TH47656B - Methods and kits for defining symmetric and asymmetrical crashes with improved scope of misuse. - Google Patents

Abstract

The DC60 unit (10) for controlling the multi-stage actuated (14,18) vehicle's passenger restraint system has a collision sensor (32) that primarily detects the collision acceleration in the center of the vehicle. A crumple zone accelerometer (40,42) is provided with a crumple zone collision acceleration signal. The controller (50) determines the collision velocity and collision displacement values in response to more than one predefined collision velocity collision acceleration signal when the collision displacement shift map function (152-172) is provided. Two of more than one shift maps (170,172) are associated with the second stage (92,96) of the multi-stage actuated passenger restraint system. The procedure selects one of the two shift maps associated with the second stage in response to the crumple zone acceleration signal and controls the activation of the second stage in response to the crumple zone collision acceleration signal. Comparing the collision velocity signal to one of two selected declination maps (170, 172), an improved range of misuse is provided, similar to the generation of declination maps based on symmetric and asymmetric collision detection. The multi-stage actuation (14,18) vehicle restraint control unit (10) has a collision sensor (32) that primarily detects the collision acceleration in the center of the vehicle. The declination zone accelerometer (40,42) is provided with the declination zone collision acceleration signal. The controller (50) determines the collision velocity and collision displacement in response to more than one predefined collision velocity acceleration signal when the collision displacement declination map function (152-172) is provided. Two declination maps from More than one set (170,172) is involved in the second stage (92,96) of the multi-stage triggerable restraint system. This pathway selects one of two trigger maps involved in the second stage in response to the collapse zone acceleration signal and controls the second stage activation in response to a comparison of the collision velocity signal against one of the two selected trigger maps (170, 172). An improved scope of abuse is provided, similar to the generation of trigger maps based on symmetric and asymmetric collision detection.

Claims (2)

The vehicle's multi-stage occupant restraint system control unit comprises: a collision sensor that primarily detects collision acceleration in the center of the vehicle and provides a collision acceleration signal indicating the detected acceleration; a deformation zone accelerometer located a short distance from the passenger compartment at the vehicle's deformation zone and provides a deformation zone collision acceleration signal indicating the detected acceleration at that location; a controller connected to the center collision sensor to determine collision velocity and displacement values in response to multiple predefined collision acceleration and velocity signals when a collision displacement shift map function is provided; two or more of these shift maps relate to the second stage of the multi-stage occupant restraint system, with the controller connected to the deformation zone accelerometer and providing a way to select one of the two relevant shift maps. The second stage of the multi-stage occupant restraint system is activated in response to the acceleration signal of the crumple zone. The controller manages the activation of the second stage by comparing the collision velocity signal to one of two selected starting point maps. 2. The vehicle's occupant restraint system control unit consists of: a collision sensor that primarily detects collision acceleration in the center of the vehicle and provides a collision acceleration signal indicating the detected acceleration; a crumple zone accelerometer positioned away from the passenger compartment at the vehicle's crumple zone and provides a crumple zone acceleration signal indicating the detected acceleration at that location; an infinite impulse response filtering circuit connected to the crumple zone sensor to provide a filtered crumple zone acceleration signal; and a controller connected to the collision sensor, which is positioned at the center. The central control unit determines the impact velocity and impact displacement values in response to the impact acceleration signal. The impact velocity is stored as a function of the impact displacement threshold map. More than one predefined impact velocity value is stored when the impact displacement threshold map function is provided. The controller is further connected to the accelerometer in the deformation zone and to an infinite impulse response filtering circuit. It provides a path for selecting one of the stored impact displacement threshold maps in response to the filtered impact acceleration signal. The controller then controls the activation of the vehicle's restraint system, which is activated in response to a comparison of the impact velocity signal against the selected impact displacement threshold map and the impact velocity as a function of the impact displacement threshold map. 3. A multi-stage actuated vehicle restraint system control unit consisting of... A collision sensor, which detects collision acceleration in the center of the vehicle, is crucial and provides a collision acceleration signal indicating the detected collision acceleration. A crumple zone accelerometer assembly is spaced away from the passenger compartment at the vehicle's crumple zone and provides a crumple zone collision acceleration signal indicating the detected collision acceleration at that location. A controller connected to the center collision sensor determines the collision velocity and displacement in response to the collision acceleration signal and is connected to the crumple zone accelerometer assembly to control the activation of stages one and two of the multi-stage occupant restraint system. The controller determines whether the collision is symmetrical or asymptomatic in response to the crumple zone acceleration signal and controls the activation of stage two in response to this. 4. The device according to claim 3, where the controller has a time map display. The activation command uses a stored time map that determines the relative time interval between the crossover point value and the activation time of the second step. The controller selects the timing map in response to values from the crumple zone sensor assembly. 5. The device under claim 3, where the crumple zone sensor assembly contains two crumple zone sensors, and the controller selects an asymmetric timing map, after which one of the crumple zone sensor signals reaches a predetermined value. 6. The device under claim 3, where the crumple zone sensor assembly contains two crumple zone sensors, and the controller selects a symmetric timing map, after which both crumple zone sensor signals reach predetermined values. 7. A method for controlling the multi-stage activation of the vehicle's passenger restraint system, comprising a central collision acceleration detection step and providing a collision acceleration signal indicating the detected collision acceleration. The detection of impact acceleration at the vehicle's crumple zone and the preparation of a crumple zone impact acceleration signal indicating the detected impact acceleration at the crumple zone; determination of impact velocity and impact displacement in response to the impact acceleration signal; preparation of a predefined impact velocity as a function of the impact displacement transition map; two or more transition maps related to the second stage of the multi-stage activated restraint system; selection of one of the two transition maps related to the second stage of the multi-stage activated restraint system in response to the crumple zone acceleration signal; and control of the activation of the second stage in response to comparison of the impact velocity signal with one of the two transition maps. 8. A method for controlling the activated restraint system of the vehicle, primarily consisting of impact acceleration detection in the center of the vehicle and preparation... The impact acceleration signal indicates the detected impact acceleration. Impact acceleration is detected in the vehicle's crumple zone, and an impact acceleration signal from the crumple zone is prepared. The crumple zone signal is filtered using an infinite impulse response filter. Impact velocity and displacement are determined in response to the impact acceleration signal. Impact velocity is prepared when a function of the impact displacement transition boundary map is provided, and more than one predefined impact velocity is prepared when a function of the impact displacement transition boundary map is provided. The selection of one of these transition boundary maps in response to the filtered impact acceleration signal is performed, and the activation of the passenger restraint system is controlled by comparing the impact velocity signal to the selected transition boundary map and the impact velocity as a function of the impact displacement transition boundary map. 9. Method for controlling the activated passenger restraint system. The multi-stage vehicle immobilization process comprises the following steps: sensing the impact acceleration in the center of the vehicle and providing an impact acceleration signal indicating the detected impact acceleration; sensing the accelerometer components of the crumple zone located away from the passenger compartment at the vehicle's crumple zone and providing an impact acceleration signal indicating the detected impact acceleration at that location; determining the impact velocity and displacement in response to the impact acceleration signal; controlling the activation of the first and second stages of the passenger restraint system, which are activated in a multi-stage manner, where the controller determines whether the collision is symmetrical or asymmetrical in response to the crumple zone acceleration signal, and controlling the activation of the second stage in response to this. 10. The method under claim 9, as previously described, also includes steps for storing the timing of the activation map, which maps the relative time interval between the transition point and the activation time of the second stage, and selecting... The map determines the timing by responding to values received from a set of sensor components in the collapse zone 1. 1. The method under Claim 9, whereby the acceleration sensing procedure of the collapse zone includes sensing the acceleration of the collapse zone in two locations and the selection procedure includes selecting an asymmetric timing map when one of the sensor signals in the collapse zone reaches a predetermined value. 2. The method under Claim 9, whereby the acceleration sensing procedure of the collapse zone includes sensing the acceleration of the collapse zone in two locations and whereby the selection procedure includes selecting a symmetric timing map in which the two sensor signals in the collapse zone then reach a predetermined value.