EP2222512A1 - Appareil de commande et procédé pour commander des moyens de protection des personnes pour un véhicule - Google Patents

Appareil de commande et procédé pour commander des moyens de protection des personnes pour un véhicule

Info

Publication number
EP2222512A1
EP2222512A1 EP08851570A EP08851570A EP2222512A1 EP 2222512 A1 EP2222512 A1 EP 2222512A1 EP 08851570 A EP08851570 A EP 08851570A EP 08851570 A EP08851570 A EP 08851570A EP 2222512 A1 EP2222512 A1 EP 2222512A1
Authority
EP
European Patent Office
Prior art keywords
protection means
ignition
personal protection
time
data
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Withdrawn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
EP08851570A
Other languages
German (de)
English (en)
Inventor
Alain Jousse
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 EP2222512A1 publication Critical patent/EP2222512A1/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Withdrawn legal-status Critical Current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
    • B60R21/017—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

Definitions

  • the invention relates to a control device or a method for controlling personal protection means for a vehicle according to the preamble of the independent claims.
  • the control device according to the invention or the inventive method for controlling personal protection means with the features of the independent claims have the advantage that now the ignition pulse is formed in dependence on the personal protection means to be controlled with respect to the ignition pulse and the Zündimpulsdauer. This makes it possible to reduce the energy reserve capacity, since the ignition energy is used more efficiently according to the invention.
  • Which personal protection devices are to be controlled for example, at what time as a result of the activation decision due to the crash severity and crash type, determines the crash scenario.
  • This crash scenario is used according to the invention, the respective Ignition pulses for the respective personal protective equipment to form so that optimum utilization of energy at the time of ignition is achieved.
  • a large but short voltage pulse and in the subsequent personal protection means a lower but wider and voltage-efficient voltage pulse can be used as the ignition pulse. This optimally takes into account the discharge of the energy reserve during the activation of the personal protection means.
  • an energy reserve which is one or more capacitors.
  • the energy reserve voltage d. H. the voltage at the energy reserve, falls during the ignition mode, as energy for the ignition of personal protection such as airbags, multi-stage, belt tensioners, crash-active headrests or pedestrian protection is removed.
  • the invention adapts ideally to this behavior and thus optimally utilizes the energy in the energy reserve.
  • control device is, for example, an airbag control device or a safety control device, which usually has a housing made of metal and / or plastic. In the housing are then the components of
  • Control unit included It is possible to provide a housing-less variant of a control unit.
  • activation means the activation of the personal protective equipment.
  • the energy reserve is, as shown above, necessary for the autonomous operation of the controller, ie when the battery voltage, for example, breaks off as a result of an accident.
  • the energy reserve consists of one or more capacitors or other suitable energy storage.
  • the energy reserve thus has the function to provide the electrical energy for the control.
  • the electrical energy is present, for example, in the case of the capacitor in the case of the energy store or an inductive energy store or, for example, indirectly in a fuel cell.
  • the control circuit is an electrical circuit that can be implemented, for example, on an integrated circuit and / or by means of discrete components.
  • the control circuit can also be designed partly or completely as software in conjunction with a processor.
  • the time is in this case the elapsed time, for example, here the time from the beginning of the ignition of the personal protection means.
  • the voltage is measured at the energy reserve by methods of voltage measurement known to those skilled in the art.
  • the at least one ignition pulse is applied to the ignition element, so the explosive charge, and should cause this ignition element to explode, so that the airbag can inflate by the subsequent gas evolution.
  • the ignition pulse thus serves to control. He is in this case from the electrical energy with respect to its Zündimpuls conception and his
  • the ignition pulse height can be determined by a corresponding load of the energy reserve as an energy source, but also by other methods, such as clipping, etc.
  • the ignition pulse duration is determined by the actuation of an electronic switch, for example a transistor switch.
  • the Zündimpulhehehe is high and the Zündimpulsdauer for short.
  • the ignition pulse is lower - A -
  • the ignition pulse duration longer. This can be exploited especially the energy from the energy reserve.
  • one or more personal protection devices can be controlled.
  • the second section can also control one or more personal protection devices.
  • time segment is therefore to be understood very generally, the terms Zündimpulsiere and Zündimpulsdauer are self-explanatory.
  • control circuit has data which define the first and the second time duration.
  • data are permanently stored, for example in an EEPROM memory of the control circuit.
  • control circuit can also receive this data from a computer and therefore only caching, the permanent memory is assigned to this computer.
  • This data can thus be used to program the apriori control.
  • the data may also be advantageously different in each case the first and the second time periods
  • the data can be generated as a function of the activation decision, because the activation decision indicates which personal protection devices are to be activated in the present crash. That's the crash scenario. For the respective crash scenarios can then, for example, stored
  • Combinations of firing pulses are used as the data.
  • FIG. 1 shows a block diagram of the control device according to the invention
  • FIG. 2 shows a combination of ignition pulses for a crash scenario
  • Figure 3 is a signal flow diagram for the control circuit
  • Figure 4 is a voltage timing diagram
  • FIG. 5 shows a flowchart for the method according to the invention.
  • FIG. 1 shows a simplified block diagram of the control unit according to the invention. In the present case, only the necessary components for understanding the invention are shown. Others for the operation of the controller Required components, but not for understanding the invention contributing elements have been omitted for the sake of simplicity.
  • a microcontroller ⁇ C receives accident sensor signals from an accident sensor system.
  • the accident sensor system US may be located inside and / or outside the control unit and has, for example, acceleration sensors, structure-borne sound sensors, air pressure sensors and / or environment sensors.
  • the accident sensor signals are also evaluated by a safety module SCON in parallel with the microcontroller .mu.C, which calculates a complex evaluation algorithm. This module evaluates the accident sensor signals in a simpler manner, but the safety module SCON serves as an independent hardware path for the evaluation of the accident sensor signals in comparison to the microcontroller .mu.C.
  • microcontroller ⁇ C and the safety module SCON give their
  • Results of their evaluation to a logic device L on which is already part of the ignition circuit control.
  • the transmission from the microcontroller .mu.C to the logic module L can take place, for example, via the so-called SPI bus (serial peripheral interface bus).
  • SPI bus serial peripheral interface bus
  • other processor types can also be used.
  • the logic module L now links the results of the microcontroller .mu.C and the security module SCON in such a way that it determines whether, when and which personal protection devices are to be controlled.
  • the logic module L can be part of an integrated circuit in which the output stages HS and LS can also be integrated.
  • the output stage HS or highside is a power transistor which is switched through in order to supply ignition energy to the ignition element ZP.
  • the ignition element ZP is an explosive charge associated with a personal protection device such as an airbag.
  • the output stage LS or Lowside is switched through, so that this ignition energy can flow to ground.
  • the ignition energy is provided by the energy reserve ER, which in the present case is an electrolytic capacitor.
  • the energy reserve ER is, for example, via components, not shown the car battery charged, namely to a high voltage level between 20 and 40V.
  • the control circuit ST which may also be part of an IC, forms an ignition pulse from the ignition energy in the manner according to the invention, defining ignition pulse duration and ignition pulse height.
  • the control circuit ST uses data from the logic module L The data indicate for each crash scenario when with which ignition pulse the respective personal protective equipment is to be controlled.
  • the control circuit ST is connected directly to the ignition circuit via a shunt resistor Sh in order to be able to measure the ignition energy.
  • the thus formed ignition pulses or the ignition pulse thus formed are then passed over the highside to the ignition element ZP and there causes the ignition, wherein the current via the low side LS is derived to ground.
  • the ignition pulse having a high firing pulse height and a short firing pulse duration and in a second period following the first period, a lower firing pulse height, but for a longer firing pulse duration is given.
  • a single ignition circuit is shown symbolically.
  • a plurality of ignition circuits is provided, which is also the normal case, in order to control different personal protection devices.
  • Different personal protection devices are also several stages of an airbag or belt tensioner. It is also possible to provide more power amps than the illustrated two.
  • Other variants, which are known in the art, are possible in the present case.
  • FIG. 2 illustrates in a timing diagram for several ignition circuits 200-203, the
  • the activation decision or data which are permanently predetermined determine which ignition pulses are to be applied to the respective ignition elements of the respective ignition circuits.
  • the ignition pulses Z1 and Z2 are generated at a first time.
  • These ignition circuits 200 and 201 are provided for example for pyrotechnic belt tensioners.
  • the ignition pulses Z1 and Z2 are designed to be energy-efficient, ie in the present case the firing pulse height is high, but the firing pulse width is short.
  • an ignition pulse Z3 which is the same as the ignition pulses Z1 and Z2 is again generated in the ignition circuit 202, this ignition circuit, for example, being the first ignition pulse Z3
  • Airbag level of an airbag is.
  • the ignition pulse Z4 is generated in the ignition circuit 203, which is broader but lower than the ignition pulses Z1-Z3. This ignition pulse Z4 is voltage efficient to account for the decreased voltage at the energy reserve ER.
  • Figure 3 illustrates in a signal flow diagram, the function of the control circuit ST.
  • the electrical energy E goes into the block 30, in which the duration is set, with which the ignition pulse is applied to the ignition element.
  • the ignition pulse duration is determined via block 32, which takes the time t and the data Da as input data.
  • the data indicates which firing pulses are to be applied to the respective firing circuits at which time.
  • the data Da are either stored in the memory 33 and fixed apriori, the data Da are generated in dependence on the drive decision.
  • the pulse shapes are stored, for example, in the control circuit ST. After determining the Zündimpulsdauer the
  • Ignition pulse height determined in block 31 is determined in block 31.
  • block 32 influences this value on the basis of its just-mentioned input variables.
  • the pulse height is between 1 and 2 A, while the pulse width is between 0.5 ms and 2 ms.
  • FIG. 4 shows a voltage time diagram, wherein the voltage at the energy reserve is measured.
  • the curve 40 describes the slow drop of the voltage at the energy reserve over time, this drop is due to an energy extraction from the energy reserve. This behavior efficiently utilizes the present invention to optimally utilize the energy.
  • FIG. 5 shows a flowchart with the method according to the invention.
  • the crash scenario is determined on the basis of the activation decision or apriori.
  • the crash scenario indicates which ones Personal protection at which times are to be controlled. From this crash scenario results, which form the respective ignition pulses must have for the respective ignition circuits.
  • the determination of these firing pulses is made in step 501, wherein the appearance of the firing pulses was determined a priori, so that the energy reserve is optimally designed with respect to their capacity.
  • step 502 the high-side switch is actuated, the corresponding shaping of the ignition pulses being effected by this actuation. As a result, then the corresponding ignition pulses in
  • Process step 503 generated in the individual ignition circuits.

Landscapes

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

Abstract

L'invention concerne un appareil de commande et un procédé pour commander des moyens de protection des personnes pour un véhicule, sachant qu'une réserve d'énergie électrique est fournie pour la commande. Il est prévu un circuit de commande qui, en fonction des moyens de protection des personnes à commander, forme au moins une impulsion d'amorçage, pour la commande des moyens de protection des personnes respectifs à partir de l'énergie électrique, concernant une première amplitude et une première durée de l'impulsion d'amorçage.
EP08851570A 2007-11-19 2008-09-26 Appareil de commande et procédé pour commander des moyens de protection des personnes pour un véhicule Withdrawn EP2222512A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102007055123.3A DE102007055123B4 (de) 2007-11-19 2007-11-19 Steuergerät und Verfahren zur Ansteuerung von Personenschutzmitteln für ein Fahrzeug
PCT/EP2008/062921 WO2009065655A1 (fr) 2007-11-19 2008-09-26 Appareil de commande et procédé pour commander des moyens de protection des personnes pour un véhicule

Publications (1)

Publication Number Publication Date
EP2222512A1 true EP2222512A1 (fr) 2010-09-01

Family

ID=40228079

Family Applications (1)

Application Number Title Priority Date Filing Date
EP08851570A Withdrawn EP2222512A1 (fr) 2007-11-19 2008-09-26 Appareil de commande et procédé pour commander des moyens de protection des personnes pour un véhicule

Country Status (5)

Country Link
US (1) US8489285B2 (fr)
EP (1) EP2222512A1 (fr)
CN (1) CN101868379B (fr)
DE (1) DE102007055123B4 (fr)
WO (1) WO2009065655A1 (fr)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102017207578B4 (de) * 2017-05-05 2019-03-07 Continental Automotive Gmbh Verfahren zum Auslösen einer Mehrzahl von Aktoren eines Sicherheitssystems eines Kraftfahrzeugs aus einer Energiequelle
KR20220053762A (ko) * 2020-10-22 2022-05-02 현대자동차주식회사 운전자의 안전 지원 장치 및 그 방법

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US3513355A (en) * 1968-12-27 1970-05-19 Energy Conversion Devices Inc Fixed sequence multiple squib control circuit
EP0003412A3 (fr) * 1978-02-01 1979-09-05 Imperial Chemical Industries Plc Dispositif de délai électrique
US4214171A (en) * 1978-02-27 1980-07-22 De Luxe General, Incorporated Plural phase pulsed power supply
US5058920A (en) * 1987-09-05 1991-10-22 Robert Bosch Gmbh Method for actuating a safety device for vehicle occupants
US5357141A (en) * 1988-04-02 1994-10-18 Robert Bosch Gmbh Electronic device
JPH05170045A (ja) * 1991-12-24 1993-07-09 Mitsubishi Electric Corp 車両用乗員保護装置の起動装置
JP3095569B2 (ja) * 1993-03-16 2000-10-03 富士通テン株式会社 車両のエアバッグシステムのスクイブ点火回路
US5432385A (en) * 1993-03-18 1995-07-11 Delco Electronics Corp. Supplemental inflatable restraint energy management and deployment system
US5506775A (en) 1993-05-20 1996-04-09 Kansei Corporation Power source circuit for an occupant protecting device of motor vehicles
JPH07228215A (ja) * 1994-02-17 1995-08-29 Mitsubishi Electric Corp 車両用安全装置の制御回路
US5734317A (en) * 1996-07-01 1998-03-31 Motorola, Inc. Current limit controller for an air bag deployment system
DE19627877A1 (de) * 1996-07-11 1998-01-15 Telefunken Microelectron Verfahren zur Auslösung eines passiven Insassen-Schutzsystems für Kraftfahrzeuge
DE19749856B4 (de) 1997-11-11 2004-06-09 Siemens Ag Verfahren und Zündschaltung zur Auslösung eines Insassenschutzsystems
DE19752622C1 (de) 1997-11-27 1999-09-16 Siemens Ag Kraftfahrzeug-Insassenschutzsystem mit mehreren Zündpillen, und Verfahren zum Ansteuern eines Zündkreises eines solchen Insassenschutzsystems
ES2163935T3 (es) * 1998-03-07 2002-02-01 Conti Temic Microelectronic Procedimiento para el servicio de un dispositivo de seguridad de ocupantes asi como su unidad de control.
US6220628B1 (en) * 1999-12-01 2001-04-24 Trw Inc. Vehicle occupant protection apparatus and method having multiple stage control
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US6549836B1 (en) * 2000-06-07 2003-04-15 Trw Inc. Method and apparatus for controlling an actuatable restraint device using a velocity/displacement based safing function with immunity box
DE202006014293U1 (de) 2006-09-13 2006-11-30 Bauer, Hermann Konverter für ein Schutzeinrichtungssteuersignal

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Also Published As

Publication number Publication date
US20100262340A1 (en) 2010-10-14
CN101868379B (zh) 2012-07-04
DE102007055123B4 (de) 2020-06-18
CN101868379A (zh) 2010-10-20
WO2009065655A1 (fr) 2009-05-28
US8489285B2 (en) 2013-07-16
DE102007055123A1 (de) 2009-05-20

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