EP1917163A1 - Ensemble de detecteurs de contact d'un vehicule - Google Patents

Ensemble de detecteurs de contact d'un vehicule

Info

Publication number
EP1917163A1
EP1917163A1 EP06829912A EP06829912A EP1917163A1 EP 1917163 A1 EP1917163 A1 EP 1917163A1 EP 06829912 A EP06829912 A EP 06829912A EP 06829912 A EP06829912 A EP 06829912A EP 1917163 A1 EP1917163 A1 EP 1917163A1
Authority
EP
European Patent Office
Prior art keywords
sensor
sensor data
evaluation
control unit
unit
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Withdrawn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
EP06829912A
Other languages
German (de)
English (en)
Inventor
Pascal Kocher
Anton Dukart
Ulrike Groeger
Frank Mack
Sascha Steinkogler
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 EP1917163A1 publication Critical patent/EP1917163A1/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Withdrawn legal-status Critical Current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
    • B60R21/0136—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents including means for detecting collisions, impending collisions or roll-over responsive to actual contact with an obstacle, e.g. to vehicle deformation, bumper displacement or bumper velocity relative to the vehicle
    • 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
    • B60R21/34—Protecting non-occupants of a vehicle, e.g. pedestrians

Definitions

  • the invention relates to a contact sensor system for a vehicle according to the preamble of independent claim 1.
  • pedestrian protection systems are provided in the vehicle, which are activated, for example, via acceleration sensor units integrated into the bumper covering.
  • acceleration sensor units integrated into the bumper covering.
  • two sensor units can be integrated symmetrically to the central vehicle longitudinal axis on the inside of the bumper fascia.
  • further acceleration sensor units may be arranged in the front vehicle area as so-called up front sensors, which provide additional information for activating occupant protection means during a frontal crash, such as e.g. Offset information, crash severity information, and first contact information with the impact object.
  • up front sensors provide additional information for activating occupant protection means during a frontal crash, such as e.g. Offset information, crash severity information, and first contact information with the impact object.
  • a central sensor or two sensor units arranged symmetrically with respect to the central vehicle longitudinal axis can be used.
  • the published patent application DE 101 45 698 A1 describes a sensor system for a vehicle.
  • the described sensor system includes a plurality of bumper sensors mounted apart from each other in the width direction of the vehicle on the front bumper, and a controller for activating a pedestrian protection system in response to output signals of the bumper sensors.
  • the control unit converts acceleration values detected by the respective bumper sensors into deformation speeds, wherein the deformation speeds associated with the sensors adjacent to one another are added. Exceeds a summed deformation rate a predetermined threshold, then the pedestrian protection system is activated by the controller.
  • the contact sensor according to the invention for a vehicle with the features of the independent claim has the advantage that an evaluation and control unit for activating a pedestrian protection system and / or occupant protection system first sensor data, which are detected by at least a first arranged on a bumper sensor unit, and second Sensor data, which are detected by at least one arranged in the front area of the vehicle second sensor unit combines and evaluates.
  • the sensor units for activating the pedestrian protection system are advantageously combined with the sensor units for activating the occupant protection system, and the performance of the contact sensors in collision detection and object classification is increased.
  • the functionality of the contact sensor system can be expanded or improved.
  • a higher robustness and a better plausibility can be achieved and one or more sensor units can be saved.
  • certain functions for activating the occupant protection system may be transferred to the first sensor units for activating the pedestrian protection system, so that one or more second sensor units can be saved, or certain functionalities for activating the pedestrian protection system can be transmitted to the second sensor units for activating the occupant protection system, so that one or more first sensor units can be saved.
  • the evaluation and control unit evaluates, for example, first sensor data of at least two symmetrical to the central vehicle longitudinal axis arranged first sensor units and second sensor data of two arranged symmetrically to the central vehicle longitudinal second sensor units, the second sensor units, for example, on the cross member and / or the radiator holder and / or are arranged on a Z-pillar.
  • This provides a more robust choice for detecting a pedestrian impact as well as better and earlier characterization of a frontal crash.
  • the first sensor units Due to their proximity to the foremost point of impact, the first sensor units enable a very early crash detection, whereby in particular offset offset is recognized early and an impact time is determined very early can be.
  • the first sensor units In a frontal crash, the first sensor units exceed a noise threshold or a predefinable threshold value in comparison to the second sensor units earlier, because the first sensor units are arranged much closer to the impact location than the second sensor units due to their arrangement on the bumper.
  • the first sensor units are arranged on the relatively soft components of the bumper cover and thus have no compact connection to the cross member and the longitudinal member of the vehicle. This means that at the beginning of the impact, the bumper fascia already undergoes a deformation which is detectable by the first sensor units, while the second sensor units located further downstream in the direction of impact do not detect any or at least a much smaller delay.
  • the evaluation and control unit evaluates the first sensor data of the first sensor units for determining an impact time and / or determining the crash type and / or plausibility. For determining the crash severity and / or for detecting a pedestrian impact and / or a frontal crash, the evaluation and control unit compares the first sensor data with the second sensor data. In the comparison of the sensor data, the evaluation and control unit determines a time difference between a first time at which the first sensor data exceeds a predefinable first threshold and a second time at which the second sensor data exceed a predetermined second threshold, and thereby distinguishes a pedestrian impact from a frontal crash.
  • the combination of the first and second sensor units advantageously makes it possible to dispense with a sensor unit arranged centrally in the vehicle, which is normally used to determine the crash severity, the impact time and the offset during a frontal crash.
  • the evaluation and control unit can evaluate first sensor data of at least two first sensor units arranged symmetrically with respect to the central vehicle longitudinal axis and second sensor data on a second sensor unit arranged centrally in the front vehicle area.
  • This arrangement allows the saving of a second sensor unit, wherein the required functionality for the evaluation of a frontal crash is taken over by the first sensor units.
  • the evaluation and control unit evaluates the first sensor data for determining the impact time and / or the crash type determination and / or for plausibility. To detect a pedestrian impact and / or a frontal crash, the evaluation and control unit compares the second sensor data with the first sensor data.
  • the evaluation and control unit compares the second sensor data with the data of a sensor unit arranged centrally in the vehicle.
  • the second sensor unit provides the crash severity. For example, as soon as the second sensor unit exceeds the noise threshold, the sensor signal is integrated or subjected to another mathematical operation. The weighted with the second offset sensor signal, which is determined from the analysis of the first sensor data, thus gives a measure of the crash severity.
  • the evaluation and control unit can evaluate first sensor data from a first sensor unit arranged centrally on the bumper and second sensor data from at least two second sensor units arranged symmetrically to the central vehicle longitudinal axis in the front vehicle area.
  • the second sensor units take over the offset detection and a part of the discrimination functionality.
  • the evaluation and control unit evaluates the first sensor data of the first sensor unit for determining the impact time.
  • the second sensor data of the at least two second sensor units are evaluated for determination of crash type and / or plausibility.
  • the first sensor data are compared with the second sensor data for determining the crash severity and / or for detecting a pedestrian impact and / or a frontal crash.
  • FIG. 1 shows a schematic block diagram of a first exemplary embodiment of a contact sensor system according to the invention
  • Figure 2 is a schematic block diagram of a second exemplary embodiment of a contact sensor according to the invention.
  • Figure 3 is a schematic block diagram of a third exemplary embodiment of a contact sensor according to the invention.
  • FIG. 1 shows a schematic representation of the front portion of a motor vehicle with the essential components of the invention.
  • a first embodiment of the contact sensor system 1 according to the invention for a vehicle comprises two first sensor units 12, 14 of a pedestrian protection system arranged symmetrically to a central vehicle longitudinal axis on a bumper 10, two arranged symmetrically to the central vehicle longitudinal axis in the front vehicle area on a cross member 20 second sensor units 22, 24 of an occupant protection system and an evaluation and control unit 30, which first sensor data output from the first sensor units 12, 14 and second output from the second sensor units 22, 24 sensor data for activating a pedestrian protection system and / or for activation of the occupant protection system combined and evaluated.
  • the pedestrian protection system may comprise a further dotted first sensor unit 16, which is arranged approximately in the center of the bumper 10.
  • the second sensor units 22, 24 may also be arranged on the radiator holder and / or on a Z pillar.
  • the combined evaluation of the first and second sensor units 12, 14, 16, 22, 24 results in more robust decisions for the detection of a pedestrian impact as well as a better and earlier characterization of a frontal crash. Because of their proximity to the foremost point of impact, the first sensor units 12, 14, 16 enable a very early crash detection, in particular a possible offset and an impact time t ⁇ can be determined very early.
  • the evaluation and control unit 30 evaluates the first sensor data of the first sensor units 12, 14, 16 for determining the impact time and / or determining the crash type and / or for plausibility. For determining the crash severity and / or for detecting a pedestrian impact and / or a frontal crash, the evaluation and control unit 30 compares the first sensor data of the first sensor units 12, 14, 16 with the second sensor data of the second sensor units 22, 24.
  • the first sensor data exceeds the noise threshold earlier compared to the second sensor data, since the first sensor units 12, 14, 16 are arranged closer than the second sensor units 22, 24 at the impact location.
  • the first sensor units 12, 14, 16 are arranged on the relatively soft bumper fascia, which has no compact connection to the cross member or side member of the vehicle. The bumper fascia already experiences a deformation at the beginning of the impact, while the second sensor units 22, 24 located further downstream in the direction of impact do not yet sense any or at least a much smaller delay at this point in time.
  • the evaluation and control unit 30 determines a time difference between a first time at which the first sensor data exceeds a predefinable first threshold and a second time at which the second sensor data exceeds a predetermined second threshold, and evaluates the determined time difference.
  • the arrangement of the sensor units 12, 14, 16, 22, 24 shown in FIG. 1 enables a very early determination of the impact time t ⁇ and the determination of the crash severity at a very early point in time, which enables better robustness and crash discrimination.
  • FIG. 2 shows a further schematic representation of the front portion of a motor vehicle with the components essential to the invention. As can be seen from FIG.
  • a second exemplary embodiment of the contact sensor system 1 according to the invention for a vehicle comprises two first sensor units 12, 14 of a pedestrian protection system arranged symmetrically to a central vehicle longitudinal axis on a bumper 10, a second sensor unit 26 of a center vehicle arranged centrally on the cross member 20 Occupant protection system, a centrally located in the vehicle sensor unit 40 and an evaluation and control unit 30, the first of the first sensor units 12, 14 output sensor data, second output from the second sensor unit 26 sensor data and sensor data from the centrally located in the vehicle sensor unit 40 for activating the Pedestrian protection system and / or combined to activate the occupant protection system and evaluates.
  • the second sensor units 26 may also be arranged on the radiator holder and / or on a Z pillar.
  • the evaluation and control unit 30 evaluates the first sensor data of the first two sensor units 12, 14 for determining the impact time t ⁇ and / or for determining the crash type and / or plausibility. This arrangement makes it possible to save a second sensor unit, with the remaining functionality for evaluating a frontal crash taking over the first sensor units of the pedestrian protection system.
  • the use of two symmetrically arranged to the central vehicle longitudinal axis sensor units 12, 14 allows in addition to a mutual plausibility especially the determination of the offset of an impact.
  • the first sensor units 12, 14 allow by their arrangement in the bumper a very early determination of the impact time t ⁇ .
  • the second sensor data of the middle second sensor unit 26 are compared for crash severity determination with the sensor data of the sensor unit 40 arranged centrally in the vehicle.
  • the evaluation and control unit 30 compares the first sensor data for detecting a pedestrian impact and / or a frontal crash with the second sensor data.
  • the second sensor unit 26 provides information about the crash severity.
  • the second sensor signal is integrated, for example, or subjected to another mathematical operation.
  • the second sensor signal weighted by the offset determined from the analysis of the first sensor data thus provides a measure of the crash severity in the event of a pedestrian impact.
  • FIG. 3 shows a further schematic representation of the front region of a motor vehicle with the components essential to the invention.
  • a third exemplary embodiment of the contact sensor system 1 according to the invention for a vehicle comprises a first sensor unit 16 of a pedestrian protection system arranged centrally on the bumper 10, two symmetrical second sensor units 22, 24 of an occupant protection system and an evaluation and control unit 30, which first sensor data output by the first sensor unit 16 and second sensor data output by the second sensor units 22, 24 to activate the sensor data Pedestrian protection system and / or combined to activate the occupant protection system and evaluates.
  • the second sensor units 22, 24 may also be arranged on the radiator holder and / or on a Z pillar.
  • the evaluation and control unit 30 evaluates the first sensor data of the first sensor unit 16 for determining the impact time. For crash type determination and / or plausibility checking, the evaluation and control unit evaluates the second sensor data of the at least two second sensor units 22, 24, so that the second sensor data for offset determination are evaluated. To determine the crash severity and / or to detect a pedestrian impact and / or a frontal crash, the evaluation and control unit 30 compares the first sensor data with the second sensor data. This arrangement makes it possible to save a first sensor unit, with the remaining functionality for evaluating a pedestrian impact taking over the second sensor units of the occupant protection system. However, it is assumed that the second sensor units 22, 24 are located close enough to the impact location to obtain a sufficient and timely signal in a pedestrian impact.
  • the use of two symmetrically arranged to the central vehicle longitudinal axis sensor units 22, 24 allows in addition to a mutual plausibility especially the determination of the offset of an impact.
  • the first sensor unit 16 allows, by analogy with the other embodiments, a very early determination of the impact time t ⁇ by its arrangement in the bumper.
  • the sensor unit 40 arranged centrally in the vehicle can be dispensed with.
  • sensor units 12, 14, 16, 22, 24, 26 which at the same time send acceleration signals in two detection directions, for example in the vehicle longitudinal direction x and in the vehicle transverse direction y.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Force Measurement Appropriate To Specific Purposes (AREA)

Abstract

L'invention concerne un ensemble de détecteurs de contact d'un véhicule (1) comprenant au moins une première unité détecteur (12, 14, 16) placée sur un parechoc (10) et dont les premières données détecteur peuvent être évaluées pour l'activation d'un système de protection des piétons. Selon l'invention, au moins une deuxième unité détecteur (22, 24, 26) est placée dans la zone avant du véhicule et ses deuxièmes données détecteurs peuvent être évaluées pour l'activation d'un système de protection des passagers. Une unité d'exploitation et de commande (30) combine et évalue les premières données de la ou des premières unités détecteur (12, 14, 16) et les deuxièmes données détecteur de la ou des deuxièmes unités détecteurs (22, 24, 26) pour activer le système de protection des piétons et/ou le système de protection des passagers.
EP06829912A 2005-08-16 2006-07-17 Ensemble de detecteurs de contact d'un vehicule Withdrawn EP1917163A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE200510038591 DE102005038591A1 (de) 2005-08-16 2005-08-16 Kontaktsensorik für ein Fahrzeug
PCT/EP2006/064314 WO2007028666A1 (fr) 2005-08-16 2006-07-17 Ensemble de detecteurs de contact d'un vehicule

Publications (1)

Publication Number Publication Date
EP1917163A1 true EP1917163A1 (fr) 2008-05-07

Family

ID=37667743

Family Applications (1)

Application Number Title Priority Date Filing Date
EP06829912A Withdrawn EP1917163A1 (fr) 2005-08-16 2006-07-17 Ensemble de detecteurs de contact d'un vehicule

Country Status (4)

Country Link
EP (1) EP1917163A1 (fr)
JP (1) JP2009504497A (fr)
DE (1) DE102005038591A1 (fr)
WO (1) WO2007028666A1 (fr)

Families Citing this family (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102006001366B4 (de) 2006-01-11 2019-03-07 Robert Bosch Gmbh Vorrichtung und Verfahren zur Detektion eines Fußgängeraufpralls
DE102007017124B4 (de) 2007-04-11 2019-10-10 Robert Bosch Gmbh Verfahren und Steuergerät zur Ansteuerung von Fußgängerschutzmitteln
DE102008008746B4 (de) * 2008-02-12 2009-09-03 Daimler Ag Sensoranordnung für ein Personenschutzsystem eines Kraftfahrzeuges
JP4692565B2 (ja) 2008-03-21 2011-06-01 トヨタ自動車株式会社 車両用後突センサ搭載構造
DE102009054616A1 (de) * 2009-12-14 2011-06-16 Robert Bosch Gmbh Crashbox mit veränderbarer Steifigkeit und Verfahren zur Veränderung einer Steifigkeit einer solchen Crashbox
DE102011107519B4 (de) * 2011-07-15 2019-10-10 Continental Automotive Gmbh Verfahren zur Bewertung eines Aufpralls mittels Aufprallsensoren an einem Fahrzeug

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JP4005255B2 (ja) * 1998-02-24 2007-11-07 株式会社豊田中央研究所 車両用衝突判別装置
GB2396942A (en) * 2002-12-31 2004-07-07 Autoliv Dev Impact detector with varying stiffness
WO2003082639A1 (fr) * 2002-03-28 2003-10-09 Autoliv Development Ab Systeme de detection de choc
GB2386873B (en) * 2002-03-28 2005-03-30 Autoliv Dev Improvements in or relating to a safety arrangement
JP2004276885A (ja) * 2003-03-19 2004-10-07 Denso Corp 車両の歩行者保護システム
JP4161258B2 (ja) * 2003-04-15 2008-10-08 株式会社デンソー 車両用衝突物体判別装置
JP4086013B2 (ja) * 2003-07-24 2008-05-14 株式会社デンソー 車両用衝突物体判別装置
DE10348386A1 (de) * 2003-10-17 2005-05-19 Robert Bosch Gmbh Vorrichtung zur Ansteuerung von Personenschutzmitteln

Non-Patent Citations (1)

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Title
See references of WO2007028666A1 *

Also Published As

Publication number Publication date
WO2007028666A1 (fr) 2007-03-15
JP2009504497A (ja) 2009-02-05
DE102005038591A1 (de) 2007-02-22

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