EP2073997A1 - A control system for a vehicle - Google Patents

A control system for a vehicle

Info

Publication number
EP2073997A1
EP2073997A1 EP07835057A EP07835057A EP2073997A1 EP 2073997 A1 EP2073997 A1 EP 2073997A1 EP 07835057 A EP07835057 A EP 07835057A EP 07835057 A EP07835057 A EP 07835057A EP 2073997 A1 EP2073997 A1 EP 2073997A1
Authority
EP
European Patent Office
Prior art keywords
vehicle
control system
reversible restraint
character
road
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
EP07835057A
Other languages
German (de)
French (fr)
Other versions
EP2073997A4 (en
Inventor
Christophe Gillet
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.)
Autoliv Development AB
Original Assignee
Autoliv Development AB
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 Autoliv Development AB filed Critical Autoliv Development AB
Publication of EP2073997A1 publication Critical patent/EP2073997A1/en
Publication of EP2073997A4 publication Critical patent/EP2073997A4/en
Ceased legal-status Critical Current

Links

Classifications

    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06V—IMAGE OR VIDEO RECOGNITION OR UNDERSTANDING
    • G06V20/00—Scenes; Scene-specific elements
    • G06V20/50—Context or environment of the image
    • G06V20/56—Context or environment of the image exterior to a vehicle by using sensors mounted on 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
    • B60R21/01—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
    • B60R22/00—Safety belts or body harnesses in vehicles
    • B60R22/34—Belt retractors, e.g. reels
    • B60R22/46—Reels with means to tension the belt in an emergency by forced winding up
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06V—IMAGE OR VIDEO RECOGNITION OR UNDERSTANDING
    • G06V20/00—Scenes; Scene-specific elements
    • G06V20/50—Context or environment of the image
    • G06V20/56—Context or environment of the image exterior to a vehicle by using sensors mounted on the vehicle
    • G06V20/588—Recognition of the road, e.g. of lane markings; Recognition of the vehicle driving pattern in relation to the road
    • 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
    • B60R2021/01204—Actuation parameters of safety arrangents
    • B60R2021/01252—Devices other than bags
    • B60R2021/01265—Seat belts
    • 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
    • B60R2021/01204—Actuation parameters of safety arrangents
    • B60R2021/01252—Devices other than bags
    • B60R2021/01265—Seat belts
    • B60R2021/01272—Belt tensioners
    • 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
    • B60R2021/01304—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 monitoring rough road condition
    • 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
    • B60R21/02—Occupant safety arrangements or fittings, e.g. crash pads
    • B60R2021/0293—Additional pads or cushions in vehicle compartments, e.g. movably mounted
    • 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
    • B60R21/02—Occupant safety arrangements or fittings, e.g. crash pads
    • B60R21/16—Inflatable occupant restraints or confinements designed to inflate upon impact or impending impact, e.g. air bags
    • B60R2021/165—Inflatable occupant restraints or confinements designed to inflate upon impact or impending impact, e.g. air bags reusable, e.g. in case of multiple collisions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R22/00—Safety belts or body harnesses in vehicles
    • B60R22/34—Belt retractors, e.g. reels
    • B60R22/44—Belt retractors, e.g. reels with means for reducing belt tension during use under normal conditions
    • B60R2022/4473—Belt retractors, e.g. reels with means for reducing belt tension during use under normal conditions using an electric retraction device
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R22/00—Safety belts or body harnesses in vehicles
    • B60R22/34—Belt retractors, e.g. reels
    • B60R22/46—Reels with means to tension the belt in an emergency by forced winding up
    • B60R2022/4666—Reels with means to tension the belt in an emergency by forced winding up characterised by electric actuators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R22/00—Safety belts or body harnesses in vehicles
    • B60R22/34—Belt retractors, e.g. reels
    • B60R22/46—Reels with means to tension the belt in an emergency by forced winding up
    • B60R2022/469—Reels with means to tension the belt in an emergency by forced winding up reusable

Definitions

  • THIS INVENTION relates to a control system for a vehicle, and in particular concerns a control system for activation of a reversible restraint arrangement for a vehicle occupant.
  • Reversible restraint systems for vehicle occupants are designed to apply a restraining force to an occupant in critical situations, and to remove the restraining force when and if the critical situation is over.
  • a reversible restraint system may be activated if it appears to be likely or unavoidable that the vehicle will be involved in a crash situation, in order to protect the vehicle occupant from the crash itself.
  • such restraint systems may be intended to provide additional support for bracing a vehicle occupant during uncomfortable vehicle dynamic situations, such as under-steering, over-steering, emergency braking and evasive manoeuvring. In most of such cases, there is also an increased risk of an accident occurring even if a crash is not likely.
  • reversible restraint systems are motorised seatbelt retractors and movable support surfaces, such as knee padding, and movable headrests.
  • Other examples of reversible restraint systems will be known to persons skilled in the art.
  • a problem with existing reversible restraint systems is that the systems are generally applied quickly and without warning. Normally, there is not sufficient time to deploy the reversible restraint system gradually, and sudden activations of such systems may be uncomfortable and/or alarming for a vehicle occupant.
  • one aspect of the present invention provides a control system for controlling a reversible restraint arrangement for a vehicle occupant, comprising a processor responsive to detected, received or stored information regarding the character of the road ahead of the vehicle, and operable to generate an output signal to control the reversible restraint arrangement if it is determined from the character of the road ahead of the vehicle that activation of the reversible restraint arrangement is required, characterised in that if it is determined that the character of a section of the road ahead of the vehicle may require the activation of the reversible restraint system, the distance of the vehicle from the section of the road is taken into account in determining whether the vehicle is likely to be involved in a hazardous situation or an uncomfortable dynamic situation.
  • the output signal is generated if it appears, from the detected, received or stored information regarding the character of the road ahead of the vehicle, that the vehicle is likely to be involved in a hazardous situation or an uncomfortable dynamic situation.
  • the radius of curvature of the road ahead of the vehicle is taken into account in determining the likelihood of the vehicle being involved in a hazardous situation or an uncomfortable dynamic situation.
  • the road surface conditions are taken into account in determining the likelihood of the vehicle being involved in a hazardous situation or an uncomfortable dynamic situation.
  • the speed and/or direction of travel of the vehicle is taken into account in determining whether the vehicle is likely to be involved in a hazardous situation or an uncomfortable dynamic situation.
  • detected weather parameters are taken into account in determining whether the vehicle is likely to be involved in a hazardous situation or uncomfortable vehicle dynamic situation.
  • the distance of the vehicle from the section of the road is taken into account in determining whether the vehicle is likely to be involved in a hazardous situation or an uncomfortable dynamic situation.
  • physical parameters of the vehicle are used in determining whether the vehicle is likely to be involved in a hazardous situation or an uncomfortable dynamic situation.
  • information regarding the character of the road ahead of the vehicle is determined by a positioning system in combination with a stored map of the vehicle's surroundings.
  • information received from one or more on-board cameras is used in determining information regarding the character of the road ahead of the vehicle.
  • control signal is generated in response to detected predetermined vehicle dynamic situations.
  • control signal is generated in response to detected emergency manoeuvring of the vehicle.
  • the output signal causes the reversible restraint arrangement to be applied gradually.
  • control system is operable to output a control signal, once the reversible restraint arrangement has been activated, to deactivate the reversible restraint arrangement.
  • control signal to deactivate the reversible restraint arrangement is output if it appears that, within a predetermined time period, the vehicle is unlikely to be involved in a hazardous situation or uncomfortable dynamic situation.
  • control signal causes the reversible restraint arrangement to be deactivated gradually.
  • Another aspect of the present invention provides a reversible restraint system for a vehicle occupant, the system comprising: a reversible restraint arrangement for applying a restraining force to the vehicle occupant; and a control system according to any preceding claim for controlling the reversible restraint arrangement.
  • the reversible restraint arrangement comprises a motorised retractor, capable of applying a restraining force to the occupant's seatbelt which is higher than the restraining force level applied to the belt during normal driving.
  • the reversible restraint arrangement comprises a movable support surface for supporting a knee, head or side of the vehicle occupant.
  • Figure 1 is a schematic representation of elements of a system embodying the present invention.
  • Figure 2 is a schematic representation of an algorithm which may be used in conjunction with the present invention.
  • a reversible restraint system 1 embodying the present invention comprises a processor 2, which is provided within a vehicle (not shown).
  • the processor 2 is connected to a positioning system 3, which in preferred embodiments comprises a GPS receiver, in conjunction with a stored map of the region in which the vehicle is travelling. Using the positioning system 3, the position of the vehicle with respect to surrounding roads and other features may be determined at any point in time.
  • the processor 2 is further connected to an on-board video camera 4.
  • the video camera is positioned such that the field of view thereof includes some or all of the road immediately ahead of the vehicle. More than one on-board camera may be provided to increase the coverage of the vehicle surroundings.
  • the camera 4 may take any convenient form, and for instance may be responsive to optical and/or infrared frequencies.
  • the processor 2 is also connected to a telematic system 5, which is operable to receive continuously updated information regarding the roads and other features and conditions surrounding the vehicle, and to pass this information to the processor 2.
  • the telematics unit 5 may work in conjunction with a positioning system, such as GPS.
  • the control unit 2 is operable to generate a control signal, which is used to control a reversible restraint arrangement 6.
  • the reversible restraint arrangement 6 may comprise a motorised belt retractor, capable of applying a restraining force to an occupant's seat belt which is higher than the restraining force level applied to the belt during normal driving, or may alternatively be a movable support service for supporting (for example) the knees, head of side of a vehicle occupant.
  • the reversible restraint arrangement 6 may also comprise at least one inflatable and deflatable bag.
  • Parameters of the character of the road may include the gradient and/or curvature of the road, the quality and/or smoothness of the road surface, and road surface conditions, for instance the presence of water, ice, snow or other friction-reducing substances such as oil, or a loose road surface, and a maximum safe braking and/or cornering rate can be accordingly determined.
  • the curvature of the road ahead of the vehicle is determined by identifying the location of the vehicle on the stored map of the surrounding roads. Other features, such as lamp posts, may also be stored on the map. From this information, a determination may be made as to the likelihood of the vehicle being involved in a crash situation, or of being involved in uncomfortable dynamic situations, such as under-steer, over-steer, emergency braking and/or evasive manoeuvring.
  • the information received from the video camera 4 may be used to determine the conditions of the road surface ahead of the vehicle, and may also allow the processor 2 to make a determination about the curvature of the road ahead, and a skilled person will appreciate how appropriate determinations may be made from data output by a video camera. Based on this information, a determination may be made as to the likelihood of the vehicle being involved in a crash situation, or in an uncomfortable vehicle dynamic situation, as discussed above.
  • the information received from the telematic system 5 may relate to the layout and conditions of roads around the vehicle, and hence allow the processor 2 to make a determination about the curvature, gradient, road smoothness and road conditions (including weather conditions), and this information can be passed to the processor 2 so that a determination can be made about possible hazardous circumstances, as discussed above.
  • Further parameters may be taken into account by the processor in making a determination as to whether, in view of the character of the road ahead of the vehicle, it may be necessary to activate a reversible restraint system. For instance, the speed and/or bearing of the vehicle, external temperature, detected rain or snowfall, and the weight and location of centre of gravity of the vehicle may be taken into account. A skilled person will appreciate how such parameters may be detected by known onboard systems.
  • On-board sensors such as accelerometers, may also be used to provide information regarding vehicle dynamic situations, such as under-steer, over-steer, skidding, emergency braking or evasive manoeuvring. These signals may be passed to the processor 2, so that the reversible restraint system may be activated in response to such dynamic situations if the forces involved are above one or more appropriate predetermined thresholds.
  • An advantage of embodiments of the present invention is that situations in which a reversible restraint system is to be deployed may be detected at an early stage. For instance, if a vehicle is approaching a tight corner at high speed, information received from the positioning system 3 or telematic system 5, in conjunction with information regarding the speed and direction of travel of the vehicle, may allow the processor 2 to make a determination that the vehicle will not, before the corner is reached, be able to reduce its speed to a level at which the corner may be safely negotiated (taking into account, if appropriate, the conditions of the road leading up to and at the corner). It therefore appears to be likely that a crash or an uncomfortable vehicle dynamic situation will arise when the vehicle reaches the corner.
  • a reversible restraint system may be activated some time before the vehicle is subject to large forces, and hence before the reversible restraint system would be activated by a conventional means. Therefore, the reversible restraint system may be applied gradually, thereby causing less discomfort or alarm to vehicle occupants. By this it is meant that the reversible restraint system is applied less rapidly than the maximum possible rate, and preferably at a rate which causes little or no discomfort to vehicle occupants.
  • a schematic view is shown of an algorithm for use with a restraint system embodying the present invention.
  • the reversible restraint arrangement may be activated in response to the currently-detected dynamics of the vehicle (for instance, detected under steer, over steer or skidding), to initiation of dynamics of the vehicle (such as evasive manoeuvring or emergency braking) or in response to a determination made on the basis of the character of the road ahead of the vehicle, as discussed above.
  • a reversible restraint system will be deployed only if it appears that the system will be of assistance in the event of the type of hazardous situation or uncomfortable dynamic situation that appears to be likely. For instance, a moveable knee support is unlikely to be of assistance in the event of lateral skidding of the vehicle, whereas a moveable support to brace the side of a vehicle occupant will be more helpful during such an event.
  • the system may be subsequently deactivated if it appears that, within a predetermined time period, the vehicle is unlikely to be involved in a crash situation or in an uncomfortable vehicle dynamic situation.
  • the predetermined length of time may be, for example 2 seconds, but the present invention is not limited to this timescale.
  • the deactivation of the reversible restraint system may be gradual.
  • embodiments of the present invention may provide a reversible restraint system that can be activated earlier than is possible with conventional systems of this type, and that can be activated in response to a wider variety of potentially hazardous circumstances.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Multimedia (AREA)
  • Theoretical Computer Science (AREA)
  • Automotive Seat Belt Assembly (AREA)

Abstract

A control system for controlling a reversible restraint arrangement for a vehicle occupant, comprising a processor responsive to detected, received or stored information regarding the character of the road ahead of the vehicle, and operable to generate an output signal to control the reversible restraint arrangement if it is determined from the character of the road ahead of the vehicle that activation of the reversible restraint arrangement is required.

Description

A Control System for a Reversible Restraint System in a Vehicle
THIS INVENTION relates to a control system for a vehicle, and in particular concerns a control system for activation of a reversible restraint arrangement for a vehicle occupant.
Reversible restraint systems for vehicle occupants are designed to apply a restraining force to an occupant in critical situations, and to remove the restraining force when and if the critical situation is over. For instance, a reversible restraint system may be activated if it appears to be likely or unavoidable that the vehicle will be involved in a crash situation, in order to protect the vehicle occupant from the crash itself.
Alternatively, or in combination with the above, such restraint systems may be intended to provide additional support for bracing a vehicle occupant during uncomfortable vehicle dynamic situations, such as under-steering, over-steering, emergency braking and evasive manoeuvring. In most of such cases, there is also an increased risk of an accident occurring even if a crash is not likely.
Examples of reversible restraint systems are motorised seatbelt retractors and movable support surfaces, such as knee padding, and movable headrests. Other examples of reversible restraint systems will be known to persons skilled in the art.
It is known to activate such systems in response to a detected crash risk, for instance if the relative position and velocity of another vehicle, as detected by on-board radar, appear to show that a crash situation is likely or unavoidable. It is also known to activate such systems in response to detected uncomfortable and/or hazardous vehicle dynamic situations, and such situations may be detected by on-board sensors such as accelerometers.
A problem with existing reversible restraint systems is that the systems are generally applied quickly and without warning. Normally, there is not sufficient time to deploy the reversible restraint system gradually, and sudden activations of such systems may be uncomfortable and/or alarming for a vehicle occupant.
There is also a risk that a restraint system will be removed shortly before the occurrence of a new potentially hazardous situation, which might itself warrant the activation of the reversible restraint system.
It is an object of the present invention to seek to ameliorate one or more of the above problems.
Accordingly, one aspect of the present invention provides a control system for controlling a reversible restraint arrangement for a vehicle occupant, comprising a processor responsive to detected, received or stored information regarding the character of the road ahead of the vehicle, and operable to generate an output signal to control the reversible restraint arrangement if it is determined from the character of the road ahead of the vehicle that activation of the reversible restraint arrangement is required, characterised in that if it is determined that the character of a section of the road ahead of the vehicle may require the activation of the reversible restraint system, the distance of the vehicle from the section of the road is taken into account in determining whether the vehicle is likely to be involved in a hazardous situation or an uncomfortable dynamic situation.
Advantageously, the output signal is generated if it appears, from the detected, received or stored information regarding the character of the road ahead of the vehicle, that the vehicle is likely to be involved in a hazardous situation or an uncomfortable dynamic situation.
Preferably, the radius of curvature of the road ahead of the vehicle is taken into account in determining the likelihood of the vehicle being involved in a hazardous situation or an uncomfortable dynamic situation.
Advantageously, in one mode of the system, only information regarding the character of a section of the road ahead, the speed and/or direction of travel of the vehicle and the distance of the vehicle from the section of road are taken into account in determining whether activation of the reversible restraint mechanism is required.
Conveniently, the road surface conditions are taken into account in determining the likelihood of the vehicle being involved in a hazardous situation or an uncomfortable dynamic situation.
Preferably, the speed and/or direction of travel of the vehicle is taken into account in determining whether the vehicle is likely to be involved in a hazardous situation or an uncomfortable dynamic situation.
Conveniently, detected weather parameters are taken into account in determining whether the vehicle is likely to be involved in a hazardous situation or uncomfortable vehicle dynamic situation.
Advantageously, if it is determined that the character of a section of the road ahead of the vehicle may require the activation of the reversible restraint system, the distance of the vehicle from the section of the road is taken into account in determining whether the vehicle is likely to be involved in a hazardous situation or an uncomfortable dynamic situation.
Preferably, physical parameters of the vehicle are used in determining whether the vehicle is likely to be involved in a hazardous situation or an uncomfortable dynamic situation.
Conveniently, information regarding the character of the road ahead of the vehicle is determined by a positioning system in combination with a stored map of the vehicle's surroundings.
Advantageously, information received from one or more on-board cameras is used in determining information regarding the character of the road ahead of the vehicle.
Preferably, information regarding the character of the road ahead of the vehicle is received by a telematic system. Conveniently, the control signal is generated in response to detected predetermined vehicle dynamic situations.
Advantageously, the control signal is generated in response to detected emergency manoeuvring of the vehicle.
Preferably, the output signal causes the reversible restraint arrangement to be applied gradually.
Conveniently, the control system is operable to output a control signal, once the reversible restraint arrangement has been activated, to deactivate the reversible restraint arrangement.
Advantageously, the control signal to deactivate the reversible restraint arrangement is output if it appears that, within a predetermined time period, the vehicle is unlikely to be involved in a hazardous situation or uncomfortable dynamic situation.
Preferably, the control signal causes the reversible restraint arrangement to be deactivated gradually.
Another aspect of the present invention provides a reversible restraint system for a vehicle occupant, the system comprising: a reversible restraint arrangement for applying a restraining force to the vehicle occupant; and a control system according to any preceding claim for controlling the reversible restraint arrangement.
Preferably, the reversible restraint arrangement comprises a motorised retractor, capable of applying a restraining force to the occupant's seatbelt which is higher than the restraining force level applied to the belt during normal driving.
Conveniently, the reversible restraint arrangement comprises a movable support surface for supporting a knee, head or side of the vehicle occupant.
In order that the present invention may be more readily understood, embodiments thereof will now be described, by way of example, with reference to the accompanying drawings, in which:
Figure 1 is a schematic representation of elements of a system embodying the present invention; and
Figure 2 is a schematic representation of an algorithm which may be used in conjunction with the present invention.
Referring firstly to figure 1, a reversible restraint system 1 embodying the present invention comprises a processor 2, which is provided within a vehicle (not shown). The processor 2 is connected to a positioning system 3, which in preferred embodiments comprises a GPS receiver, in conjunction with a stored map of the region in which the vehicle is travelling. Using the positioning system 3, the position of the vehicle with respect to surrounding roads and other features may be determined at any point in time.
The processor 2 is further connected to an on-board video camera 4. Preferably, the video camera is positioned such that the field of view thereof includes some or all of the road immediately ahead of the vehicle. More than one on-board camera may be provided to increase the coverage of the vehicle surroundings. The camera 4 may take any convenient form, and for instance may be responsive to optical and/or infrared frequencies.
The processor 2 is also connected to a telematic system 5, which is operable to receive continuously updated information regarding the roads and other features and conditions surrounding the vehicle, and to pass this information to the processor 2. The telematics unit 5 may work in conjunction with a positioning system, such as GPS.
The control unit 2 is operable to generate a control signal, which is used to control a reversible restraint arrangement 6. As discussed above, the reversible restraint arrangement 6 may comprise a motorised belt retractor, capable of applying a restraining force to an occupant's seat belt which is higher than the restraining force level applied to the belt during normal driving, or may alternatively be a movable support service for supporting (for example) the knees, head of side of a vehicle occupant. The reversible restraint arrangement 6 may also comprise at least one inflatable and deflatable bag.
In use of the restraint system 1, as the vehicle is progressing along a road information regarding the character of the road ahead is gathered from one, or any combination, of the positioning system 3, the video camera 4 and the telematic system 5. Parameters of the character of the road may include the gradient and/or curvature of the road, the quality and/or smoothness of the road surface, and road surface conditions, for instance the presence of water, ice, snow or other friction-reducing substances such as oil, or a loose road surface, and a maximum safe braking and/or cornering rate can be accordingly determined.
In the case of the positioning system 3, the curvature of the road ahead of the vehicle is determined by identifying the location of the vehicle on the stored map of the surrounding roads. Other features, such as lamp posts, may also be stored on the map. From this information, a determination may be made as to the likelihood of the vehicle being involved in a crash situation, or of being involved in uncomfortable dynamic situations, such as under-steer, over-steer, emergency braking and/or evasive manoeuvring.
The information received from the video camera 4 may be used to determine the conditions of the road surface ahead of the vehicle, and may also allow the processor 2 to make a determination about the curvature of the road ahead, and a skilled person will appreciate how appropriate determinations may be made from data output by a video camera. Based on this information, a determination may be made as to the likelihood of the vehicle being involved in a crash situation, or in an uncomfortable vehicle dynamic situation, as discussed above.
The information received from the telematic system 5 may relate to the layout and conditions of roads around the vehicle, and hence allow the processor 2 to make a determination about the curvature, gradient, road smoothness and road conditions (including weather conditions), and this information can be passed to the processor 2 so that a determination can be made about possible hazardous circumstances, as discussed above.
Further parameters may be taken into account by the processor in making a determination as to whether, in view of the character of the road ahead of the vehicle, it may be necessary to activate a reversible restraint system. For instance, the speed and/or bearing of the vehicle, external temperature, detected rain or snowfall, and the weight and location of centre of gravity of the vehicle may be taken into account. A skilled person will appreciate how such parameters may be detected by known onboard systems.
On-board sensors, such as accelerometers, may also be used to provide information regarding vehicle dynamic situations, such as under-steer, over-steer, skidding, emergency braking or evasive manoeuvring. These signals may be passed to the processor 2, so that the reversible restraint system may be activated in response to such dynamic situations if the forces involved are above one or more appropriate predetermined thresholds.
Advantageously, in one mode of the control system, only information regarding the character of a section of road, the speed and/or bearing of the vehicle and the distance of the vehicle from the section of road are taken into account when determining whether to activate the reversible restraining system.
An advantage of embodiments of the present invention is that situations in which a reversible restraint system is to be deployed may be detected at an early stage. For instance, if a vehicle is approaching a tight corner at high speed, information received from the positioning system 3 or telematic system 5, in conjunction with information regarding the speed and direction of travel of the vehicle, may allow the processor 2 to make a determination that the vehicle will not, before the corner is reached, be able to reduce its speed to a level at which the corner may be safely negotiated (taking into account, if appropriate, the conditions of the road leading up to and at the corner). It therefore appears to be likely that a crash or an uncomfortable vehicle dynamic situation will arise when the vehicle reaches the corner. Thus, a reversible restraint system may be activated some time before the vehicle is subject to large forces, and hence before the reversible restraint system would be activated by a conventional means. Therefore, the reversible restraint system may be applied gradually, thereby causing less discomfort or alarm to vehicle occupants. By this it is meant that the reversible restraint system is applied less rapidly than the maximum possible rate, and preferably at a rate which causes little or no discomfort to vehicle occupants.
Turning to Figure 2, a schematic view is shown of an algorithm for use with a restraint system embodying the present invention. It can be seen that the reversible restraint arrangement may be activated in response to the currently-detected dynamics of the vehicle (for instance, detected under steer, over steer or skidding), to initiation of dynamics of the vehicle (such as evasive manoeuvring or emergency braking) or in response to a determination made on the basis of the character of the road ahead of the vehicle, as discussed above. In preferred embodiments of the invention, a reversible restraint system will be deployed only if it appears that the system will be of assistance in the event of the type of hazardous situation or uncomfortable dynamic situation that appears to be likely. For instance, a moveable knee support is unlikely to be of assistance in the event of lateral skidding of the vehicle, whereas a moveable support to brace the side of a vehicle occupant will be more helpful during such an event.
Once the reversible restraint system has been activated, the system may be subsequently deactivated if it appears that, within a predetermined time period, the vehicle is unlikely to be involved in a crash situation or in an uncomfortable vehicle dynamic situation. The predetermined length of time may be, for example 2 seconds, but the present invention is not limited to this timescale. In accordance with preferred embodiments of the present invention, the deactivation of the reversible restraint system may be gradual.
It will be appreciated that embodiments of the present invention may provide a reversible restraint system that can be activated earlier than is possible with conventional systems of this type, and that can be activated in response to a wider variety of potentially hazardous circumstances.

Claims

CLAIMS:
1. A control system for controlling a reversible restraint arrangement (6) for a vehicle occupant, comprising a processor (2) responsive to detected, received or stored information regarding the character of the road ahead of the vehicle, and operable to generate an output signal to control the reversible restraint arrangement (6) if it is determined from the character of the road ahead of the vehicle that activation of the reversible restraint arrangement (6) is required characterised in that if it is determined that the character of a section of the road ahead of the vehicle may require the activation of the reversible restraint system, the distance of the vehicle from the section of the road is taken into account in determining whether the vehicle is likely to be involved in a hazardous situation or an uncomfortable dynamic situation.
2. A control system according to Claim 1, wherein the output signal is generated if it appears, from the detected, received or stored information regarding the character of the road ahead of the vehicle, that the vehicle is likely to be involved in a hazardous situation or an uncomfortable dynamic situation.
3. A control system according to Claim 2, wherein the radius of curvature of the road ahead of the vehicle is taken into account in determining the likelihood of the vehicle being involved in a hazardous situation or an uncomfortable dynamic situation.
4. A control system according to Claim 2 or 3, wherein the road surface conditions are taken into account in determining the likelihood of the vehicle being involved in a hazardous situation or an uncomfortable dynamic situation.
5. A control system according to Claim 4, wherein information regarding the character of the road ahead of the vehicle includes the presence of loose objects on the road or the presence of water, ice, snow or other potentially friction-reducing substances on the surface of the road.
6. A control system according to any preceding claim, wherein the speed and/or direction of travel of the vehicle is taken into account in determining whether the vehicle is likely to be involved in a hazardous situation or an uncomfortable dynamic situation.
7. A control system according to claim 6 wherein, in one mode of the system, only information regarding the character of the road ahead, the speed and/or direction of travel of the vehicle and the distance of the vehicle from the section of road are taken into account in determining whether activation of the reversible restraint mechanism is required.
8. A control system according to any preceding claim, wherein detected weather parameters are taken into account in determining whether the vehicle is likely to be involved in a hazardous situation or uncomfortable vehicle dynamic situation.
9. A control system according to any preceding claim, wherein physical parameters of the vehicle are used in determining whether the vehicle is likely to be involved in a hazardous situation or an uncomfortable dynamic situation.
10. A control system according to any preceding claim, wherein information regarding the character of the road ahead of the vehicle is determined by a positioning system in combination with a stored map of the vehicle's surroundings.
11. A control system according to any preceding claim, wherein information received from one or more on-board cameras (4) is used in determining information regarding the character of the road ahead of the vehicle.
12. A control system according to any preceding claim, wherein information regarding the character of the road ahead of the vehicle is received by a telematic system (5).
13. A control system according to any preceding claim, wherein the control signal is generated in response to detected predetermined vehicle dynamic situations.
14. A control system according to any preceding claim, wherein the control signal is generated in response to detected emergency manoeuvring of the vehicle.
15. A control system according to any preceding claim, wherein the output signal causes the reversible restraint arrangement (6) to be applied gradually.
16. A control system according to any preceding claim, operable to output a control signal, once the reversible restraint arrangement (6) has been activated, to deactivate the reversible restraint arrangement.
17. A control system according to Claim 16, wherein the control signal to deactivate the reversible restraint arrangement (6) is output if it appears that, within a predetermined time period, the vehicle is unlikely to be involved in a hazardous situation or uncomfortable dynamic situation.
18. A control system according to claim 16 or 17, wherein the control signal causes the reversible restraint arrangement to be deactivated gradually.
19. A reversible restraint system for a vehicle occupant, the system comprising: a reversible restraint arrangement (6) for applying a restraining force to the vehicle occupant; and a control system according to any preceding claim for controlling the reversible restraint arrangement.
20. A restraint system according to claim 19, wherein the reversible restraint arrangement (6) comprises a motorised retractor, capable of applying a restraining force to the occupant's seatbelt which is higher than the restraining force level applied to the belt during normal driving.
21. A restraint system according to claim 19 or 20, wherein the reversible restraint arrangement (6) comprises a movable support surface for supporting a knee, head or side of the vehicle occupant.
EP07835057A 2006-10-05 2007-09-27 A control system for a vehicle Ceased EP2073997A4 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
GB0619725A GB2442502A (en) 2006-10-05 2006-10-05 Progressive application of vehicle passenger reversible restraints in response to condition of road ahead
PCT/SE2007/000853 WO2008041904A1 (en) 2006-10-05 2007-09-27 A control system for a vehicle

Publications (2)

Publication Number Publication Date
EP2073997A1 true EP2073997A1 (en) 2009-07-01
EP2073997A4 EP2073997A4 (en) 2013-01-23

Family

ID=37454054

Family Applications (1)

Application Number Title Priority Date Filing Date
EP07835057A Ceased EP2073997A4 (en) 2006-10-05 2007-09-27 A control system for a vehicle

Country Status (3)

Country Link
EP (1) EP2073997A4 (en)
GB (1) GB2442502A (en)
WO (1) WO2008041904A1 (en)

Families Citing this family (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US7963602B2 (en) 2008-12-04 2011-06-21 Ford Global Technologies, Llc Vehicle seating system including seat mounted reversible pelvic bolster
EP2427349A4 (en) 2009-05-08 2012-09-19 Haakan Westerblad Impact alert system and method
DE102009033689A1 (en) * 2009-07-17 2011-01-20 Trw Automotive Gmbh Vehicle safety belt system
DE102009049195A1 (en) * 2009-10-13 2011-04-21 Daimler Ag Method for driving-dynamic adaptation of adjustment of passenger in motor vehicle, involves determining time point for activation of belt system under consideration of information, where activation is made depending on steering angle
DE102011009466A1 (en) * 2011-01-26 2012-07-26 Daimler Ag Method for dynamic driving support of vehicle occupant in vehicle seat of vehicle, involves controlling and adjusting of unit for dynamic driving support of vehicle occupant in vehicle seat corresponding to fork type of fork
EP2808206B1 (en) 2013-05-27 2017-07-12 Volvo Car Corporation Method and system of a vehicle for reversible seat belt retraction
CN109760622A (en) * 2019-01-30 2019-05-17 爱驰汽车有限公司 The pre- clamping control method of safety belt, device and Vehicle Controller
DE102020006623A1 (en) * 2020-10-28 2022-04-28 Daimler Ag Method for dynamic restraint of an occupant buckled with a seat belt in a vehicle seat

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20040016870A1 (en) * 2002-05-03 2004-01-29 Pawlicki John A. Object detection system for vehicle
US20050033516A1 (en) * 2003-05-30 2005-02-10 Tomoya Kawasaki Collision prediction apparatus
US20050090955A1 (en) * 2003-10-27 2005-04-28 Engelman Gerald H. Threat level identification and quantifying system
US20050107955A1 (en) * 2003-11-13 2005-05-19 Denso Corporation Collision-prediction unit for a vehicle
EP1577177A1 (en) * 2002-12-26 2005-09-21 Denso Corporation Safety device for motor vehicle

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP3865182B2 (en) * 1998-12-25 2007-01-10 タカタ株式会社 Seat belt system
DE10231362A1 (en) * 2002-07-11 2004-01-22 Robert Bosch Gmbh Device for monitoring the environment in a vehicle
DE102004045838A1 (en) * 2004-03-18 2005-11-10 Volkswagen Ag Device and method for controlling at least one vehicle protection device
DE102004026638B4 (en) * 2004-04-08 2007-03-29 Daimlerchrysler Ag A method of controlling occupant restraining means in a vehicle
DE102004038734A1 (en) * 2004-08-10 2006-02-23 Robert Bosch Gmbh Method and device for triggering emergency braking
DE102005003354B4 (en) * 2005-01-25 2014-05-15 Conti Temic Microelectronic Gmbh Method and device for detecting the relative speed between a collision object and a vehicle

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20040016870A1 (en) * 2002-05-03 2004-01-29 Pawlicki John A. Object detection system for vehicle
EP1577177A1 (en) * 2002-12-26 2005-09-21 Denso Corporation Safety device for motor vehicle
US20050033516A1 (en) * 2003-05-30 2005-02-10 Tomoya Kawasaki Collision prediction apparatus
US20050090955A1 (en) * 2003-10-27 2005-04-28 Engelman Gerald H. Threat level identification and quantifying system
US20050107955A1 (en) * 2003-11-13 2005-05-19 Denso Corporation Collision-prediction unit for a vehicle

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See also references of WO2008041904A1 *

Also Published As

Publication number Publication date
GB0619725D0 (en) 2006-11-15
GB2442502A (en) 2008-04-09
WO2008041904A1 (en) 2008-04-10
EP2073997A4 (en) 2013-01-23

Similar Documents

Publication Publication Date Title
US7493202B2 (en) Vehicle safety control system by image processing
EP2073997A1 (en) A control system for a vehicle
US6037860A (en) Method and arrangement for avoiding and/or minimizing vehicle collisions in road traffic
US7893819B2 (en) Method and device for avoiding a collision in a lane change maneuver of a vehicle
US9150194B2 (en) Method for controlling a reversible belt tensioner of a safety belt in a motor vehicle
US20090287368A1 (en) Motor vehicle having a driver assistance system
JP2000142321A (en) Occupant protection support device
EP2266022B1 (en) Enhanced vision road detection system
JPWO2011064825A1 (en) Driving support device and driving support method
JP2007500650A (en) Occupant protection system for a vehicle and method for operating an occupant protection system for a vehicle
JP2001239922A (en) Safely restraining device and method for restraining occupant on vehicle seat
KR102626248B1 (en) An Active seat belt control apparatus and control method thereof
US20120259515A1 (en) Method for activating and/or controlling at least one reversible restraining device
Bayly et al. Review of crash effectiveness of intelligent transport systems
US8855866B2 (en) Rear end advanced collision technology
US7061374B2 (en) Computer assisted danger alarm with emergency braking system
US20090024282A1 (en) Method for a Preventive-Action Protection System In a Motor Vehicle Having an Inter-Vehicle Distance Sensor System
JP2007062503A (en) On-vehicle equipment control device
JP2008189202A (en) Vehicle window device
EP2520472B1 (en) Device and method for belt tightener activation
JP4425835B2 (en) Seat belt pretensioner device
KR20180078979A (en) Method and apparatus for pedestrian collision mitigation
JP4918922B2 (en) Crew protection device
EP2743144A2 (en) GPS data for improving pedestrian protection
Moravčík et al. Integrated intelligent safety systems

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

17P Request for examination filed

Effective date: 20090224

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HU IE IS IT LI LT LU LV MC MT NL PL PT RO SE SI SK TR

AX Request for extension of the european patent

Extension state: AL BA HR MK RS

DAX Request for extension of the european patent (deleted)
A4 Supplementary search report drawn up and despatched

Effective date: 20130103

RIC1 Information provided on ipc code assigned before grant

Ipc: B60R 21/0134 20060101AFI20121219BHEP

Ipc: G06K 9/00 20060101ALI20121219BHEP

17Q First examination report despatched

Effective date: 20140312

REG Reference to a national code

Ref country code: DE

Ref legal event code: R003

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE APPLICATION HAS BEEN REFUSED

18R Application refused

Effective date: 20191108