EP1636774A2 - Dispositif d'appel d'urgence pour vehicule automobile - Google Patents

Dispositif d'appel d'urgence pour vehicule automobile

Info

Publication number
EP1636774A2
EP1636774A2 EP04723158A EP04723158A EP1636774A2 EP 1636774 A2 EP1636774 A2 EP 1636774A2 EP 04723158 A EP04723158 A EP 04723158A EP 04723158 A EP04723158 A EP 04723158A EP 1636774 A2 EP1636774 A2 EP 1636774A2
Authority
EP
European Patent Office
Prior art keywords
occupants
injuries
emergency call
type
extent
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.)
Granted
Application number
EP04723158A
Other languages
German (de)
English (en)
Other versions
EP1636774B1 (fr
Inventor
Thomas Lich
Franz Mack
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.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
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 Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP1636774A2 publication Critical patent/EP1636774A2/fr
Application granted granted Critical
Publication of EP1636774B1 publication Critical patent/EP1636774B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Classifications

    • G—PHYSICS
    • G08—SIGNALLING
    • G08B—SIGNALLING OR CALLING SYSTEMS; ORDER TELEGRAPHS; ALARM SYSTEMS
    • G08B25/00—Alarm systems in which the location of the alarm condition is signalled to a central station, e.g. fire or police telegraphic systems
    • G08B25/01—Alarm systems in which the location of the alarm condition is signalled to a central station, e.g. fire or police telegraphic systems characterised by the transmission medium
    • G08B25/016—Personal emergency signalling and security systems
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/20—Monitoring the location of vehicles belonging to a group, e.g. fleet of vehicles, countable or determined number of vehicles
    • G08G1/205—Indicating the location of the monitored vehicles as destination, e.g. accidents, stolen, rental

Definitions

  • the invention relates to an emergency call device for a motor vehicle with a sensor system for detecting accelerations acting on the vehicle or on the occupants, with an evaluation unit and with a transmission unit for automatically placing an emergency call.
  • German laid-open specification 199 17 207 describes an emergency call device for a motor vehicle which, in the event of an accident, automatically sends an emergency call message to a rescue control center.
  • the motor vehicle is equipped with a sensor system for detecting translational accelerations, angular accelerations, changes in shape of the vehicle body, braking operations and / or steering movements.
  • Critical driving situations and in particular accidents can be recognized automatically by evaluating the sensor data, so that an emergency call can then also be made automatically.
  • the emergency message With the emergency message, the geographical position of the crashed vehicle is transmitted to the rescue center.
  • the emergency call message should also include information for the initiation of suitable aid measures.
  • the vehicle registration number, the vehicle type, the number of vehicle occupants, possibly acute illnesses of vehicle occupants, the course of the accident or the severity of the accident and the extent of the injuries to the vehicle occupants are mentioned here as examples of such additional information.
  • the present invention proposes a possibility for the automatic and relatively reliable assessment of the type and extent of the injuries to the vehicle occupants, so that suitable auxiliary measures can be taken very quickly.
  • the assessment of the type and extent of the injuries is based on a model for each individual vehicle occupant.
  • the model is used to calculate how the accelerations acting on the vehicle affect the respective occupant or a corresponding dummy, i.e. which movements the respective occupant carries out and by what these movements may be limited. Interactions with essentially rigid vehicle parts, e.g. Body, headrests and steering wheel, as well as interactions with restraint devices such as airbags, belt systems and belt tensioners.
  • the extent of the injuries can then be easily estimated for each individual occupant using the methods known from the legislation for calculating the severity of injuries AlS and MAIS. The accuracy of this estimate, i.e. How detailed the injuries occurring on the individual body parts can be determined depends on how well the model constitutes the respective occupant, e.g. the size, weight, proportions, physical condition, etc.
  • the emergency call device In the event of an accident, the emergency call device according to the invention automatically places an emergency call that includes a description or assessment of the injuries to the individual vehicle occupants that is as detailed as possible. Based on this information, the rescue control center can initiate targeted aid measures. Knowing the number of vehicle occupants or the number of people who are likely to be injured, it is thus possible to estimate how many emergency vehicles are required. Based on the information on the type and severity of the injuries, it is possible to immediately send an emergency doctor who specializes in the respective injury. If an operation appears to be urgently required, appropriate preparations can be started immediately after receiving the emergency call. through to the search for a suitable medical team and donor organ.
  • the model on which the assessment of the type and extent of the injuries to the vehicle occupants is based can be a
  • the assessment of the type and extent of the injuries can be significantly improved if an individualized model is used for each vehicle occupant, which in at least some features is adapted to the constitution of the vehicle occupant.
  • an interior sensor is provided which provides suitable information about the vehicle occupants.
  • the rescue control center can be automatically informed in the event of an accident which vehicle seats are occupied or how many occupants are in the accident vehicle. For vehicle seats that are certainly unoccupied, it is not necessary to estimate the type and extent of the injuries.
  • sensor mats so-called occupant classification mats
  • occupant classification mats can be used to record the seat occupancy, which are installed in the individual vehicle seats and record the pressure distribution in the seat.
  • These sensor mats can not only be used to determine whether a vehicle seat is occupied.
  • the sensor mats also enable the weight of the respective occupant to be estimated and allow conclusions to be drawn about the current sitting position.
  • Other sensors such as absolutely measuring sensors, can also be used for weight measurement. All of this information can be used to modify the occupant model.
  • the interior sensor can also include means for automatic child seat recognition, which are based on transponder technology.
  • the child seat must be equipped with a transponder that sends back a detection signal when an antenna provided for checking sends out a signal.
  • a detection signal By evaluating the detection signal, it can be determined, on the one hand, whether a child seat is located on a specific vehicle seat and, on the other hand, what type of child seat it is, ie a child seat for a small child or for an already larger child.
  • the model for estimating the type and extent of the injuries can then be modified accordingly.
  • the interior sensor comprises a stereo video camera.
  • the video data By evaluating the video data, it is possible to make reliable statements about the type of seat occupancy and the cause of the accident, since here all vehicle occupants can be detected with a sensor and their trajectories and their interactions with the restraint devices can be tracked even during the accident.
  • important input variables for the occupant model such as the proportions of the different parts of the body are determined.
  • the type and extent of the injuries can also be determined in more detail by evaluating the video images.
  • the motor vehicle is equipped with means for reading in personal data of at least one user, for example for identifying the driver.
  • personal data such as information about the size, age, blood group or illness, of the user, can also be taken into account when estimating the type and extent of the injuries and, if necessary, transmitted to the rescue control center.
  • An advantageous further development of the emergency call device is not only able to make an automatic emergency call with information about the type and extent of injuries to the vehicle occupants, but can also support a first aid person at the scene of the accident by providing information about sensible immediate measures.
  • This information is read from a database on the basis of the previously determined type and the extent of the injuries to the occupants and is made available via an optical and / or acoustic output system.
  • This can be a database stored in the control unit of the motor vehicle or else an external database, in which case means for bidirectional communication with this external database must be provided.
  • the emergency call device can also set up communication with the rescue control center, which can then provide advice to the first aider.
  • the motor vehicle has a camera system, for example for interior sensing, which can be easily removed after the accident, so that the first-ketting can send the rescue control center detailed pictures of the injured.
  • the rescue control center can then provide even more targeted support to the first aider.
  • FIG. 1 shows the block diagram of an emergency call device according to the invention
  • Fig. 2 shows the model of an occupant before an accident
  • FIG. 3 shows the model of an occupant shown in FIG. 2 during an accident.
  • the emergency call device for a motor vehicle shown in the form of a block diagram in FIG. 1 comprises a sensor system 1 for detecting accelerations which act on the vehicle or on the occupants. This can also be the sensor system of the airbag control unit, for example.
  • the acceleration signals are evaluated by an evaluation unit 2 in order to recognize dangerous situations and in particular the occurrence of an accident.
  • a transmission unit 3 is activated, which then automatically makes an emergency call, which contains, for example, information about the position of the accident vehicle.
  • the acceleration signals that have been recorded by the sensor system 1 are also used to estimate the type and extent of the injuries to the vehicle occupants in order to transmit this information together with the emergency call, that is to say also automatically, to a rescue control center.
  • the invention calculates how the accelerations, which were recorded by the sensor system 1 during the accident, affect a model for the respective vehicle occupant.
  • a model 4 for the driver there are three models 4, 5 and 6 provided a model 4 for the driver, a model 5 for the passenger and a model 6 for other occupants. , ,
  • FIGS. 2 and 3 show five coupled mass elements 21 to 25 as a standard model 20 for the front passenger.
  • the mass element 21 represents the head of the passenger, followed by the mass element 22 for the trunk.
  • the behavior of the thighs, lower legs and feet of the passenger is to be simulated with the three further mass elements 23 to 25, which are arranged accordingly.
  • Fig. 2 shows the situation before an accident.
  • the passenger assumes a relaxed sitting position on the passenger seat 26.
  • the trunk - mass element 22 - and the thigh - mass element 23 - enclose an angle of approximately 90 °, while the thigh - mass element 23 - and the lower leg - mass element 24 ' - enclose a significantly larger angle.
  • the dashboard 27 is located in front of the front passenger.
  • FIG. 3 shows how the front passenger or his model 20 behaves in the event of a frontal impact.
  • the entire person is moved forward towards the dashboard 27.
  • the torso - mass element 22 - performs a tilting movement against the dashboard 27, so that the angle between the torso - mass element 22 - and thighs - mass element 23 decreases as well as the angle between thighs - mass element 23 - and lower legs - mass element 24.
  • HIC Head Injury Criteria
  • HIC [IZ Vt 1 f adt f ' 5 (t 2 -t,) t 1 where Vt 1 is a time interval of approximately 15 ms to 30 ms and a is the acceleration acting on the person concerned.
  • Vt 1 is a time interval of approximately 15 ms to 30 ms and a is the acceleration acting on the person concerned.
  • the evaluation unit 2 has medical data available which indicate the probability with which certain injuries occur with a certain delay in a body part with a certain weight. Other formulas can also be used to calculate the severity of injuries in the chest or abdomen.
  • the motor vehicle is equipped with an interior sensor 7, with which information about the seat occupancy and the vehicle occupants can be obtained in addition to other operating parameters.
  • One component of the interior sensor 7 is formed by sensor mats which are installed in the individual vehicle seats and with which the pressure distribution in the respective seat can be detected. It can not only be used to determine whether a seat is occupied. The pressure distribution in the seat also allows conclusions to be drawn about the weight of an occupant and provides information about the seat position at the beginning of a crash.
  • the interior sensor 7 can also include other sensors, such as absolutely measuring weight sensors and a camera.
  • the information captured by the interior sensor 7 is used on the one hand to adapt the model 4, 5 or 6 to the respective occupant and on the other hand is made available to the transmitting unit 3 so that in the event of an accident an emergency call is made which automatically provides information about contains the number of vehicle occupants and possibly even information about which vehicle seats are occupied.
  • Example 1 2 injured drivers MAIS severity 3
  • Head HIC 800 dashboard contact, severe chest injuries, most likely bruising the liver
  • the interior sensor 7 in the exemplary embodiment described here also includes automatic child seat recognition, which is based on transponder technology.
  • the individual vehicle seats are equipped with receiving antennas, which can be installed together with the sensor mats, for example.
  • An antenna is also provided, which transmits a test signal. If there is a child seat with a transponder that has received the test signal, this transponder sends back a detection signal that is picked up by the receiving antenna of the vehicle seat on which the child seat is installed.
  • the detection signal can also include information about the type of child seat, for example whether it is a child seat for a small child or an older child. The age, height and weight of the transported child can be concluded from this.
  • the motor vehicle is also equipped with a system for occupant identification 8, with the aid of which, for example, the driver identifies himself to the motor vehicle in order to prove his access authorization.
  • the system for occupant identification 8 accesses a database 9 which, in addition to identification features of the persons authorized to access, also includes other personal information, such as age, blood group or any illnesses. This personal information is also used to refine the corresponding model 4, 5 or 6 or to estimate the severity of the injury.
  • the assessment of the type and extent of the occupant injuries can be improved by knowledge of the restraint devices used, such as belt tensioners and airbags, and the time of their activation. This information is provided by the airbag control unit 10 here.
  • a CAN bus 11 provides information about further boundary conditions that affect the risk of injury to the vehicle occupants, such as Information about the positions and positions of the individual vehicle seats or information about whether the glove compartment was open at the beginning of a crash.
  • the information about the type and extent of the occupant injuries ascertained by the evaluation unit 2 is evaluated in a downstream logic module 12 in order to support a first aider with detailed information and possibly also instructions for action.
  • the logic module 12 is also provided with personal information from the database 9.
  • the injuries to the individual occupants can be described in detail and also by means of a voice output 13 and possibly also an image output Advice on first aid is given.
  • the logic module 12 accesses a database, not shown here, in which suitable treatment steps for different injuries are stored.
  • a database can be stored in the control unit of the vehicle.
  • the emergency call device comprises a removable stereo video camera 14, with which all occupants in the motor vehicle are recorded.
  • This stereo video camera 14 can be removed after an accident in order to transmit detailed images of the injured to the rescue control center.
  • any other type of camera system can also be used.

Landscapes

  • Engineering & Computer Science (AREA)
  • Computer Security & Cryptography (AREA)
  • Business, Economics & Management (AREA)
  • Emergency Management (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Alarm Systems (AREA)
  • Automotive Seat Belt Assembly (AREA)
  • Fittings On The Vehicle Exterior For Carrying Loads, And Devices For Holding Or Mounting Articles (AREA)
  • Air Bags (AREA)

Abstract

L'invention concerne un dispositif d'appel d'urgence pour véhicule automobile, qui comprend un ensemble capteur (1) servant à mesurer des accélérations agissant sur le véhicule ou sur les occupants de celui-ci, une unité d'évaluation (2) et une unité d'émission (3) servant à l'envoi automatique d'un appel d'urgence. Selon l'invention, un tel dispositifl appel d'urgence doit être pourvu de moyens servant à estimer le type et l'ampleur des blessures des occupants, cette évaluation étant fondée sur un modèle (4, 5, 6) établi pour les occupants. Les informations ainsi obtenues, concernant le type et l'ampleur des blessures des occupants, sont ensuite automatiquement transmises avec l'appel d'urgence à un poste d'envoi de secours, de telle sorte que des mesures de secours appropriées peuvent être prises très rapidement.
EP04723158A 2003-05-28 2004-03-25 Dispositif d'appel d'urgence pour vehicule automobile Expired - Lifetime EP1636774B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE10324216A DE10324216A1 (de) 2003-05-28 2003-05-28 Notrufeinrichtung für ein Kraftfahrzeug
PCT/DE2004/000614 WO2004111962A2 (fr) 2003-05-28 2004-03-25 Dispositif d'appel d'urgence pour vehicule automobile

Publications (2)

Publication Number Publication Date
EP1636774A2 true EP1636774A2 (fr) 2006-03-22
EP1636774B1 EP1636774B1 (fr) 2006-10-11

Family

ID=33441407

Family Applications (1)

Application Number Title Priority Date Filing Date
EP04723158A Expired - Lifetime EP1636774B1 (fr) 2003-05-28 2004-03-25 Dispositif d'appel d'urgence pour vehicule automobile

Country Status (6)

Country Link
US (1) US7495547B2 (fr)
EP (1) EP1636774B1 (fr)
JP (1) JP2007538297A (fr)
CN (1) CN100437653C (fr)
DE (2) DE10324216A1 (fr)
WO (1) WO2004111962A2 (fr)

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Also Published As

Publication number Publication date
DE502004001751D1 (de) 2006-11-23
JP2007538297A (ja) 2007-12-27
DE10324216A1 (de) 2004-12-16
EP1636774B1 (fr) 2006-10-11
WO2004111962A2 (fr) 2004-12-23
CN100437653C (zh) 2008-11-26
WO2004111962A3 (fr) 2005-01-27
CN1795474A (zh) 2006-06-28
US7495547B2 (en) 2009-02-24
US20070096886A1 (en) 2007-05-03

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