DE19736840B4 - Method for situation-dependent triggering of a restraint system and restraint system - Google Patents

Abstract

Method for triggering a restraint system for protecting occupants of a motor vehicle, comprising at least two sensors (2, 3, 4, 5) and at least one restraint device with an actuator (6, 7, 8), comprising the steps of:
Detecting in each case one driving variable by the sensors (2, 3, 4, 5), obtaining corresponding sensor signals,
Generating an output signal for the actuator (6, 7, 8) as a function of the sensor signals (Ref, D),
characterized in that
A first sensor signal corresponds to a vehicle speed (Ref),
A second sensor signal corresponds to a distance signal (D) representing the distance to an object outside the motor vehicle,
- The intrinsic speed of the object from the vehicle speed (Ref) and the time derivative of the distance signal (D) is determined and
- The output signal for the actuator (6, 7, 8) is varied in dependence on the intrinsic velocity of the object.

Description

The The invention relates to a method for situation-dependent triggering of a Restraint system or on a restraint system A vehicle according to the preamble of claim 1 or 9.

Nearly All modern vehicles come with an active restraint system with components such as Airbags, belt tensioners, rollover protection etc. equipped, which are each triggered by a separate accident sensor. In general, an acceleration sensor is used, the first when crossing a certain threshold of this restraint system. This Threshold must be like this be high at that minor accidents a trigger for cost reasons avoided in serious accidents but guaranteed to be triggered becomes. This requires a sensitive and accurate tuning, which is very time consuming. Furthermore, it is the number of possible Accident types very large, and in all conceivable constellations must be a safe and the right one Timing triggering guaranteed be. In general, the restraint systems only one position, i. the airbag will be on every trip inflated equally hard.

Out DE 42 39 582 A1 For example, an inflatable restraint system and method for enabling the deployment of such a system is known. The distinction between airbag deployment and non-deployment events is made based on the determination of whether vehicle acceleration data reaches a threshold indicative of the onset of an event, at which time a speed calculation cycle is initiated to establish the Acceleration data to calculate a speed and the speed in each ms during the cycle to compare with data, which separates events with low severity and high severity in the recording mode speed over time.

Furthermore, it is off DE 43 03 774 A1 a control unit for a safety gas cushion known. In the control unit, the deceleration of a vehicle is detected by means of an acceleration sensor and compared to a calculated from a negative acceleration signal movement amount of the vehicle with a predetermined threshold, when exceeded, a gas cushion is inflated. It is considered that the curve of the negative acceleration signal from an acceleration sensor in an initial stage of an impact situation depends on the speed.

In the case however, that the Tripping process depending on the situation with Stage gas generators should be made, the current accident situation to be analyzed.

A safety device for an occupant of a vehicle with a depending on the collision type inflated airbag is off DE 44 40 258 A1 known. In this prior art, the inflation characteristic of the airbag in terms of volume and speed is selectively adjusted by a control device which is connected to an accident sensor.

In addition to the above safety devices, safety systems may include as additional components systems for removing items from the passenger compartment that pose a risk of injury in the event of an accident. Thus, systems are known in which in the event of a frontal impact of the vehicle on an obstacle, the steering column is pulled out of the passenger compartment. Out DE 195 17 604 A1 Furthermore, a brake system for a vehicle is known, to which a pivotable foot pedal belongs, through which a master brake cylinder can be acted upon via a brake booster. To avoid foot injuries in a vehicle accident, the foot pedal is pulled out of the potential danger zone by targeted ventilation of the brake booster and the brake pipe system.

From the DE 195 81 772 T1 a restraint system with two acceleration sensors is known, wherein an acceleration sensor is arranged centrally and one in the front bumper. Based on the sensor signals, the acceleration of the body in the longitudinal direction is detected and calculates the release strength of the airbag.

From the DE 43 35 979 A1 a safety management system is known in which the vehicle's own speed or the speed difference between the obstacle and the vehicle is evaluated.

From the DE 36 37 165 A1 a method and a device for the prevention of collisions is known, wherein environmental parameters are detected and evaluated by means of suitable sensor systems. If necessary, appropriate countermeasures are taken from the determined level of dangerousness of the situation.

From the documents DE 196 51 123 C1 . DE 44 25 846 A1 such as DE 195 20 608 A1 It is known to provide additional sensors for detecting vehicle lateral acceleration and trigger side airbags depending on the sensor signals after a successful crash.

These devices according to the prior However, technology is very sensitive and must be adjusted very precisely, so that it does not come even with minor accidents and thus unintentionally or unnecessarily to trigger the system, because then the accident costs would be significantly determined by the replacement of the restraint systems. To take account of this fact, the triggering thresholds in practice must be set very high, e.g. For example, the limit acceleration for the airbag sensor is set to 10 g. If this value is reached, then the airbag must be inflated immediately and with the greatest effect, which in turn can lead to significant injuries.

Of the Invention is based on the object, a method for triggering a Restraint system or a corresponding restraint system to create, so that improved control of the restraint system is reached.

These The object is achieved by those specified in the independent claims Characteristics solved. The dependent claims refer to respective advantageous embodiments of the invention.

To the method according to the invention for Trigger a restraint system for the protection of occupants of a motor vehicle it is intended that for generating an output signal for an actuator, the vehicle speed and the distance between the vehicle and an object outside be used of the vehicle, the airspeed of the Object from the vehicle speed and the time derivative of the Distance signal is determined. Furthermore, the output signal for the Actuator dependent varies by the speed of the object.

Of the Invention is based on the recognition that the severity and the expected Expiry of the expected impact from the existing data, d. H. Sensor signals is calculated and a precisely tuned to it release of the restraint system to protect the occupants. Since a single sensor signal is still insufficient information about the severity of the expected impact delivers at which the system To protect the occupants must intervene, several of the vehicle available Considered sensor signals. Only the evaluation of several independent sensor signals by the restraint system control allows one reliable Prediction about the course of the expected impact and the protective measures to be initiated for the Inmates appropriate to the severity of the impact.

In the method according to the invention, the restraint system control output A may be represented as a measure of the magnitude of the impact (impact velocity) generally as a function of the considered sensor signals in the form A (D, D ', ν _Ref , a, ...), where A According to the invention depends on two or more sensor signals. The output signal A is compared with a predetermined threshold value y _i for an i-th actuator, so that when the threshold value y _{i is} exceeded, the i-th actuator is triggered for the corresponding restraint device.

Preferably becomes the restraint system only triggered when an acceleration signal leaves a predetermined range.

The vehicle speed ν _Ref can be determined in particular from the signals of ABS sensors.

Preferably include the sensor signals above it In addition, a parking sensor signal for determining an impact location with a better spatial resolution and for determining the impact velocity.

In a preferred embodiment of the method, the output signal A is derived from the comparison of the vehicle speed and the distance signal, so that the output signal A, for example, as A (ν _Ref , D) can be represented.

In a further preferred embodiment of the method, the output signal is derived from the comparison of the vehicle speed and the time derivative of the distance signal, so that the output signal A can be represented, for example, as A (ν _Ref , D ').

In another preferred embodiment the method according to the invention the sensor signals instead of over a physical relationship over fuzzy logic rules linked to an output signal. The Embodiment of the method according to the invention based on fuzzy logic rules is through the steps of generating multiple membership functions on the Dynamic range of each of the sensor signals, generating multiple membership functions on the dynamic range of the output signal, linking the Membership functions over predefined Control each other to an output signal and determining the drive signal characterized by the output signal. The membership functions are included preferably the shape of isosceles triangles and determining the control signal as a manipulated variable for the actuators is preferably via the Maximum criterion method.

With the drive signal from the rear stop control is preferably the central locking unlocked, an airbag inflated (graded), activated a belt tensioner, raised a raised headrest, triggered a rollover protection, inflated a pedestrian airbag, triggered mechanisms for removing objects from the passenger compartment or triggered emergency braking.

to further improvement of the estimation of Impact velocity and the magnitude of the impact is preferred from the vehicle speed and the time derivative of Distance signal determines the intrinsic speed of the obstacle. In a further preferred embodiment of the method is from the intrinsic speed of the obstacle and several distance signals a classification of the obstacle made. Among several Distance signals are here the signals of several parking aid sensors with a high angular resolution or the distance signals of a plurality of distance sensors. The Classification of the obstacle means that the system is between a Pedestrians and a wall is different. In the first case, the system also becomes protection of the pedestrian's measures In the second case, this is not necessary, it must be taken into account that the entire Energy of the vehicle consumed by the deformation of the vehicle must and must the wall makes no contribution to the consumption of energy.

The Inventive restraint system for Protection of occupants of a motor vehicle, the at least two sensors, at least one retaining device with an actuator and a restraint system control for detecting sensor signals of the sensors and for determining a Output signal for includes the actuator, is characterized by the fact that the at least two sensors as Speed sensor for detecting the vehicle speed and as a distance sensor for detecting the distance between the vehicle and an object are configured. By means of the restraint system control is the airspeed of the object from the vehicle speed and the time derivative of the distance determined. In addition is the output signal for the actor depends on the object's own speed can be varied.

Preferably comprises in the restraint system the restraint system control a computing unit for comparing a first and a second Sensor signal.

For the implementation the fuzzy logic includes an embodiment the restraint system according to the invention a computing unit with a function memory for storing membership functions for the Sensor signals and the output signals and with a rule memory for saving a rule set.

The All sensors and actuators are connected via a bus system (eg CAN bus) or central electronics, wherein the signals in the central Control unit to be evaluated.

The Tripping method according to the invention and Restraint system have the advantage that all available Information can be managed centrally and thus a "synergy effect" can be achieved, because the interaction of all sizes is taken into account and not every size can be alone and must be assessed in isolation. First, this ensures that this Restraint system only triggered when it actually becomes needed becomes. Second, in the present invention, existing ones are sufficient Sensors off (distance sensor, speed detection), so that not Each actuator (airbag) must be equipped with its own sensor and each one Sensor individually on the trip point of the respective actuator must be tuned. The staggering of the trigger points depending on the expected impact force is taken over by the central control.

This results in the following possibilities with the invention:
By logically combining the signals of all distance sensors such as the front of the vehicle can be distinguished whether the obstacle is a narrow tree or a wide vehicle.

The Speed of own vehicle is from reference speed of the ABS or of a tachogenerator of the vehicle. In a preferred embodiment is determined by evaluation of the signals of the distance sensors in particular by differentiating the relative velocity on impact yet before the accident and thus also the own speed of the obstacle calculated. Thus, at a narrow obstacle, which is an airspeed zero has, with high probability, be assumed that this Obstacle is a tree or a lamppost, and the restraint system is triggered accordingly.

By further logically combining the signals of all distance sensors, the location of the impact can be determined before the actual impact, that is, whether the impact will take place on the right or left side of the vehicle or in the middle. Knowing the speed of impact and the location of the impact, the expected severity of the accident is more predictable. In this way, a more differentiated decision can be made as to whether a restraint system should actually trigger or to what extent it should trigger. At low risk level the safety belt is sufficient, for example, only the belt tensioners are actuated at the middle and at high danger levels belt tensioners and airbags are actuated together. Furthermore, depending on the nature of the obstacle, the triggering levels can be adjusted, ie in a tree the airbag is already triggered at a lower impact speed than in a wide obstacle, where a larger part of the structure is used for energy dissipation.

The Distance sensors are used according to the invention on the decision which System triggered Beyond that, as pre-crash sensors, which ensure that the restraint systems even before the accident and the driver with it early to the delay the body is tied. Thus, in one embodiment the brake is automatically activated before the accident. In addition, will the activation threshold of the airbag sensor is lowered to a earlier Trigger to reach. Depending on the qualification of the obstacle, there will also be targeted individual ones Restraint Systems for the Protection of other road users involved in the expected accident activated, for example, in narrow obstacles (people) Pedestrian airbag triggered on the hood or the windshield.

The The above decisions are made by the system according to the invention in shorter time as z. B. taken in a conventional airbag sensor, at the vehicle deceleration dependent on used by time as a criterion. This must be integrated in time, which requires calculation time. Since this computing time is eliminated in the system according to the invention, the airbag dissolves earlier out.

Besides that is the proposed solution easy to implement, the coordination of the system can be centrally and in tight Limits for every restraint reliable carry out, and the thresholds must not deliberately chosen very high be to prevent inadvertent release of a retaining device.

The Invention will be better understood in the following by stating further features and advantages based on exemplary embodiments illustrated in the drawings explained in more detail.

1 shows a block diagram of an embodiment of the restraint system according to the invention with multiple sensors and multiple actuators;

2 shows a possible course of the signal for the vehicle speed as a function of the time shortly before an impact;

3 shows a possible course of the signal for the distance of the vehicle from an obstacle as a function of time shortly before an impact;

4 shows the from the in 2 and 3 illustrated course of the sensor curves derived course of the output signal.

5 shows a possible partitioning of the dynamic range of the speed signal ν _Ref , the distance signal D or the output signal A;

6 shows the one fuzzy statement quantity from which the drive signal for triggering the restraint system is determined.

In the 1 illustrated embodiment of a security system comprises a plurality of sensors 2 . 3 . 4 and 5 namely, an acceleration sensor 2 for detecting the acceleration of the vehicle 2 , several ABS sensors 3 , a distance sensor 4 for detecting the distance of the vehicle to an obstacle and also parking sensors 5 as part of a parking aid of the vehicle.

The acceleration sensor 2 takes at least the vehicle longitudinal acceleration and outputs a dependent on the acceleration of the vehicle value. In addition, a further acceleration sensor for the vehicle lateral acceleration may be provided. In 1 the measuring directions (longitudinal and transverse to the vehicle longitudinal direction) of the acceleration sensor are shown with arrows. This acceleration sensor 2 serves in a preferred embodiment as the actual trigger sensor: only if the acceleration sensor 2 provides a signal that leaves a predetermined range of values, ie exceeds about 10 g, the system "detected" a dangerous situation and the restraint system triggered directly and in particular with the required depending on the severity of the impact components.

The ABS sensors 3 serve as a reference speed sensor in this embodiment of the control system. The ABS sensors are mounted on each of the four wheels of the vehicle and detect the rotational speed of the respective wheel ν _Rad1 , ν _Rad2 , ν _Rad3 and ν _Rad4 , their output is used as in the prior art to ensure that all wheels in about have the same speed and not one of the wheels blocked. The logical link of the 4 Wheel speeds, ie in particular the mean value of the output _signals ν _Rad1 , ν _Rad2 , ν _Rad3 and ν _{Rad4 of} the ABS sensors yields a reference _speed ν _Ref , which serves as one of the input variables for assessing the driving situation in the triggering _{method according} to the invention. The reference speed can just as well come from a tachogenerator (not shown).

In a further embodiment of the invention (not shown), the reference speed ν _Ref corresponds to the relative speed with respect to an obstacle. For this purpose, the intrinsic speed of the obstacle is added to the absolute speed of the vehicle, wherein the intrinsic speed of the obstacle can be calculated from the time evolution of the distance signal.

Another input parameter for characterizing the driving situation is the sensor signal of the distance sensor 4 used. The distance sensor 4 gives the distance D to an obstacle in front of the vehicle. With the distance signal is also the time evolution D 'of the distance before. This can also be incorporated in the assessment of the driving situation. In the following, however, only the distance is taken into account. When determining the distance, if the vehicle is equipped with at least two sensors on the front side or the rear side, it is also possible to determine the direction with which the vehicle impacts on an obstacle.

To determine the direction in which the impact occurs, the system according to the invention can also be applied to the parking aid sensors 5 resort to a parking aid. From these parking aid sensors 5 There are usually four at the back and six at the front of the vehicle. The angle range covered by the sensors is about 90 °. While the four sensors on the back and the center four sensors on the front of the vehicle are evenly spaced apart, usually two of the six sensors are located more laterally on the front of the vehicle so that obstacles can be detected in a transverse movement of the front of the vehicle. The parking aid may be used in the system according to the invention to detect the exact direction of impact with the obstacle at least shortly before the actual impact and to determine whether it is an extended or a narrow obstacle. The consequences of an impact on a large obstacle such as a wall or a vehicle in a cross are very different from the consequences of a collision with a narrow obstacle such as a tree or a pillar. With the high angular resolution of the sensors of the parking system thus a crash discrimination is possible.

The sensors come with a restraint system control 1 coupled. The restraint system control 1 evaluates the sensor signals and controls actuators accordingly. These actuators serve as airbag release 7 for triggering an airbag or as an actuator 8th in a belt tensioner system for tightening the belt tensioner and at the in 1 illustrated preferred embodiment of the invention as a brake signal for triggering an emergency braking via an emergency braking device 6 ,

The restraint system control 1 The method according to the invention works off, which will be explained below. Preferably, it comprises a computing unit (not shown) for comparing a first and a second sensor signal by dividing the two (weighted) values or subtracting the (weighted) values from each other. In addition, the restraint system controller 1 in a preferred embodiment, a differentiator (not shown), in particular to differentiate the distance signal D in time, so that the time derivative D 'results.

For the implementation of the fuzzy logic described below, the restraint system controller includes 1 a computing unit having a function memory for storing membership functions for the sensor signals and the output signals and with a rule memory for storing a rule set.

The Connection of all sensors and actuators is preferably via a existing bus system (e.g., CAN bus) or central electronics in the vehicle.

The evaluation and control by the restraint system control 1 essentially corresponds to the behavior of a forward-looking driver, only on a much shorter time scale. Is z. B. from the ABS sensors 3 output reference speed very high and reports the distance sensor 4 a very steeply decreasing distance D to an obstacle located in front of the vehicle, the restraint system control calculates 1 from this an output signal A, which indicates the severity of the expected impact of the vehicle on the obstacle. The restraint system is then activated at the impact indicated by the acceleration sensors to the extent appropriate to prevent damage from the occupants. The restraint system comprises in the in 1 illustrated embodiment, a connection to an emergency braking device 6 , over which the vehicle is optionally braked by the controller before. Furthermore, the restraint system comprises at least one airbag 7 for every seat, driver's seat and passenger seat. As airbag, a frontal airbag and additionally a side airbag may be provided. To further protect the occupants, the restraint system includes a belt tensioner 8th , This starts shortly before a collision belt. As a result, the slack is reduced in severe accidents or counteracted the film reel effect, and also a deliberately loosely applied belt is tightened to unfold its optimal effect. The actual belt tensioner can be designed as a "shoulder belt tensioner" or as a "Schloßstraffer". In the latter case, in particular, the lap belt is tightened. Overall, the differential speed of the vehicle occupant and thus the load of the occupant is reduced in an impact by tightening the belt.

In convertible vehicles, the restraint system may additionally include a rollover protection (not shown) based on data from the acceleration sensor 2 and other sensors (not shown) from the restraint system controller 1 can be triggered.

The sequence of the method according to the invention for triggering the restraint system will be described below with reference to FIG 2 to 6 explained.

In 2 the course of the vehicle or reference speed ν _{Ref is shown} as a function of time. From the moment the driver detects a dangerous situation with a possible impact on an obstacle, with uniform deceleration the vehicle speed decreases linearly with time (no spin, etc.). This situation is with the sloping line in 2 shown. The speed decreases to zero when the uniform deceleration lasts, that is, the course of the speed over time corresponds to the straight line including the dashed line ending at t ₁ . In the event that the vehicle suffers an impact, the speed of the vehicle at the moment of impact is still greater than zero and drops to zero within a few milliseconds. This case is shown with the line of the diagram parallel to the velocity axis at t ₀ .

It it is obvious that the Course of speed alone no comprehensive statement about the Severity of the impact delivers, from the required extent the trigger of the restraint system can be derived.

The control system according to the invention therefore evaluates in addition to the reference speed ν _ref and the distance D to an obstacle in front of the vehicle, the z. B. may be a preceding second vehicle or a stationary obstacle. The course of the distance D as a function of time is in 3 shown. Dotted with the upper curve, the reduction of the distance D ₁ over the braking time is shown, within which the driver manages to bring the vehicle with a uniform delay (immediately) in front of an obstacle to a halt, so that at a time t _1, the terminal speed Zero ( 2 ). A shorter braking time, which ends at t ₀ , causes a maximum initial distance D ₀ for the same delay as for the upper dashed curve. If the driver has overestimated the initial distance D ₀ or the obstacle has suddenly appeared, then it sinks as in 3 the solid curve shows the distance to the obstacle faster than the vehicle can be decelerated with the braking system: the actual distance to the obstacle drops to zero, but the vehicle speed at the obstacle ν _Ref has not yet dropped to zero. In such a case, the restraint system for the vehicle occupants must react accordingly, ie possibly not only trigger the airbag, but also remove objects from the passenger compartment at high residual speed on the obstacle and possibly an automatic braking (pressing an emergency braking device 6 ).

For automatically triggering the restraint system, the sensor signals ν _Ref ( 2 ) and D ( 3 ), and the comparison result A is in turn compared with predetermined thresholds for triggering individual components of the restraint system. (In the prior art, on the other hand, each sensor signal is compared with its own threshold value and the actuator coupled to the sensor signal is accordingly activated.)

The automatic triggering The individual components are based on the strength of the expected impact to the obstacle in a preferred embodiment of the invention in the sequence a) initiating a full braking and releasing the Central locking system; b) trigger the belt tensioner on impact side; c) release the belt tensioner on both sides and the airbag on impact side with small gas filling; d) Trigger of the airbag on the impact side with large gas filling and the airbag on the opposite side with small gas filling; e) triggering the airbags with big ones Gas filling; f) trigger the airbags on both sides with large gas filling, discontinuation of an emergency call; g) additional Removal of steering column and brake pedal from passenger compartment. Additionally, in convertible vehicles still roll bar or Folding headrests be extended.

The comparison result A and the threshold values for the individual components of the restraint system are in 4 shown, wherein the output signal A is shown with respect to the time t, at which the distance or the vehicle speed are detected. Is at the in 2 given vehicle speed ν _ref the distance D to the obstacle is still relatively large (left in 3 ), the restraint system according to the invention as the required extent of triggering of the restraint devices determines the level a (lowest ge dashed line in 4 ). Is at the in 2 given vehicle speed ν _Ref the distance D to the obstacle small, which in the in 2 and 3 shown braking system corresponds to a later date, the system of the invention expects a heavier impact and determines the required extent of triggering the restraints z. B. the level e (third dashed line from above in 4 ), etc ..

In a further preferred embodiment the control according to the invention will calculate the trigger level (Selection of one of the stages a to g) not computationally performed, but the output signals associated with the sensor signals are derived from a Table read in a (not shown) memory in is stored in the control system. This embodiment is simple and economical to implement.

The corresponding control steps are described below with reference to 5 and 6 for the particular preferred based on the evaluation of fuzzy amounts embodiment of the invention.

Each value range of the sensor signals is assigned a membership function. The membership function maps the measured variable or the sensor signal to a value set from the interval between 0 and 1. The membership functions for the reference speed ν _Ref , the distance D or the output signal A are in 5 shown. In the embodiment according to 5 the membership functions are symmetric triangular functions which have the value zero over a given range and are nonzero in the said range. Above the respective area, the membership function first increases until it reaches its maximum at one in the form shown here. Thereafter, the membership function drops back to zero, with the same slope as it has increased, if it is a symmetric membership function.

The individual membership functions on the set of values of the sensor signals ν _Ref and D are combined with each other according to predetermined rules to the output signal A.

In 6 For example, an example of associating membership functions with a fuzzy predictive amount is given when the vehicle is traveling at a certain speed toward an obstacle at a certain distance. The linking rules of the fuzzy logic result in the association of the membership functions for ν _Ref and the distance D z. For example, the membership functions e and f for A each have different heights that correspond to those in 6 include illustrated fuzzy assertion.

The maximum criterion method for fuzzy assertion quantities, in which the "highest" function is decisive, supplies the membership function f for A as the actuation signal. In this example of a traffic situation, the measures mentioned above under f are taken by the control system, namely:
All airbags are filled with large gas filling and the central locking is released. Thus, an optimal protection of the occupants is effected in this situation, wherein the release of the central locking is that the voltage supply to the central locking is disconnected and thus opening of the door from the inside or outside is made possible.

In the above embodiment a fuzzy logical control increases the membership function for at least a sensor signal between 0 and 1 is steadily monotone and isosceles triangular. Alternatively, the membership function for at least a sensor signal trapezoidal chosen become. About that addition, the membership function for at least a sensor signal to be continuously differentiable. In particular, can the membership function bell-shaped and preferably, the bell-shaped membership function can be one on one carrier interval limited Gaussian curve. Further the partitioning can be uneven in itself, d. H. the number the membership functions over the Value range of a sensor or output signal can be at one end of the value range higher be as at the other end.

The Fuzzy inference allows in a simple way the consideration of other input signals for the appraisal the severity of the impact, z. B. the addition of relative speed D '= dD / dt, so that the system is extended by one dimension.

To can in addition to the above-mentioned sensors as further sensors in the system z. B. sensors that indicate the number of occupants to be integrated. This allows vehicle moments for the reaction of the vehicle dynamics control include. For example, you can Sensors for the number of occupants or the payload weight easily into the inventive system integrate so that the Braking force effect during estimation the impact speed can be considered more accurately.

Next The above-mentioned actuators can also be used as another triggerable component in the system z. B. an emergency transmitter, in the case of a serious Impact of the vehicle is activated, integrated.

1

Retaining control

2

accelerometer

3

ABS sensors

4

distance sensor

5

parking sensors

6

Notbremsungsvorrichtung

7

airbag trigger

8th

pretensioners

Claims (10)

Method for triggering a restraint system for protecting occupants of a motor vehicle, comprising at least two sensors ( 2 . 3 . 4 . 5 ) and at least one retaining device with an actuator ( 6 . 7 . 8th ), comprising the steps of: - detecting a driving variable by the sensors ( 2 . 3 . 4 . 5 ) generating corresponding sensor signals, - generating an output signal for the actuator ( 6 . 7 . 8th ) as a function of the sensor signals (Ref, D), characterized in that - a first sensor signal corresponds to a vehicle speed (Ref), - a second sensor signal corresponds to a distance signal (D) representing the distance to an object outside the motor vehicle, - Own speed of the object from the vehicle speed (Ref) and the time derivative of the distance signal (D) is determined and - the output signal for the actuator ( 6 . 7 . 8th ) is varied as a function of the intrinsic speed of the object. Method according to Claim 1, characterized in that the output signal to the actuator ( 6 . 7 . 8th ) is output only when a signal from an acceleration sensor ( 2 ) leaves a predetermined area. Method according to one of the preceding claims, characterized characterized in that the speed of the object and a plurality of distance signals (D) a classification of the obstacle made and the output signal according to the classification is varied. Method according to one of the preceding claims, characterized in that the vehicle speed (Ref) from signals from ABS sensors 3 be determined. Method according to one of the preceding claims, characterized in that the impact direction and impact velocity of parking aid sensors 5 is determined. Method according to one of the preceding claims, characterized in that, depending on the intrinsic speed of the object, an emergency braking device ( 6 ) is driven. Method according to one of the preceding claims, characterized in that the output signal is an airbag ( 7 ). Method according to one of the preceding claims, characterized in that the output signal is a belt tensioner ( 8th ). Restraint system for the protection of occupants of a motor vehicle with - at least two sensors ( 2 . 3 . 4 . 5 ), - at least one retaining device with an actuator ( 6 . 7 . 8th ) and - a restraint system control ( 1 ) for detecting sensor signals (Ref, D) of the sensors and for determining an output signal (A) as a function of the sensor signals, for the actuator ( 6 . 7 . 8th ), characterized in that - a first sensor of the at least two sensors ( 2 . 3 . 4 . 5 ) is a speed sensor for detecting a vehicle speed (Ref), - a second sensor of the at least two sensors ( 2 . 3 . 4 . 5 ) is a distance sensor for detecting a distance to an object outside the motor vehicle, with the restraint system control, the intrinsic velocity of the object from the vehicle speed (Ref) and the time derivative of the distance signal can be determined and the output signal for the actuator ( 6 . 7 . 8th ) is variable as a function of the intrinsic speed of the object. Restraint system according to claim 9, characterized in that the sensors ( 2 . 3 . 4 . 5 ) and the actuator ( 6 . 7 . 8th ) via a CAN bus with the restraint system control ( 1 ) are connected.