EP2504200A1 - Appareil de commande destiné au réglage d'un dispositif permettant la dégradation adaptative de l'énergie de collision pour un véhicule, dispositif permettant la dégradation adaptative de l'énergie de collision pour un véhicule et procédé de réglage d'un dispositif permettant la dégradation adaptative de l'énergie de collision pour un véhicule - Google Patents

Appareil de commande destiné au réglage d'un dispositif permettant la dégradation adaptative de l'énergie de collision pour un véhicule, dispositif permettant la dégradation adaptative de l'énergie de collision pour un véhicule et procédé de réglage d'un dispositif permettant la dégradation adaptative de l'énergie de collision pour un véhicule

Info

Publication number
EP2504200A1
EP2504200A1 EP10792862A EP10792862A EP2504200A1 EP 2504200 A1 EP2504200 A1 EP 2504200A1 EP 10792862 A EP10792862 A EP 10792862A EP 10792862 A EP10792862 A EP 10792862A EP 2504200 A1 EP2504200 A1 EP 2504200A1
Authority
EP
European Patent Office
Prior art keywords
crash
signal
deformation
vehicle
control signal
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Withdrawn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
EP10792862A
Other languages
German (de)
English (en)
Inventor
Heiko Freienstein
Markus Koenning
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 EP2504200A1 publication Critical patent/EP2504200A1/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Withdrawn legal-status Critical Current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
    • B60R21/0134—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 imminent contact with an obstacle, e.g. using radar systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R19/00—Wheel guards; Radiator guards, e.g. grilles; Obstruction removers; Fittings damping bouncing force in collisions
    • B60R19/02—Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects
    • B60R19/24—Arrangements for mounting bumpers on vehicles
    • B60R19/26—Arrangements for mounting bumpers on vehicles comprising yieldable mounting means
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R19/00—Wheel guards; Radiator guards, e.g. grilles; Obstruction removers; Fittings damping bouncing force in collisions
    • B60R19/02—Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects
    • B60R19/24—Arrangements for mounting bumpers on vehicles
    • B60R19/26—Arrangements for mounting bumpers on vehicles comprising yieldable mounting means
    • B60R2019/262—Arrangements for mounting bumpers on vehicles comprising yieldable mounting means with means to adjust or regulate the amount of energy to be absorbed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
    • B60R21/01—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents
    • B60R2021/01204—Actuation parameters of safety arrangents
    • B60R2021/01252—Devices other than bags

Definitions

  • the invention relates to a control unit for setting a device for adaptive degradation of crash energy for a vehicle or a device for adaptive degradation of crash energy for a vehicle or a method for adjusting a device for adaptive degradation of crash energy for a vehicle according to the type of independent claims.
  • a crash box which has a housing-like deformation profile with a longitudinal carrier side flange plate and is designed as a folded construction of sheet metal.
  • the deformation profile consists of two shell components, wherein on each shell component a
  • Flange plate portion is formed.
  • the shell components are out
  • Slider move perpendicular to the direction of force and thereby lock deformation elements, so that break down by the force effect, these deformation elements by plastic deformation due to the lock crash energy.
  • a parallel arrangement or by a disassembly of such deformation elements an adaptation to the crash process is possible.
  • one element is fixed for rejuvenation and another can be released by a slider to reduce the rejuvenation.
  • the movement of the slider takes place radially, i. perpendicular to the direction of force and thus to the longitudinal axis of the deformation element, usually a cylinder with a predetermined wall thickness.
  • the control unit according to the invention for setting a device for adaptive degradation of crash energy for a vehicle or the device according to the invention for adaptive degradation of crash energy for a vehicle or the inventive method for adjusting a device for adaptive degradation of crash energy for a vehicle have the advantage over that takes place in the regulation of the deformation behavior on at least one occupant parameter, which changes depending on the crash process.
  • a control device is an electrical device which processes the signals provided and outputs control signals in dependence thereon.
  • a control unit can, for example, by a housing or a film be enclosed.
  • the control unit either has its own sensors,
  • sensors arranged outside of the control unit which are arranged for example on the vehicle front and / or the vehicle side or in a sensor control unit.
  • the device has the mechanical parts, which helps to reduce the
  • control unit may, for example, also be a control unit for controlling personal protective equipment, which therefore also actuates airbags, belt tensioners, etc. Further configurations of the control unit are possible.
  • the adaptive degradation of the crash energy means that the energy produced by the impact, adapted to the crash process, is reduced in the present case by the deformation of intended parts. This degraded energy can no longer affect the vehicle occupants.
  • the adaptation therefore takes place as a function of sensor signals measured during the crash process or before the crash, for example signals from a PreCrash and / or crash sensor.
  • the PreCrash sensor system can be radar, video, ultrasound or other technologies, while the impact sensor system is usually at least an acceleration sensor system, but also structure-borne sound sensor technology, a deformation sensor and
  • an air pressure sensor that in the side panels of the
  • Vehicle is arranged, can act.
  • the vehicle is usually a motor vehicle, for example a passenger car.
  • the interfaces are either hardware and / or software interfaces.
  • the hardware interfaces can be any hardware and / or software interfaces.
  • the hardware interfaces can be any hardware and / or software interfaces.
  • the first signal is defined as indicative of an impending or beginning crash. It follows that the first signal either data from so-called PreCrash sensor systems, which are all-round vision sensors, such as video, radar, lidar, ultrasound, etc., or in a crash starting from a crash sensor such as an acceleration sensor
  • the first signal may represent the raw data coming from the sensors
  • crash process designates the crash from its beginning to the end, for example, by exceeding a noise threshold by the acceleration signal at 3 to 6 g
  • the computing element can be understood to mean a processor, an integrated circuit, a discrete circuit or even a software module that can perform the arithmetic operations required according to the teaching of the claims. Preferably, this is to be understood as a microcontroller.
  • This computation element evaluates the first signal, for example a PreCrash
  • the PreCrash sensor signal and generates in response to a first control signal for adjusting the deformation behavior of at least one deformation element of the device for adaptive degradation of the crash energy.
  • the PreCrash sensor signal is designed so that it is suitable for
  • Information can include speeds, approach angles, degree of vehicle overlap, vehicle impact points and mass or
  • the control signal thus indicates what the crash scenario looks like.
  • the device usually has an evaluation that can interpret this control signal. Thereafter, the adjustment of the deformation behavior, for example, or in particular the rigidity takes place.
  • the deformation behavior is adapted before or during the impact on the crash scenario by adjusting the deformation element. This deformation element deforms plastically, so that this plastic deformation leads to the degradation of the crash energy. The stiffer the deformation element, the more crash energy can be dissipated.
  • the second signal is defined according to the claim that there are at least one changing as a function of the crash process
  • This occupant parameter can
  • the forward displacement, the speed, the acceleration of the occupant for example, the forward displacement, the speed, the acceleration of the occupant.
  • This can be estimated, for example, from the estimated or measured acceleration signal itself.
  • a suitable occupant model can be stored in a simplified form, which the forward displacement of the occupant depending on the measured acceleration signal
  • Vehicle delay achieved, for example, as a polynomial. However, it is just as possible to detect this by means of an occupant sensor.
  • Occupant sensors can be used with a camera or with force measuring pins in the
  • the second control signal is generated by the computing element. This is done during the crash process to change the deformation behavior during the crash, which provides the above advantage. Also the second
  • Control signal is formed similar to the first control signal.
  • the at least one deformation element is, for example, a structure made of metal, plastic, composite materials or other materials which are tapered in order by this plastic deformation Break down crash energy. But also a deformation element that
  • Retaining effect of at least one personal protection means is determined, wherein the second control signal is a reduction of a stiffness with respect to the
  • Vehicle occupants on the airbag will, in this phase in which the impact is expected, the rigidity is reduced, thus reducing the biomechanical effects on the vehicle occupants.
  • the airbags are of course also belt tensioners, crash-active headrests, etc. as such
  • Crash operation is utilized to the maximum of the retention effect by at least one personal protection means to reduce a burden on the occupant.
  • This once again describes functionally that during the so-called free flight of the occupant a great reduction of crash energy can be done and also during the immersion of the vehicle occupant in the airbag, but not on impact with the airbag.
  • the maximum utilization stems from the fact that during the way the vehicle occupant of his
  • the computing element determines a crash severity on the basis of the second signal and generates the at least one second control signal on the basis of the crash severity. How fast the vehicle occupant travels the distance from its initial position to the unfolded airbag is a measure of the crash severity.
  • a Taylor series development depending on the acceleration signal or a signal derived therefrom can be used. Under the crash severity is a measure of how great the consequences for the vehicle occupants.
  • control unit is installed in the device.
  • a self-sufficient device can be installed, especially if it is still equipped with the appropriate sensors.
  • the device also has an interface to which the controller or other control devices are additionally connectable.
  • the device advantageously has a first deformation element which tapers in order to deform plastically and thus reduce crash energy, wherein an actuator for adjusting this taper is also provided as a function of the first and / or second control signal.
  • the actuator system may operate inductively by means of motors or other methods capable of holding the so-called die plates which are used for tapering, so that these die plates are not pushed aside by the deformation element.
  • the device also has a second deformation element, which is compressed as a result of the deformation, wherein support elements are provided, the second deformation element due to the deformation of the first and / or second control signal releases.
  • a combination of the first and second deformation element in the same device is particularly advantageous because it certain power levels can be set in different ways.
  • FIG. 1 shows a block diagram of the device according to the invention with the control device according to the invention
  • FIG. 2 shows a block diagram of the control device according to the invention
  • FIG. 3 shows a sequence of the force levels for adaptation to the respective one
  • Figure 4 shows the individual phases that a vehicle occupant during a
  • FIG. 5 shows a force / time diagram
  • FIG. 6 shows a flow chart
  • FIG. 7 shows a section of a device for reducing crash energy.
  • FIG. 1 shows the device 10 according to the invention of the control device 2.4, as well as a sensor system 2.3.
  • the first signal follows earlier than the second signal, it may be a crash sensor, an acceleration sensor, a PreCrash sensor such as a radar sensor, etc., and / or also a sensor for detecting the at least one occupant parameter such as a video sensor.
  • the controller 2.4 processes the first and second signals in the manner of the invention to generate the first and second control signals.
  • Control signal goes to the unit 2.1, which leads to a setting of
  • Deformations s leads.
  • a corresponding taper of the deformation element can be set.
  • Control signal goes to the device 2.2 to the deformation during the Set crash process. This can then be done for example via a second deformation element, so that different
  • the second control signal may also influence the degree of rejuvenation, for example by a
  • Rejuvenation stage is withdrawn and for the deformation by the
  • Mechanism 2.2 is influenced by now a deformation element is deformed, which is compressed or compressed. Via the line 2.5, data traffic with other control devices is carried out by the control device 2.4 in order to supply the sensor information to these control devices.
  • FIG. 2 shows a block diagram of the control unit SG according to the invention with connected components.
  • a crash sensor system CS and a PreCrash sensor system PCS are connected via a first interface I Fl, which may be formed in hardware and / or software.
  • the signals from these sensors are forwarded to a microcontroller iC as the computing element.
  • the microcontroller iC determines the first control signal with the aid of a memory S, which, however, can also be arranged on chip on the microcontroller iC.
  • the first control signal via the interface I F3
  • Line 20 is output.
  • the control unit SG has another
  • Interface I F2 to which the crash sensor system CS and an occupant sensor system IOS are connected.
  • the connection of the crash sensor CS is optional and not mandatory.
  • the interface I F2 is also connected to the microcontroller for transmitting the data from the sensors, and the microcontroller, in turn, determines the second with the aid of the memory S
  • FIG. 3 shows in the images a, b and c how the deformation behavior is set during the crash process.
  • the deformation element DE is driven through the Matrizzenplatten MP and thus undergoes a taper and thus a plastic deformation, which leads to the reduction of crash energy.
  • About slide S Matrizzenplatten MP are held and so not pushed away from the deformation element DE.
  • Deformation element DE2 a pipe.
  • the support elements AE derive the energy that is passed through the structure with the taper.
  • the taper is reduced by moving the slides S upwards so that the lower matrix plate MP is pushed aside and thus no longer leads to a taper. This means less degraded crash energy.
  • the support elements AE have been moved further out and the Matrizzenplatten MP are in turn held by the slider S, so that both a maximum taper, as well as the compression of the deformation element DE2 a maximum possible degradation of plastic energy by the inventive
  • FIG. 4 shows in FIGS. A to c the different phases for the
  • Crash phase unfold the restraining means as the airbag its effect.
  • the vehicle occupant builds up speed relative to the vehicle.
  • the load of the occupant can be reduced by a lower speed relative to the airbag when hitting the bag. Therefore, less delay is advantageous over the early phase.
  • both the airbag and the belt engage the occupant and work optimally, for example with force limitation.
  • the energy can be removed from the system by a high delay.
  • the inmate is going through the well-adjusted restraint means optimally coupled to the so-called vehicle ride down.
  • Vehicle ride down is the deceleration of the vehicle.
  • the occupant is coupled to the deceleration of the vehicle so that its speed relative to the vehicle structure (eg, the steering wheel or the instrument panel) is available throughout the vehicle
  • FIG. 5 shows a force / time diagram.
  • the force is denoted by F on the ordinate and the time by t on the abscissa.
  • the force shown is the force level of the vehicle front end, which also controls the occupant movement.
  • FIG. 5 shows with the curves 1, 2 and 3 the cases, FIGS. 3a, b and c.
  • FIG. 6 shows a flow chart of the invention.
  • a first signal is provided, which is an impending or
  • a first control signal for setting a deformation behavior of at least one deformation element of the device for adaptively reducing the crash energy is then generated in step 601 in step 602.
  • step 603 a second signal is then provided which identifies at least one occupant parameter which changes as a function of the crash event. Subsequent step 604 becomes a second one
  • Fig. 7 shows a section of a device for reducing the crash energy: The deformation element 72 is replaced by an absorber 70 through the
  • the slider 71 is a predetermined breaking point. If it is activated, a high initial level is generated. Then the slider 71 breaks, intentionally under the on-going load. The rejuvenation absorber 70 becomes effective.
  • Slider 71 is the switch.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Radar, Positioning & Navigation (AREA)
  • Remote Sensing (AREA)
  • Air Bags (AREA)
  • Steering Controls (AREA)

Abstract

L'invention concerne un appareil de commande (SG) destiné au réglage d'un dispositif permettant la dégradation adaptative de l'énergie de collision pour un véhicule et le dispositif correspondant, ainsi que le procédé correspondant. L'appareil de commande présente une première interface (1F1) qui fournit un premier signal indiquant l'imminence ou le début d'une collision. De plus, un élément de calcul (MC) génère, en fonction du premier signal, un premier signal de commande pour le réglage du comportement de déformation d'au moins un élément de déformation (DE) du dispositif permettant la dégradation adaptative de l'énergie de collision. L'appareil de commande (SG) présente en outre une seconde interface (IF2) qui fournit un second signal indiquant une modification du ou des paramètres relatifs aux occupants en fonction de la collision. L'élément de calcul (MC) génère au moins un second signal de commande en fonction du second signal pour le réglage du comportement de déformation pendant la collision.
EP10792862A 2009-11-23 2010-11-22 Appareil de commande destiné au réglage d'un dispositif permettant la dégradation adaptative de l'énergie de collision pour un véhicule, dispositif permettant la dégradation adaptative de l'énergie de collision pour un véhicule et procédé de réglage d'un dispositif permettant la dégradation adaptative de l'énergie de collision pour un véhicule Withdrawn EP2504200A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102009046984.2A DE102009046984B4 (de) 2009-11-23 2009-11-23 Steuergerät zur Einstellung einer Vorrichtung zum adaptiven Abbau von Crashenergie für ein Fahrzeug, Vorrichtung zum adaptiven Abbau von Crashenergie für ein Fahrzeug und ein Verfahren zum Einstellen einer Vorrichtung zum adaptiven Abbau von Crashenergie für ein Fahrzeug
PCT/EP2010/067913 WO2011061320A1 (fr) 2009-11-23 2010-11-22 Appareil de commande destiné au réglage d'un dispositif permettant la dégradation adaptative de l'énergie de collision pour un véhicule, dispositif permettant la dégradation adaptative de l'énergie de collision pour un véhicule et procédé de réglage d'un dispositif permettant la dégradation adaptative de l'énergie de collision pour un véhicule

Publications (1)

Publication Number Publication Date
EP2504200A1 true EP2504200A1 (fr) 2012-10-03

Family

ID=43501219

Family Applications (1)

Application Number Title Priority Date Filing Date
EP10792862A Withdrawn EP2504200A1 (fr) 2009-11-23 2010-11-22 Appareil de commande destiné au réglage d'un dispositif permettant la dégradation adaptative de l'énergie de collision pour un véhicule, dispositif permettant la dégradation adaptative de l'énergie de collision pour un véhicule et procédé de réglage d'un dispositif permettant la dégradation adaptative de l'énergie de collision pour un véhicule

Country Status (6)

Country Link
US (1) US20120296526A1 (fr)
EP (1) EP2504200A1 (fr)
JP (1) JP2013511435A (fr)
CN (1) CN102666210A (fr)
DE (1) DE102009046984B4 (fr)
WO (1) WO2011061320A1 (fr)

Families Citing this family (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102011004957A1 (de) * 2010-07-16 2012-02-23 Robert Bosch Gmbh Aufprallenergie-Absorptionsstruktur mit variabler Steifigkeit und Verfahren zum Einstellen einer Steifigkeit einer Aufprallenergie-Absorptionsstruktur
WO2012007261A1 (fr) * 2010-07-16 2012-01-19 Robert Bosch Gmbh Structure d'absorption d'énergie de collision à rigidité variable et procédé pour ajuster la rigidité d'une structure d'absorption d'énergie de collision
DE102011084204A1 (de) * 2011-10-10 2013-04-11 Robert Bosch Gmbh Verfahren zum Ansteuern von Sicherheitsaktuatorik eines Kraftfahrzeugs
DE102012221429A1 (de) * 2012-11-23 2014-05-28 Robert Bosch Gmbh Vorrichtung mit einstellbarer Steifigkeit zum Aufnehmen einer Aufprallenergie und Verfahren zum Einstellen einer Steifigkeit einer Vorrichtung mit einstellbarer Steifigkeit
DE102013000391B4 (de) 2013-01-11 2015-03-19 Volkswagen Aktiengesellschaft Deformationselement für ein Fahrzeug und Fahrzeug mit einem derartigen Deformationselement
DE102013000481B4 (de) 2013-01-14 2018-01-11 Volkswagen Aktiengesellschaft Deformationselement für ein Fahrzeug und Fahrzeug mit einem derartigen Deformationselement
DE102017201936A1 (de) * 2017-02-08 2018-08-09 Robert Bosch Gmbh Verfahren zur Reduzierung eines Kollisionsschadens
DE102017213914A1 (de) * 2017-08-10 2019-02-14 Robert Bosch Gmbh Verfahren und Steuergerät zum Ansteuern zumindest einer Insassenschutzeinrichtung für ein Fahrzeug bei einer Kollision und System zum Insassenschutz für ein Fahrzeug
CN110130953A (zh) * 2019-05-23 2019-08-16 辽宁工程技术大学 一种复合型防冲吸能装置

Family Cites Families (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2185981A5 (fr) * 1972-05-23 1974-01-04 Ferodo Sa
JPH0295951A (ja) * 1988-09-30 1990-04-06 Hino Motors Ltd 自動車に使用されるバンパ装置
DE4212421A1 (de) * 1992-04-14 1993-10-28 Bosch Gmbh Robert Verfahren und Einrichtung zum Schutz von Fahrzeuginsassen
JP3120716B2 (ja) * 1995-10-06 2000-12-25 トヨタ自動車株式会社 乗員保護装置の起動制御装置
DE19745656C2 (de) * 1997-10-16 2000-06-21 Daimler Chrysler Ag Pralldämpfer für ein Kraftfahrzeug
JP2003267229A (ja) * 2002-03-19 2003-09-25 Nissan Motor Co Ltd 自動車の衝撃吸収ステアリング構造
JP4311149B2 (ja) * 2003-10-01 2009-08-12 トヨタ自動車株式会社 乗員保護装置
JP2006008108A (ja) * 2004-05-27 2006-01-12 Honda Motor Co Ltd 車体強度制御装置
DE102005057429B4 (de) 2005-11-30 2009-06-25 Benteler Automobiltechnik Gmbh Crashbox
JP4792303B2 (ja) * 2006-03-13 2011-10-12 本田技研工業株式会社 車両用衝撃吸収装置
JP2008239015A (ja) * 2007-03-28 2008-10-09 Calsonic Kansei Corp 衝撃吸収装置
DE102009000112A1 (de) 2009-01-09 2010-07-15 Robert Bosch Gmbh Deformationselement und Verfahren zur Regelung des Deformationsverhaltens von Deformationselementen in einem Fahrzeug

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO2011061320A1 *

Also Published As

Publication number Publication date
US20120296526A1 (en) 2012-11-22
CN102666210A (zh) 2012-09-12
JP2013511435A (ja) 2013-04-04
DE102009046984B4 (de) 2020-06-10
DE102009046984A1 (de) 2011-05-26
WO2011061320A1 (fr) 2011-05-26

Similar Documents

Publication Publication Date Title
DE102009046984B4 (de) Steuergerät zur Einstellung einer Vorrichtung zum adaptiven Abbau von Crashenergie für ein Fahrzeug, Vorrichtung zum adaptiven Abbau von Crashenergie für ein Fahrzeug und ein Verfahren zum Einstellen einer Vorrichtung zum adaptiven Abbau von Crashenergie für ein Fahrzeug
EP1355805B1 (fr) Procede pour declencher des moyens de retenue dans un vehicule a moteur
DE10345726B4 (de) Rückhaltesystem zum Zurückhalten eines Insassen in einem Kraftfahrzeug und Verfahren zum dynamischen Steuern eines derartigen Rückhaltesystems
WO2004005080A2 (fr) Procede pour commander un pretensionneur de ceinture a deux etages
WO2006015748A1 (fr) Vehicule a moteur dote d'un systeme de protection a action preventive
WO2004008174A1 (fr) Dispositif pour la surveillance du champ peripherique a partir d'un vehicule
WO2009074391A1 (fr) Procédé et dispositif pour commander des moyens de sécurité pour un véhicule
DE102004058663A1 (de) Verfahren und Vorrichtung zur Steuerung einer automatischen Notbremsung
WO2010142380A1 (fr) Procédé de commande d'un dispositif de retenue pour occupants d'un véhicule
DE102014225790B4 (de) Verfahren und Steuergerät zum Klassifizieren eines Aufpralls eines Fahrzeugs
EP2593337A1 (fr) Procédé pour protéger un occupant d'un véhicule, module de commande pour commander un dispositif d'actionnement pour protéger un occupant d'un véhicule et système comprenant un tel module de commande et un dispositif d'actionnement correspondant
DE102018218168A1 (de) Verfahren und Steuergerät zum Ansteuern zumindest einer Insassenschutzeinrichtung für ein Fahrzeug bei einer Kollision und System zum Insassenschutz für ein Fahrzeug
DE102009046057B4 (de) Verfahren und Steuergerät zur Anpassung der Steifigkeit eines irreversiblen Pralldämpfers eines Fahrzeugs
DE102006002746B4 (de) Vorrichtung und Verfahren zur Ansteuerung von Personenschutzmitteln
DE102012004007A1 (de) Verfahren zur Ansteuerung einer Sicherheitsgurtvorrichtung eines Fahrzeuges und Sicherheitsgurtvorrichtung
DE102014000842B4 (de) Verfahren zum Steuern einer Personen-Rückhalteeinrichtung eines Sicherheitssystems eines Fahrzeugs
DE10224831B4 (de) Kraftfahrzeug und Verfahren zur Reduzierung der Belastung von Insassen eines Kraftfahrzeugs bei einem Zusammenstoss mit einem Hindernis
EP1641655B1 (fr) Procede de commande d'un dispositif de protection de passager d'un vehicule
DE10142925C1 (de) Auslöseverfahren für ein Insassenschutzsystem in einem Kraftfahrzeug
DE102004058139A1 (de) Verfahren für ein präventiv wirkendes Schutzsystem in einem Kraftfahrzeug mit einer Abstandssensorik
EP2222511B1 (fr) Procédé et appareil de commande pour commander des moyens de protection des personnes pour un véhicule
DE102009044951B4 (de) Verfahren und Steuergerät zur Ansteuerung eines reversiblen Gurtstraffers
DE102009001209B4 (de) Verfahren und Steuergerät zur Ansteuerung eines reversiblen Personenrückhaltemittels auf einer aufprallabgewandten Seite eines Fahrzeugs
WO2015104044A1 (fr) Procédé pour faire fonctionner un véhicule
DE102012006069A1 (de) Aufprallschutz für ein Fahrzeug und Verfahren zum Betrieb eines solchen Aufprallschutzes

Legal Events

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

Free format text: ORIGINAL CODE: 0009012

17P Request for examination filed

Effective date: 20120625

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

DAX Request for extension of the european patent (deleted)
17Q First examination report despatched

Effective date: 20140502

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

Free format text: STATUS: THE APPLICATION IS DEEMED TO BE WITHDRAWN

18D Application deemed to be withdrawn

Effective date: 20141113