EP2507096A1 - Procédé d'activation et/ou de pilotage d'au moins un dispositif de retenue réversible - Google Patents

Procédé d'activation et/ou de pilotage d'au moins un dispositif de retenue réversible

Info

Publication number
EP2507096A1
EP2507096A1 EP10787386A EP10787386A EP2507096A1 EP 2507096 A1 EP2507096 A1 EP 2507096A1 EP 10787386 A EP10787386 A EP 10787386A EP 10787386 A EP10787386 A EP 10787386A EP 2507096 A1 EP2507096 A1 EP 2507096A1
Authority
EP
European Patent Office
Prior art keywords
evaluation
control unit
vehicle
reversible
direction angle
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Withdrawn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
EP10787386A
Other languages
German (de)
English (en)
Inventor
Heiko Freienstein
Thomas Lich
Gian Antonio D'addetta
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 EP2507096A1 publication Critical patent/EP2507096A1/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Withdrawn legal-status Critical Current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
    • B60R2021/01204—Actuation parameters of safety arrangents
    • B60R2021/01252—Devices other than bags
    • 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
    • B60R2021/01265—Seat belts

Definitions

  • the invention relates to a method for activating and / or controlling at least one reversible retaining device according to the preamble of independent claim 1, of a corresponding evaluation and control unit for carrying out the method for activating and / or controlling at least one reversible retaining device according to the Genus of independent claim 7 and of an occupant protection system having such an evaluation and control unit according to the preamble of independent claim 9.
  • the published patent application DE 10 2004 058 814 A1 describes, for example, a method and a device for restraining an occupant on a vehicle seat.
  • the described method pulls the occupant upon detection of a critical driving condition via a belt tensioner with a force in the vehicle seat back and then holds the occupant with a holding force in the retracted position.
  • the described device for restraining the occupant on the vehicle seat during a critical driving condition comprises a safety belt, a predictive detection unit for a dangerous driving condition and an occupant position detection, wherein when detecting a dangerous driving condition, a belt tensioner is subjected to a force and thereby the occupant in the Vehicle seat is pulled, wherein the occupant is held in the retracted position with a holding force on the vehicle seat.
  • the critical driving state is monitored by monitoring the steering angle, distance to an object, relative speed, vehicle deceleration, yaw angle, yaw rate, yaw acceleration. speed, steering angle, sharp changes of direction and / or inclination angle, or any combination of these parameters.
  • the inventive method for activating and / or controlling at least one reversible restraint device with the features of independent claim 1 has the advantage that a direction angle is determined under which the vehicle has left the road, and the at least one reversible restraining device in response to determined direction angle is activated and / or controlled.
  • the evaluation and control unit according to the invention for activating and / or controlling at least one reversible retaining device as a function of a prematurely recognized hazardous situation with the features of independent claim 7 has the advantage that the evaluation and control unit detects such a dangerous situation when an evaluation of Sensor signals indicates that the vehicle has left the roadway, wherein the evaluation and control unit determines a direction angle at which the vehicle has left the road, and wherein the evaluation and control unit activates the at least one reversible restraint device depending on the determined direction angle and / / or driving.
  • the evaluation and control unit according to the invention for activating and / or activating at least one reversible retaining device as a function of a prematurely recognized dangerous situation can be used for example in an occupant protection system with at least one sensor unit for detecting accident-relevant information and at least one reversible retaining device.
  • Embodiments of the present invention use the determined angle information, in particular for the corresponding activation of the frontal or side occupant protection systems. This can be targeted depending on Crash case optimally use the reversible restraint systems.
  • the directional angle of the vehicle is considered which results between the vehicle longitudinal direction and the lane boundary, eg a curb. This results in a first typical range at a direction angle which is less than or equal to a predetermined threshold value of preferably 45 °.
  • This area represents a typical longitudinal lapse case.
  • a second typical range results at a direction angle which is greater than the predetermined threshold value of preferably 45 °.
  • This area represents a typical declassification case.
  • the standard crash sensor is still set and from the corresponding temporal evaluation of the individual events acting on each individual wheel, it is possible to deduce the direction angle at which the vehicle leaves or has left the roadway.
  • Alternative embodiments include the additional utilization of a possibly installed tire pressure sensor for the wheels of the vehicle.
  • the occupants are preventively protected by the at least one reversible restraint device if the vehicle leaves the roadway.
  • the at least one reversible restraint device comprises, for example, electromotive belt tensioners or seat-based actuators.
  • the at least one reversible restraint is available for a potential consequential accident, such as a pile crash, rollover, etc., or unfolds its effect before the subsequent accident. This means, for example, the elimination of the slack, the positioning of the occupant, or the extension of a reversible padding from the vehicle seat or a vehicle trim part.
  • the method according to the invention allows the occupants to be kept away from intruding structures for as long as possible.
  • Due to the known directional angle can be filled in a seat with seat-based actuators at a determined direction angle, which is smaller than the threshold of preferably 45 °, for example, a side pad of the seat or a cushion in a vehicle trim part, while at a determined direction angle which is greater than the threshold value of preferably 45 °, the traditional seat adjustment functions can be controlled and, for example, a seat height adjustment can be performed.
  • the existing acceleration-based crash sensors can be used to activate the at least one reversible restraint device.
  • the effective field of the at least one reversible restraining device can be significantly extended by utilizing standard sensor units compared with the prior art.
  • angle information individual events are evaluated in time, which affect individual wheels of the vehicle.
  • force effects that act on a chassis of the vehicle can be determined or measured and evaluated in terms of time to acquire the angle information.
  • the determined force effects are respectively detected on a vehicle wheel and assigned to a vehicle wheel in order to detect the time sequences in which the successive individual events act on the vehicle in order to obtain information about the direction angle.
  • tire pressure information which is determined or measured, for example, via a tire pressure sensor system, can be evaluated in terms of time to acquire angle information. For example, a curb crossing can be recognized as an index for leaving the lane.
  • a corresponding time signal of the acceleration measured in the vehicle longitudinal direction in a central control unit shows a very large signal, which can even exceed signals that are recorded during a crash. From the temporal chen sequences of a plurality of such signals, which are each detected when a vehicle wheel passes over the curb, can then be closed to the direction angle at which the vehicle leaves the lane.
  • a window integral of the acceleration signal which represents a crash
  • a window integral of the acceleration signal representing a curb crossing drops off again after a short time, so that a corresponding curb crossing can be detected by evaluating the integral of the acceleration signal.
  • An integral stays at low values or runs back and can therefore also be used for differentiation.
  • the at least one reversible restraining device is activated, in particular in the seat.
  • protective retaining means are activated against lateral effects when the determined direction angle is less than or equal to a predetermined threshold of preferably 45 °.
  • protective retaining devices are activated against essentially frontal actions when the determined directional angle is greater than the predetermined threshold value of preferably 45 °.
  • a signal conditioning device which pre-processes the detected sensor signals before the evaluation by low-pass filtering and / or squaring and / or integrating.
  • the at least one reversible restraining device can be triggered by strong stimuli that arise, for example, by oscillations, as they occur on a poor road, or by strong acceleration peaks that arise, for example, by a curb crossing.
  • low-pass filtered acceleration signals as well as an integral or window integral of the quadratic th or rectified acceleration signal can be used as suitable input variables of the detection algorithm.
  • the at least one reversible restraint device comprises a belt tensioning function and / or a seat adjustment function and / or a padding function and / or pad extension function and / or a headrest adjustment function.
  • FIG. 1 shows a schematic representation of a vehicle having an occupant protection system according to the invention and an evaluation and control unit according to the invention for carrying out a method according to the invention for activating and / or activating at least one reversible restraint device.
  • FIG. 2 shows a schematic block diagram of an occupant protection system according to the invention with an evaluation and control unit according to the invention.
  • FIG. 3 shows a section of a road network with a vehicle, which leaves a roadway at a direction angle which is smaller than a predefined threshold value of preferably 45 °.
  • FIG. 4 shows another section of the road network with a vehicle leaving a lane at a direction angle that is greater than a predefined threshold value of preferably 45 °.
  • Fig. 5 shows a schematic representation of a vehicle wheel when hitting a curb.
  • 6 shows a schematic signal curve for the representation of acceleration signals over time, which are measured in the longitudinal direction of the vehicle.
  • FIG. 7 shows a schematic signal diagram for illustrating accelerations a measured in the longitudinal direction of the vehicle, above the reduced speed (DV).
  • sensor systems which comprise one or more sensors, which are combined, for example, to one or more sensor units and whose signals are evaluated for detecting an impact with an object and / or for detecting a rollover of the vehicle in order subsequently to activate occupant protection agents which are known as irreversible restraint systems, such as e.g. As airbags or pyrotechnic belt tensioners, and / or reversible restraint systems, such.
  • irreversible restraint systems such as e.g. As airbags or pyrotechnic belt tensioners, and / or reversible restraint systems, such.
  • B. electromotive belt tensioners can be performed.
  • precrash sensor systems For the individual sensors a variety of sensor principles, such as acceleration, pressure, structure-borne sound sensors, piezoelectric and / or optical sensors, etc. can be used.
  • predictive sensor systems known as precrash sensor systems, which have, for example, video or radar sensors in order to detect imminent contact with an object and to carry out an object classification.
  • the activated systems can be restored to the ground state, since they are fully reversible.
  • the information for initiating these measures is provided by sensors of known systems, such as a brake assist system or ESP (Electronic Stability Program) system, which can early register critical driving situations such as skidding or emergency braking.
  • ESP Electronic Stability Program
  • a vehicle 1 in the illustrated exemplary embodiment for carrying out a method according to the invention for activating and / or activating at least one reversible retaining device 16 as a function of a danger situation identified prematurely comprises an evaluation and control unit 12 reversible retaining device 16 is coupled via an interface 12.1 with the evaluation and control unit 12.
  • the evaluation and control unit 12 detects the hazardous situation by evaluating sensor signals prematurely, which several sensor units 14, 15 with multiple sensors, of which eight sensors 14.1, 14.2, 14.3, 14.4, 15.1, 15.2, 15.3, 15.4 are shown, for example available put.
  • the sensor units 14, 15 or the individual sensors 14.1, 14.2, 14.3, 14.4, 15.1, 15.2, 15.3, 15.4 are coupled via at least one further interface 12.2, 12.3 with the evaluation and control unit 12.
  • the associated occupant protection system 1 comprises, in addition to the evaluation and control unit 12, which is part of a central control unit 10, the sensor units 14, 15 for detecting accident-relevant information and the reversible retaining device 16.
  • a first sensor unit 14 represents a summary of a plurality of acceleration sensors 14.1, 14.2 , 14.3, 14.4, one of which, for example, in the central control unit 10 arranged sensor 14.1 detects the accelerations along the vehicle longitudinal axis and along a vehicle transverse axis. Another, for example, arranged in the central control unit 10, sensor 14.2 also detects the acceleration along the vehicle longitudinal axis. Two further, for example, arranged in the B-pillars, sensors 14.3, 14.4 detect the accelerations along the vehicle transverse axis.
  • a second sensor unit 15 represents a summary of a plurality of tire pressure sensors 15.1, 15.2, 15.3, 15.4, which respectively detect the pressure in the corresponding vehicle wheel 5.1, 5.2, 5.3, 5.4.
  • the evaluation and control unit 12 detects the dangerous situation by evaluating sensor signals prematurely, which provide the sensor units 14, 15 and the sensors 14.1, 14.2, 14.3, 14.4, 15.1, 15.2, 15.3, 15.4 via the interfaces 12.2, 12.3.
  • the at least one reversible restraining device 16 includes, for example, electromotive belt tensioners and / or seat-based actuators, which can perform, for example, a belt tensioning function and / or a seat adjustment function and / or a padding filling function and / or a headrest adjustment function.
  • the occupants can be preventively protected by the at least one reversible restraint device 16 if the vehicle 1 leaves the roadway 42.
  • the at least one reversible restraining device 16 is available for a potential consequential accident, or develops its effect before the subsequent accident. This means the elimination of the slack, the positioning of the occupant, or the extension of a reversible padding.
  • embodiments of the invention allow for as long as possible keeping the occupants away from intruding structures.
  • the evaluation and control unit 12 comprises a signal conditioning device 18 which transmits the detected sensor signals before the evaluation by low-pass filters 18.1 and / or squaring 18.2 and / or in integrate 18.3 preprocessed.
  • the signal conditioning device 18 can also be located outside the evaluation and control unit 12, for example as an independent structural unit in the control unit 10 or as a plurality of distributed structural units in the sensor units 14, 15 or the sensors 14.1, 14.2, 14.3, 14.4, 15.1, 15.2 , 15.3, 15.4 and / or in the evaluation and control unit 12 and / or in the control unit 10 are arranged.
  • the evaluation and control unit 12 comprises a computer and / or logic block 12.4 for carrying out the evaluation of the sensor signals.
  • the evaluation and control unit 12 recognizes such a dangerous situation if the evaluation of the sensor signals shows that the vehicle 1 has left or leaves the lane 42, the evaluation and control unit 12 determining a directional angle oc under which the vehicle 1 detects the lane 42 has left or leaves. As a function of the determined direction angle oc, the evaluation and control unit 12 activates and / or controls the at least one reversible retaining device 16.
  • 3 and 4 each show a section of a road network 40 for illustrating two different scenarios in which the vehicle 1 leaves the roadway 42 at different directional angles oc.
  • 3 shows, for example, a first scenario in which the vehicle 1 leaves the lane 42 at a direction angle oc which is less than or equal to a predetermined threshold value of preferably 45 °.
  • 4 shows a second scenario in which the vehicle 1 leaves the lane 42 at a direction angle oc that is greater than the predetermined threshold value of preferably 45 °.
  • FIG. 5 shows, for example, a force acting on a chassis 7 of the vehicle 1 upon impact of a vehicle wheel 5 on a curb 42, whereby vibrations 8 are caused by at least one of the sensors 14.1, 14.2, 14.3, 14.4, 15.1, 15.2, 15.3, 15.4 can be detected and evaluated by the evaluation and control unit 12.
  • driving over the Curb 42 are also detected by the wheel 5 by an associated tire pressure sensor 15.1, 15.2, 15.3, 15.4, since the tire pressure on impact of the wheel 5 on the curb 42 increases briefly.
  • FIG. 6 shows two time signals K1, K2 of the acceleration a measured in the vehicle longitudinal direction in the central control unit for a crash K2 and a curb crossing K1.
  • the curb crossing shows a very large signal K1 exceeding even the signal K2 representing a crash.
  • the curb crossing event can also be read from the plot of acceleration a over a deceleration DV as shown in FIG.
  • the a / DV diagram of FIG. 7 also shows a high signal K1 'representing the curb crossing, but the integral of the curb crossing acceleration K1' decreases again after a short time, while the integral of the acceleration K2 'for the crash persists. Therefore, the lane departure event may be derived from the a / DV diagram of FIG. 7.
  • the at least one reversible restraining device 16 in particular the actuators in the seat, is activated. Additionally or alternatively, the at least one reversible restraining device 16 can be triggered by a strong excitation, as caused, for example, by oscillations caused by a poor travel path or by strong acceleration peaks.
  • a low-pass filtered acceleration signal in block 18.1 as well as the integral or window integral of a signal squared or rectified in block 18.2 can be used as suitable input variables for the recognition algorithm in order to detect leaving the roadway 42.
  • the direction angle oc is the angle which results between the vehicle longitudinal direction and the road boundary 44, such as, for example, a curb.
  • a direction angle oc which is less than or equal to a predetermined threshold value of preferably 45 °
  • a first typical range is obtained, which represents a typical longitudinal outage case.
  • a second typical range results at a direction angle oc which is greater than the predetermined threshold value of is preferably 45 °.
  • This area represents a typical vertical loss case.
  • the standard crash sensor 14 is still set and from the corresponding temporal evaluation of the individual events acting on each individual wheel 5, 5.1, 5.2, 5.3.5.4, it is possible to deduce the direction angle oc, below which the vehicle 1 leaves the lane 42 or left.
  • Alternative embodiments include the additional use of a possibly installed tire pressure sensor 15 for the wheels 5, 5.1, 5.2, 5.3, 5.4 of the vehicle 1 with a.
  • the angle information may be of importance in particular for the corresponding activation of the frontal or lateral reversible restraint devices 16. This makes it possible to optimally use the reversible restraints 16 depending on the crash situation.
  • lateral upholstery of the seat can be filled or extended when a direction angle oc is determined which is smaller than the threshold value of preferably 45 °.
  • a direction angle oc which is greater than the threshold value of preferably 45 °, however, the traditional seat adjustment functions can be controlled and, for example, a seat height adjustment can be performed.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Automotive Seat Belt Assembly (AREA)
  • Auxiliary Drives, Propulsion Controls, And Safety Devices (AREA)
  • Safety Devices In Control Systems (AREA)
  • Control Of Transmission Device (AREA)

Abstract

L'invention concerne un procédé d'activation et/ou de pilotage d'au moins un dispositif de retenue réversible (16) en fonction d'une situation de danger détectée au préalable, la situation de danger étant détectée au préalable par l'analyse de signaux de capteurs qui sont fournis par au moins une unité de capteurs (14, 15). L'invention concerne en outre une unité de commande et d'analyse (12) pour la mise en œuvre du procédé ainsi qu'un système de protection des passagers (3) doté d'une telle unité de commande et d'analyse (12). Selon l'invention, une telle situation de danger est détectée lorsque l'analyse des signaux des capteurs détermine que le véhicule a quitté la chaussée. Une direction angulaire suivie par le véhicule pour quitter la chaussée est déterminée et ledit au moins un dispositif de retenue réversible (16) est activé et/ou piloté en fonction de la direction angulaire déterminée.
EP10787386A 2009-12-02 2010-11-30 Procédé d'activation et/ou de pilotage d'au moins un dispositif de retenue réversible Withdrawn EP2507096A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102009047373A DE102009047373A1 (de) 2009-12-02 2009-12-02 Verfahren zur Aktivierung und/oder Ansteuerung von mindestens einer reversiblen Rückhalteeinrichtung
PCT/EP2010/068550 WO2011067257A1 (fr) 2009-12-02 2010-11-30 Procédé d'activation et/ou de pilotage d'au moins un dispositif de retenue réversible

Publications (1)

Publication Number Publication Date
EP2507096A1 true EP2507096A1 (fr) 2012-10-10

Family

ID=43706424

Family Applications (1)

Application Number Title Priority Date Filing Date
EP10787386A Withdrawn EP2507096A1 (fr) 2009-12-02 2010-11-30 Procédé d'activation et/ou de pilotage d'au moins un dispositif de retenue réversible

Country Status (8)

Country Link
US (1) US20120259515A1 (fr)
EP (1) EP2507096A1 (fr)
JP (1) JP2013512151A (fr)
CN (1) CN102639366A (fr)
BR (1) BR112012012854A2 (fr)
DE (1) DE102009047373A1 (fr)
RU (1) RU2012127199A (fr)
WO (1) WO2011067257A1 (fr)

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Also Published As

Publication number Publication date
WO2011067257A1 (fr) 2011-06-09
BR112012012854A2 (pt) 2016-08-16
DE102009047373A1 (de) 2011-06-09
JP2013512151A (ja) 2013-04-11
RU2012127199A (ru) 2014-01-10
CN102639366A (zh) 2012-08-15
US20120259515A1 (en) 2012-10-11

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