EP1735190A2 - Dispositif de commande de moyens de protection de personnes - Google Patents

Dispositif de commande de moyens de protection de personnes

Info

Publication number
EP1735190A2
EP1735190A2 EP05716592A EP05716592A EP1735190A2 EP 1735190 A2 EP1735190 A2 EP 1735190A2 EP 05716592 A EP05716592 A EP 05716592A EP 05716592 A EP05716592 A EP 05716592A EP 1735190 A2 EP1735190 A2 EP 1735190A2
Authority
EP
European Patent Office
Prior art keywords
vehicle
processor
location
sensors
sensor
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.)
Ceased
Application number
EP05716592A
Other languages
German (de)
English (en)
Inventor
Alfred Kuttenberger
Matthias Wellhoefer
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
Family has litigation
First worldwide family litigation filed litigation Critical https://patents.darts-ip.com/?family=34960663&utm_source=google_patent&utm_medium=platform_link&utm_campaign=public_patent_search&patent=EP1735190(A2) "Global patent litigation dataset” by Darts-ip is licensed under a Creative Commons Attribution 4.0 International License.
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP1735190A2 publication Critical patent/EP1735190A2/fr
Ceased 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
    • B60R21/017—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents including arrangements for providing electric power to safety arrangements or their actuating means, e.g. to pyrotechnic fuses or electro-mechanic valves
    • 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
    • B60R2021/0104—Communication circuits for data transmission
    • B60R2021/01047—Architecture
    • B60R2021/01054—Bus
    • B60R2021/01068—Bus between different sensors and airbag control unit
    • 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
    • B60R2021/0104—Communication circuits for data transmission
    • B60R2021/01047—Architecture
    • B60R2021/01054—Bus
    • B60R2021/01075—Bus between the airbag control unit and pyrotechnic fuses or equivalent actuators

Definitions

  • the invention relates to a device for controlling personal protection devices according to the type of the independent claim.
  • the device according to the invention for controlling personal protection devices in a vehicle with the features of the independent claim has the advantage that the inertial sensors, the processor and the ignition circuit control are each arranged at different locations in the vehicle. These places are so different that they are not close to each other.
  • This has the advantage that the processor with its periphery, which makes up the control unit, can be placed freely in the vehicle this time without sensors, without having to go into the need for inertial sensors. In particular, it is no longer necessary to arrange the control unit on the vehicle tunnel, where only the inertial sensor system now has to be arranged.
  • Inertial sensors include acceleration sensors in various spatial directions, which can be arranged, for example, in the vehicle's longitudinal, transverse and vertical directions, but also at an angle to these axes. Furthermore, the inertial sensor system includes detection of rotary movements, such as rotational acceleration or rotation rate sensors. However, it is also possible for the inertial sensor system to be distributed on the periphery of the vehicle is arranged, with the periphery A, B, C pillars of the grille, etc. count. The inertial sensor system can also be attached centrally to an end wall, for example of the engine compartment-passenger compartment partition. The advantage is that, on the one hand, the sensors are mounted in the extension of the longitudinal axis of the vehicle and even detect higher signals, since they are closer to a crash event if the crash event occurs
  • the location where the inertial sensors are located is the vehicle tunnel or the B-pillars. Both are places that enable optimal sensation. There is a very central position on the vehicle tunnel, while the B-pillars are close to a side crash, but in particular a front crash can also be detected here if sensors are also used which sense not only in the vehicle transverse direction but also in the vehicle longitudinal direction. This can also be supplemented by upfront sensors, i.e. those sensors that are attached to the radiator grille in the front of the vehicle.
  • the location at which the processor and also the ignition circuit arrangement are arranged can be the trunk, the instrument panel under a vehicle seat or in a vehicle seat the vehicle roof or the engine compartment.
  • the processor can preferably be mounted on a plug-in card, so that it can be easily replaced in a maintenance cycle.
  • the processor can also advantageously be a central computer for the vehicle, which, in addition to controlling personal protection means, also performs other tasks, such as
  • the processor can be connected to the inertial sensor system and also to the ignition circuit control via a bus. Alternatively, two-wire connections that represent point-to-point connections can also be used.
  • the inertial sensor system has a signal pre-evaluation.
  • This signal pre-evaluation already relieves the processor of a few tasks, so that the process in the processor is accelerated.
  • Such signal preprocessing tasks are e.g. B. filtering, clipping, integration, derivations, normalizations or other conversions.
  • Signal preprocessing can also do intelligent data reduction perform. For this purpose, a simple processor could be assigned to the inertial sensor system, which determines these variables.
  • FIG. 1 shows a block diagram of the device according to the invention
  • Figure 2 is a top view in a vehicle.
  • Airbag control units usually have an inertial sensor system, ie
  • peripheral acceleration sensors can also be provided.
  • control device no longer has any sensors
  • sensors are then installed separately in the vehicle. They can either be implemented in separate housings or as a functional cluster. This means that the installation requirements for the control unit with the processor are reduced in such a way that the installation location can now be chosen freely, since the space in the central vehicle tunnel is very limited and expensive
  • the now outsourced sensors are connected to the now freely installable airbag control unit.
  • the inertial sensor system has, for example, two or three sensor elements in order to detect accelerations in X (vehicle longitudinal direction) Y (vehicle transverse direction) or Z direction (vehicle vertical direction). It is possible to also z the sensor at an angle. B. to be arranged by 45 ° relative to the longitudinal axis of the vehicle, in order to thereby realize a better detection of angle crashes. For a rollover module z. B. integrated a YZ acceleration sensor for low accelerations with a rotation rate sensor in a housing Depending on the requirements, the sensor module or sensors are located on the tunnel, if necessary or at another location. These can be moved within the scope of their requirements. B. a rotation rate sensor should only be in the XY plane. So there is only an angle requirement, it does not have to be arranged on the tunnel. An acceleration sensor in the vehicle longitudinal direction can on the
  • Tunnels are moved on the X axis.
  • a system consisting of two peripheral XY acceleration sensors can also be used.
  • the entire central acceleration sensor system can also be fastened in a sensor cluster centrally to the front wall (engine compartment / passenger compartment partition).
  • Extension of the X axis or the tunnel are attached and even detect higher signals because they are closer to the crash view.
  • an existing two-wire interface can be used as the interface to the processor, but other interfaces are also conceivable.
  • Such alternatives are represented, for example, by BUS systems. This allows multiple sensors and actuators to be connected together. It is also conceivable that other control units can access the sensor information and use it for further functions. These include, for example, vehicle dynamics controls.
  • the sensor modules send their measurement data via the interface to the control unit or the processor.
  • signal preprocessing such as e.g. B. a filtering, a clipping a cutting of amplitudes, an integration of a derivative, normalizations, conversions, etc. are carried out. If it is a more complex module with two or more sensor elements, intelligent data reduction can also be carried out in the module itself.
  • a small processor in the sensor module only calculates the crash-relevant quantities and only sends them to the control unit or the processor.
  • the control unit without sensors can be installed anywhere in the vehicle. Examples of this are the trunk, the instrument panel, a place under the vehicle
  • Another embodiment of the control unit without sensors is a plug-in module, ie a plug-in module that can be installed in standardized slots. This has the advantage that a simple update can be carried out in the workshop by replacing the plug-in module with the newer version. For example, 9-inch racks can be used.
  • control device is reduced to an ignition module, which represents the hardware for the airbag deployment.
  • the entire software with the triggering algorithm is either in another control unit or in a central vehicle computer.
  • the central vehicle computer has at least one BUS system that is designed for a security system. Control commands are transmitted to the ignition module with integrated intelligence as well as a reversible restraining device such as belt tensioners or headrests via this BUS system.
  • a major advantage of the central computer in the vehicle is that this system has access to all system information from different subsystems without requiring complicated networking of different control units.
  • the invention advantageously leads to the sensor module being able to be made small and thus being easy to install in confined spaces such as the center tunnel.
  • the compactness of the sensor module allows it to be better connected to the vehicle structure and is therefore more suitable for absorbing the delays more quickly. Furthermore, the compact design of the sensor module means that it is decoupled from the printed circuit board of the control unit and thus no transfer of printed circuit board vibrations to the sensor is possible.
  • FIG. 1 shows a block diagram of the device according to the invention.
  • An internal sensor system 10 is located on the vehicle tunnel 13.
  • the internal sensor system 10 is connected to an interface module 11, which is an element of a control device 16 for controlling personal protection means and is located at location 14, this is the trunk.
  • the interface module 11 transmits the data from the inertial sensor system 10 to a processor ⁇ C, which is connected to a memory 12 via a data input output in order to process the data.
  • the processor ⁇ C is connected via a data output to an ignition circuit control FLIC, which is located at location 15, for example in the instrument panel. In an ignition case, the ignition circuit control FLIC leads to energization of the ignition element ZP, the ignition of which then
  • Inflating for example, an airbag leads.
  • elements such as a safety semiconductor for parallel monitoring of the sensor values and the processor ⁇ C, are also missing in the control device 16.
  • Other sensor systems such as an interior sensor system or pre-crash sensor system are also omitted here for the sake of simplicity, but can simply be added. This division of the elements into different locations enables extremely flexible placement of these components.
  • FIG. 2a shows a configuration in a vehicle in which a control unit 21 is connected without sensors to XY sensors in the B-pillars 22 and 23 and also with a sensor 24 for detecting a rotary movement, for example, about the vehicle longitudinal axis about a so-called Rollover.
  • the ignition circuit control can be located in the control unit 21 or in other places such as a vehicle seat.
  • FIG. 2b shows an alternative, wherein the same elements are numbered with the same reference numerals.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Air Bags (AREA)
  • Vehicle Body Suspensions (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)

Abstract

L'invention concerne un dispositif de commande de moyens de protection de personnes dans un véhicule (20), caractérisé en ce qu'il est prévu un capteur inertiel (10) à un premier emplacement (13) de ce véhicule, un processeur ( mu C) à un second emplacement (14) et une commande de circuit d'allumage (FLIC) à un troisième emplacement (15) dudit véhicule. Le processeur ( mu C) traite les signaux du capteur inertiel (10) et contrôle, en fonction de cette opération, la commande du circuit d'allumage (FLIC).
EP05716592A 2004-03-27 2005-01-25 Dispositif de commande de moyens de protection de personnes Ceased EP1735190A2 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102004015125.3A DE102004015125B4 (de) 2004-03-27 2004-03-27 Vorrichtung zur Ansteuerung von Personenschutzmitteln
PCT/EP2005/050302 WO2005092670A2 (fr) 2004-03-27 2005-01-25 Dispositif de commande de moyens de protection de personnes

Publications (1)

Publication Number Publication Date
EP1735190A2 true EP1735190A2 (fr) 2006-12-27

Family

ID=34960663

Family Applications (1)

Application Number Title Priority Date Filing Date
EP05716592A Ceased EP1735190A2 (fr) 2004-03-27 2005-01-25 Dispositif de commande de moyens de protection de personnes

Country Status (6)

Country Link
US (1) US20080290636A1 (fr)
EP (1) EP1735190A2 (fr)
JP (1) JP2007530339A (fr)
CN (1) CN100537304C (fr)
DE (1) DE102004015125B4 (fr)
WO (1) WO2005092670A2 (fr)

Families Citing this family (4)

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Publication number Priority date Publication date Assignee Title
DE102008040145A1 (de) 2008-07-03 2010-01-07 Robert Bosch Gmbh Vorrichtung zur Ansteuerung aller Airbags für ein Fahrzeug, Steuergerät zur Bildung eines Ansteuersignals für alle Airbags für ein Fahrzeug und ein System aus der Vorrichtung und dem Steuergerät
DE102009054473A1 (de) 2009-12-10 2011-06-16 Robert Bosch Gmbh Verfahren und Steuergerät zur Ermittlung eines Typs einer Kollision eines Fahrzeugs
DE102010031596B4 (de) * 2010-07-21 2020-06-10 Robert Bosch Gmbh Steuergerät und Verfahren zur Ansteuerung von Personenschutzmitteln für ein Fahrzeug
US10286867B2 (en) * 2017-06-26 2019-05-14 Trw Automotive U.S. Llc System for sensing vehicle conditions

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Also Published As

Publication number Publication date
US20080290636A1 (en) 2008-11-27
JP2007530339A (ja) 2007-11-01
WO2005092670A2 (fr) 2005-10-06
DE102004015125A1 (de) 2005-10-13
CN1933992A (zh) 2007-03-21
CN100537304C (zh) 2009-09-09
WO2005092670A3 (fr) 2005-12-29
DE102004015125B4 (de) 2017-09-14

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