EP0835195A1 - Systeme pour declencher un moyen de retenue dans un vehicule - Google Patents

Systeme pour declencher un moyen de retenue dans un vehicule

Info

Publication number
EP0835195A1
EP0835195A1 EP97921607A EP97921607A EP0835195A1 EP 0835195 A1 EP0835195 A1 EP 0835195A1 EP 97921607 A EP97921607 A EP 97921607A EP 97921607 A EP97921607 A EP 97921607A EP 0835195 A1 EP0835195 A1 EP 0835195A1
Authority
EP
European Patent Office
Prior art keywords
signal
impact
acceleration
impact detection
threshold value
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP97921607A
Other languages
German (de)
English (en)
Inventor
Oskar Leirich
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Siemens AG
Original Assignee
Siemens AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Siemens AG filed Critical Siemens AG
Publication of EP0835195A1 publication Critical patent/EP0835195A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • 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
    • 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
    • B60R2021/01322—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 comprising variable thresholds, e.g. depending from other collision parameters

Definitions

  • the invention relates to a system for triggering a restraint device in a vehicle according to the preamble of patent claim 1.
  • a system for triggering a restraint in a vehicle which has a sensor for accelerations in the direction of the vehicle's longitudinal axis and a sensor for accelerations transverse to the vehicle's longitudinal axis.
  • the two acceleration signals are evaluated in such a way that restraint devices for front impact protection are triggered in the event of a front or an oblique impact, but in no case in the event of a side impact. If a side impact is detected by the lateral acceleration sensor, the triggering of the restraint means for front impact protection is blocked.
  • Such a lock not only serves to save repair or replacement costs for an unnecessarily triggered airbag: If a side impact, in which the driver or front passenger airbag was triggered, results in a front impact as a so-called secondary impact, the occupant is unprotected from this secondary impact delivered.
  • the known system has the major disadvantage that a lateral acceleration sensor is required in addition to the longitudinal acceleration sensor in order to detect a side impact and to prevent the restraining means for front impact protection from being triggered in the event of a side impact.
  • the object of the invention is therefore to create a system which only has a longitudinal acceleration sensor, but in which a side impact can be differentiated reliably from a front impact.
  • the object is achieved according to the invention by the features of claim 1.
  • Positive and negative contributions of the acceleration signal supplied by the longitudinal acceleration sensor are integrated separately from one another into a speed increase signal and a speed loss signal in an impact detection device of the triggering device. By forming the ratio between these two signals, an impact detection signal is obtained, which allows a statement about the direction of the impact to the extent that a side impact can be reliably distinguished from a front impact.
  • Acceleration signals caused by a side impact for accelerations in the direction of the vehicle's longitudinal axis - hereinafter referred to briefly as acceleration signals - differ from acceleration signals caused by a front or oblique impact in that they have a pronounced tendency to oscillate about the zero point: alternating positive can and negative accelerations with amplitudes of several 10 g - with g as gravitational acceleration - are measured. At least part of the energy transmitted to the vehicle in the event of a side impact can consequently be reduced by an oscillating movement in the direction of the vehicle's longitudinal axis.
  • the acceleration signal resulting from a front, oblique or offset impact has predominantly negative acceleration values indicating the deceleration.
  • acceleration signals can be found at least in the first milliseconds from the start of the impact, ie at times when a triggering decision is made regarding those restraint devices for front / inclined / offset impact protection (10 ms - 60 ms from the start of the impact, vehicle-specific). Acceleration signal curves after these times are irrelevant since the restraint means would be triggered too late for the occupant. Due to the separate integration of the positive and negative contributions of the acceleration signal and the subsequent relationship formation, positive and negative contributions of the acceleration signal are weighed against each other. The greater the total positive acceleration contributions compared to the total negative acceleration contributions, the greater the impact angle with respect to the longitudinal axis of the vehicle. This ratio reaches its maximum in the event of a side impact.
  • FIG. 1 and 2 each show an exemplary embodiment of a system according to the invention in a block diagram
  • FIG. 1 shows a system according to the invention with a sensor device 1, a triggering device 2 and a restraint device 3.
  • the triggering device 2 contains an evaluation device 21 and an impact detection device 22, the evaluation device 21 including an algorithmic evaluation 211, a threshold value generator 212 and a threshold value comparator 213, the impact detection device 22, in contrast, a zero comparator 221, a first integrator 222, a second integrator 223, a circuit for ratio formation 224 and a limit value comparator 225.
  • An acceleration signal X for accelerations in the direction of the vehicle longitudinal axis is delivered from the sensor device 1 to the triggering device 2.
  • the sensor device 1 preferably has an acceleration sensor which is sensitive to positive and negative accelerations in the direction of the longitudinal axis of the vehicle.
  • the acceleration signal X is evaluated in such a way that it is decided on the basis of the acceleration signal X or variables derived therefrom whether there is a sufficiently strong impact to trigger the restraining means 3:
  • the acceleration signal X is in the algorithmic Evaluator 211 evaluated.
  • integration, double integration, differentiation, consideration of past values etc. are available.
  • the evaluated Acceleration signal A is compared in a threshold value comparator 213 with a threshold value S supplied by a threshold value generator 212.
  • An ignition signal Z is transmitted from the threshold value comparator 213 to the retaining means 3, provided the threshold value S is exceeded by the evaluated acceleration signal A.
  • the threshold value S formed in the threshold value generator 212 can be configured to be constant, time-dependent, dependent on the acceleration signal X or otherwise variable in time.
  • the direction of an impact is determined in the impact detection device 22: in the zero comparator 221 of the impact detection device 22, it is first determined whether the acceleration signal X is greater or less than zero, that is, whether the vehicle is exposed to positive or negative acceleration.
  • the sensor device 1 can be calibrated individually for the vehicle in such a way that its zero point is shifted, with the result that, for example, a negative acceleration signal is already delivered with a low positive vehicle acceleration.
  • the start time t start is determined, for example, by the acceleration signal X exceeding a start value. If necessary, a fixed number of acceleration values, which represent the acceleration before the start time, can also be taken into account in the integral formation, these values being read from a memory.
  • the ratio of the speed increase signal GA and the speed loss signal GV is determined, for example, according to the calculation rule
  • An impact detection signal AE which is dependent on this ratio is supplied by the circuit for forming the ratio 224 to the limit value comparator 225 which, when a limit value G is exceeded by the impact detection signal AE, outputs a control signal ST by which the threshold value formation in the threshold value generator 212 is influenced.
  • All parameters of the impact detection device 22 can be set in a vehicle-specific manner.
  • the invention not only detects an impact detection signal AE, which is determined by dividing the speed loss signal GV into the speed increase signal GA and is compared with the limit value G. Equivalent is of course also a division of the speed increase signal GA by the speed loss signal GV, which is compared with a correspondingly changed limit value G.
  • the invention also includes regulations for the formation of the impact detection signal AE, in which, for example, the speed loss signal GV and the speed increase signal GA are squared in the ratio formation. Also included are speed loss signals GV or speed increase signals GA, which are calculated by multiple integration from the negative or positive contributions of the acceleration signal X. If the impact detection signal AE exceeds the limit value G and thus indicates a side impact, the threshold value S which is relevant for triggering the restraint device 3 is preferably set from its current value to a higher value in order to make it more difficult for the restraint device 3 to be triggered. This is always the case when the impact detection signal AE suggests a large speed increase signal GA. Front, oblique or offset impact, however, have hardly any positive contributions in the acceleration signal, but large negative amounts
  • the threshold value formation in the threshold value generator 212 is not influenced by the control signal ST supplied by the limit value comparator 225 when the impact detection signal AE has exceeded its limit value G.
  • the limit value comparator 225 supplies a first control signal ST1 to an AND gate 214 under the aforementioned condition.
  • a second control signal ST2 is also supplied by the threshold comparator 213 to the AND gate 214 when the evaluated acceleration signal A exceeds its threshold value S.
  • the first control signal ST1 is a logic 1 if the impact detection signal AE is less than its limit value G, otherwise a logic 0.
  • the second control signal ST2 is a logic 0 if the evaluated acceleration signal A is less than its threshold value S is otherwise a logical 1. This ensures that when a side impact is detected by the impact detection device 22 a triggering of the restraint means 3 is prevented by blocking the AND gate 214.
  • the entire triggering device 2 is preferably designed as a microprocessor. Sensor device 1 and trigger device 2 are preferably accommodated in a common control unit which is mounted in the center of the vehicle, preferably on the vehicle tunnel.
  • an acceleration signal X which is characteristic of a specific impact, is shown in diagram a).
  • the associated speed loss signals GV and speed increase signals GA shown in diagrams b) are derived from the acceleration signal in accordance with the aforementioned calculation rule.
  • the signals in FIG. 3 relate to a front impact at 31 mph (miles per hour), in FIG. 4 to a block run over at 31 mph, in FIG. 5 to an oblique impact at an angle of 30 ° to the longitudinal axis of the vehicle at 22 mph and in FIG 6 on a side impact at 33.5 mph.
  • the restraint means should be triggered, but not in the case of a side impact in FIG. 6.
  • types of impacts which hit the vehicle from the front almost exclusively have negative acceleration contributions (FIGS. 3 and 5) or contain small positive acceleration contributions (FIG. 4), which, however, only appear at one point in time - At which a trigger decision has already been made with regard to the restraint device for front impact protection.
  • the sensor device delivers high positive acceleration values at the start of the impact, which are separately integrated and set in relation to one another and provide a reliable criterion for distinguishing between front and side impact and accordingly influence the triggering decision.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Air Bags (AREA)

Abstract

Dans un système pour déclencher un moyen de retenue dans un véhicule, comportant un capteur d'accélération longitudinale (1), le signal d'accélération (X) délivré doit servir à établir s'il se produit une collision frontale ou une collision latérale. Selon l'invention, les signaux d'accélération positif et négatif sont intégrés séparément les uns des autres et leur relation est établie.
EP97921607A 1996-04-26 1997-04-04 Systeme pour declencher un moyen de retenue dans un vehicule Withdrawn EP0835195A1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE19616836 1996-04-26
DE19616836A DE19616836C2 (de) 1996-04-26 1996-04-26 Einrichtung zum Auslösen eines Rückhaltemittels in einem Fahrzeug
PCT/DE1997/000697 WO1997041008A1 (fr) 1996-04-26 1997-04-04 Systeme pour declencher un moyen de retenue dans un vehicule

Publications (1)

Publication Number Publication Date
EP0835195A1 true EP0835195A1 (fr) 1998-04-15

Family

ID=7792599

Family Applications (1)

Application Number Title Priority Date Filing Date
EP97921607A Withdrawn EP0835195A1 (fr) 1996-04-26 1997-04-04 Systeme pour declencher un moyen de retenue dans un vehicule

Country Status (3)

Country Link
EP (1) EP0835195A1 (fr)
DE (1) DE19616836C2 (fr)
WO (1) WO1997041008A1 (fr)

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19909538A1 (de) * 1999-03-04 2000-09-14 Siemens Ag Verfahren und Vorrichtung zur Steuerung der Auslösung eines Kraftfahrzeug-Insassenschutzsystems
DE10108849C2 (de) * 2000-03-18 2002-05-08 Conti Temic Microelectronic Verfahren zur Steuerung von Insassenschutzeinrichtungen in einem Fahrzeug
JP4371616B2 (ja) 2001-09-18 2009-11-25 本田技研工業株式会社 車両用衝突検出装置
JP4458726B2 (ja) 2001-09-18 2010-04-28 本田技研工業株式会社 自動二輪車用衝突検出装置
DE10155751B4 (de) * 2001-11-14 2009-04-09 Bayerische Motoren Werke Aktiengesellschaft Verfahren zum Untersuchen einer für das Auslösen einer passiven Sicherheitseinrichtung in einem Fahrzeug maßgeblichen Fahrzeugbeschleunigung

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Publication number Priority date Publication date Assignee Title
DE3806694A1 (de) * 1988-03-02 1989-09-14 Bosch Gmbh Robert Elektronische einrichtung
WO1989011986A1 (fr) * 1988-06-09 1989-12-14 Robert Bosch Gmbh Appareil et procede de declenchement d'un systeme de securite pour la protection d'un occupant d'un vehicule
US5225985A (en) * 1989-01-24 1993-07-06 Diesel Kiki Co., Ltd. Vehicle safety device actuating apparatus with adaptive reference level
DE3924507A1 (de) * 1989-02-18 1990-08-23 Bosch Gmbh Robert Verfahren zur ausloesung von rueckhaltemitteln
DE3942011C3 (de) * 1989-12-20 1996-10-17 Telefunken Microelectron Einrichtung zur Auslösung einer passiven Sicherheitseinrichtung für Fahrzeuginsassen
JP2875040B2 (ja) * 1991-03-13 1999-03-24 アスコ株式会社 車両安全装置の制御システム
JPH05221280A (ja) * 1992-02-10 1993-08-31 Toyoda Gosei Co Ltd エアバッグ制御装置
DE4420114A1 (de) * 1994-06-09 1995-12-14 Telefunken Microelectron Auslöseeinrichtung für Personenschutzvorrichtungen in Fahrzeugen
DE4425846A1 (de) * 1994-07-21 1996-01-25 Telefunken Microelectron Verfahren zur Auslösung von Seitenairbags einer passiven Sicherheitseinrichtung für Kraftfahrzeuge

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO9741008A1 *

Also Published As

Publication number Publication date
WO1997041008A1 (fr) 1997-11-06
DE19616836C2 (de) 1998-04-09
DE19616836A1 (de) 1997-11-27

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