EP2288519A1 - Procédé et appareil de commande destinés à commander des moyens de protection de personnes dans un véhicule - Google Patents

Procédé et appareil de commande destinés à commander des moyens de protection de personnes dans un véhicule

Info

Publication number
EP2288519A1
EP2288519A1 EP09761538A EP09761538A EP2288519A1 EP 2288519 A1 EP2288519 A1 EP 2288519A1 EP 09761538 A EP09761538 A EP 09761538A EP 09761538 A EP09761538 A EP 09761538A EP 2288519 A1 EP2288519 A1 EP 2288519A1
Authority
EP
European Patent Office
Prior art keywords
acceleration signals
control device
crash
comparison module
vehicle
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Withdrawn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
EP09761538A
Other languages
German (de)
English (en)
Inventor
Marcus Hiemer
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 EP2288519A1 publication Critical patent/EP2288519A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
    • B60R21/01—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents
    • B60R21/013—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents including means for detecting collisions, impending collisions or roll-over
    • B60R21/0132—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
    • 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
    • B60R21/0133—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 by integrating the amplitude of the input signal
    • 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
    • B60R21/01332—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 by frequency or waveform analysis
    • B60R21/01336—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 by frequency or waveform analysis using filtering
    • 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
    • B60R2021/0002—Type of accident
    • B60R2021/0009—Oblique collision
    • 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
    • B60R2021/01122—Prevention of malfunction
    • B60R2021/01129—Problems or faults
    • B60R2021/01177—Misdeployment, e.g. during assembly, disassembly, accident salvage or recycling
    • 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
    • B60R2021/01122—Prevention of malfunction
    • B60R2021/01184—Fault detection or diagnostic circuits
    • B60R2021/0119—Plausibility check
    • 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
    • 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
    • B60R2021/01327—Angular velocity or angular acceleration

Definitions

  • the invention relates to a control device or a method of personal protection means for a vehicle according to the preamble of the independent claims.
  • Sensitivity axes both the acceleration signals in this angular orientation and the transformed acceleration signals are used directly on the coordinate system. Thus, oblique impact situations so-called angular crashes can be better detected. This uses more information about an impact.
  • the improved acceleration signals in this angular orientation and the transformed acceleration signals are used directly on the coordinate system.
  • Winkelcrasherkennung has the advantage that a control of the personal protection means in crashes against a hard barrier at speeds between 25 and 30 km / h are precisely controlled, since according to the invention angular crashes are better recognized and thus precluded for such controls in so-called low-risk crashes Need to become. Ie. In such angular crashes, no activation may take place. Furthermore, the invention has the advantage that a better distinction between so-called non-tripping crashes and tripping angle crashes is made possible.
  • Another big advantage is that essential information can be obtained for the crashes occurring in the field. Soft crashes from the side, for example, are difficult to detect. These collisions cause a yaw acceleration, which can be detected in the control unit and used for triggering decision. For such
  • Yaw acceleration algorithm provides the proposed invention valuable additional information z. B. for plausibility.
  • a control device is an electrical device that processes sensor signals and, in response thereto, control signals for the
  • the activation means the activation of such personal protective equipment.
  • An interface is predominantly designed as hardware and / or software.
  • a hardware training is in particular an expression of
  • the interface is part of a multi-section integrated circuit that performs various functions for the controller.
  • the interface has its own integrated circuit or is part of a processor or, in the software version, a software module on such a processor.
  • the acceleration signals can have all possible shapes, in particular, a preprocessing such as smoothing, filtering, integration, etc. can be made.
  • the acceleration sensors can be arranged at all possible locations on the vehicle. A central arrangement, for example, in a sensor control unit but also a decentralized arrangement, for example in the area of the vehicle sides.
  • the acceleration sensors are usually produced micromechanically, in particular a surface micromechanical technique for the production can be used. In this case, a change in capacity is then converted into a voltage change.
  • the angled arrangement is characterized for example in that it is offset in the horizontal plane of the vehicle 45 ° to the vehicle longitudinal axis in each case. But any other angular arrangement is possible, in particular a 45 ° arrangement with respect to the
  • the evaluation circuit is designed in hardware and / or software, in which case an integration as a processor with corresponding software or implementation of the functions of the evaluation circuit in hardware can also be provided as a so-called ASIC.
  • processor all possible types of processors are given, in particular dual-core processors and also especially microcontroller.
  • the transformer module and the comparison module can likewise be embodied in hardware and / or software, in particular, an expression can be provided in software modules.
  • Transformer module implements the function of transforming the acceleration signals from the angular array into acceleration signals, each oriented to axes of the coordinate system. This can be done by a corresponding vector analysis of the components, for example in vehicle longitudinal and transverse vehicle direction.
  • the comparison module has the task to perform a comparison of the acceleration signals and the transformed acceleration signals. This comparison can be done on the basis of the preprocessed acceleration signals but also processed acceleration signals, for example, on the basis of integrations, derivatives, etc.
  • the drive circuit may be formed in hardware and / or software. In particular, in the case of a hardware-based characteristic, this drive circuit can also be part of the system ASIC.
  • the drive circuit includes the corresponding logic to process the drive signals, and the power switches to supply the appropriate drive energy to the personal protection means.
  • This drive energy is stored, for example, in an energy reserve, for example, in a capacitor and is then passed through by electrically controllable circuit breakers, for example to an ignition element of Airbags.
  • the drive signal can consist of one or more signals, which are also transmitted in parallel. Here, a higher redundancy and thus security is achieved.
  • Crash type is provided in response to a comparison and the drive signal generated in dependence on the crash type.
  • the comparison module can in particular identify the angular crash. As stated above, this allows better handling of the crash signals and helps to better distinguish between crash types.
  • the comparison module to supply the crash type to a main algorithm, the main algorithm influencing at least one threshold as a function of the crash type.
  • Driving decision that meets the main algorithm used Because if the threshold is lowered, the main algorithm becomes more sensitive and thus triggers the personal protective equipment earlier than it is provided in the default setting. A classification with a corresponding classification algorithm can also be influenced accordingly.
  • the comparison module is connected to a yaw acceleration algorithm in such a way that a result of the yaw acceleration algorithm is made plausible on the basis of the crash type.
  • a yaw acceleration can be evaluated and with the control device or method according to the invention, this result can then be made plausible.
  • the comparison module is connected to a second interface and the second interface of the crash type a another control unit is provided.
  • the second interface can be, for example, a bus transceiver like a CAN transceiver, but also a point-to-point connection.
  • the interface can be designed in particular hardware and / or software. This can also other control devices such as a control unit for influencing the driving dynamics of the
  • Crash type be supplied to achieve better stabilization of the vehicle, for example, in a multiple crash.
  • the comparison module has a second threshold decision, which compares a signal derived from the one of the transformed acceleration signals with one of the at least two acceleration signals, that a logic element output signals of the two threshold decision associated with each other and that the comparison module depending on the link sets at least one flag, wherein the comparison module generates the drive signal as a function of the at least one flag.
  • the threshold value decision the logic element hard and / or software-formed.
  • the first threshold decision checks whether the transformed signal ever exceeds a predetermined size in order to perform further processing only. Otherwise, the impact is too low to carry out another classification.
  • the second threshold decision then ultimately leads to the comparison between the transformed acceleration signal and the original
  • the gate for example, a logical AND gate combines the output signals of the two threshold decision to set in response to a flag.
  • the flag indicates, for example, which angular crash is identified and depending on this flag then the drive signal can be generated.
  • generating also means influencing how the drive signal is generated.
  • the flag indicates an angular crash and that a predetermined angular crash.
  • Fig. 6 is a further block diagram for explaining the method according to the invention.
  • Fig. 7 is a block diagram of the control device according to the invention.
  • FIG. 7 illustrates in a block diagram the control device SG according to the invention.
  • the signals CHI and CH2 which are the respectively measured acceleration signals in the angular arrangement, are transmitted by the acceleration sensor system to the interface IF1.
  • the acceleration sensor is arranged outside of the control unit SG.
  • the interface I Fl which may be part of a system ASIC, as indicated above, for example, transmits signals CHI and CH2 to the bus via the SPI bus
  • the microcontroller .mu.C has, as a software module, the transformer module T, which generates the signals in the coordinate system of the vehicle from the signals Chi and CH2 with respect to the vehicle longitudinal direction and the vehicle transverse direction.
  • the transformer module T then transmits these transformed Acceleration signals and the measured acceleration signals also preprocessed to the comparison module V.
  • the comparison module V compares the signals CHI and CH2 with each of the transformed signals to detect whether it is an angular crash or not. In this case, an angular crash is decided if one of the signals CH1 or CH2 is greater than the respective transformed signal.
  • This angular crash information is then fed to a main algorithm A, which generates the drive signal in dependence thereon. Furthermore, this angular crash information is set, for example, via a flag on a bus 700 via a further interface I F2, so that other control devices such as
  • Vehicle dynamics control unit can record this information and can act in a multiple crash, for example, thus stabilizing the vehicle.
  • the drive signal is then from the microcontroller .mu.C via the module A to the
  • Drive circuit FLIC transmitted, which controls in response to the control signal electrically controllable circuit breaker to supply the corresponding drive power to the appropriate personal protection means PS.
  • the corresponding personal protection PS are controlled.
  • the acceleration sensors are referred to herein with the signal designations CHI and CH2.
  • the acceleration sensors are oriented 45 ° to the vehicle transverse direction. This can then, for example, the
  • Angular Crashes FL and SLB are detected.
  • the angular crash FL stands for front left and the angle crash SLB for laterally left rear.
  • the vehicle longitudinal direction is denoted by x. The vehicle is viewed from below.
  • FIG. 2 initially shows the measured quantities CH1 and CH2, which, as in FIG. 1, are oriented at an angle to the vehicle transverse direction and the signals to be processed therefrom, namely the measuring signals themselves CH1 and CH2 and the transformed acceleration signals Ecux and Ecuy.
  • the acceleration sensor outside the Control unit is arranged or as shown in Fig. 1, that it is disposed within the control unit ECU.
  • FIG. 3 shows, in principle, the incoming signals, namely the signals CHI, CH2, Ecux and Ecuy, which enter into the function for detecting oblique impacts 300.
  • the signals Wfr, WfI, WSIb, WSrf can be generated.
  • Wfr means an angle crash on the front right
  • WfI on an angle crash on the left front
  • WSIb on an angle crash on the left side of the left rear
  • WSrf on an angle crash on the right side in front. Accordingly, further angular crashes can be identified.
  • the function 300 is usually on the
  • Microcontroller ⁇ C implemented.
  • FIG. 4 shows a block diagram for illustrating what can proceed in the comparison module V for an arrangement according to FIG. 1.
  • the arrangement 400 shows an angled sensor arrangement relative to the vehicle transverse axis.
  • the signal 20 which is transformed to the vehicle longitudinal direction, is compared with a predetermined threshold value Min_Thd 10 in the threshold value decision 401.
  • the threshold value is dimensioned so that the signal 20 must reach a certain size in order to release any further processing.
  • the signal 20 for setting becomes
  • Signal 40 and the signal 20 has exceeded the threshold Min_Thd 10, in the present case by the link member 403 a logical AND operation the flag 404 for the front left corner crash set.
  • the measured acceleration sensor values CHI and CH2 are entered into method step 01, in that these measured values are transformed to the coordinate system in the vehicle as described above.
  • method step 02 the transformed signals and also the measuring signals CHI and CH2 are received.
  • features are generated which, for example, by temporal integration, window integration, high pass filtering, or otherwise may be generated.
  • a threshold value comparison occurs, as can be seen for example in FIG. 4 or also in FIG. 6. With this the corresponding angle crashes can be detected.
  • the information about the crash type can be provided in downstream algorithm parts, for example in an influencing module for the main algorithm threshold (method step 04) or the plausibility check of a yaw acceleration algorithm (method step 05) or in the transmission of this crash type information to another controller (method step 06).
  • Fig. 6 shows a further block diagram now for another arrangement of the acceleration sensors, namely in an angular arrangement with respect to the vehicle longitudinal axis. This is illustrated by block 600.
  • Signal processing in the present case is identical to that in FIG. 4.
  • the magnitude of the signal in the vehicle longitudinal direction that is to say the transformed acceleration signal 120
  • block 130 it is set that the flag for the angular crash is set laterally to the left rear if the angular crash has been detected in the present case.
  • the signal 120 scaled by a factor 130 is then compared in the threshold decision 602 with the signal CHI 140. Only when the signal 120, which is scaled by the factor 130, is below the signal 140, is a logical 1 replaced by the
  • Threshold decision 602 output.
  • the logical AND gate 603 as the gate outputs only a logical 1 604 when both threshold judges 601 and 602 have also output such a logical 1. Only then will the flag for the angular crash be placed at the left rear left.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Air Bags (AREA)
  • Automotive Seat Belt Assembly (AREA)

Abstract

L'invention concerne un appareil de commande et un procédé destinés à commander des moyens de protection de personnes dans un véhicule, au moins deux signaux d'accélération étant générés par au moins deux capteurs d'accélération orientés dans des directions spatiales différentes. Les orientations sont à cet effet en angle par rapport à un système de coordonnées orienté dans la direction longitudinale du véhicule. Les deux signaux d'accélération ou plus sont transformés sur au moins deux axes du système de coordonnées. Le signal de commande est produit en fonction de la comparaison des deux signaux d'accélération ou plus avec les signaux d'accélération transformés. Les moyens de protection de personnes sont commandés en fonction du signal de commande.
EP09761538A 2008-06-13 2009-04-20 Procédé et appareil de commande destinés à commander des moyens de protection de personnes dans un véhicule Withdrawn EP2288519A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102008002429.5A DE102008002429B4 (de) 2008-06-13 2008-06-13 Verfahren und Steuergerät zur Ansteuerung von Personenschutzmitteln für ein Fahrzeug
PCT/EP2009/054640 WO2009149975A1 (fr) 2008-06-13 2009-04-20 Procédé et appareil de commande destinés à commander des moyens de protection de personnes dans un véhicule

Publications (1)

Publication Number Publication Date
EP2288519A1 true EP2288519A1 (fr) 2011-03-02

Family

ID=40873525

Family Applications (1)

Application Number Title Priority Date Filing Date
EP09761538A Withdrawn EP2288519A1 (fr) 2008-06-13 2009-04-20 Procédé et appareil de commande destinés à commander des moyens de protection de personnes dans un véhicule

Country Status (5)

Country Link
US (1) US8655552B2 (fr)
EP (1) EP2288519A1 (fr)
CN (1) CN102056773B (fr)
DE (1) DE102008002429B4 (fr)
WO (1) WO2009149975A1 (fr)

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JP2012245954A (ja) * 2011-05-31 2012-12-13 Denso Corp 衝突検知装置および乗員保護システム
DE102011087008A1 (de) * 2011-11-24 2013-05-29 Robert Bosch Gmbh Verfahren und Vorrichtung zur Ansteuerung von Personenschutzmitteln für ein Fahrzeug bei einem Seitenaufprall
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
DE102013208686B4 (de) * 2013-05-13 2024-02-08 Robert Bosch Gmbh Vorrichtung zur Ansteuerung von Personenschutzmitteln in einem Fahrzeug
CN105216726B (zh) * 2014-07-04 2019-04-26 大陆汽车电子（连云港）有限公司 安全气囊控制方法和安全气囊控制系统

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Also Published As

Publication number Publication date
DE102008002429A1 (de) 2009-12-17
CN102056773A (zh) 2011-05-11
WO2009149975A1 (fr) 2009-12-17
US8655552B2 (en) 2014-02-18
DE102008002429B4 (de) 2019-06-13
US20110112726A1 (en) 2011-05-12
CN102056773B (zh) 2013-10-30

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