trajectory and the initial position and the initial orientation of the airbag module 210. Accordingly, the airbag in the airbag module 202 may be deployed along the determined optimal deployment trajectory in case of a crash event.

[037] Referring now to FIG. 3, a side cross-sectional view 300 of the airbag module 202 and the motorized unit 112 included in the steering subsystem 203 of FIGs. 2A-2C is illustrated, in accordance with an embodiment of the present disclosure. As depicted in the view 300, the steering wheel 208 of FIG. 2A-2C of the steering subsystem 203 may include a horn pad 302 that may include the airbag module 202. The horn pad 302 may rest on horn pad springs 306 in order to facilitate pushing of the horn pad to sound the horn. Further, the horn pad 302 containing the airbag module 202 is contained in a mounting frame 304 of the steering wheel 208. Further, the motorized unit 112 is provided between the horn pad 302 containing the airbag module 202 and the mounting frame 304. The mounting frame 304 may be connected to the movable portion and the fixed portion of the steering subsystem 203. Accordingly, the motorized unit 112 may enable adjustment of at least one of the position and the orientation of the airbag module 202 within the mounting frame 304 of the steering subsystem 203 based on the initial position and the initial orientation of the airbag module 202 within the steering subsystem 203 and the position of the head of the occupant 204 as described earlier. In an embodiment, the motorized unit 112 may provide translational movement of the horn pad 302 including the airbag module 202 along the lateral axis (A-A') along a plane of the mounting frame 304. Therefore, by adjusting the position and the orientation of the airbag module 202 the actuation unit 106 ensures that the airbag is deployed along the optimal deployment trajectory for safety of the occupant 204 in case of a potential crash event.
[038] Referring now to FIG. 4, a side view of an assembly of the motorized unit 112 is illustrated, in accordance with an embodiment of the present disclosure. As shown in FIG. 4, the motorized unit 112 may include a rotary actuator 402 and a linear actuator 404. The rotary actuator 402 may be coupled to a base 406 of the horn pad 302 that contains the airbag module 202 as shown in FIG. 3. The rotary actuator 402 may be configured to provide rotational movement to the horn pad 302 containing the airbag module 202 so as to adjust the orientation of the airbag module 202. Further, the linear actuator 404 may be coupled to the rotary actuator 402 on one side and the mounting frame 304 on other side. The linear actuator 404 may translationally move within the mounting frame 304 and is configured to provide the translational movement to the base 406 of the horn pad 302. Accordingly, the translational movement of the linear actuator 404 may allow translational movement of the horn pad 302 within the mounting frame 304. Therefore, the translational movement of the horn pad 302 containing the airbag module 202 allows adjustment of the position of the airbag module 202 within the mounting frame 304. In an embodiment, the linear actuator 404 and the rotary actuator 402 may be stepper motors. As can be seen, the rotary actuator 402 may be rotatably coupled to the mounting frame 304 at a first point of coupling 406. Further, the linear actuator 404 may be movably coupled to the mounting frame 304 via a second point of coupling 408. In an embodiment, the stepper motors may be powered using a battery in the vehicle 201 based on the actuation signal received from the actuation unit 106 based on the determination of the optimal airbag deployment trajectory.
[039] Referring now to FIG. 5, a functional block diagram 500 of the actuation unit 106 of FIG. 1 is illustrated, in accordance with an embodiment of the present disclosure. The actuation unit 106 may include a seatbelt fastened state determination module 502, a head position determination module 504, an optimal deployment trajectory determination module 506, a position and an orientation determination module 508, an actuation module 510 and a crash event determination module 512.
[040] The seatbelt fastened state determination module 502 may determine the seatbelt fastened state of an occupant 204 of a vehicle 201. In an embodiment, the seatbelt fastened state determination module 502 may process the data received from the one or more sensors 104 that may include image sensor or seatbelt sensors. In case of data received from an image sensor the seatbelt fastened state determination module 502 may detect seatbelt fastened around the occupant based on image data captured by the image sensor of an imaging device 210 to determine the seatbelt fastened state as fastened or not fastened. Further, the detection of seatbelt 208 may be performed based on image processing methodologies or computer vision or photogrammetry algorithms or object detection methodologies, etc. Further, in case of data received from the seatbelt sensors the seatbelt fastened state determination module 502 may determine the seatbelt fastened state as fastened or not-fastened based on the detection by the seatbelt sensors.
[041] In continued reference to FIG. 5, the head position determination module 504 may determine a position of head of each occupant in a vehicle. In an embodiment, the position of head may be determined based on image data captured by an imaging device 210 as shown in FIGs. 2A-C. In an embodiment, the imaging device 210 may capture images of the vehicle cabin which may be processed by the head position determination module 504 to determine the position of head. In an embodiment, the head position determination module 504 may use computer vision or photogrammetry algorithms such as, but not limited to, Meshroom, etc. to determine position of head of each of the occupants with respect to a predefined vehicle origin.
[042] In an embodiment, the position of the head of the occupants may be determined based on the determination of the seatbelt fastened stated of an occupant as fastened. In another embodiment, the position of the head of the occupants may be determined based on the detection of an occupant based on image data captured by the imaging device 210.
[043] Further, the optimal deployment trajectory determination module 506 may determine an optimal deployment trajectory from the airbag module 202 based on a position of head of occupant determined by the head position determination module 504. Further, the optimal deployment trajectory from the airbag module 202 may be determined based on a seatbelt fastened state of the occupant and the head position of the occupant.
[044] In an embodiment, in case the seatbelt fastened state of the occupant is determined as fastened, the optimal deployment trajectory determination module 506 may determine an optimal deployment trajectory from the airbag module 202 based on a predefined airbag trajectory reference table. The predefined airbag trajectory reference table may include a plurality of reference deployment trajectories each corresponding to a predefined head position of the occupant in the vehicle. Accordingly, the optimal deployment trajectory determination 506 selects one of the plurality of reference deployment trajectories based on the determined head position of the occupant in the vehicle.
[045] In another embodiment, in case the seatbelt fastened state of the occupant is determined as fastened, the optimal deployment trajectory determination module 506 may determine an optimal deployment trajectory from the airbag module 202 based on image data captured by the imaging device 210. Further, the position and orientation determination module 508 may determine an initial position and an initial orientation of the airbag module 202 within the holding subsystem. In an embodiment, the initial position, and the initial orientation of the airbag module 202 within the holding subsystem may be determined based on an orientation and position of the holding subsystem. Further, the position and orientation determination module 508 may determine a final position and a final orientation of the airbag module 202 within the holding subsystem based on the optimal deployment trajectory determined by the optimal deployment trajectory determination module 506. In an embodiment, the position and orientation information of the airbag module and the holding subsystems may be determined based on the predefined vehicle origin point.
[046] In an embodiment, the actuation module 510 may actuate the motorized unit 112 to adjust the at least one of the position and the orientation of the airbag module 202 within the holding subsystem based on the final position and the final orientation of the airbag module 202 determined by the position and orientation determination module 508. Accordingly, the motorized unit 112 may include a rotary actuator 402 and a linear actuator 404 to provide a rotational movement and a translational movement to the airbag module 202. Accordingly, the actuation module 510 may adjust at least one of the position and the orientation of the airbag module 202 within the holding subsystem based on the rotational movement and the translational movement by the motorized unit 112. Further, the position and the orientation of the airbag module 202 within the holding subsystem is adjusted in accordance with the final position and the final orientation of the airbag module 202 determined by the position and orientation determination module 508 so that the airbag is deployed along the optimal deployment trajectory in case of a crash event providing increased safety of the occupant.
[047] The crash event determination module 512 may determine a crash event based on the one or more sensors 104. Upon detection of a crash event by the crash event determination module 512, the airbags may be deployed based on the optimal deployment trajectory determined by the optimal deployment trajectory determination module 506 in case the seatbelt fastened state of the driver is determined as fastened.
[048] In another embodiment, upon detection of a crash event by the crash event determination module 512, the optimal deployment trajectory determination module 506 may dynamically determine a movement of the head of the occupant 204 based on the image data captured by the imaging device 210. Further, based on the movement of the head of the occupant the optimal deployment trajectory determination module 506 may dynamically update the optimal deployment trajectory based on the movement of the head. The actuation module 510 may adjust at least one of the position and the orientation of the airbag module 202 within the holding subsystem based on the updated optimal deployment trajectory determined. Further, the airbag may be deployed based on the dynamically updated optimal deployment trajectory determined.
[049] It should be noted that all such aforementioned modules 502-512 may be represented as a single module or a combination of different modules. Further, as will be appreciated by those skilled in the art, each of the modules 502-512 may reside, in whole or in parts, on one device or multiple devices in communication with each other. In some embodiments, each of the modules 502-512 may be implemented as dedicated hardware circuit comprising custom application-specific integrated (ASIC) or gate arrays, off-the-shelf semiconductors such as logic chips, transistors, or other discrete components. Each of the modules 502-512 may also be implemented in a programmable hardware device such as a field programmable gate array (FGPA), programmable array logic, programmable logic device, and so forth. Alternatively, each of the modules 502-512 may be implemented in software for execution by various types of processors (e.g. processor 108). An identified module of executable code may, for instance, include one or more physical or logical blocks of computer instructions, which may, for instance, be organized as an object, procedure, function, or other construct. Nevertheless, the executables of an identified module or component need not to be physically located together but may include disparate instructions stored in different locations which, when joined logically together, include the module, and achieve the stated purpose of the module. Indeed, a module of executable code could be a single instruction, or many instructions, and may even be distributed over several different code segments, among different applications, and across several memory devices.
[050] Referring now to FIG. 6, a flow diagram 600 of a methodology of adjusting the orientation and position of the airbag module within the holding subsystem of the vehicle is illustrated, in accordance with an embodiment of the present disclosure. In an embodiment, methodology depicted by the flow diagram 600 may include a plurality of steps that may be performed by the processor 108.
[051] At step 602, the processor 108 of the actuation unit 106 may determine a position of the head of the occupant based on image data captured by the imaging device 206. At step 604, an optimal airbag deployment trajectory from the airbag module may be determined based on the position of the head of the occupant. In an embodiment, the optimal airbag deployment trajectory from the airbag module may be determined based on a predefined airbag trajectory reference table and the position of the head of the occupant. In an embodiment, the predefined airbag trajectory reference table may include a plurality of reference deployment trajectories each corresponding to a predefined head position of the occupant in the vehicle. Further, at step 605, the position, and the orientation of the airbag module 202 within the holding subsystem may be adjusted by the actuation of the motorized unit 112 in accordance with the optimal airbag deployment trajectory from the airbag module determined at step 604.
[052] Further, at step 606, a seatbelt fastened state of an occupant may be determined. The seatbelt fastened state of the occupant may be determined based on data received from one or more sensors 104. At step 608 in case the seatbelt fastened state of the occupant is determined as fastened, and if a crash event is determined at step 610 the airbag may be deployed from the airbag module 202 based on the optimal airbag deployment trajectory determined at step 620. In an embodiment, the crash event may be determined based on, but not limited to, one or more crash sensors. In case no crash event is detected at step 610, the position of the head of the occupant may be determined at step 602.
[053] Further, in case the seatbelt fastened state of the occupant is determined as not fastened, then a crash event may be determined at step 612. In case a crash event is detected at step 612 a movement of the head of the occupant may be dynamically determined based on the image data captured by the imaging device at step 614. Further, at step 616 the optimal deployment trajectory based on the movement of the head may be dynamically updated. In an embodiment, the optimal deployment trajectory determined at step 604 may be updated at step 616 based on the dynamic movement of the head of the occupant during the crash event.
[054] Further, at step 618, the motorized unit 112 may be actuated to adjust at least one of the position and the orientation of the airbag module within the holding subsystem based on the updated optimal deployment trajectory determined at step 616. Further, at step 620, the airbag may be deployed from the airbag module 202 based on the updated optimal airbag deployment trajectory determined at step 618. In case no crash event is detected at step 612, the actuation unit 106 may continue to determine the position of the head of the occupant at step 602.
[055] With respect to the use of substantially any plural and/or singular terms herein, those having skill in the art can translate from the plural to the singular and/or from the singular to the plural as is appropriate to the context and/or application. The various singular/plural permutations may be expressly set forth herein for sake of clarity.
[056] It will be understood by those within the art that, in general, terms used herein, and especially in the appended claims (e.g., bodies of the appended claims) are generally intended as “open” terms (e.g., the term “including” should be interpreted as “including but not limited to,” the term “having” should be interpreted as “having at least,” the term “includes” should be interpreted as “includes but is not limited to,” etc.). It will be further understood by those within the art that if a specific number of an introduced claim recitation is intended, such an intent will be explicitly recited in the claim, and in the absence of such recitation no such intent is present. For example, as an aid to understanding, the following appended claims may contain usage of the introductory phrases “at least one” and “one or more” to introduce claim recitations. However, the use of such phrases should not be construed to imply that the introduction of a claim recitation by the indefinite articles “a” or “an” limits any particular claim containing such introduced claim recitation to inventions containing only one such recitation, even when the same claim includes the introductory phrases “one or more” or “at least one” and indefinite articles such as “a” or “an” (e.g., “a” and/or “an” should typically be interpreted to mean “at least one” or “one or more”); the same holds true for the use of definite articles used to introduce claim recitations. In addition, even if a specific number of an introduced claim recitation is explicitly recited, those skilled in the art will recognize that such recitation should typically be interpreted to mean at least the recited number (e.g., the bare recitation of “two recitations,” without other modifiers, typically means at least two recitations, or two or more recitations). Furthermore, in those instances where a convention analogous to “at least one of A, B, and C, etc.” is used, in general such a construction is intended in the sense one having skill in the art would understand the convention (e.g., “a system having at least one of A, B, and C” would include but not be limited to systems that have A alone, B alone, C alone, A and B together, A and C together, B and C together, and/or A, B, and C together, etc.). In those instances where a convention analogous to “at least one of A, B, or C, etc.” is used, in general such a construction is intended in the sense one having skill in the art would understand the convention (e.g., “a system having at least one of A, B, or C” would include but not be limited to systems that have A alone, B alone, C alone, A and B together, A and C together, B and C together, and/or A, B, and C together, etc.). It will be further understood by those within the art that virtually any disjunctive word and/or phrase presenting two or more alternative terms, whether in the description, claims, or drawings, should be understood to contemplate the possibilities of including one of the terms, either of the terms, or both terms. For example, the phrase “A or B” will be understood to include the possibilities of “A” or “B” or “A and B.” Ranges can be expressed herein as from “about” one particular value, and/or to “about” another particular value. When such a range is expressed, another aspect includes from the one particular value and/or to the other particular value. Similarly, when values are expressed as approximations, by use of the antecedent “about,” it will be understood that the particular value forms another aspect. It will be further understood that the endpoints of each of the ranges are significant both in relation to the other endpoint, and independently of the other endpoint.
[057] In addition, where features or aspects of the disclosure are described in terms of Markush groups, those skilled in the art will recognize that the disclosure is also thereby described in terms of any individual member or subgroup of members of the Markush group.
[058] While various aspects and embodiments have been disclosed herein, other aspects and embodiments will be apparent to those skilled in the art. The various aspects and embodiments disclosed herein are for purposes of illustration and are not intended to be limiting, with the true scope and spirit being indicated by the following claims.

, Claims:1. A method (600) of adjusting a position and an orientation of an airbag module (202) within a holding subsystem of a vehicle (201), comprising:
determining (606), by a processor (108), a position of a head of an occupant in the vehicle (201) based on data received from one or more sensors (210) installed in the vehicle (201);
determining, by the processor (108), an optimal airbag deployment trajectory from the airbag module (202) based on the position of the head of the occupant,
wherein an airbag is deployed along the optimal deployment trajectory for safety of the occupant in case of a potential crash event; and
actuating (618), by the processor (108), a motorized unit (112) to adjust at least one of the position and the orientation of the airbag module (202) within the holding subsystem based on the optimal deployment trajectory.

2. The method (600) as claimed in claim 1, wherein actuating the motorized unit (112) comprises:
determining, by the processor (108), an initial position and an initial orientation of the airbag module (212) within the holding subsystem; and
adjusting, by the processor (108), at least one of the position and the orientation of the airbag module (212) based on the optimal deployment trajectory and at least one of the initial position and the initial orientation.

3. The method (600) as claimed in claim 2, wherein the holding subsystem comprises a steering subsystem (203), and
wherein the initial position and the initial orientation of the airbag module (202) is determined based on determination of a tilt angle of a steering wheel (208) of the steering subsystem (203).

4. The method (600) as claimed in claim 1, wherein the motorized unit (112) comprises at least one of:
a rotary actuator (402) configured to provide a rotational movement to the airbag module (202) so as to adjust the orientation of the airbag module, and
a linear actuator (404) configured to provide a translational movement to the airbag module (202) so as to adjust the position of the airbag module (202).

5. The method (600) as claimed in claim 1, wherein the one or more sensors (104) comprise an imaging device (210),
wherein the imaging device (210) is activated by the processor (108) to capture image data of the occupant based on a seatbelt fastened state,
wherein the image data is processed by the processor (108) to determine the position of the head of the occupant, and
wherein the optimal deployment trajectory is determined based on the seatbelt fastened state and the position of the head of the occupant.

6. The method (600) as claimed in claim 5, comprising:
dynamically determining (614), by the processor (108) and upon detection of a crash event and upon detection of the seatbelt fastened state as not fastened, a movement of the head of the occupant based on the image data captured by the imaging device (210); and
dynamically updating (616), by the processor (108), the optimal deployment trajectory based on the movement of the head.

7. The method (600) as claimed in claim 5, comprising:
determining, by the processor (108) and upon detection of the seatbelt fastened state as fastened, the optimal deployment trajectory based on a predefined airbag trajectory reference table and the position of the head of the occupant,
wherein the predefined airbag trajectory reference table comprises a plurality of reference deployment trajectories each corresponding to a predefined head position of the occupant in the vehicle (201).

8. A vehicle (201), comprising:
a processor (108); and
a memory (110) coupled to the processor (108), wherein the memory (110) stores a set of instructions, which, on execution, causes the processor (108) to:
determine a position of a head of an occupant in the vehicle (201) based on data received from one or more sensors (104) installed in the vehicle (201);
determine an optimal airbag deployment trajectory from the airbag module (202) based on the position of the head of the occupant,
wherein an airbag is deployed along the optimal deployment trajectory for safety of the occupant in case of a potential crash event; and
actuate a motorized unit (112) to adjust at least one of the position and the orientation of the airbag module (202) within the holding subsystem based on the optimal deployment trajectory.

9. The vehicle (201) as claimed in claim 8, wherein the actuating the motorized unit (112) comprises:
determining, by the processor (108), an initial position and an initial orientation of the airbag module (202) within the holding subsystem; and
adjusting, by the processor (108), at least one of the position and the orientation of the airbag module (202) based on the optimal deployment trajectory and at least one of the initial position and the initial orientation.

10. The vehicle (201) as claimed in claim 9, wherein the holding subsystem comprises a steering subsystem (203), and
wherein the initial position and the initial orientation of the airbag module (202) is determined based on determination of a tilt angle of a steering wheel (208) of the steering subsystem (203).

11. The vehicle (201) as claimed in claim 8, wherein the motorized unit (112) comprises at least one of:
a rotary actuator (402) configured to provide a rotational movement to the airbag module (202) so as to adjust the orientation of the airbag module (202), and
a linear actuator (404) configured to provide a translational movement to the airbag module (202) so as to adjust the position of the airbag module (202).

12. The vehicle (201) as claimed in claim 8, wherein the one or more sensors (104) comprise an imaging device (210),
wherein the imaging device (210) is activated by the processor (108) to capture image data of the occupant based on a seatbelt fastened state,
wherein the image data is processed by the processor (108) to determine the position of the head of the occupant, and
wherein the optimal deployment trajectory is determined based on the seatbelt fastened state and the position of the head of the occupant.

13. The vehicle (201) as claimed in claim 12, wherein the processor (108) is configured to: dynamically determine, upon detection of a crash event and upon detection of the seatbelt fastened state as not fastened, a movement of the head of the occupant based on the image data captured by the imaging device (210); and
dynamically update the optimal deployment trajectory based on the movement of the head.

14. The vehicle (201) as claimed in claim 12, wherein the processor (108) is configured to:
determine, upon detection of the seatbelt fastened state as fastened, the optimal deployment trajectory based on a predefined airbag trajectory reference table and the position of the head of the occupant,
wherein the predefined airbag trajectory reference table comprises a plurality of reference deployment trajectories each corresponding to a predefined head position of the occupant in the vehicle (201).