CN113619520A - Method for controlling a vehicle occupant protection device in the event of a vehicle collision - Google Patents
Method for controlling a vehicle occupant protection device in the event of a vehicle collision Download PDFInfo
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- CN113619520A CN113619520A CN202110477801.7A CN202110477801A CN113619520A CN 113619520 A CN113619520 A CN 113619520A CN 202110477801 A CN202110477801 A CN 202110477801A CN 113619520 A CN113619520 A CN 113619520A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
- B60R21/01—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents
- B60R21/013—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents including means for detecting collisions, impending collisions or roll-over
- B60R21/0132—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents including means for detecting collisions, impending collisions or roll-over responsive to vehicle motion parameters, e.g. to vehicle longitudinal or transversal deceleration or speed value
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
- B60R21/01—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents
- B60R21/013—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents including means for detecting collisions, impending collisions or roll-over
- B60R21/0136—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents including means for detecting collisions, impending collisions or roll-over responsive to actual contact with an obstacle, e.g. to vehicle deformation, bumper displacement or bumper velocity relative to the vehicle
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Abstract
The invention relates to a method (200) for controlling an occupant protection device (115) of a vehicle (100) in the event of a collision. The method comprises a step of reading the acceleration signal (103) and/or the ambient signal (105), a step of determining a crash-specific variable (125) by using the acceleration signal (103) and/or the ambient signal (105) according to a determination rule (123), and a step of substituting the determined crash-specific variable (125) for at least one parameter of a predefined model rule (127) in order to generate a set model rule (128). An ideal activation time point (132) for activating the occupant protection device (115) is determined by using the set model rules. The method further comprises the step of generating a control signal (135) for controlling the occupant protection device (115) by using the desired activation point in time (132).
Description
Technical Field
The present invention relates to a method and a device for controlling an occupant protection device of a vehicle in the event of a collision of the vehicle.
Background
Occupant protection devices, such as passive safety restraint devices, provide protection for vehicle occupants from injury in the vehicle. This is achieved in particular by the action of the seat belt and by the correct control of actuators such as seat belt tensioners and various types of airbags. And in particular when the restraint device is activated at an optimal point in time, an optimal protection of the occupant is achieved. The point in time at which the restraining means is activated can generally be determined in such a way that the restraining means is activated precisely when a measured and preprocessed vehicle deceleration signal plotted against time exceeds a predetermined or calculated threshold value.
Disclosure of Invention
Against this background, a method for controlling an occupant protection device of a vehicle in the event of a collision of the vehicle is proposed by the solution presented herein, further an apparatus using the method, and finally a corresponding computer program.
According to an embodiment, a model system or model rules for evaluating specific characteristics or characteristics of a vehicle collision from the signals of an acceleration sensor and additionally or alternatively a so-called pre-crash sensor can be used in particular for controlling an occupant protection device of a vehicle or for determining the activation time or activation time of an occupant protection device (for example a restraint device for passive safety). By using such a feature, in particular the estimated or measured initial occupant position, a desired activation time point for activating the occupant protection device can be calculated, for example, in real time. The model rules used can model a collision of the vehicle with another object, for example, as mass points with springs, which can represent the stiffness of the vehicle and the counterpart object. The model rule may in particular be a sinusoidal simulation of the course of the acceleration signal over time in the collision. From the actually measured acceleration signal, a parameter can be determined which, on a given signal curve, is most suitable for the signal to be determined (e.g. a sinusoidal signal). In this way, in particular with regard to the seat position and the activation duration of the occupant protection device, the ideal activation time of the occupant protection device or the optimum activation time of the restraint device is in turn determined. Here, for example, an approximation method may be used. Activation of the occupant protection device can be triggered if a time corresponding to a specific point in time has elapsed from the start of the collision during the collision.
According to one embodiment, the activation time or the trigger time can advantageously be determined directly from the characteristics of the acceleration signal, in particular, so that specific accident situations need not be explicitly taken into account. This need only be done once during a collision, for example, and the determination of the optimal ignition point in time or the ideal activation point in time can be carried out independently for each seat position in a simple sequence based on this particular variable. Another advantage is that the determination of the ideal activation point in time can be made independently of the determination of the severity of the collision. In addition, it is possible to make the determination of the activation time point particularly early. A reliable and robust protection of the vehicle occupants can thereby be achieved. It is also possible to increase the accuracy of the determination of the activation point in time of the occupant protection device or the ignition point in time of the passive safety restraint device, so that an improved protection of the vehicle occupant can be achieved.
A method for controlling an occupant protection device of a vehicle in the event of a collision of the vehicle is proposed, wherein the method comprises the following steps:
reading an acceleration signal from an interface for a vehicle acceleration sensor and/or an environment signal from an interface for a vehicle environment sensor;
determining a crash-specific variable by using the acceleration signal and/or the ambient signal according to a determination rule;
substituting the determined collision-specific variable for at least one parameter of a predefined model rule in order to generate a set model rule, wherein the model rule for modeling a collision takes or has a sinusoidal signal curve that varies over time;
determining an ideal activation time point for activating the occupant protection device by using the set model rule;
generating a control signal for controlling the occupant protection device by using the desired activation time point, wherein the control signal comprises an activation command for activating the occupant protection device; and is
A control signal is provided for output to an interface for an occupant protection device.
The method can be implemented, for example, in software or hardware or in a hybrid form of software and hardware, for example, in a control unit. The vehicle may be a motor vehicle, such as a land vehicle, in particular a passenger car, a truck or another commercial vehicle. The occupant protection device may be a restraint device for passive safety, in particular an airbag. For a collision, a collision may occur between the vehicle and a collision object (e.g., at least one other vehicle or obstacle). The operating signal may represent vehicle acceleration, in particular during a collision. The ambient signal may represent the surroundings of the vehicle. The environmental sensor may have a vehicle camera, a radar device, a lidar device, or the like. The crash-specific variables may vary depending on the type of crash, severity of the crash, and the like. The activation of the passenger protection means can be triggered or triggered on the passenger protection means side by using a control signal.
According to one embodiment, in the substituting step, a variable may be substituted for a parameter representing a product of the assumed amplitude and the assumed angular frequency. The predefined model rule may define the assumed activation time point as the difference between the cubic root of the quotient of six times the predetermined distance measure and the parameter and the predetermined activation duration of the occupant protection device. Such an embodiment offers the advantage that the optimum activation point in time can be determined accurately in a simple manner.
In the determination step, the variable may be determined as a quotient of twice the numerically integrated acceleration signal and the square of time according to a first determination rule. Here, the time may represent a timestamp of a corresponding calculation period or time step. In addition or alternatively, in the determination step, the variable may be determined as a product of a relative speed between the vehicle and the impact object, which is detected by the ambient signal, and a quotient of a combined stiffness of the vehicle and the impact object and a vehicle mass, according to a second determination rule. Such an embodiment offers the advantage that crash-specific variables can be determined quickly and reliably by means of the acceleration signal.
In the substitution step, the variables to be determined according to the first determination rule and the variables to be determined according to the second determination rule can be substituted independently of one another for the parameters into the predefined model rules to generate the set first model rule and the set second model rule. Here, in the determining step, the first activation time point may be generated by using a set first model rule, and the second activation time point may be generated by using a set second model rule. In addition, the ideal activation time point may be determined as a weighted average of the first activation time point and the second activation time point. Here, the weighting factor may depend on the quality of the ambient signal. Such an embodiment provides the advantage that the determination of the ideal activation point in time can further be made more robust and reliable.
Further, in the determining step, a temporary activation time point may be generated by using the set model rule in each time step. Here, if the time period that has elapsed since the start of the collision corresponds to the tentative activation time point generated in the time step in one time step, the tentative activation time point may be determined as the ideal activation time point. In this way, a practically ideal activation time point can be found in a simple manner.
In addition, in the generating step, the control signal may be generated by using an impact speed of an occupant of the vehicle on the occupant protection device estimated by means of the estimation rule. Here, the estimation rule may define the impact velocity as an acceleration signal that is single-integrated with the substituted ideal activation time point. In this way, the control of the occupant protection device can be modified in an appropriate manner to further improve its protective effect.
In the determination step, the ideal activation time point may also be determined by a series expansion using the set model rule. The expansion coefficient of the series expansion may take into account, in particular, the state of the restraint system of the vehicle occupant and/or the physical properties. The series expansion may be at least a first order series expansion, for example, a second order or higher. The ideal activation time can thus be determined in an accurate manner already early before this time is reached.
According to one embodiment, the method may have the steps of: the threshold value of the dual-integrated predefined reference acceleration signal is defined by using a reference rule for a reference collision with a reference variable specific to the reference collision and a reference activation time point specific to the reference collision. In this case, the exceeding time point when the double-integrated acceleration signal exceeds the threshold value can be determined by using the acceleration signal in the determining step. Here, in the determination step, an ideal activation time point may be determined as a correction factor for determining the rule by using the set model rule. The determination rule may be defined as a sum of a difference between the exceeding time point and the reference activation time point (as a first addend) multiplied by the set model rule and the reference activation time point (as a second addend). Such an embodiment provides the advantage that an improvement of the quality of the ignition time point calculated on the basis of the forward displacement threshold or the so-called ds threshold can be achieved. In particular, complexity, resource consumption and application effort are reduced, and the applicability is extended and accuracy in terms of different accident types and accident severity is improved.
In this case, in the determination step, the set model rules may represent correction factors predefined according to the type of collision identified. In this way, the determination of the ideal activation time point can be accelerated and simplified.
Furthermore, in the determination step, the seat position of the occupant of the vehicle moving relative to the standard seat position may be taken into account in the set model rule. Here, the standard seat position may represent a seat position as far forward as possible in the vehicle traveling direction. The displaced seat position can in particular represent a seat position which is detected by an internal sensor signal using a vehicle internal sensor. In this way, an advantageous adaptation of the activation time point of the occupant protection device to the occupant position can be achieved for passive safety. This allows the activation time point calculated for the predetermined occupant position to be simply adapted to any other occupant position. It is possible here to determine the optimum activation time for all other seat positions on the basis of the activation time for a given seat position. This results in, for example, a saving in the application effort, since separate applications for different seat positions can be dispensed with, and also in a saving in computer resources, since only fewer threshold values have to be stored in the memory, and furthermore, in the adaptation of the activation points to the seat positions, the protection of the occupants is improved by a higher resolution, wherein the number of threshold values that can be used is not limited, and in addition, they can be easily applied to other or all seats in the vehicle and determined independently of the severity of the accident. Another advantage is that the occupant position can also be used directly as an input variable in the determination, so that a further threshold query or a number of independent threshold queries for all possible occupant positions can be made superfluous.
The solution presented here also proposes a device which is designed to carry out, control or carry out the steps of the variants of the method presented here in a corresponding device. The object on which the invention is based can also be achieved quickly and efficiently by means of this embodiment variant in the form of a device according to the invention.
For this purpose, the device may have at least one arithmetic unit for processing signals or data, at least one memory unit for storing signals or data, at least one interface with the sensor or the actuator for reading sensor signals from the sensor or for outputting data signals or control signals to the actuator, and/or at least one communication interface for reading or outputting data embedded in a communication protocol. The arithmetic unit may for example be a signal processor, a microcontroller, etc., wherein the memory unit may be a flash memory, an EEPROM or a magnetic memory unit. The communication interface can be designed to read or output data wirelessly and/or by wire, wherein the communication interface, which can read or output wired data, can read this data from or output it into the respective data transmission line, for example electrically or optically.
In this context, an apparatus may be understood as an electronic device which processes sensor signals and outputs control signals and/or data signals accordingly. The device may have an interface that is constructed based on hardware and/or software. In a hardware-based configuration, the interface can be, for example, a part of a so-called ASIC system that contains the various functions of the device. It is also possible that the interface is a separate integrated circuit or is at least partly composed of discrete components. In a software-based configuration, the interface may be, for example, a software module that is present on the microcontroller together with other software modules.
In an advantageous embodiment, the control of a vehicle occupant protection device, for example an airbag, is carried out by the device. For this purpose, the device can access sensor signals, for example, an acceleration signal of an acceleration sensor of the vehicle and an environment signal of an environment sensor. The control is performed by an actuator such as a device, gas generator, or the like.
An occupant protection system for a vehicle is also proposed, wherein the occupant protection system has the following features:
an occupant protection device; and
an embodiment of the foregoing apparatus wherein the apparatus and the occupant protection apparatus are connected to each other in a signal transmittable manner.
The device may advantageously be applied or used in combination with an occupant protection system for controlling the occupant protection device in the event of a vehicle collision. The device can be implemented as part of a control unit for an occupant protection device.
A computer program product or a computer program with a program code which can be stored on a machine-readable carrier or storage medium such as a semiconductor memory, a hard disk memory or an optical memory and which is used for carrying out, implementing and/or controlling the steps of the method according to one of the above-mentioned embodiments, in particular when the program product or program is run on a computer or an apparatus, is also advantageous.
In other words, an optimal or ideal ignition or activation point in time of the restraint system or of the occupant protection device can thereby be determined, in particular in a control unit or device installed in the vehicle, by using the measured acceleration data, wherein for example the initial position of the occupant and the severity of the crash can also be taken into account simultaneously.
Drawings
Embodiments of the solution described herein are illustrated in the accompanying drawings and explained in detail in the following description. Wherein:
FIG. 1 shows a schematic view of a vehicle having an occupant protection system according to one embodiment;
FIG. 2 shows a flow diagram of a method for controlling according to one embodiment;
fig. 3 shows an example of the activation time point of the occupant protection device;
fig. 4 shows an example of the activation time point of the occupant protection device;
fig. 5 shows an example of the activation time point of the occupant protection device;
fig. 6 shows an example of the activation time point of the occupant protection device;
fig. 7 is a diagram showing an example of the activation time point of the occupant protection device;
fig. 8 is a diagram showing an example of the activation time point of the occupant protection device;
fig. 9 shows an example of the activation time point of the occupant protection device.
Detailed Description
Before explaining embodiments of the present invention in more detail below, the background and advantages of the embodiments will first be briefly discussed.
Conventional passive restraint devices provide protection for vehicle occupants from injury in the vehicle. This is achieved by the action of the seat-belt and the correct control of actuators such as seat-belt tensioners and various types of air-bags. The occupant is optimally protected only when the restraint device or the occupant protection device is activated at the ideal or optimal point in time. Usually, the activation time point of the restriction device is determined, for example, by activating the restriction device just when the measured and preprocessed vehicle deceleration signal, the drop in speed (dv, the first integral of the acceleration) or the second integral of the acceleration ds plotted against time exceeds a predetermined threshold. Here, the threshold value is usually set such that, for example, the ignition of the airbag is performed in such a way that the occupant comes into contact with the airbag just at the moment it completes its inflation due to a forward displacement caused by the collision. This is the so-called 5 inch rule: if the occupant is in the standard position, ignition should be performed in such a way that the airbag is inflated when the occupant has moved forward by 5 inches or about 12.5 centimeters due to the collision. It is implicitly assumed here that the occupant is initially situated 12.5 cm from the airbag contact side. Another method directly evaluates the second integral (ds) of acceleration. This variable ds represents a measure of the distance traveled by the occupant's head if it is assumed that the occupant's head has not been braked by a seatbelt or friction during the initial accident phase. If in this case ds exceeds a predetermined threshold, the triggering of the airbag can be activated. In contrast to such a procedure, a specific activation or ignition time can be determined precisely and only slightly deviates from the optimum value according to the exemplary embodiment. According to an embodiment, a simple adaptation to seat positions deviating from the standard can likewise be achieved. According to the embodiment, particularly, occupants in different positions can be optimally controlled independently in a vehicle having different seat positions with a minimum amount of computation. Furthermore, it is possible according to exemplary embodiments that the determined ideal activation time provides an optimal ignition time for the accident type and the accident severity, but also for other accident situations more precisely than only approximately. Unlike the case where the trigger time point is determined solely by the threshold value of the forward displacement ds, the deviation from the ideal ignition time point can be minimized for most cases, according to an embodiment.
Another method for determining the ignition time point of a passive safety restraint device consists in triggering the activation of the restraint device in the event of a crash by the preprocessed acceleration signal exceeding a predetermined threshold value, which may depend on the acceleration signal occurring in the crash or on other variables. If this threshold value is exceeded, the respective restriction device can also be activated immediately. The ignition time (TTF) corresponds to the time at which the threshold value is exceeded. According to the embodiment, with such a method, complexity can be reduced, applicability can be more easily improved, and resource cost can be reduced. Another approach is based on the second integral (ds) of acceleration exceeding a predetermined threshold. Unlike this method, according to embodiments, the ideal activation time point can also be correctly determined regardless of the explicit knowledge of the accident severity and the accident type.
According to an embodiment, it may also be dispensed with to define a separate threshold value for each occupant position in order to obtain the correct activation time point. Thus, the effort may be reduced in terms of application, because each threshold value has to contain the correct value, in terms of testing, because each threshold value has to be tested separately, in terms of resource consumption, because storage space has to be reserved for each threshold value, and in terms of accuracy, because usually only as many different seat positions as there are saved thresholds can be distinguished in the control characteristic. Thus, according to the embodiment, the control for a single seat position can also be performed for each occupant with a lengthened workload.
In the following description of advantageous embodiments of the invention, the same or similar reference numerals are used for elements shown in the respective drawings and functioning similarly, wherein repeated description of these elements is omitted.
Fig. 1 shows a schematic view of a vehicle 100 with an occupant protection system 110 according to an embodiment. The vehicle 100 is a motor vehicle, such as a land vehicle, a watercraft or an aircraft, in this context in particular a land vehicle, such as a passenger car, a truck or another commercial vehicle. Fig. 1 shows an acceleration sensor 102, an environmental sensor 104, and an occupant protection system 110 of a vehicle 100.
The acceleration sensor 102 of the vehicle 100 is designed to detect an acceleration of the vehicle 100 and to provide an acceleration signal 103 representing the detected acceleration of the vehicle 100. The environment sensor 104 is designed to detect the environment of the vehicle 100 and to provide an environment signal 105 representative of the detected environment of the vehicle 100. The surroundings sensor 104 is in particular designed to enable what is known as pre-crash detection, i.e. detection of an imminent crash. The environment sensors 104 here comprise, for example, vehicle cameras, radar sensors, lidar sensors, etc., which have corresponding signal processing devices for detecting an imminent collision.
The occupant protection system 110 includes an occupant protection device 115 and a device 120 for controlling the occupant protection device 115 when the vehicle 100 collides. The device 120 and the occupant protection device 115 are connected to each other in a signal transmittable manner. The occupant protection device 115 comprises, for example, a passive safety restraint device, in particular at least one airbag.
The apparatus 120 has an input interface 121, an input device 122, an evaluation device 124, an substitution device 126, a determination device 130, a generation device 134, a provision device 136 and an output interface 139. The reading device 122 is designed to read the acceleration signal 103 from the input interface 121 for the acceleration sensor 102. Additionally or alternatively, the reading device 122 is designed to read the ambient signal 105 from the input interface 121 for the ambient sensor 104. Furthermore, the reading device 122 is also designed to forward the acceleration signal 103 and/or the ambient signal 105 to the ascertaining device 124.
The evaluation device 124 is designed to evaluate the crash-specific variable 125 using the acceleration signal 103 and/or the ambient signal 105 and according to an evaluation rule 123. The evaluation device 124 is also designed to forward the evaluated crash-specific variable 125 in the form of a signal to the substitution device 126. The substitution device 126 is designed to substitute the sought collision-specific variable 125 for at least one parameter of a predefined model rule 127 in order to generate a set model rule 128. Here, the predefined model rules 127 assume a sinusoidal signal curve over time for modeling the collision. The substitution device 126 is furthermore designed to signal the set model rules 128 to the determination device 130.
The determination device 130 is designed to determine an ideal activation time point 132 for activating the occupant protection device 115 by using the set model rules 128. The determination device 130 is further designed to forward the determined ideal activation point in time 132 in the form of a signal to the generation device 134. The generating device 134 is designed to generate a control signal 135 for controlling the occupant protection means 115 by using the desired activation point in time 132. The control signal 135 includes an activation command for activating the occupant protection device 115. In addition, the generating device 134 is also designed to forward the control signal 135 to the providing device 136. The provision device 136 is designed to provide a control signal 135 for output to an output interface 139 for the occupant protection device 115. Thus, the device 120 is designed to output a control signal 135 to the occupant protection device 115 via the output interface 139. The control signal 135 is adapted to cause activation thereof when processed or used by the occupant protection device 115.
The substituting device 126 is designed in particular to substitute a parameter representing the product of the assumed amplitude and the assumed angular frequency into the collision-specific variable 125. Here, the predefined model rules 127 define the assumed activation time as the difference between the cubic root of the quotient of six times the predetermined distance measure 103 and the parameter and the predefined activation duration of the occupant protection device 115.
According to one exemplary embodiment, the determination device 124 is designed to determine the crash-specific variable 125 as a quotient of twice the numerically integrated acceleration signal 103 and the square of time according to a first determination rule. In addition or alternatively thereto, the determination device 124 is designed to determine the crash-specific variable 125 as a product of the relative speed between the vehicle 100 and the crash object, which is recognized by the ambient signal 105, and the quotient of the combined stiffness of the vehicle 100 and the crash object and the mass of the vehicle 100, according to a second determination rule. The substitution device 126 is here optionally designed to substitute the variables 125 determined according to the first determination rule and the variables 124 determined according to the second determination rule independently of one another with respect to the parameters into predefined model rules 127 in order to generate set first model rules 128 and set second model rules 128. Here, the determination device 130 is designed to generate a first activation time point by using the set first model rule 128 and a second activation time point by using the set second model rule 128, and to determine the ideal activation time point 132 as a weighted average of the first activation time point and the second activation time point. The weighting factor of the weighted average is optionally dependent on the quality of the ambient signal 105.
According to one embodiment, the determination device 130 is designed to generate the point of time of the temporary activation in each time step by using the set model rules 128. Here, the determination device 130 is designed to determine a tentative activation point in time generated in a time step from the start of the collision as the ideal activation point in time 132 if the time period that has elapsed in the time step corresponds to the tentative activation point in time. Additionally or alternatively thereto, according to an embodiment, the determination device 130 is designed to determine the ideal activation time point 132 by using a series expansion of the set model rules 128. The expansion coefficient of the series expansion optionally takes into account the state of the restraint system of the vehicle occupant and/or the physical properties. In addition or as an alternative thereto, the generating device 134 is designed to generate the control signal 135 by using an impact speed of an occupant of the vehicle 100 on the occupant protection device 115 estimated by means of the estimation rule. The estimation rule defines the impact velocity as the acceleration signal 103 that is single integrated with the substituted ideal activation time point 132.
According to a further embodiment, the device 120 is further designed to prescribe a threshold value for the double-integrated predefined reference acceleration signal by using a reference rule for a reference collision with a reference variable specific to the reference collision and a reference activation point in time specific to the reference collision. The determination device 124 is designed here to determine an overrun point in time at which the double-integrated acceleration signal 103 exceeds a defined threshold value by using the acceleration signal 103. Furthermore, the determination device 130 is here designed to determine the ideal activation time 132 as a correction factor for a determination rule defined as the sum of the difference between the exceedance time and the reference activation time (as a first addend) multiplied by the set model rule 128 and the reference activation time (as a second addend) by using the set model rule 128. In this case, the set model rules 128 optionally additionally represent correction factors predefined according to the type of collision identified.
According to a further embodiment, the determination device 130 is also designed to take into account in the set model rules 128 the seat position of the occupant of the vehicle 100 moving relative to the standard seat position. Here, the standard seat position represents a seat position as far forward as possible in the traveling direction of the vehicle 100. Here, the shifted seat position represents a seat position identified by using an internal sensor signal of an internal sensor of the vehicle 100.
Fig. 2 shows a flow diagram of a method 200 for control according to an embodiment. The method 200 for controlling may be performed to control an occupant protection device for a vehicle in the event of a vehicle collision. Here, the method 200 may be performed in conjunction with or using the apparatus of fig. 1 or a similar apparatus. Thus, the method 200 may also be performed in conjunction with the occupant protection system of FIG. 1 or a similar system and the vehicle of FIG. 1 or a similar vehicle. The method 200 for controlling comprises a reading step 210, an obtaining step 220, a substituting step 230, a determining step 240, a generating step 250 and a providing step 260.
In a reading step 210, an acceleration signal is read from an interface for a vehicle acceleration sensor and/or an environment signal is read from an interface for a vehicle environment sensor. Subsequently, in an evaluation step 220, the crash-specific variable is evaluated using the acceleration signal and/or the ambient signal according to an evaluation rule. The determined collision-specific variables are then substituted for at least one parameter of the predefined model rule in a substitution step 230 in order to generate a set model rule. The predefined model rules assume a sinusoidal curve over time for the modeling of collisions. Subsequently, in a determination step 240, an ideal activation time point for activating the occupant protection device is determined by using the set model rules. A control signal for controlling the occupant protection device is then generated again in a generating step 250 by using the desired activation point in time. The control signal includes an activation command for activating the occupant protection device. Finally, a control signal is provided for output to an interface for an occupant protection device in a providing step 260.
According to one embodiment, the method 200 for controlling further comprises a defining step 205. Here, the determining step 205 may be executed in advance with respect to the obtaining step 220, and particularly, may be executed in advance with respect to the reading step 210. In a specification step 205, a threshold value of the double-integrated predefined reference acceleration signal is specified here using a reference rule for a reference collision with a reference variable specific to the reference collision and a reference activation time point specific to the reference collision. In the determination step 220, the exceeding time point at which the doubly integrated acceleration signal exceeds the threshold value defined in the definition step 205 is determined by using the acceleration signal. In addition, in a determination step 240, the ideal activation time is determined here as a correction factor of a determination rule defined as the sum of the difference between the exceedance time and the reference activation time (as a first addend) multiplied by the set model rule and the reference activation time (as a second addend), by using the set model rule.
Fig. 3 shows an example diagram 300 of the activation points in time of an occupant protection device. Here, the time t in seconds [ s ] is plotted on the abscissa axis of the example graph 300, and the activation time point or the ignition time point TTF in seconds [ s ] is plotted on the ordinate axis of the example graph 300. In the exemplary diagram 300, a number of graphs are plotted which represent the activation times or ignition times TTF over the time t for the respective actual crash signal or acceleration signal (TTF (t)) during a crash. If these curves intersect the line 302 of the actual time, wherein the intersection points are marked prominently in each case, they correspond to the correct ignition time or the ideal activation time point, respectively, for example the activation time points mentioned with reference to the above-mentioned figures.
Fig. 4 shows an example diagram 400 of activation points in time for an occupant protection device. The example diagram 400 corresponds to the example diagram in fig. 3, with the difference that it represents a TTF curve according to a first-order taylor expansion. Here it can be seen that the curve of the graph is flatter in the region near the intersection with the actual timeline 302. This flattening makes it possible to determine the ideal activation or ignition point in time with sufficient accuracy even before the actual time is reached. In other words, and with reference to the above-described figures, the ideal activation time point is determined by a series expansion (here, a first-order taylor expansion) using the set model rule.
Fig. 5 shows an example diagram 500 of activation points in time for an occupant protection device. Here, the crash-specific variables or the parameters k [ m/s3] in seconds are plotted on the abscissa axis of the example diagram 500, and the actual activation or ignition time "actual TTF" in seconds [ s ] is plotted on the ordinate axis of the example diagram 500. The contents in the example graph 500 represent the composite data of the actual activation time points in relation to the collision-specific variable or parameter k, which varies over a range of values. The crash-specific variable or parameter k is, for example, any of the figures described above.
Fig. 6 shows an example diagram 600 of the activation points in time for an occupant protection device. Here, the actual activation time point or ignition time point "actual TTF" in fig. 5 is plotted on the abscissa axis of the example graph 600 in units of seconds [ s ], and the activation time point or ignition time point TTF in units of seconds [ s ] is plotted on the ordinate axis of the example graph 600. Also shown is a line 602 representing the correct ignition characteristics.
Fig. 7 shows an example diagram 700 of activation points in time for an occupant protection device. Here, the example diagram 700 corresponds to the example diagram of fig. 6, with the difference that not only the activation time point TTF1 obtained according to the conventional method is shown, but also the activation time point TTF2 determined according to one embodiment.
Fig. 8 shows an example diagram 800 of activation points in time for an occupant protection device. Here, in seconds [ s ] on the axis of abscissa of the exemplary graph 800]The activation or ignition time or point of time "TTF" set as reference is plotted for the unitref", and is plotted on the ordinate axis of the example graph 800 in seconds s]In units of an activation time point or ignition time point TTF. Also shown is a line 802 representing the correct ignition characteristics. Actual data for different accident severity, in particular the ignition time points determined according to conventional methods, are filled in the example graph 800.
Fig. 9 shows an example diagram 900 of activation points in time for an occupant protection device. Example graph 900 corresponds to the example graph of fig. 8, except that actual or ideal activation time points for different accident severity are shown, obtained according to one embodiment, and another line 904 represents another collision type.
With reference to the above figures, embodiments will be explained again below in general and in other expressions.
On the basis of a model or according to predefined model rules, the variation of the acceleration signal a (t)103 over time t can be represented by the following function:
a(t)＝A·sin(ωt)
here, a is the maximum amplitude of the acceleration signal 103, and ω is the angular frequency thereof. Time t is counted from the start of the collision.
The speed reduction dv of the vehicle 100 from the start of the collision and the forward displacement ds of the occupant relative to the vehicle 100 can be calculated therefrom by integration taking into account the initial conditions. In the latter case, the occupant is assumed to move without being subjected to forces, which represent a useful approximation for the occupant's head in the initial collision phase of interest here.
For dv there are:
for ds there are:
the triggering of the restraint or occupant protection 115 should take place in such a way that the airbag should already be inflated when the forward displacement ds of the occupant has just passed the distance Δ s to the occupant protection 115, for example to the airbag. The following function is thus applied to the distance dimension Δ s:
since activation or ignition of the occupant protection device 115 should generally take place early in a crash, the "sine wave" can be replaced here by the first term of its series expansion. Then approximately the following applies:
solving for time yields:
therefore, ideal contact between the occupant protection device 115 and the occupant occurs at this time. If the time Δ t is required for the deployment of the airbag, the ideal activation time 132 or ignition time TTF can be determined as follows:
further, by using the result in the deceleration equation, an estimated value of the impact speed of the occupant on the airbag can be calculated:
the method 200 may enable the determination of the ideal activation time point 132 for an actual collision, in particular on the basis of the above-described model-based equation.
Essentially, the object is first to determine the product k ═ a · ω from the acceleration signal 103 as the crash-specific variable 125. For this reason, the following calculation steps are preferably performed in a real-time cycle. In the following, the variable t is also intended to represent the time stamp of the respective calculation cycle.
1. The acceleration signal is preferably initially filtered.
2. The signal obtained in this way is numerically integrated. The signal dv' (t) is obtained.
3. From which the variable k (t) is calculated with the following rule:
4. by substitution, a provisional estimate value ttf (t) of the ignition time point can be obtained in each calculation period t:
in the case of an actual acceleration signal, the function ttf (t) will typically have different values over time, see also fig. 3. The actual ideal activation time 132 or ignition time TTF is now determined by the following equation (intersection point)
TTF(t)＝t
If applicable, the value for which the actual time elapsed since the start of the collision in a calculation cycle exactly corresponds to the currently calculated function value is selected as the ideal ignition point in time.
By means of this value, the predicted impact velocity on the airbag can also be determined by using the given equation and used for the modification of the control.
Other embodiments will be described below.
If an interior sensor system is present in the vehicle 100, the distance between the interior sensor and the head of the occupant can be determined therefrom. This can be done, for example, by subtracting another variable from the variable determined by the sensing system, so that the result represents a measure of the initial distance between the occupant and, for example, the deployed airbag. The distance does not necessarily have to correspond to the geometric distance between the head and the airbag, but can also be slightly smaller or larger according to predefined specifications. The restraining effect of the airbag can thereby be further optimized. The distance need not necessarily be constant but may also depend on other parameters, such as accident severity, impact speed, etc. If no internal sensing system is present, a standard value may be set, for example, corresponding to the most frequent seat positions or to the seat position with the lowest risk of occupant injury statistically or individually in combination with activation of the occupant protection device 115 and severity of the accident.
The ideal activation time point 132 can be calculated for each seat position and occupant of the vehicle 100 separately by taking into account the respective position and occupant mass of the vehicle. The mass of the occupant can optionally be assumed to be a part of the actual mass of the occupant. If the mass of the occupant is unknown, a standard mass may be assumed according to one embodiment. Which may be determined, for example, based on the severity of the accident, the speed of the impact, etc.
The value determined by means of the device 120 or according to the method 200 is only used further if, for example, the acceleration has previously exceeded a predetermined minimum threshold value.
According to one embodiment, the value of the collision-specific variable 125 or k ═ a ω can also be generated directly from the information of the pre-collision sensors, such as the environment sensor 104, or the environment signal 105. In this case the following relationship is used:
wherein v isrelIs the relative velocity, m, between the host vehicle 100 and the obstacle determined by the pre-crash sensor or environmental sensor 1041Is the known mass of the vehicle 100 and D is the combined stiffness of the vehicle in the collision, which is derived from the expected collision type and the characteristics of the vehicle, as can be determined from the pre-collision information. The expression can be rewritten as:
here, D1And D2Is the effective rigidity of the vehicle or the other object. From this it will be determined:
the variable can now be used directly as the activation time, but the ignition time TTF determined above in point 4 can also be fused with the variable by forming a weighted average from these variables. The weighting is preferably based on the quality of the pre-crash information. If the quality is higher, its weight is higher, and if the quality is lower, its weight is lower.
According to another embodiment, the actual ignition time point can be calculated even before the original ignition time point is reached, see also fig. 4. The following methods can be used here: the time-dependent function TTF (t) is designated from here as t0The current time point of (c) evolves:
the point of intersection being TTF (t) ═ TTFnewWhere t is, it can be set to
Solve for t and with TTFnew(t) instead of t.
The first order development becomes
Alternatively, expansion to the second order may also be used
This provides two possible solutions:
physically meaningful solutions are used herein.
If additional criteria are met, the ignition timing determined by these equations is used. The additional criteria may be: at TTF from the start of collisionnewThe difference from the current time is less than a certain preset value. At TTF from the start of collisionnewThe difference from the current time is less than a specified preset value multiplied by a factor.
According to another embodiment, the performance of the method 200 may be further improved by following the equation
Using a variable Δ s*Instead of Δ s, i.e.:
where Δ s*Is related to Δ s by the following relationship:
wherein the order of expansion k and the expansion coefficient anCan be freely selected according to requirements or alternatively be predetermined as a function of Δ s, i.e.
Thus, the following applicable relationships are obtained overall
The advantage of this expression is that the fact that the assumption of free-wheeling is only an approximation can thus be taken into account. By means of the method, consistency with reality can be improved.
According to another embodiment, the performance of the system may be further improved by: the coefficients also depend on the seat belt state, i.e. whether the occupant is wearing a seat belt, or on other further parameters, such as the occupant mass or the occupant height.
To repeat this, it should be noted again that the following expression is obtained by setting k to a ω:
according to one embodiment, k is determined for a given value k by a reference variable or a specific value*The specific preset acceleration signal or the reference acceleration signal is characterized to obtain a reference activation time point or a specific trigger time TTF*：
To k is paired*Solving to obtain:
on the other hand, the acceleration of the first collision phase can be approximately determined by a linear expression:
a(t)＝k·t。
the velocity change dv is thus integrated:
and the forward displacement ds for the occupant is obtained by integrating again:
if previously calculated TTF is used for k here*K of (a)*Then obtain
Where a constant threshold THD of forward displacement can be used to identify ds:
reference activation or ignition time TTF obtained in the usual case*As follows:
if the threshold expression is substituted here, then:
namely, it is
This expression essentially describes the characteristics of the conventional ds-based TTF determination method: if the acceleration signal has the same value of k as the signal used to calibrate the threshold, i.e. k-k*The ignition time TTF' thus obtained corresponds to the correct ignition time TTF*. There is a deviation for all other cases. The example graph 600 in fig. 6 particularly illustrates the deviation of TTF from the correct value for the conventional ds-based approach. The TTF may correspond to the value TTF' here. For TTF 10ms, the values obtained in fig. 6 illustratively agree with the correct values.
To achieve the correct TTF over the full range of k, TTF' is now corrected by means of the method 200 as follows:
suppose that:
TTFreal-TTF*＝R·(TTF′-TTF*)
wherein TTFrealThe correct ignition time should be indicated. Then for R we get:
namely, it is
Here, R may represent the set model rule 128 and is referred to as a correction factor.
The correct ignition time is thus:
TTFreal＝R·(TTF′-TTF*)+TTF*。
the following procedure will thus result in the specific application case: for having a value of k*Set the threshold THD to ds such that the point in time exceeded or the point in time exceeded the threshold generates the correct time to trigger TTF*. For example, the collision with the shortest possible triggering time is selected as the reference collision. In an actual collision deviating from the reference collision, a collision-specific variable k is determined from the collision signal or acceleration signal 103 and a corresponding correction factor R is calculated. If ds exceeds threshold THD during the collision, the time is stored as TTF', and the TTF is used to determine the timereal＝R·(TTF′-TTF*)+TTF*The correct activation time point is calculated. As long as the elapsed time from the start of the collision reaches TTFrealThe occupant protection device 115 is activated.
According to one embodiment, the determination of the correction factor R may be simplified by approximating the value of R as a constant. This is a reasonable approximation assuming that the type of collision or accident is constant. In fig. 7 a constant value is set for R.
According to a further exemplary embodiment, different R values can be stored for different accident types, wherein, for example, for an accident type "full coverage", "partial coverage" or "frontal accident with a small angular deviation", the respective R value can be saved in each case and can be used for the calculation if, for example, a corresponding accident situation is recognized in each case by a pre-crash sensor, a front sensor or the like. Referring to fig. 9, as another correction factor R is selected for the type of collision represented by the additional line 904, the filled-in values will also be converted into the correct characteristics for that matter.
It should be noted again and briefly repeated that the following expression is obtained by setting k ═ a ω:
here, the seat position is represented by a distance dimension Δ s, which is a standard seat position with respect to the occupant protection device 115 (e.g., an airbag).
According to one embodiment, for a seat position having an offset s' relative to the position Δ s, the following expression is derived:
from TTFstdThe collision-specific variable k can be calculated from the equation:
substitution into the equation for TTF' yields:
thereby having
The activation time TTF that can be determined for a standard position (denoted as Δ s) using this equationstdConverted to the ideal activation time point TTF 'adapted for the seat position offset by the value s'.
According to one embodiment, the standard position for which the standard ignition time calculation is performed is selected such that it corresponds to the most forward seat position. The advantage is that all other seat positions are rearward, so that all corrected or ideal ignition time points are correspondingly later. Thus, the best control performance can be achieved by simply delaying the ignition to this point in time. This can also be performed for each individual seat in the vehicle 100 with little computational effort.
If an example includes the word "and/or" connection between a first feature and a second feature, it can be read that the example has both the first feature and the second feature according to one embodiment, and has only the first feature or only the second feature according to another embodiment.
Claims (14)
1. A method (200) for controlling an occupant protection device (115) of a vehicle (100) in the event of a collision of the vehicle (100), wherein the method (200) comprises the steps of:
reading (210) an acceleration signal (103) from an interface (121) for an acceleration sensor (102) of the vehicle (100) and/or an environment signal (105) from an interface (121) for an environment sensor (104) of the vehicle (100);
determining (220) a variable (125) specific to the collision by using the acceleration signal (103) and/or the ambient signal (105) according to a determination rule (123);
substituting (230) the determined variables (125) specific to the collision for at least one parameter of a predefined model rule (127) in order to generate a set model rule (128), wherein the model rule (127) for modeling a collision has a sinusoidal signal curve that varies over time;
determining (240) an ideal activation time point (132) for activating the occupant protection device (115) by using the set model rule (128);
generating (250) a control signal (135) for controlling the occupant protection device (115) by using the ideal activation point in time (132), wherein the control signal (135) comprises an activation command for activating the occupant protection device (115); and is
Providing (260) the control signal (135) for output to an interface (139) for the occupant protection device (115).
2. The method (200) of claim 1, wherein in the substituting step (230) the variable is substituted for a parameter representing a product of an assumed amplitude and an assumed angular frequency, wherein the predefined model rule (127) defines an assumed activation time point as a difference between a cubic root of a quotient of six times a predetermined distance measure and the parameter and a predetermined activation duration of the occupant protection device (115).
3. The method (200) according to one of the preceding claims, wherein in the step of evaluating (220) the variable (125) is evaluated according to a first evaluation rule (123) as a quotient of twice the numerically integrated acceleration signal (103) and the time squared, and/or the variable (125) is evaluated according to a second evaluation rule (123) as a product of a relative speed between the vehicle (100) and an impact object, which is recognized by the ambient signal (105), and a quotient of a combined stiffness of the vehicle (100) and the impact object and a mass of the vehicle (100).
4. The method (200) of claim 3, wherein in the substituting step (230), the variables (125) determined according to the first determination rule (123) and the variables (125) determined according to the second determination rule (123) are inserted into the predefined model rule (127) independently of one another for the parameters, to generate set first model rules (128) and set second model rules (128), wherein in the determination step (240) a first activation time point is generated by using the set first model rule (128), and generating a second activation time point by using the set second model rule (128), and determining the ideal activation time point (132) as a weighted average of the first activation time point and the second activation time point, wherein the weighting factor depends on the quality of the ambient signal (105).
5. The method (200) according to any one of the preceding claims, wherein in the determining step (240) a momentary activation time point is generated in each time step by using the set model rules (128), wherein the momentary activation time point is determined as an ideal activation time point (132) if a time period that has elapsed since the start of the collision corresponds in one time step to the momentary activation time point generated in the time step.
6. The method (200) according to any one of the preceding claims, wherein in the generating step (250) the control signal (135) is generated by using an impact speed of an occupant of the vehicle (100) on the occupant protection device (115) estimated by means of an estimation rule, wherein the estimation rule defines the impact speed as an acceleration signal (103) that is singled integrated with the substituted ideal activation point in time (132).
7. The method (200) according to any one of the preceding claims, wherein in the determination step (240) the ideal activation point in time (132) is determined by using a series expansion of the set model rule (128), wherein an expansion coefficient of the series expansion takes into account in particular a restraint buckle fastening state and/or a physical property of an occupant of the vehicle (100).
8. The method (200) according to any one of the preceding claims, having the following prescribed steps (205): by using a reference rule for a reference collision to specify a threshold value for a dual-integrated predefined reference acceleration signal with a reference variable specific to the reference collision and a reference activation point in time specific to the reference collision,
wherein in the step of determining (220), an excess time point at which the doubly integrated acceleration signal (103) exceeds the threshold value is determined by using the acceleration signal (103),
wherein in the determining step (240) the ideal activation time point (132) is determined as a correction factor for a determination rule by using the set model rule (128), wherein the determination rule is defined as the sum of the difference between the exceedance time point and the reference activation time point multiplied by the set model rule (128) as a first addend and the reference activation time point as a second addend.
9. The method (200) of claim 8, wherein in the determining step (240), the set model rule (128) represents a correction factor predefined according to the identified type of collision.
10. The method (200) according to any one of the preceding claims, wherein in the determining step (240) seat positions of an occupant of the vehicle (100) shifted with respect to standard seat positions are taken into account in the set model rule (128), wherein the standard seat positions represent seat positions as far forward as possible in the driving direction of the vehicle (100), wherein the shifted seat positions particularly represent seat positions identified by using internal sensor signals of internal sensors of the vehicle.
11. An apparatus (120) configured to perform and/or control the steps of the method (200) according to any one of the preceding claims in a respective unit (122, 124, 126, 130, 134, 136).
12. An occupant protection system (110) for a vehicle (100), wherein the occupant protection system (110) has the following features:
an occupant protection device (115); and
the device (120) according to claim 11, wherein the device (120) and the occupant protection device (115) are connected to each other in a signal transmittable manner.
13. A computer program configured to perform and/or control the steps of the method (200) according to any one of claims 1 to 10.
14. A machine readable storage medium on which a computer program according to claim 13 is stored.
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| DE102020205717.6 | 2020-05-06 | ||
| DE102020205717.6A DE102020205717A1 (en) | 2020-05-06 | 2020-05-06 | Method and device for controlling occupant protection means for a vehicle in the event of a collision of the vehicle and occupant protection system for a vehicle |
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| US20030100983A1 (en) * | 2000-10-10 | 2003-05-29 | Wilfried Bullinger | Method and device for a activating passenger protection device |
| DE102012024847A1 (en) * | 2012-12-19 | 2014-06-26 | Daimler Ag | Method for activating occupant restraining device for vehicle, involves performing activation of occupant protection apparatus as function of sensed actual collision time point |
| CN108340864A (en) * | 2017-01-25 | 2018-07-31 | 丰田自动车株式会社 | Occupant protection system for vehicle and the passenger protection method for vehicle |
| CN110316131A (en) * | 2018-03-30 | 2019-10-11 | 北京钛方科技有限责任公司 | Vehicle collision means of defence and device |
| CN209888808U (en) * | 2018-11-21 | 2020-01-03 | 广州市公用事业高级技工学校(广州市公用事业技师学院、广州市公用事业高级职业技术培训学院) | Automatic help-seeking system for vehicle |
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| US20030100983A1 (en) * | 2000-10-10 | 2003-05-29 | Wilfried Bullinger | Method and device for a activating passenger protection device |
| DE102012024847A1 (en) * | 2012-12-19 | 2014-06-26 | Daimler Ag | Method for activating occupant restraining device for vehicle, involves performing activation of occupant protection apparatus as function of sensed actual collision time point |
| CN108340864A (en) * | 2017-01-25 | 2018-07-31 | 丰田自动车株式会社 | Occupant protection system for vehicle and the passenger protection method for vehicle |
| CN110316131A (en) * | 2018-03-30 | 2019-10-11 | 北京钛方科技有限责任公司 | Vehicle collision means of defence and device |
| CN209888808U (en) * | 2018-11-21 | 2020-01-03 | 广州市公用事业高级技工学校(广州市公用事业技师学院、广州市公用事业高级职业技术培训学院) | Automatic help-seeking system for vehicle |
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