GB2442502A

GB2442502A - Progressive application of vehicle passenger reversible restraints in response to condition of road ahead

Info

Publication number: GB2442502A
Application number: GB0619725A
Authority: GB
Inventors: Christophe Gillett
Original assignee: Autoliv Development AB
Current assignee: Autoliv Development AB
Priority date: 2006-10-05
Filing date: 2006-10-05
Publication date: 2008-04-09
Also published as: GB0619725D0; EP2073997A4; WO2008041904A1; EP2073997A1

Abstract

A control system for controlling a reversible restraint, such as a seatbelt tensioner, or movable passenger support pad, for passengers in a vehicle occupant, comprising a processor responsive to detected, received or stored information regarding the character of the road ahead of the vehicle and predicted hazards or uncomfortable dynamic situations. The information can include the fictional road quality; presence of snow, water or ice; position, speed and direction of the vehicle; vehicle dynamics; camera derived data; received telematic data; weather data; radius of curvature of the road ahead. The system may use a navigation system to determine the vehicle position and the road shape. The reversible restraint may be applied and removed gradually.

Description

"A Control System for a Vehicle" THIS INVENTION relates to a control

system for a vehicle, and in particular concerns a control system for activation of a reversible restraint arrangement for a vehicle occupant.

Reversible restraint systems for vehicle occupants are designed to apply a restraining force to an occupant in critical situations, and to remove the restraining force when and if the critical situation is over. For instance, a reversible restraint system may be activated if it appears to be likely or unavoidable that the vehicle will be involved in a crash situation, in order to protect the vehicle occupant from the crash itself.

Alternatively, or in combination with the above, such restraint systems may be intended to provide additional support for bracing a vehicle occupant during uncomfortable vehicle dynamic situations, such as under-steering, over-steering, emergency braking and evasive manoeuvring. In most of such cases, there is also an increased risk of an accident occurring even if a crash isnot likely.

Examples of reversible restraint systems are motorised seatbelt retractors and movable support surfaces, such as knee padding, and movable headrests.

Other examples of reversible restraint systems will be known to persons skilled in the art.

It is known to activate such systems in response to a detected crash risk, for instance if the relative position and velocity of another vehicle, as detected by on-board radar, appear to show that a crash situation is likely or unavoidable.

It is also known to activate such systems in response to detected uncomfortable and/or hazardous vehicle dynamic situations, and such situations may be detected by on-board sensors such as accelerometers.

A problem with existing reversible restraint systems is that the systems are generally applied quickly and without warning. Normally, there is not sufficient time to deploy the reversible restraint system gradually, and sudden activations of such systems may be uncomfortable and/or alarming for a vehicle occupant.

There is also a risk that a restraint system will be removed shortly before the occurrence of a new potentially hazardous situation, which might itself warrant the activation of the reversible restraint system.

It is an object of the present invention to seek to ameliorate one or more of the above problems.

Accordingly, one aspect of the present invention provides a control system for controlling a reversible restraint arrangement for a vehicle occupant, comprising a processor responsive to detected, received or stored information regarding the character of the road ahead of the vehicle, and operable to generate an output signal to control the reversible restraint arrangement if it is determined from the character of the road ahead of the vehicle that activation of the reversible restraint arrangement is required.

Advantageously, the output signal is generated if it appears, from the detected, received or stored information regarding the character of the road ahead of the vehicle, that the vehicle is likely to be involved in a hazardous situation or an uncomfortable dynamic situation.

Preferably, the radius of curvature of the road ahead of the vehicle is taken into account in determining the likelihood of the vehicle being involved in a hazardous situation or an uncomfortable dynamic situation.

Conveniently, the road surface conditions are taken into account in determining the likelihood of the vehicle being involved in a hazardous situation or an uncomfortable dynamic situation.

Advantageously, information regarding the character of the road ahead of the vehicle includes the presence of loose objects on the road or the presence of water, ice, snow or other potentially friction-reducing substances on the surface of the road.

Preferably, the speed and/or direction of travel of the vehicle is taken into account in determining whether the vehicle is likely to be involved in a hazardous situation or an uncomfortable dynamic situation.

Conveniently, detected weather parameters are taken into account in determining whether the vehicle is likely to be involved in a hazardous situation or uncomfortable vehicle dynamic situation.

Advantageously, if it is determined that the character of a section of the road ahead of the vehicle may require the activation of the reversible restraint system, the distance of the vehicle from the section of the road is taken into account in determining whether the vehicle is likely to be involved in a hazardous situation or an uncomfortable dynamic situation.

Preferably, physical parameters of the vehicle are used in determining whether the vehicle is likely to be involved in a hazardous situation or an uncomfortable dynamic situation.

Conveniently, information regarding the character of the road ahead of the vehicle is determined by a positioning system in combination with a stored map of the vehicle's surroundings.

Advantageously, information received from one or more on-board cameras is used in determining information regarding the character of the road ahead of the vehicle.

Preferably, information regarding the character of the road ahead of the vehicle is received by a telematic system.

Conveniently, the control signal is generated in response to detected predetermined vehicle dynamic situations.

Advantageously, the control signal is generated in response to detected emergency manoeuvring of the vehicle.

Preferably, the output signal causes the reversible restraint arrangement to be applied gradually.

Conveniently, the control system is operable to output a control signal, once the reversible restraint arrangement has been activated, to deactivate the reversible restraint arrangement.

Advantageously, the control signal to deactivate the reversible restraint arrangement is output if it appears that, within a predetermined time period, the vehicle is unlikely to be involved in a hazardous situation or uncomfortable dynamic situation.

Preferably, the control signal causes the reversible restraint arrangement to be deactivated gradually.

Another aspect of the present invention provides a reversible restraint system for a vehicle occupant, the system comprising: a reversible restraint arrangement for applying a restraining force to the vehicle occupant; and a control system according to any preceding claim for controlling the reversible restraint arrangement.

Preferably, the reversible restraint arrangement comprises a motorised retractor, capable of applying a restraining force to the occupant's seatbelt which is higher than the restraining force level applied to the belt during normal driving.

Conveniently, the reversible restraint arrangement comprises a movable support surface for supporting a knee, head or side of the vehicle occupant.

In order that the present invention may be more readily understood, embodiments thereof will now be described, by way of example, with reference to the accompanying drawings, in which: Figure 1 is a schematic representation of elements of a system embodying the present invention; and Figure 2 is a schematic representation of an algorithm which may be used in conjunction with the present invention.

Referring firstly to figure 1, a reversible restraint system I embodying the present invention comprises a processor 2, which is provided within a vehicle (not shown). The processor 2 is connected to a positioning system 3, which in preferred embodiments comprises a GPS receiver, in conjunction with a stored map of the region in which the vehicle is travelling. Using the positioning system 3, the position of the vehicle with respect to surrounding roads and other features may be determined at any point in time.

The processor 2 is further connected to an on-board video camera 4.

Preferably, the video camera is positioned such that the field of view thereof includes some or all of the road immediately ahead of the vehicle. More than one on-board camera may be provided to increase the coverage of the vehicle surroundings. The camera 4 may take any convenient form, and for instance may be responsive to optical andlor infrared frequencies.

The processor 2 is also connected to a telematic system 5, which is operable to receive continuously updated information regarding the roads and other features and conditions surrounding the vehicle, and to pass this information to the processor 2. The telematics unit 5 may work in conjunction with a positioning system, such as GPS.

The control unit 2 is operable to generate a control signal, which is used to control a reversible restraint arrangement 6. As discussed above, the reversible restraint arrangement 6 may comprise a motorised belt retractor, capable of applying a restraining force to an occupant's seat belt which is higher than the restraining force level applied to the belt during normal driving, or may alternatively be a movable support service for supporting (for example) the knees, head of side of a vehicle occupant. The reversible restraint arrangement 6 may also comprise at least one inflatable and deflatable bag.

In use of the restraint system 1, as the vehicle is progressing along a road information regarding the character of the road ahead is gathered from one, or any combination, of the positioning system 3, the video camera 4 and the telematic system 5. Parameters of the character of the road may include the gradient and/or curvature of the road, the quality and/or smoothness of the road surface, and road surface conditions, for instance the presence of water, ice, snow or other friction-reducing substances such as oil, or a loose road surface, and a maximum safe braking and/or cornering rate can be accordingly determined.

In the case of the positioning system 3, the curvature of the road ahead of the vehicle is determined by identifying the location of the vehicle on the stored map of the surrounding roads. Other features, such as lamp posts, may also be stored on the map. From this information, a determination may be made as to the likelihood of the vehicle being involved in a crash situation, or of being involved in uncomfortable dynamic situations, such as under-steer, over-steer, emergency braking and/or evasive manoeuvring.

The information received from the video camera 4 may be used to determine the conditions of the road surface ahead of the vehicle, and may also allow the processor 2 to make a determination about the curvature of the road ahead, and a skilled person will appreciate how appropriate determinations may be made from data output by a video camera. Based on this information, a determination may be made as to the likelihood of the vehicle being involved in a crash situation, or in an uncomfortable vehicle dynamic situation, as discussed above.

The information received from the telematic system 5 may relate to the layout and conditions of roads around the vehicle, and hence allow the processor 2 to make a determination about the curvature, gradient, road smoothness and road conditions (including weather conditions), and this information can be passed to the processor 2 so that a determination can be made about possible hazardous circumstances, as discussed above.

Further parameters may be taken into account by the processor in making a determination as to whether, in view of the character of the road ahead of the vehicle, it may be necessary to activate a reversible restraint system. For instance, the speed and/or bearing of the vehicle, external temperature, detected rain or snowfall, and the weight and location of centre of gravity of the vehicle may be taken into account. A skilled person will appreciate how such parameters may be detected by known on-board systems.

On-board sensors, such as accelerometers, may also be used to provide information regarding vehicle dynamic situations, such as under-steer, over-steer, skidding, emergency braking or evasive manoeuvring. These signals may be passed to the processor 2, so that the reversible restraint system may be activated in response to such dynamic situations if the forces involved are above one or more appropriate predetermined thresholds.

An advantage of embodiments of the present invention is that situations in which a reversible restraint system is to be deployed may be detected at an early stage. For instance, if a vehicle is approaching a tight corner at high speed, information received from the positioning system 3 or telematic system 5, in conjunction with information regarding the speed and direction of travel of the vehicle, may allow the processor 2 to make a determination that the vehicle will not, before the corner is reached, be able to reduce its speed to a level at which the corner may be safely negotiated (taking into account, if appropriate, the conditions of the road leading up to and at the corner). It therefore appears to be likely that a crash or an uncomfortable vehicle dynamic situation will arise when the vehicle reaches the corner. Thus, a reversible restraint system may be activated some time before the vehicle is subject to large forces, and hence before the reversible restraint system would be activated by a conventional means. Therefore, the reversible restraint system may be applied gradually, thereby causing less discomfort or alarm to vehicle occupants. By this it is meant that the reversible restraint system is applied less rapidly than the maximum possible rate, and preferably at a rate which causes little or no discomfort to vehicle occupants.

Turning to Figure 2, a schematic view is shown of an algorithm for use with a restraint system embodying the present invention. It can be seen that the reversible restraint arrangement may be activated in response to the currently-detected dynamics of the vehicle (for instance, detected under steer, over steer or skidding), to initiation of dynamics of the vehicle (such as evasive manoeuvring or emergency braking) or in response to a determination made on the basis of the character of the road ahead of the vehicle, as discussed above.

In preferred embodiments of the invention, a reversible restraint system will be deployed only if it appears that the system will be of assistance in the event of the type of hazardous situation or uncomfortable dynamic situation that appears to be likely. For instance, a moveable knee support is unlikely to be of assistance in the event of lateral skidding of the vehicle, whereas a moveable support to brace the side of a vehicle occupant will be more helpful during such an event.

Once the reversible restraint system has been activated, the system may be subsequently deactivated if it appears that, within a predetermined time period, the vehicle is unlikely to be involved in a crash situation or in an uncomfortable vehicle dynamic situation. The predetermined length of time may be, for example 2 seconds, but the present invention is not limited to this timescale.

In accordance with preferred embodiments of the present invention, the deactivation of the reversible restraint system may be gradual.

It will be appreciated that embodiments of the present invention may provide a reversible restraint system that can be activated earlier than is possible with conventional systems of this type, and that can be activated in response to a wider variety of potentially hazardous circumstances.

When used in this specification and claims, the terms "comprises" and "comprising" and variations thereof mean that the specified features, steps or integers are included. The terms are not to be interpreted to exclude the presence of other features, steps or components.

The features disclosed in the foregoing description, or the following claims, or the accompanying drawings, expressed in their specific forms or in terms of a means for performing the disclosed function, or a method or process for attaining the disclosed result, as appropriate, may, separately, or in any combination of such features, be utilised for realising the invention in diverse forms thereof.

Claims

CLAIMS: 1. A control system for controlling a reversible restraint

arrangement for a vehicle occupant, comprising a processor responsive to detected, received or stored information regarding the character of the road ahead of the vehicle, and operable to generate an output signal to control the reversible restraint arrangement if it is determined from the character of the road ahead of the vehicle that activation of the reversible restraint arrangement is required.
2. A control system according to Claim 1, wherein the output signal is generated if it appears, from the detected, received or stored information regarding the character of the road ahead of the vehicle, that the vehicle is likely to be involved in a hazardous situation or an uncomfortable dynamic situation.
3. A control system according to Claim 2, wherein the radius of curvature of the road ahead of the vehicle is taken into account in determining the likelihood of the vehicle being involved in a hazardous situation or an uncomfortable dynamic situation.
4. A control system according to Claim 2 or 3, wherein the road surface conditions are taken into account in determining the likelihood of the vehicle being involved in a hazardous situation or an uncomfortable dynamic situation.
5. A control system according to Claim 4, wherein information regarding the character of the road ahead of the vehicle includes the presence of loose objects on the road or the presence of water, ice, snow or other potentially friction-reducing substances on the surface of the road.
6. A control system according to any preceding claim, wherein the speed andlor direction of travel of the vehicle is taken into account in determining whether the vehicle is likely to be involved in a hazardous situation or an uncomfortable dynamic situation.
7. A control system according to any preceding claim, wherein detected weather parameters are taken into account in determining whether the vehicle is likely to be involved in a hazardous situation or uncomfortable vehicle dynamic situation.
8. A control system according to any one of Claims 2 to 7 wherein, if it is determined that the character of a section of the road ahead of the vehicle may require the activation of the reversible restraint system, the distance of the vehicle from the section of the road is taken into account in determining whether the vehicle is likely to be involved in a hazardous situation or an uncomfortable dynamic situation.
9. A control system according to any one of Claims 2 to 8, wherein physical parameters of the vehicle are used in determining whether the vehicle is likely to be involved in a hazardous situation or an uncomfortable dynamic situation.
10. A control system according to any preceding claim, wherein information regarding the character of the road ahead of the vehicle is determined by a positioning system in combination with a stored map of the vehicle's surroundings.
11. A control system according to any preceding claim, wherein information received from one or more on-board cameras is used in determining information regarding the character of the road ahead of the vehicle.
12. A control system according to any preceding claim, wherein information regarding the character of the road ahead of the vehicle is received by a telematic system.
13. A control system according to any preceding claim, wherein the control signal is generated in response to detected predetermined vehicle dynamic situations.
14. A control system according to any preceding claim, wherein the control signal is generated in response to detected emergency manoeuvring of the vehicle.
15. A control system according to any preceding claim, wherein the output signal causes the reversible restraint arrangement to be applied gradually.
16. A control system according to any preceding claim, operable to output a control signal, once the reversible restraint arrangement has been activated, to deactivate the reversible restraint arrangement.
17. A control system according to Claim 16, wherein the control signal to deactivate the reversible restraint arrangement is output if it appears that, within a predetermined time period, the vehicle is unlikely to be involved in a hazardous situation or uncomfortable dynamic situation.
18. A control system according to Claim 16 or 17, wherein the control signal causes the reversible restraint arrangement to be deactivated gradually.
19. A reversible restraint system for a vehicle occupant, the system comprising: a reversible restraint arrangement for applying a restraining force to the vehicle occupant; and a control system according to any preceding claim for controlling the reversible restraint arrangement.
20. A restraint system according to Claim 19, wherein the reversible restraint arrangement comprises a motorised retractor, capable of applying a restraining force to the occupant's seatbelt which is higher than the restraining force level applied to the belt during normal driving.
21. A restraint system according to Claim 19 or 20, wherein the reversible restraint arrangement comprises a movable support surface for supporting a knee, head or side of the vehicle occupant.
22. A control system substantially as hereinbefore described, with reference to the accompanying drawings.
23. A reversible restraint system substantially as hereinbefore described, with reference to the accompanying drawings.
24. Any novel feature or combination of features disclosed herein.