as shown in fig1 , vehicle 10 has a passenger airbag restraint , 48 , and a driver &# 39 ; s airbag restraint , 50 , mounted adjacent steering wheel 52 . a fire suppression system includes controller 66 which is mounted upon floor pan 68 of vehicle 10 , and reservoirs 18 which are mounted under floor pan 68 in the so - called kick - up area adjoining the rear axle of vehicle 10 . those skilled in the art will appreciate in view of this disclosure that additional passenger restraint devices , such as seat belt pretensioners and side airbags , may be installed in a vehicle and controlled at least in part by , or in conjunction with , controller 66 . fig1 shows not only reservoirs 18 but also a portion of right and left side fire suppression conduits 28 , as well as fixed geometry nozzles 30 and variable geometry nozzles 36 . as seen in fig1 , variable geometry nozzles 36 project downwardly to allow fire suppression agent to be expelled from reservoirs 18 and placed at a low angle to the ground surface the vehicle is operating upon . this mode of operation is possible because variable geometry nozzles 36 are , as shown in fig2 , telescopingly extensible . this telescoping feature , which is shown in greater detail in fig8 , is produced by a sliding spray head , 40 , which is slidingly engaged with conduit 28 such that gas pressure within conduit 28 forces spray head 40 downwardly into its extended position , causing fire suppression agent 22 to be discharged through a number of holes 42 formed in spray head 40 . as shown in fig2 , at least two variable geometry nozzles 36 may be employed with single reservoir 18 , along with at least two fixed nozzles 30 which are spray bars each having a number of orifices 34 . while in their normally closed state , variable geometry nozzles 36 are liquid - tight by virtue of seals 46 , which are interposed between an end of each of spray heads 40 and the corresponding ends of conduits 28 . in a preferred embodiment , seals 46 comprise elastomeric boots attached to an outer surface of conduit 28 . seals 46 are simply sheared by the deploying spray head 40 when the present system is discharged . fixed nozzles 30 are also rendered liquid - tight by covers 44 , which are simply blown off when the present system is discharged . the sealing of nozzles 30 and 36 is important , because this prevents the ingress of road splash , which could block the system in sub - freezing weather or cause corrosion or blockage due to mud or other foreign matter . additional details of reservoir 18 are shown in fig7 . tank 90 contains approximately 1 . 5 l of fire suppression agent 22 , and a propellant 92 . propellant 92 includes two squibs ( not shown ) which are activated simultaneously by controller 66 via lines 91 so as to release a large amount of gas , forcing fire suppressant agent 22 from tank 90 and into distribution system 26 , including conduit 28 and the various fixed and variable geometry nozzles . a preferred propellant , marketed by primex aerospace company as model fs01 - 40 , is a mixture including aminotetrazole , strontium nitrate , and magnesium carbonate . this is described in u . s . pat . no . 6 , 702 , 033 , which is hereby incorporated by reference into this specification . those skilled in the art will appreciate in view of this disclosure that other types of propellants could be used in the present system , such as compressed gas canisters and other types of pyrotechnic and chemical devices capable of creating a gas pressure force in a vanishingly small amount of time . moreover , fire suppressant agent 22 , which preferably includes a water - based solution with hydrocarbon surfactants , fluorosurfactants , and organic and inorganic salts sold under the trade name lvs wet chemical agent ® by ansul incorporated , could comprise other types of agents such as powders or other liquids , or yet other agents known to those skilled in the art and suggested by this disclosure . if two reservoirs 18 are employed with a vehicle , as is shown in fig1 , all four squibs will be deployed simultaneously . fig4 shows manually activatable switch 54 for use with the present system . as shown in fig1 , switch 54 may be advantageously located on the headliner of vehicle 10 between the sun visors , or at any other convenient position . to use this switch 54 , hinged clear cover 56 is first opened by pressing on cover 56 . thereafter , the fire suppression system may be triggered by manually pressing pushbutton 58 . if the vehicle occupants are not disposed to release cover 56 , the system may be triggered by merely sharply depressing cover 56 , thereby closing contacts ( not shown ) contained within platform 60 . because the present system is intended for use when the vehicle has received a severe impact , controller 66 , which is shown in fig3 , contains a redundant power reserve or supply , which allows operation of the fire suppression system for about nine seconds , even if controller 66 becomes isolated from the vehicle &# 39 ; s electrical power supply . wiring harness 80 , as shown in fig5 , is armored , and has a para - aramid fiber inner sheath , 82 , of about 2 mm in thickness , which helps to shield the conductors within harness 80 from abrasion and cutting during a vehicle impact event . this para - aramid fiber is sold under the trade name kevlar ® by the dupont company . this armoring helps to assure that communication between controller 66 and reservoirs 18 remains in effect during an impact event . post - impact communications are further aided by redundancy in the control system . specifically , four independent sets of primary conductors , 79 a – d , extend from controller 66 to reservoirs 18 protected by sheath 82 . moreover , an h - conductor , shown at 81 in fig5 , extends between reservoirs 18 . thus , if one or both of the primary conductors 79 a – b , or 79 c – d , extending to one of reservoirs 18 should become severed , h - conductor 81 will be available to carry the initiation signal from the undamaged lines to both of reservoirs 18 . as noted above , an important feature of the present invention resides in the fact that the control parameters include not only vehicle impact , as measured by an accelerometer such as that shown at 70 in fig9 , but also vehicle speed , as measured by means of speed sensors 74 , also shown in fig9 . speed sensors 74 may advantageously be existing sensors used with an anti - lock braking system or vehicle stability system . alternatively , speed sensors 74 could comprise a global positioning sensor or a radar or optically based ground - sensing system . accelerometer 70 , as noted above , could be used with a conventional occupant restraint airbag system , thereby maximizing use of existing systems within the vehicle . advantageously , accelerometer 70 may be an amalgam of two or more accelerometers having differing sensing ranges . such arrangements are known to those skilled in the art and suggested by this disclosure . at least a portion of the various sensors could either be integrated in controller 66 or distributed about vehicle 10 . fig6 shows a sequence which is used according to one aspect of the present invention for activating a release of fire suppressant agent . beginning at block 100 , controller 66 performs various diagnostics on the present system , which are similar to the diagnostics currently employed with supplemental restraint systems . for example , various sensor values and system resistances will be evaluated on a continuous basis . controller 66 periodically moves to block 102 , wherein the control algorithm will be shifted from a standby mode to an awake mode in the event that a vehicle acceleration , or , in other words , an impact , having a magnitude in excess of a relatively low threshold is sensed by accelerometer 70 . also , at block 102 a backup timer will be started . if the algorithm is awakened at block 102 , controller 66 disables manually activatable switch 54 at block 104 for a predetermined amount of time , say 150 milliseconds . this serves to prevent switch 54 from inadvertently causing an out - of - sequence release of fire suppression agent . note that at block 104 , a decision has not yet been made to deploy fire suppression agent 22 as a result of a significant impact . at block 106 , controller 66 uses output from accelerometer 70 to determine whether there has been an impact upon vehicle 10 having a severity is in excess of a predetermined threshold impact value . such an impact may be termed a significant , or “ trigger ”, impact . if an impact is less severe than a trigger impact , the answer at block 106 is “ no ”, and controller 66 will move to block 105 , wherein an inquiry is made regarding the continuing nature of the impact event . if the event has ended , the routine moves to block 100 and continues with the diagnostics . if the event is proceeding , the answer at block 105 is “ yes ”, and the routine loops to block 106 . if a significant impact is sensed by the sensor system including accelerometer 70 and controller 66 , the answer at block 106 will be “ yes .” if such is the case , controller 66 moves to block 108 wherein the status of a backup timer is checked . this timer was started at block 102 . once the timer within controller 66 has counted up to a predetermined , calibratable time on the order of , for example , 5 – 6 seconds , controller 66 will cause propellant 92 to initiate delivery of fire suppressant agent 22 , provided the agent was not released earlier . propellant 92 is activated by firing an electrical squib so as to initiate combustion of a pyrotechnic charge . alternatively , a squib may be used to pierce , or otherwise breach , a pressure vessel . those skilled in the art will appreciate in view of this disclosure that several additional means are available for generating the gas required to expel fire suppressant agent 22 from tank 90 . such detail is beyond the scope of this invention . an important redundancy is supplied by having two squibs , 93 , ( fig5 ), located within each of tanks 90 . all four squibs are energized simultaneously . the velocity of the vehicle 10 is measured at block 110 using speed sensors 74 , and compared with a low velocity threshold . in essence , controller 66 processes the signals from the various wheel speed sensors 74 by entering the greatest absolute value of the several wheel speeds into a register . this register contains both a weighted count of the number of samples below a threshold and a count of the number of samples above the threshold . when the register value crosses a threshold value , the answer at block 110 becomes “ yes ”. in general , the present inventors have determined that it is desirable to deploy fire suppression agent 22 prior to the vehicle coming to a stop . for example , fire suppression agent 22 could be dispersed when the vehicle slows below about 15 kph . at block 112 , controller 66 enters a measured vehicle acceleration value into a second register . thereafter , once the acceleration register value decays below a predetermined low g threshold , the answer becomes “ yes ” at block 112 , and the routine moves to block 114 and releases fire suppressant agent 22 . in essence , a sensor fusion method combines all available sensor information to verify that the vehicle is approaching a halt . the routine ends at block 116 . because the present fire suppression system uses all of the available fire suppression agent 22 in a single deployment , the system cannot be redeployed without replacing at least reservoirs 18 . fig6 does not include the activation of occupant restraints 48 and 50 , it being understood that known control sequences , having much different timing constraints , may be employed for this purpose . in point of contrast , the low velocity threshold allows the present system to deliver the fire suppression agent while the vehicle is still moving , albeit at a very low velocity . this prevents the rear wheels of the vehicle from shadowing , or blocking dispersion of fire suppressant agent 22 . also , in many cases , a vehicular fire may not become well - established until the vehicle comes to a halt . although the present invention has been described in connection with particular embodiments thereof , it is to be understood that various modifications , alterations , and adaptations may be made by those skilled in the art without departing from the spirit and scope of the invention set forth in the following claims .
an automotive vehicle includes a vehicle body and at least one reservoir containing a fire suppressant agent . a distribution system receives the fire suppression agent from the reservoir and conducts the agent to at least one location about the vehicle &# 39 ; s body in response to the determination by a sensor system and controller that the vehicle has been subjected to a significant impact . the sensor system and controller determine not only the magnitude of an impact upon the vehicle , but also track subsequent motion of the vehicle , as well as the time which has elapsed since an impact , so as to decide if and when the fire suppressant agent should be dispersed . alternatively , the fire suppressant agent may be dispersed following activation of a manual switch .