EP2307242A1 - Dispositif de commande de tous les coussins de sécurité d'un véhicule, appareil de commande destiné à produire un signal de commande pour tous les coussins de sécurité d'un véhicule et système composé du dispositif et de l'appareil de commande - Google Patents

Dispositif de commande de tous les coussins de sécurité d'un véhicule, appareil de commande destiné à produire un signal de commande pour tous les coussins de sécurité d'un véhicule et système composé du dispositif et de l'appareil de commande

Info

Publication number
EP2307242A1
EP2307242A1 EP09772225A EP09772225A EP2307242A1 EP 2307242 A1 EP2307242 A1 EP 2307242A1 EP 09772225 A EP09772225 A EP 09772225A EP 09772225 A EP09772225 A EP 09772225A EP 2307242 A1 EP2307242 A1 EP 2307242A1
Authority
EP
European Patent Office
Prior art keywords
signal
interface
control unit
circuit
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Withdrawn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
EP09772225A
Other languages
German (de)
English (en)
Inventor
Heiko Freienstein
Robert Kornhaas
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 EP2307242A1 publication Critical patent/EP2307242A1/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Withdrawn legal-status Critical Current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
    • 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
    • B60R2021/0104—Communication circuits for data transmission
    • B60R2021/01047—Architecture
    • B60R2021/01054—Bus
    • B60R2021/01061—Bus between the airbag system and other vehicle electronic systems
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
    • B60R21/01—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents
    • B60R21/013—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents including means for detecting collisions, impending collisions or roll-over
    • B60R21/0136—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents including means for detecting collisions, impending collisions or roll-over responsive to actual contact with an obstacle, e.g. to vehicle deformation, bumper displacement or bumper velocity relative to the vehicle

Definitions

  • Control device for controlling all airbags for a vehicle, control device for forming a drive signal for all airbags for a vehicle and a system of the device and the control unit
  • the invention relates to a device for controlling all airbags for a vehicle, a control device for forming a drive signal for all airbags for a
  • the inventive device for controlling all airbags for a vehicle or the control unit for forming a drive signal for all airbags for a vehicle or a corresponding system with the device and the control unit have the advantage that now by the inventive device, the the control unit for all airbags, the space requirement of the airbag system on the center tunnel, on which the controller is arranged, is reduced. This is accompanied by a reduction in the connector pins and thus the wiring harness on the center tunnel.
  • the device and possibly also other components can be arranged at a different location than on the central tunnel.
  • By saving the airbag system on the middle tunnel it is possible to arrange further driving dynamics sensors with respect to the acceleration or roll rate or other parameters in the center tunnel area.
  • the microcontroller could also be enlarged and thus provide for the installation of further functions in the area of passive and / or active safety. It is also possible to cover a scalable concept through the options of large systems with many firing circuits through several devices according to the invention.
  • the system according to the invention consists of two modules, namely the device and the control unit.
  • the control unit usually has an evaluation circuit, for example a microcontroller, and interfaces to the device. Furthermore, it is also possible to provide interfaces to accident sensors as well as driving dynamics sensors. However, it is possible that the control unit also has the sensors themselves. These include, for example, acceleration sensors for high accelerations in vehicle longitudinal and transverse directions, as well as sensors for vehicle dynamics functions, for example, acceleration sensors for low accelerations in the vehicle transverse direction and also roll rate sensors about the vertical axis, d. H. Yaw rate sensors.
  • acceleration sensors for high accelerations in vehicle longitudinal and transverse directions
  • rotation rate sensors for all three axes provide, as well as redundant sensors for the acceleration in the vehicle transverse direction and a yaw rate sensor, and structure-borne sound sensors.
  • the control unit according to the invention can be placed at a fixed location in the vicinity of the vehicle center of gravity for reasons of signal quality and the necessary for the airbag function small latencies.
  • the device according to the invention as a drive unit for at least the airbags and possibly the belt tensioners and other passenger protection means has the ignition Circuit control with circuit breakers for controlling the airbag ignition elements, the energy reserve for the autarkic mode, as well as interfaces for communication with the control unit on. This device is also unbound and can thus be placed anywhere in the vehicle.
  • the communication between the control device and the device takes place, for example, by means of a so-called ignition bus according to ISO standard 22896, which ensures a reliable and reliable message transmission due to its structure.
  • ignition bus according to ISO standard 22896, which ensures a reliable and reliable message transmission due to its structure.
  • other connections are possible, for example point-to-point connections or other types of bus.
  • an electrical, wired transmission, an optical or a radio transmission are possible.
  • the device according to the invention is an airbag pre-unit which actuates all airbags that are located in the vehicle. Activation of the airbags means to activate them, so to cause them to inflate. This usually takes place pyrotechnically via the ignition of an ignition element and thus an explosive charge, which causes the inflation of the airbag in a manner known to those skilled in the art.
  • the device has a single housing, which consists of metal and / or plastic.
  • the housing does not necessarily consist of rigid elements. These could also be designed at least partially flexible.
  • the energy reserve usually consists of one or more capacitors, preferably electrolytic capacitors. However, other types of capacitors are possible. Other energy storage can be used here.
  • the energy reserve provides the energy for a self-defense case, d. H. In the case of a battery break, the energy reserve is dimensioned such that it still makes it possible to control personal protection devices, such as airbags or belt tensioners.
  • the ignition circuit driver is usually composed of one or more ASICs, the ASICs per ignition circuit having at least two power switches and also a logic to control the drive signal and other signals. - A -
  • the circuit breakers are usually power transistors, such as a MOSFET's.
  • the interfaces are usually hardware components that are built on their own integrated circuit or part of such an integrated circuit or discrete. Also mixed forms are possible. It is also possible that such an interface can be designed as a software element.
  • the interface provides the drive signal and between see the energy reserve and the Zünd Vietnamese intuitionung a supply module is provided which provides at least a necessary supply voltage for operation and an ignition energy for the control for the Zünd Vietnamesean horrung and the first interface.
  • the ignition circuit drive has a logic part for processing signals from the control unit and the supply module fetches the necessary supply voltages for the element of the device from the energy reserve or from a battery.
  • the Zünd Vietnamese domestic domestic service can consist of one or more ICs, the Zünd Vietnamesean horrung can also be part of a larger ASICs.
  • the ignition circuit control can be integrated, for example, with the supply module on a large integrated circuit. However, it may be the supply module also separately provided as an integrated circuit. Even a discrete solution is possible.
  • the supply module for example, also connected to the car battery and converts this voltage to a higher voltage, for example 30 to 40V for the energy reserve and then takes the energy reserve again the necessary energy by a downward conversion for the supply voltage or the ignition voltage. It is possible that even for the current operation without the self-sufficiency of the supply module, the energy from the energy reserve continuously removed. Alternatively, it is possible that at least parts of the supply of the device via the supply module also takes place from the battery. In this case, the battery voltage is in turn converted down into the supply voltages. An ignition from the battery voltage is possible here via the supply module.
  • the control unit according to the invention is provided for the evaluation of accident sensor signals and forms in response thereto a drive signal for all airbags for the vehicle.
  • the control unit is provided with an accident sensor, for example, acceleration sensors in different spatial directions or even rotation rate sensors or spin acceleration sensors.
  • the acceleration sensors can, as shown above, be designed for large but also for small accelerations.
  • the accident sensor signal can be transmitted digitally or analogue, specifically to the evaluation circuit, which can also have analog inputs.
  • the evaluation circuit is designed, for example, as a microcontroller. However, it is possible to construct the evaluation circuit as another processor, an ASIC or discretely.
  • the evaluation circuit applies an evaluation algorithm to the at least one accident sensor signal. This can be implemented in terms of software or hardware.
  • the control device also has interfaces for outputting the drive signal to the device and for providing at least one supply voltage for the control device. Ie. the drive signal is transmitted, for example via a bus to the device, which then activates the airbags in dependence thereon.
  • the drive signal indicates which and how strong the airbags are to be controlled. The strength is influenced, for example, by corresponding stages of airbag expansion.
  • the control unit also receives from the
  • the supply voltage via the supply module.
  • the supply can also be pulled directly from the battery before another component.
  • the supply module has switching converters, at least for the down conversion. For the up-conversion corresponding DC-DC converter are provided.
  • the system according to the invention which consists of the device and the control unit, has, for example, a bus or point-to-point connection between the two devices.
  • This connection can be designed electrically or optically or radio-based.
  • the supply module outputs via a further interface which outputs at least one supply voltage for a control unit outside the control unit.
  • a further interface is provided in the device, via which an activation signal for the supply module is provided. Ie. only if this activation signal is present, then the supply module becomes active.
  • an additional switch can be realized via the activation of the supply module.
  • the activation may also relate only to the case that the provision of the ignition energy via the supply module occurs.
  • the device provides a further interface which provides a plausibility signal for the ignition circuit control, the ignition circuit control actuating the power switches in dependence on the control signal and this plausibility signal.
  • This ensures that there are different triggering paths for the activation of the personal protective equipment.
  • This fulfills a basic safety concept of airbag electronics.
  • the plausibility signal must therefore confirm the content of the activation signal.
  • This plausibility signal can have a first partial signal for enabling a first circuit breaker of a respective ignition circuit and a second partial signal for enabling a second circuit breaker of the respective ignition circuit.
  • the division into partial signals further increases safety. These sub-signals can be transmitted sequentially or in parallel.
  • the evaluation circuit is configured to output the activation signal via a further interface for the supply module.
  • the evaluation circuit can thus output the activation signal and thus treat the supply module as another switch in the device.
  • control unit has an evaluation module for redundant evaluation of the at least one accident sensor signal and a control circuit for the evaluation circuit, wherein the evaluation module generates a first partial signal of a plausibility signal and the monitoring circuit generates the second partial signal.
  • the evaluation module is a simpler evaluation of the accident sensor signal, for example, with a fixed threshold. This can also be designed more complex. In particular, this evaluation module can be designed as an ASIC or as part of an ASIC.
  • the monitoring circuit for example a watchdog, monitors the evaluation circuit for its function via known watchdog functions, for example by asking the watchdog of the evaluation circuit and checking the answers. It can also be provided that the evaluation circuit must operate this watchdog periodically in order not to be reset by the watchdog.
  • the device is connected to the control unit via a bus connection, for example according to the ISO standard.
  • a bus connection for example according to the ISO standard.
  • FIG. 1 shows the basic structure of the system
  • FIG. 2 shows a block diagram of the system according to the invention
  • FIG. 3 shows a further block diagram of the system according to the invention
  • Figure 4 is a third block diagram of the system according to the invention and Figure 5 a and b further embodiments of the system according to the invention.
  • DCU Domain Control U-nit
  • Both components, the controller DCU and the airbag fire unit ABFU as the device, are connected to the battery and also to each other.
  • the necessary components for understanding the invention are shown.
  • Other components necessary for the operation of the controller and the airbag firing unit have been omitted for the sake of simplicity.
  • control unit DCU transmits the control signals and the plausibility signal to the airbag fire unit ABFU, so that the airbag fire unit can control the airbags according to the control signal.
  • Both the control unit DCU, and the airbag fire unit ABFU each have their own housing and are not arranged together.
  • the power is supplied from the vehicle battery Bat, whereby the battery can be directly connected to the control unit DCU and the airbag fire unit ABFU.
  • the battery is connected only to the airbag fire unit ABFU and then supplies the airbag fire unit to the control unit DCU with the necessary supply voltages.
  • FIG. 2 shows a block diagram of the system according to the invention.
  • the control unit DCU is connected via several lines to the airbag fire unit ABFU.
  • the control unit DCU provides the signals of acceleration sensors in the vehicle longitudinal and transverse directions via the line 200. These sensor signals are usually preprocessed, z.
  • the interfaces have either been omitted from the sending and receiving blocks themselves, such as the microcontroller and the safety controller 204 or the ignition circuit control or the simplicity.
  • the microcontroller .mu.C as the evaluation circuit has several software modules.
  • the sensor signals are read into interface modules, processed and are first checked for plausibility by a sensor module 201. This module ensures that tripping never occurs on the basis of just one sensor alone.
  • a prefire signal is generated as a function of the signal level, for example integrally based, and is combined with other signals generated in the main evaluation algorithm 202 to form a flag EN_FL
  • the main evaluation algorithm 202 is applied to the sensor signals. Depending on its result, the drive signal is then output. In this case, the supply module 206 in the airbag fire unit ABFU is then activated as a function of this evaluation, in relation to the ignition energy. This will be a
  • the microcontroller .mu.C also has an error memory FS, in which the monitoring results of a monitoring unit 210 are stored in the airbag fire unit ABFU.
  • the monitoring unit 210 carries out the monitoring by periodically checking the resistance of the ignition elements, for example, by applying a small voltage to the ignition element. Alternatively, it is also possible to impart a small current and to measure the dropped voltage.
  • an evaluation of the sensor values 200 is carried out in the safety controller 204 parallel to the microcontroller .mu.C. In this case, for example, only a fixed threshold value is checked.
  • This evaluation result of the safety controller 204 is then transmitted via a line to the high-side stage 212 and to the evaluation logic 207. In this version, a transmission was represented over a separate physical line. The transmitted levels can in this case have 0 or 3.3V.
  • the enable signal of the safety controller 204 unlocks the high-side output stage 212 with a MOSFET transistor.
  • the watchdog 205 unlocks the low-side output stage 211.
  • This signal is also transmitted in the decoder 207 of the ignition circuit control.
  • a secure protocol for example ISO22896 or TTCAN
  • the signals from Figure 2 can be suitably summarized to optimize the networking of the system.
  • FIG. Figure 5a shows the summary in two physical lines, a digital line DB and an analog Ana.
  • a transistor T as a driver in the DCU and a receiving resistor R in the airbag fire unit ABFU are provided for the analog line Ana.
  • Fig. 5b provides three lines, an analog Ana and a DC, which has been doubled by daisy chain technology. The same reference numerals have been used for the same elements as in FIG. 2, wherein the transistor T and the resistor R can also be seen in both FIGS. 5a and 5b.
  • the interfaces IF1 and IF2 are provided for the digital transmission and the interfaces I F3 and I F4 for the daisy-chain configuration.
  • the analog-to-digital converters AD1 and AD2 and the digital-to-analog converters DA1 and DA2 are numbered accordingly.
  • the Ausenselogik 207 an Unable signal and parallel to a fire signal is transmitted.
  • the fire signal is 16 bits long and indicates, for example, which airbags are to be controlled how strong when it comes to multi-stage airbags. This is also applicable to pyrotechnic belt tensioners and electromotive actuators.
  • the enable signal EN_FL via the evaluation logic 207 also goes directly to the high-side output stage 212. This signal also releases this output stage.
  • the evaluation of the fire signal via the SPI bus and the release from the safety controller 204 is logically rounded in block 208 and leads to the control of the high-side stage 212 Control module 209 for the low-side power amplifier 211, the switching-through of the low-side power amplifier 211 takes place only on the basis of the watchdog signal.
  • FIG. 3 shows in a further block diagram the system according to the invention. In the present case, only the energy supply will be discussed. The rest has been omitted for the sake of simplicity.
  • the vehicle battery Bat is connected via the block 305 and the ignition lock ZS to the control unit DCU and the airbag control unit ABFU. With the switch 305, the battery can be disconnected.
  • the vehicle battery is connected to the control unit DCU and the airbag fire unit ABFU.
  • the battery voltage is applied to the supply module 307 in the airbag fire unit ABFU, wherein the block 307 effects the upward conversion of the battery voltage to 25V and stores this in the energy reserve.
  • the power output stages in the ignition circuits can then be supplied with the ignition energy from the capacitor CER.
  • the up-converted voltage in block 307 is again reduced to 12V in block 306, which also belongs to the supply module. These 12V are then supplied to the ignition circuit control and other components in the airbag fire unit ABFU.
  • Block 300 the power supply of the DCU is switched, i. in autarkic case switched from battery to the airbag fire unit ABFU.
  • FIG. 4 shows a further block diagram of the system according to the invention, in which modules of vehicle dynamics functions and airbag functions are equally integrated in the DCU:
  • Elements 400, 408 and 409 represent the functions implemented in the DCU.
  • Block 400 is the airbag related functionality
  • block 408 is Vehicle Dynamic Module (VDM).
  • Lines 415 and 416 represent input signals (switches) for the VDM.
  • Block 409 stands for basic functionalities that include general base software of the DCU, e.g. Communication or sensor data processing.
  • the 410 and 411 are Flexray communication lines, the lines 412 to 414 are for the CAN communication.
  • the battery Bat is connected via the ignition lock 401 to the central unit in the control unit DCU, via the line 423 and / or 422.
  • parts of the DCU are supplied via 422 other portions of the DCU and the ABFU via the line 423 ie with the ignition switched on.
  • the battery is further connected to the airbag fire unit ABFU, which, as in Figure 3 to 4, is formed.
  • the airbag fire unit ABFU has the energy reserve ER and the ignition circuit control with interfaces 402.
  • the airbag fire unit controls the ignition circuits via the outputs 403, 404 and 405 and receives the enable signal via the line 425 and the fire command via the line 426.
  • Via line 427 the airbag fire unit ABFU transmits the status which its monitoring circuit of the ignition elements shows.
  • the central unit DCU is supplied with power in the event of an autarchy.
  • the central unit DCU outputs, for example, the signals Crashoutput via the line 406 and a control for a warning lamp 407 to indicate a malfunction of the airbag system.
  • the output Crashoutput provides the triggering separation of the airbag to other systems.
  • the power supply via the line 420 and 418 has been shown separately.
  • the activation / deactivation of the passenger airbag is transmitted depending on the occupancy situation or a switch.

Landscapes

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

Abstract

L'invention concerne un dispositif de commande de tous les coussins de sécurité d'un véhicule, un appareil de commande destiné à produire un signal de commande pour tous les coussins de sécurité d'un véhicule ainsi qu'un système composé du dispositif et de l'appareil de commande. Le dispositif possède une commande de circuit d'allumage et un accumulateur d'énergie afin de, en fonction d'un signal de commande provenant de l'appareil de commande, piloter des commutateurs de puissance dans un circuit d'allumage et utiliser l'énergie provenant de l'accumulateur d'énergie pour allumer les éléments d'allumage des coussins de sécurité. L'appareil de commande contient au moins certaines parties de l'alimentation du dispositif en énergie.
EP09772225A 2008-07-03 2009-05-04 Dispositif de commande de tous les coussins de sécurité d'un véhicule, appareil de commande destiné à produire un signal de commande pour tous les coussins de sécurité d'un véhicule et système composé du dispositif et de l'appareil de commande Withdrawn EP2307242A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102008040145A DE102008040145A1 (de) 2008-07-03 2008-07-03 Vorrichtung zur Ansteuerung aller Airbags für ein Fahrzeug, Steuergerät zur Bildung eines Ansteuersignals für alle Airbags für ein Fahrzeug und ein System aus der Vorrichtung und dem Steuergerät
PCT/EP2009/055363 WO2010000525A1 (fr) 2008-07-03 2009-05-04 Dispositif de commande de tous les coussins de sécurité d'un véhicule, appareil de commande destiné à produire un signal de commande pour tous les coussins de sécurité d'un véhicule et système composé du dispositif et de l'appareil de commande

Publications (1)

Publication Number Publication Date
EP2307242A1 true EP2307242A1 (fr) 2011-04-13

Family

ID=40958598

Family Applications (1)

Application Number Title Priority Date Filing Date
EP09772225A Withdrawn EP2307242A1 (fr) 2008-07-03 2009-05-04 Dispositif de commande de tous les coussins de sécurité d'un véhicule, appareil de commande destiné à produire un signal de commande pour tous les coussins de sécurité d'un véhicule et système composé du dispositif et de l'appareil de commande

Country Status (5)

Country Link
US (1) US9254806B2 (fr)
EP (1) EP2307242A1 (fr)
CN (1) CN102076532B (fr)
DE (1) DE102008040145A1 (fr)
WO (1) WO2010000525A1 (fr)

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DE102010048750B4 (de) * 2010-10-16 2022-04-21 Valeo Schalter Und Sensoren Gmbh Schaltungsanordnung zur Auswertung von Schaltzuständen und Schalter mit einer solchen Schaltungsanordnung
JP5532078B2 (ja) * 2012-05-23 2014-06-25 株式会社デンソー 乗員保護装置
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
JP5942902B2 (ja) * 2013-03-12 2016-06-29 株式会社デンソー エアバッグ装置
JP6042308B2 (ja) * 2013-10-29 2016-12-14 本田技研工業株式会社 車両衝突判定装置
DE102014202193A1 (de) * 2014-02-06 2015-08-06 Continental Automotive Gmbh Verfahren zum Auslösen einer Mehrzahl von Aktoren eines Sicherheitssystems eines Kraftfahrzeugs
FR3047951B1 (fr) * 2016-02-22 2019-04-19 Peugeot Citroen Automobiles Sa Dispositif d'analyse de signaux de commande delivres par des moyens de controle d'equipement(s) de securite d'un vehicule
DE102016107706A1 (de) * 2016-04-26 2017-10-26 Lisa Dräxlmaier GmbH Ansteuerungsvorrichtung für eine pyrotechnische Sicherungsvorrichtung
KR102400470B1 (ko) 2017-07-03 2022-05-20 현대자동차주식회사 차량 및 그 제어방법
DE102020126014B4 (de) * 2020-10-05 2022-07-07 Elmos Semiconductor Se Verfahren zur Verhinderung der Nichtauslösung von Airbags durch Kurzschlüsse an Zuleitungen anderer Airbags

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DE102004015125B4 (de) 2004-03-27 2017-09-14 Robert Bosch Gmbh Vorrichtung zur Ansteuerung von Personenschutzmitteln
US7890232B2 (en) * 2005-08-23 2011-02-15 Fujitsu Ten Limited Airbag system
CN101148163A (zh) * 2006-09-18 2008-03-26 上海东方久乐汽车安全气囊有限公司 汽车安全气囊控制点火能量的存储及放电设备
JP4900692B2 (ja) * 2006-11-17 2012-03-21 株式会社デンソー 通信装置及び乗員保護装置

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Also Published As

Publication number Publication date
US9254806B2 (en) 2016-02-09
DE102008040145A1 (de) 2010-01-07
US20110140514A1 (en) 2011-06-16
CN102076532A (zh) 2011-05-25
WO2010000525A1 (fr) 2010-01-07
CN102076532B (zh) 2014-06-25

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