EP2244912A1 - Procédé et module de commande pour amorcer des dispositifs de protection de personne pour un véhicule - Google Patents

Procédé et module de commande pour amorcer des dispositifs de protection de personne pour un véhicule

Info

Publication number
EP2244912A1
EP2244912A1 EP08871228A EP08871228A EP2244912A1 EP 2244912 A1 EP2244912 A1 EP 2244912A1 EP 08871228 A EP08871228 A EP 08871228A EP 08871228 A EP08871228 A EP 08871228A EP 2244912 A1 EP2244912 A1 EP 2244912A1
Authority
EP
European Patent Office
Prior art keywords
signal
analysis
crash
accident
time
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Withdrawn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
EP08871228A
Other languages
German (de)
English (en)
Inventor
Jochen Wieland
Stephan Rittler
Josef Kolatschek
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 EP2244912A1 publication Critical patent/EP2244912A1/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Withdrawn legal-status Critical Current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
    • 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
    • B60R2021/01322—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 comprising variable thresholds, e.g. depending from other collision parameters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/08—Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences

Definitions

  • the invention relates to a method and a control device for controlling personal protection means for a vehicle according to the preamble of the independent claims.
  • DE 101 34 331 C1 discloses the problem of distinguishing impact types at low driving speeds.
  • the US Authority NHTSA calls in a regulation so-called low-risk deployment, in which a collision against a rigid barrier as an obstacle at 26km / h and at
  • Control of personal protective equipment for a vehicle with the features of the independent claims have the advantage that a reliable solution is found to achieve the separation between a 26km / h frontal impact bulging from a 32km / h frontal impact.
  • the constant-fraction-discrimination method is used according to the invention. It is advantageous that the time of the maximum of the acceleration signal can be determined almost independent of the signal amplitude.
  • the Constant-Fraction-Discrimination method is a method of electronic signal processing that allows the assignment of exact time markers to broad pulses with varying signal strength with always the same rise times.
  • the analysis of the accident signal by means of the constant fraction discrimination method can be applied not only to acceleration signals but also to derived signals from the acceleration signal or from other accident sensor signals. These signals include acceleration signals from
  • Acceleration sensors in various installation positions and different sensitivity directions includes the signals of air pressure sensors for side impact detection of structure-borne sound sensors and environment sensors. Furthermore, it is possible in preferred embodiments, this method for distinguishing
  • Triggering of personal protection means in the present case the activation of these personal protection devices such as airbags, belt tensioners, crash-active headrests or other passive personal protection means, but also active personal protection means such as brakes or vehicle dynamics control.
  • the analysis of the at least one accident signal for example an acceleration signal or an integrated or twice integrated acceleration signal by means of the constant-fraction-discrimination method enables the determination of time marks in the accident signal. In this way, points in time that are characteristic of the accident signal can be determined very reliably, so that the activation which takes place as a function of this analysis also becomes reliable.
  • the Constant Fraction Discrimination method is defined as one of the dependent claims.
  • a control device is understood to be an electrical device which processes sensor signals and generates control signals for the personal protection means in dependence thereon.
  • a control unit is a separate structural unit.
  • the interface may be hardware and / or software pronounced.
  • the interface may be part of a system ASIC that includes many functions of the controller on a chip. This function includes, for example, the drive circuit; this is a logic that processes the drive signal and closes it in response to electrically controllable power switch, for example, to switch an ignition current to an ignition element of an airbag, so that the ignition element is made to ignite and thus the airbag is inflated.
  • the drive circuit may also be present as a separate structural unit, for example as a separate ASIC or a Kombinaton of several electrical and / or electronic components.
  • the evaluation circuit as well as the analysis module may be hardware and / or software pronounced.
  • a preferred embodiment is a processor, for example a microcontroller, which makes it possible to realize the functions of the evaluation circuit and in particular of the analysis module in the software of this microcontroller.
  • the analysis module further modules are present, for example, interface modules to forward the drive signal for the drive circuit via an output in the evaluation circuit to the drive circuit.
  • the drive signal can be transmitted redundantly as a software command, but also via hardware lines to ensure reliable transmission of this drive signal. This is a particularly reliable transmission of this drive signal.
  • Discrimination method is used in particular for distinguishing a 26km / h and a 32km / h front impact, wherein the control of the personal protection means is carried out only in the 32km / h front impact. The activation takes place only if other conditions such as a minimum weight - A -
  • a first and a second component of the accident signal are used and that the first component is delayed and the second component is inverted and evaluated and that the components thus changed are added together again the first zero crossing with a positive first derivative is detected as a crash time and the activation takes place as a function of this crash time.
  • the components are thus present only the accident signal itself, which is then delayed in a path and is inverted and evaluated in the second path, that is, for example, is attenuated. Counting these signals back together, then this signal shows a zero crossing with positive first derivative at the maximum, for example, the acceleration signal.
  • This one has the crash time, which is given for example between this time mark and the crossing of a noise threshold by at least one accident signal.
  • This crash time then serves, for example, as a measure to distinguish the 26km / h frontal impact from the 32km / h frontal impact.
  • the crash time is therefore the time at which a first characteristic deformation event occurs, such as the
  • the start of the crash is defined by the fact that a noise threshold of, for example, 3-6g is exceeded by the acceleration signal.
  • a noise threshold for example, 3-6g
  • the crash time is determined by a period between an excess of a noise threshold by the at least one accident signal and the first zero crossing, as just indicated. In addition to exceeding the noise threshold, however, other criteria can be used as the beginning of the period.
  • the at least one accident signal is advantageously low-pass filtered before analysis and / or limited in terms of its rising edge. This eliminates signal components that can interfere with the analysis. Thus, the inventive method is made more reliable.
  • Constant-Fraction-Discrimination method for crash type and / or crash severity determination can be used to provide an accurate
  • Under a crash type is, for example, a front /, an oblique /, an offset /, a
  • an acceleration signal and / or its first or second integral is used as the at least one accident signal.
  • the deceleration is determined, and in the second integral, the forward displacement of the vehicle occupant.
  • the forward displacement is determined on the assumption that the occupant is idealized as a free-flying center of mass.
  • a time-independent release threshold for a second airbag stage is used for the at least one accident signal. This allows, for example, in the case of a faulty reference time in the algorithm z. For example, in a follow-up event that a time-independent fallback threshold is implemented in order to this second at high crash severity Airbag stage or other suitable personal protective equipment definitely not to suppress.
  • FIG. 1 shows a control unit according to the invention with connected components in a vehicle
  • FIG. 2 shows a flowchart of the method according to the invention
  • FIG. 3 is an acceleration time diagram
  • FIG. 4 shows a further acceleration time diagram
  • FIG. 5 is a block diagram
  • FIG. 6 shows a further block diagram
  • FIG. 7 shows a further block diagram
  • FIG. 8 shows a further block diagram
  • FIG. 9 is another block diagram
  • FIG. 10 shows a further block diagram.
  • FIG. 1 shows a block diagram of a vehicle FZ, shown schematically, with a control unit SG according to the invention, to which an accident sensor system US is connected and personal protection means PS.
  • a control unit SG according to the invention
  • personal protection means PS personal protection means
  • the control unit SG receives accident signals from the accident sensor system US via the interface IF, which may be part of a system ASIC in the control unit SG, for example.
  • the accident sensor system US can be all kinds of accident sensors, in particular also combinations of such accident sensors, which include acceleration sensors in the vehicle sides, on the vehicle front, on the vehicle tunnel, ESP acceleration sensors, which are designed for low accelerations, rotational motion sensors all Spatial directions, structure-borne sound sensor systems, air pressure sensors for detecting a side impact as well as the various types of environment sensors such as radar, lidar or ultrasound. Also video can be counted for this.
  • the data from this environment sensor system are preferably transmitted digitally, for example via point-to-point connections, but also sensor buses are possible in the present case.
  • a part of the sensor system can also be located in the control unit SG itself.
  • acceleration sensors for high and low acceleration and also rotational movement sensors can be located in the control unit SG itself and can be scanned at a higher sampling rate.
  • the accident sensor systems outside the control unit SG are shown here.
  • the interface IF formats the received data in a format suitable for a transmission method in the control unit. For example, for a transmission via the so-called SPI (serial peripheral interface bus).
  • SPI serial peripheral interface bus
  • the Mikrocontrller ⁇ C as EVsireschatung receives this data from the interface IF.
  • the microcontroller .mu.C feeds these accident signals, in particular to the analysis module AM, in order to determine the time marking with the Constrant Fraction Discrimination method in order to calculate the crash time since
  • the accident signal is already preprocessed, for example, in the accident sensor system US itself or in the interface I F or in the microcontroller ⁇ C prior to this analysis.
  • this preprocessing includes a low-pass filtering, which is also software-technical, d. H. can be performed digitally and / or filtering by limiting the
  • Signal rising edges which is known as so-called slew rate limitation.
  • Further preprocessing for example a variety of filters in the frequency and time domain are possible.
  • the analysis module AM then performs the Constant Fraction Discrimination method on the accident signal and thus determines the time marking, from which the crash time can then be finally derived.
  • the crash time then determines, for example, whether it is a 26- or 32km / h frontal impact.
  • a drive signal from the microcontroller ⁇ C generated and the drive circuit FLIC which, as shown above, may also be part of the SystemASIC transmitted.
  • FIG. 2 illustrates the method according to the invention in a flow chart.
  • the accident signal is provided by the interface I F after receipt from the accident sensor system US.
  • This is preprocessed in method step 201, wherein the preprocessing can already take place in the accident sensor system or in the interface I F or another component connected in-between or the microcontroller .mu.C as the evaluation circuit.
  • the preprocessing is, as indicated above, usually a low-pass filtering. However, it may also be a limitation of the rising edge or another signal preprocessing, for example a bandpass filtering.
  • the analysis module AM is then used to apply the constant-fraction discrimination method to the thus-preprocessed accident signal.
  • the crash time can then be determined, and this crash time is then checked in step 203, whether a trigger case for the personal protection means PS is present or not. If this is not the case, then the method ends in method step 204. However, if this is the case, then in method step 205, the corresponding activation of the personal protection device takes place.
  • Figure 3 shows an acceleration time diagram to illustrate the various signals and the application of the constant fraction discrimination method.
  • an input signal 300 is used, for example, by low-pass filtering preprocessed acceleration signal in the vehicle longitudinal direction, within the control unit SG by a Acceleration sensor or a sensor has been determined.
  • the alternatives have already been given above.
  • this input signal 300 on the one hand delayed by means of a delay element, 301.
  • This delay is as
  • Adjustable application parameters It can also be adjusted adaptively during operation.
  • the input signal is inverted and attenuated by a factor ⁇ 1, 304.
  • the attenuation factor is also as
  • the addition of the signals 301 and 304 results in the constant-fraction discrimination signal 302.
  • the time of the maximum in the input signal 300 is detected with the aid of the constant-fraction discrimination signal 302, if this has a positive zero crossing. This is illustrated by the dashed parallel to coordinate 305. It should be noted that the maximum and the zero crossing do not coincide exactly. In any case, the time of the zero crossing remains approximately constant relative to the maximum, regardless of the signal amplitude of the
  • the evaluation of the crash signals for different vehicle platforms shows that the peak to be detected at 32 km / h front impact earlier in time, d. H. at a lower value of the algorithm timer as the reference time for the
  • Crash start occurs as in a 26km / h front impact.
  • Curve 400 shows a 32km / h front impact with its first maximum at time T1.
  • Curve 401 shows a 26km / h front impact with one
  • FIG. 5 shows a block diagram with different partial paths for the control device according to the invention. Only if all sub-paths 500 to 504 have a corresponding predetermined logical signal is the AND gate 509 set a flag 510 which effects the activation of the personal protection device. This so-called low-risk flag 510, which is used in the control algorithm for suppressing the second airbag stage, is only satisfied if all partial paths are fulfilled.
  • Path 500 indicates a logical 1 when the vehicle's intrinsic velocity is within an applicable speed band.
  • the path 501 indicates a logical 0 when the one by integration of the
  • the path 502 excludes angle and offset crashes, so that it is then a frontal crash, a so-called Fiat frontal crash, which requires the appropriate control. Ie. if an offset or angle is detected, then there is a logic 1 which is inverted by the inverter 505.
  • the path 503 is the analysis according to the invention which outputs a logical 1 when a 32km / h frontal impact is detected. This is then inverted and then correspondingly leads to the non-suppression of the second airbag stage in the low-risk flag 510.
  • a fallback level is provided which has a time-independent fallback threshold to definitely not suppress the second airbag stage at high crash thresholds. That is, if this threshold is exceeded, a logical 1 is present.
  • This is inverted in the inverter 508 and then also results in not setting the low-risk flag, ie the second airbag stage is not suppressed.
  • FIG. 6 shows a further block diagram of the constant fraction method according to the invention for analyzing the accident signal.
  • the analysis according to the invention searches for a characteristic maximum in, for example, the low-pass filtered acceleration signal of the acceleration sensor in FIG. 6
  • Control unit which measures in the vehicle longitudinal direction and checks whether the time of the maximum is within an applicable time window.
  • the raw signal of this acceleration is first low-pass filtered, in which case the cut-off frequency can also be applied.
  • Multiplexer 605 selects the appropriate signal from signal sources 600-604. The
  • the signal delay occurs in block 611, so that then the time-delayed signal 613 is present.
  • the further signal processing is set forth in FIG. 7 in a further block diagram.
  • the low-pass filtered acceleration signal 701 and the time-delayed acceleration signal 700 are used. This then goes to block 702, which performs the calculation of the constant-fraction discrimination signal. This will be explained in more detail in FIG.
  • the threshold comparator 706 the acceleration signal 701 is compared with a threshold 705 to mask out unwanted peaks in the acceleration signal.
  • block 703 which receives the constant fraction discrimination signal from block 702, this signal is then tested for a positive zero crossing. This will be explained in more detail in FIG.
  • This zero crossing from block 703 is then applied to an AND gate 704, in which also the Output of the threshold comparator 706 is received, which releases the AND gate only when the threshold 705 has been exceeded.
  • the output of the AND gate 704 then goes to block 707, which determines the timing mark, in addition to which signals 708 and 709 are received.
  • the signal 708 is the algorithm timer, for example, exceeding the
  • the signal 709 is the time delayed by one cycle value of the output signal 710, which corresponds to the signal 503 shown in Figure 5. This is the signal that outputs a logical 1 when a 32km / h frontal impact is detected.
  • FIG. 8 shows a block diagram of the determination of the constant fraction discriminator signal.
  • the low-pass filtered acceleration signal 800 is applied to a multiplier 802 and is thereby multiplied by a damping factor 801, wherein this damping factor 801 ⁇ 1, so that there is an attenuation.
  • This attenuated signal then goes on the one hand to an inverter 805, so that then there is the inversion.
  • the inverted signal after inverter 805 is then totaled with delayed acceleration signal 806 in summer 807. This is then the sought value 808 before.
  • FIG. 9 explains block 703 in detail.
  • the calculated constant fraction discriminator signal 900 goes to a delay element 901 and a threshold value comparator 904.
  • the threshold value comparator 904 the comparison takes place with the value 0.
  • the time-delayed value 901 goes into the
  • Threshold comparator 902 where the threshold value 0 checks whether the delayed threshold is> 0.
  • the outputs of the thresholds 902 and 904 go into the AND gate 906. This ensures that a positive zero crossing is achieved exactly when the signal 900 changes sign from - to +.
  • the algorithm timer 708 is evaluated against applicable thresholds. This will be explained in FIG.
  • the output signal of the switch 106 is tested in the threshold decision 112 against the threshold 107 and at the same time in the threshold decision 113 against the threshold 108.
  • the output signals of these Thresholdentscheider are linked together in the AND gate 114 and the output of this
  • OR gate 115 also takes the signal 109 as the second input, which by delaying the signal 116 of the OR gate 115 until the next algorithm reset transition at which the signal 109 is reset to 0. For the sake of simplicity, the reset of the signal 109 to 0 is not explicitly shown.
  • the output 116 of the OR gate indicates whether the current value of the algorithm bucket 100 is within an applied time range defined by the thresholds 107 and 108. If so, then flag 116 will always be true, d. H. logical 1 set.

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

Abstract

L'invention concerne un procédé et un module de commande pour amorcer des dispositifs de protection de personne pour un véhicule. Selon l'invention, l'amorçage s'effectue en fonction d'une analyse d'au moins un signal d'accident au moyen d'un procédé de discrimination à fraction constante.
EP08871228A 2008-01-22 2008-11-27 Procédé et module de commande pour amorcer des dispositifs de protection de personne pour un véhicule Withdrawn EP2244912A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102008005526.3A DE102008005526B4 (de) 2008-01-22 2008-01-22 Verfahren und Steuergerät zur Ansteuerung von Personenschutzmitteln für ein Fahrzeug
PCT/EP2008/066332 WO2009092482A1 (fr) 2008-01-22 2008-11-27 Procédé et module de commande pour amorcer des dispositifs de protection de personne pour un véhicule

Publications (1)

Publication Number Publication Date
EP2244912A1 true EP2244912A1 (fr) 2010-11-03

Family

ID=40377441

Family Applications (1)

Application Number Title Priority Date Filing Date
EP08871228A Withdrawn EP2244912A1 (fr) 2008-01-22 2008-11-27 Procédé et module de commande pour amorcer des dispositifs de protection de personne pour un véhicule

Country Status (5)

Country Link
US (1) US8527150B2 (fr)
EP (1) EP2244912A1 (fr)
CN (1) CN101918247B (fr)
DE (1) DE102008005526B4 (fr)
WO (1) WO2009092482A1 (fr)

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Publication number Priority date Publication date Assignee Title
DE102008040590A1 (de) * 2008-07-22 2010-01-28 Robert Bosch Gmbh Verfahren und Steuergerät zur Ansteuerung von Personenschutzmitteln für ein Fahrzeug
DE102012216529B4 (de) * 2012-09-17 2020-09-17 Robert Bosch Gmbh Verfahren zur Auslösung zumindest eines Personenschutzmittels sowie System und Computerprogrammprodukt zur Durchführung des Verfahrens
DE102013211354B4 (de) * 2013-06-18 2024-01-25 Robert Bosch Gmbh Verfahren und Vorrichtung zum Bestimmen einer Kollisionscharakteristik einer Kollision eines Fahrzeugs
US9598037B2 (en) * 2014-09-03 2017-03-21 GM Global Technology Operations LLC Sensor based occupant protection system
CN110065462B (zh) * 2018-01-24 2022-05-03 现代自动车株式会社 车辆的安全气囊点火控制系统及其控制方法
CN110766982B (zh) * 2019-09-26 2020-11-27 浙江斑智科技有限公司 基于车载传感器的车辆碰撞检测系统

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Also Published As

Publication number Publication date
DE102008005526A1 (de) 2009-07-23
CN101918247A (zh) 2010-12-15
WO2009092482A1 (fr) 2009-07-30
US20110046853A1 (en) 2011-02-24
US8527150B2 (en) 2013-09-03
CN101918247B (zh) 2013-04-03
DE102008005526B4 (de) 2020-06-18

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