WO1994021492A1 - Capteur montable dans ou sur un vehicule - Google Patents

Capteur montable dans ou sur un vehicule Download PDF

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Publication number
WO1994021492A1
WO1994021492A1 PCT/DE1994/000220 DE9400220W WO9421492A1 WO 1994021492 A1 WO1994021492 A1 WO 1994021492A1 DE 9400220 W DE9400220 W DE 9400220W WO 9421492 A1 WO9421492 A1 WO 9421492A1
Authority
WO
WIPO (PCT)
Prior art keywords
strip
strips
sensor
sensor according
vehicle
Prior art date
Application number
PCT/DE1994/000220
Other languages
German (de)
English (en)
Inventor
Lorenz Pfau
Manfred Frimberger
Peter Bauer
Original Assignee
Siemens Aktiengesellschaft
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
Family has litigation
First worldwide family litigation filed litigation Critical https://patents.darts-ip.com/?family=6482949&utm_source=google_patent&utm_medium=platform_link&utm_campaign=public_patent_search&patent=WO1994021492(A1) "Global patent litigation dataset” by Darts-ip is licensed under a Creative Commons Attribution 4.0 International License.
Application filed by Siemens Aktiengesellschaft filed Critical Siemens Aktiengesellschaft
Priority to EP94908276A priority Critical patent/EP0688277A1/fr
Publication of WO1994021492A1 publication Critical patent/WO1994021492A1/fr

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
    • B60R21/0136—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
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01D—MEASURING NOT SPECIALLY ADAPTED FOR A SPECIFIC VARIABLE; ARRANGEMENTS FOR MEASURING TWO OR MORE VARIABLES NOT COVERED IN A SINGLE OTHER SUBCLASS; TARIFF METERING APPARATUS; MEASURING OR TESTING NOT OTHERWISE PROVIDED FOR
    • G01D5/00—Mechanical means for transferring the output of a sensing member; Means for converting the output of a sensing member to another variable where the form or nature of the sensing member does not constrain the means for converting; Transducers not specially adapted for a specific variable
    • G01D5/12—Mechanical means for transferring the output of a sensing member; Means for converting the output of a sensing member to another variable where the form or nature of the sensing member does not constrain the means for converting; Transducers not specially adapted for a specific variable using electric or magnetic means
    • G01D5/14—Mechanical means for transferring the output of a sensing member; Means for converting the output of a sensing member to another variable where the form or nature of the sensing member does not constrain the means for converting; Transducers not specially adapted for a specific variable using electric or magnetic means influencing the magnitude of a current or voltage
    • G01D5/16—Mechanical means for transferring the output of a sensing member; Means for converting the output of a sensing member to another variable where the form or nature of the sensing member does not constrain the means for converting; Transducers not specially adapted for a specific variable using electric or magnetic means influencing the magnitude of a current or voltage by varying resistance
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01D—MEASURING NOT SPECIALLY ADAPTED FOR A SPECIFIC VARIABLE; ARRANGEMENTS FOR MEASURING TWO OR MORE VARIABLES NOT COVERED IN A SINGLE OTHER SUBCLASS; TARIFF METERING APPARATUS; MEASURING OR TESTING NOT OTHERWISE PROVIDED FOR
    • G01D5/00—Mechanical means for transferring the output of a sensing member; Means for converting the output of a sensing member to another variable where the form or nature of the sensing member does not constrain the means for converting; Transducers not specially adapted for a specific variable
    • G01D5/12—Mechanical means for transferring the output of a sensing member; Means for converting the output of a sensing member to another variable where the form or nature of the sensing member does not constrain the means for converting; Transducers not specially adapted for a specific variable using electric or magnetic means
    • G01D5/14—Mechanical means for transferring the output of a sensing member; Means for converting the output of a sensing member to another variable where the form or nature of the sensing member does not constrain the means for converting; Transducers not specially adapted for a specific variable using electric or magnetic means influencing the magnitude of a current or voltage
    • G01D5/24—Mechanical means for transferring the output of a sensing member; Means for converting the output of a sensing member to another variable where the form or nature of the sensing member does not constrain the means for converting; Transducers not specially adapted for a specific variable using electric or magnetic means influencing the magnitude of a current or voltage by varying capacitance
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01P—MEASURING LINEAR OR ANGULAR SPEED, ACCELERATION, DECELERATION, OR SHOCK; INDICATING PRESENCE, ABSENCE, OR DIRECTION, OF MOVEMENT
    • G01P15/00—Measuring acceleration; Measuring deceleration; Measuring shock, i.e. sudden change of acceleration
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01P—MEASURING LINEAR OR ANGULAR SPEED, ACCELERATION, DECELERATION, OR SHOCK; INDICATING PRESENCE, ABSENCE, OR DIRECTION, OF MOVEMENT
    • G01P15/00—Measuring acceleration; Measuring deceleration; Measuring shock, i.e. sudden change of acceleration
    • G01P15/02—Measuring acceleration; Measuring deceleration; Measuring shock, i.e. sudden change of acceleration by making use of inertia forces using solid seismic masses
    • G01P15/08—Measuring acceleration; Measuring deceleration; Measuring shock, i.e. sudden change of acceleration by making use of inertia forces using solid seismic masses with conversion into electric or magnetic values
    • G01P15/12—Measuring acceleration; Measuring deceleration; Measuring shock, i.e. sudden change of acceleration by making use of inertia forces using solid seismic masses with conversion into electric or magnetic values by alteration of electrical resistance
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01P—MEASURING LINEAR OR ANGULAR SPEED, ACCELERATION, DECELERATION, OR SHOCK; INDICATING PRESENCE, ABSENCE, OR DIRECTION, OF MOVEMENT
    • G01P15/00—Measuring acceleration; Measuring deceleration; Measuring shock, i.e. sudden change of acceleration
    • G01P15/02—Measuring acceleration; Measuring deceleration; Measuring shock, i.e. sudden change of acceleration by making use of inertia forces using solid seismic masses
    • G01P15/08—Measuring acceleration; Measuring deceleration; Measuring shock, i.e. sudden change of acceleration by making use of inertia forces using solid seismic masses with conversion into electric or magnetic values
    • G01P15/125—Measuring acceleration; Measuring deceleration; Measuring shock, i.e. sudden change of acceleration by making use of inertia forces using solid seismic masses with conversion into electric or magnetic values by capacitive pick-up
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01P—MEASURING LINEAR OR ANGULAR SPEED, ACCELERATION, DECELERATION, OR SHOCK; INDICATING PRESENCE, ABSENCE, OR DIRECTION, OF MOVEMENT
    • G01P15/00—Measuring acceleration; Measuring deceleration; Measuring shock, i.e. sudden change of acceleration
    • G01P15/02—Measuring acceleration; Measuring deceleration; Measuring shock, i.e. sudden change of acceleration by making use of inertia forces using solid seismic masses
    • G01P15/08—Measuring acceleration; Measuring deceleration; Measuring shock, i.e. sudden change of acceleration by making use of inertia forces using solid seismic masses with conversion into electric or magnetic values
    • G01P15/135—Measuring acceleration; Measuring deceleration; Measuring shock, i.e. sudden change of acceleration by making use of inertia forces using solid seismic masses with conversion into electric or magnetic values by making use of contacts which are actuated by a movable inertial mass

Definitions

  • the invention is based on the sensor defined in the preamble of claim 1, to be attached to or on a vehicle, which is known per se, cf. DE-A-2 212 190.
  • This sensor can e.g. in an accident - e.g. by upsetting and / or bending - deforming. It is formed by a long contact strip made of elastic material with a particularly knife-like rod-shaped contact that cuts through the material in the event of an accident and makes an electrical connection to a long counter contact.
  • EP-A1-0 229 601 previously known. It is a very long contact bar, in which the location where the bar is pressed is determined by a resistance measurement.
  • DE-Al-37 29 021 previously known. It can be used in particular to determine the depth and the rate of deformation of a dent - e.g. in the side door of the car - measure.
  • a similar capacitive pressure sensor which is primarily intended to serve as an underwater microphone, is already known from the - FR -A-l 532 262.
  • the senor according to the invention is intended to enable as early as possible a detection of the impact or the deformation of the vehicle body, and at least in many cases also make certain statements about the location of the impact or the deformation of the vehicle body.
  • the invention is therefore also suitable for the early diagnosis of the consequences of an accident. It is supposed to make a particularly quick diagnosis possible, so that it can be used, for example, for the electronic control of an airbag for side-impact protection if an unauthorized vehicle hits the side door with force.
  • the invention is suitable for recognizing whether and to what extent a seat or a storage area is occupied, and whether the pressure on this seat or on this storage area changes in the event of an accident.
  • the task of enabling the early detection of the deformation of the vehicle in one of its places e.g. when using the sensor to detect an accident, the particularly rapid early detection of the deformation of the sensor and thus of the type of impact, at least in many cases also certain statements about the location of the impact and the area along which the sensor deforms was, z enable, and when using this sensor to detect the occupancy of a seat or a storage surface, to enable the or and the strength or area of the deformation of the sensor and thus the type of occupancy, according to the invention by the in claim 1 defined object solved.
  • the location of the maximum deformation of the first, resistive / galvanically acting strip advantageously being exactly the same as the location of the maximum deformation of the third, capacitive-acting strip
  • the strips can be attached to the vehicle particularly easily
  • FIG. 1 shows a cross section perpendicular to the longitudinal direction of the strip in an example of a variant of the invention, in which all the strips are arranged one above the other on a body part
  • 2 a cross section perpendicular to the longitudinal direction of the strip in an example of a variant of the invention, in which the resistive / galvanic streak 3 and 4, schemes for explaining the measurement and evaluating the measurement results in the examples of the invention shown in FIG. 1 and in FIG. 2, and 5, 6 and 7, are arranged next to the capacitively acting strips on a body part
  • Example of the attachment of the variants of the invention shown in FIGS. 1 and 2 a a tubular stiffening in the lower region of a side door of a motor vehicle.
  • the sensor is suitable for early diagnosis of the consequences of an accident. It is suitable for the detection of location, time and section length / area on which the sensor is deformed mechanically, i.e. was crushed by the collision with the foreign obstacle.
  • Figures 1 and 2 show cross sections through two exemplary embodiments.
  • the sensor according to the invention has at least three - in FIGS. 1 and 2 four, by way of example - electrically conductive strips C, W, which run parallel over a large longitudinal extent in comparison with the strip width and on a body part K - for example according to FIGS. 5 to 7 on one tubular stiffener inside the side door T of a motor vehicle - are attached.
  • These strips W, C viewed separately, serve different purposes. However, only together do they enable the early diagnosis of location, exact time and extent of the change in shape of the vehicle body in the event of an accident.
  • the sensor can detect different sizes here, depending on how the sensor was attached to the carrier object, i.e. whether the sensor is squeezed transversely to its longitudinal extent by an obstacle / foreign vehicle or whether the sensor is attached to a vehicle part, as it is compressed / deformed by the impact and thus the sensor is also deformed, and also depending on how the sensor signals are evaluated.
  • the sensor according to the invention has only a small width compared to its great length. This sensor S is attached at a certain distance from the outer panel of the door T.
  • the sensor according to the invention is squeezed by an accident from the "obstacle” pressing the door T if the outer panel of the door T is on the sensor and thus on the body part K or R, cf.
  • a foreign vehicle which drives the vehicle equipped with the invention against the side door T, is here and also below also referred to for brevity as an "obstacle, even if this obstacle has its own speed.
  • the sensor then allows not only de Time and place, but also to determine the length or area along which the sensor is squeezed in the event of an accident, depending on the location of the impact and the width with which the obstacle acts on the sensor.
  • the sensor shown in FIGS. 5 to 7 is, however, only “indirectly” squeezed in the event of a side impact, because it is not directly attached to an outer part (outer skin) of the vehicle, but rather to a vehicle part which is at a certain distance from the outer part .
  • the This sensor is only “directly” squeezed in the event of a side impact if it is attached to the outside of the outer skin of the door T.
  • the sensor can not only display the exact location in the direction of its longitudinal extent at which it is squeezed. It can also indicate the length of the section along which it is squeezed together by the obstacle.
  • the sensor according to the invention is even suitable for indicating the severity of the accident, as will also be explained later.
  • the sensor according to the invention can, however, also be mounted in the vehicle in such a way that, at least initially, it is not yet directly or indirectly squeezed by the obstacle in the aforementioned sense.
  • the sensor according to the invention can namely also on a vehicle part lying inside the vehicle - e.g. on solid I-beams of the chassis - which is only compressed in its longitudinal direction, instead of being bent by pressure in the transverse direction.
  • the sensor can perform the task of determining whether such a vehicle part is compressed by the accident, i.e. is bent so that the longitudinal axis of the sensor is also bent without the obstacle pressing directly to the side of the sensor according to the invention.
  • the sensor according to the invention is therefore suitable for various types of measurements of the consequences of an accident.
  • the sensor signals can be evaluated differently, as will be explained later. But first, let's look at the structure of the sensor:
  • This strip W lies parallel to a second strip, which is also designated W in FIGS. 1 and 2. If the sensor is squeezed and / or compressed in the event of an accident, a short-circuit occurs in any case at one point between the first and the second strip W by mutual contact of these strips W arranged in parallel, cf. the circuit diagram in Figure 3. At the location of this contact, there is a galvanic contact between the first strip W and the second strip W.
  • location 0 can be measured indirectly at least approximately by measuring the ohmic resistance Rx between connections A of the first and second strip W.
  • the control electronics of the occupant protection devices that can be connected to the connections A e.g. of airbags and / or belt, can be controlled depending on the initial location 0 of the deformation - a very important criterion for the accident. From this electrical resistance Rx, cf. FIG. 3, which can have values between ZERO and R a, can be determined in a simple and quick manner both the location 0 of the contact and the time of this contact.
  • the measuring accuracy for location 0 is higher the more homogeneous the resistance strip W is in its longitudinal direction.
  • the measurement accuracy can be further improved if both the first strip W and the second strip W each have relatively large ohmic resistances in their longitudinal direction.
  • the optimum resistance value Rmax for a certain sensor structure can be determined by experiments, whereby it should be noted that measurement errors due to inductive and or capacitive interference, e.g. starting from the engine ignition can be largely avoided.
  • the invention also allows the length along the longitudinal extent of the sensor to be affected by a squeeze / compression, at least approximately by means of the capacitive strips C according to the measurement concept shown in FIG. This is because at least a third of the strips acts according to the invention when the sensor is deformed capacitively with another of the strips, cf. the fourth strip C in Figures 1 and 2, together.
  • the control electronics can determine the magnitude of the change in capacitance C between the strips C at the outer connections A - shortly before, un shortly after the ohmic contact between the strips W occurs at point 0, cf. FIG. 4.
  • This value Cd of the change in capacity results according to the diagram shown in FIG. 4 as a change in the value Co which represents the capacity value between the strips C before the accident.
  • control electronics can at least approximate the size of the area affected by the deformation between the third and the other strip C. From the value Cd, the control electronics can also determine the length along which the sensor was squeezed: this length is obtained by dividing the deformed area of the sensor corresponding to the value Cd by the width of its capacitively acting strip C.
  • the invention thus makes it possible to determine both the location 0 of the deformation of the sensor and the associated point in time as well as the length along the sensor affected by the deformation.
  • the invention even allows the intensity of the accident to be determined from the value Cd, if one does not prefer to use an additional sensor for this purpose, which emits analog signals corresponding to this intensity (eg deceleration / acceleration).
  • the speed at which the capacity Cd changes during the accident can in principle also determine the intensity of the accident for the location 0 in question (location of the beginning deformation). From this, the evaluation electronics can even predict the consequences of the accident to be expected in the next few moments.
  • the slope with correspondingly high measuring frequencies, with which Cd changes. For this purpose, one can measure the amplitude of the current surge occurring at connections A in the accident through differentiating elements.
  • the invention achieves a particularly rapid and meaningful early diagnosis of an impact or a deformation of the vehicle body and the expected consequences of the accident .
  • the ohmic sensor half, formed from the first strip W and the second strip W can be formed next to the side according to the diagram shown in FIG the capacitive sensor half formed from the third strip C and a fourth strip C, attach.
  • the location 0 of the beginning deformation for the first, oh sh / galvanically acting strip W is advantageously at exactly the same location 0 at which the third, capacitively acting strip C is also deformed.
  • the lower, approximately central second strip W can be identical to the upper, approximately central strip C, so that the sensor then has only three instead of the four strips W, C shown in FIG .
  • a particularly space-saving and material-saving solution can thus be achieved in that the other strip C is the first or the second strip W, so that the sensor has a total of three parallel strips W, C.
  • strip-shaped capacitor strips which already contain the two strips C can be used for the invention, at least if the sensor is not formed from three but from four strips, i.e. if the other strip C represents a fourth strip C, cf. FIGS. 1 and 2.
  • a solution which is particularly favorable for mass production can be achieved if tape-like, mutually superposed conductive foils are used for both the two strips C and for the two strips W, which are in the form of tape-shaped goods are manufactured.
  • FIGS. 1 and 2 indicate that the strips W, c can each be attached to support layers S, which, for example, represent plastic strips S and are coated with the material of the strips W, C.
  • support layers S which, for example, represent plastic strips S and are coated with the material of the strips W, C.
  • Side walls B can be attached, which can also be formed from a plastic, for example.
  • at least some of the surfaces S can additionally be covered with a self-adhesive layer.
  • Air can be used as a dielectric in order to enable the largest possible changes in capacitance value Cd when the capacitively acting strips are deformed. If you only use air L as the dielectric between the third and the other strip C, then you risk that in the event of an accident, the deformation of the sensor immediately results in a short circuit between the third and the other strip C. In order to avoid this short circuit and still achieve a large change in capacitance value Cd, one can use air between the third and the other strip C as a dielectric and also attach a solid insulating layer I, cf. Figures 1 and 2. If the solid insulator I is very little compressible, the measurement of the amount of Cd is particularly accurate.
  • the senor S, W, C according to the invention can, as already described, be connected to a - e.g. Attach tubular reinforcement R inside a side door T of the vehicle.
  • the sensor S, W, c auc directly at other points of the vehicle, e.g. on an outer panel of the vehicle in the front area, rear area or on the fenders, also in the roof or on the floor panel or even on rigid parts of the chassis such as on the frame that supports the engine.
  • the invention thus also offers the possibility of determining the location 0, the time and the intensity of local accident consequences very quickly and precisely at such other locations in the vehicle. So you can be very local with the invention Determine deformations of any body parts, regardless of whether locally the body is particularly stiff or very soft.
  • the invention is also suitable for other applications in the vehicle, for example as a seat contact for recognizing whether and to what width the seat is occupied.
  • a seat contact can also be used to recognize whether the person sitting there up to now - or an object lying on the seat, for example a suitcase or a package - is already beginning to fall out of the seat.

Abstract

Un capteur montable dans ou sur un véhicule permettant d'effectuer un diagnostic précoce des suites d'un accident contient plusieurs bandes électroconductrices qui servent à reconnaître des déformations mécaniques et qui s'étendent parallèlement les unes aux autres sur une longueur relativement grande par rapport à la largeur des bandes. Au moins une première bande (W) a une résistance ohmique longitudinale (Rx) sensiblement mesurable et entre en contact galvanique avec une deuxième bande (W) en cas de déformation, de sorte que lors d'un accident on peut mesurer au moins approximativement l'emplacement (O) du contact en mesurant la résistance ohmique (Rx) entre des raccordements (A) des première et deuxième bandes (W). Au moins une troisième bande (C) coopère capacitivement avec une autre bande (C) lors d'une déformation du capteur, de sorte qu'en cas d'accident on peut mesurer au moins approximativement l'étendue de la surface de la troisième bande (C) affectée par la déformation en mesurant le changement de capacité (Cd) entre la troisième bande et la bande (C).
PCT/DE1994/000220 1993-03-16 1994-03-01 Capteur montable dans ou sur un vehicule WO1994021492A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP94908276A EP0688277A1 (fr) 1993-03-16 1994-03-01 Capteur montable dans ou sur un vehicule

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DEP4308353.6 1993-03-16
DE4308353A DE4308353C1 (de) 1993-03-16 1993-03-16 An einem Fahrzeug anzubringender Sensor zur Erkennung einer mechanischen Formveränderung

Publications (1)

Publication Number Publication Date
WO1994021492A1 true WO1994021492A1 (fr) 1994-09-29

Family

ID=6482949

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/DE1994/000220 WO1994021492A1 (fr) 1993-03-16 1994-03-01 Capteur montable dans ou sur un vehicule

Country Status (3)

Country Link
EP (1) EP0688277A1 (fr)
DE (1) DE4308353C1 (fr)
WO (1) WO1994021492A1 (fr)

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DE19719528B4 (de) * 1997-05-09 2007-04-05 Henry Tunger Sicherheitsvorrichtung als Unfallschutz- und Notrufeinrichtung für Motorradfahrer
US20020063008A1 (en) 1997-10-14 2002-05-30 Hans Spies Accident sensor
DE19745309A1 (de) * 1997-10-14 1999-04-22 Telefunken Microelectron Unfall-Sensor
EP1079405B1 (fr) * 1999-08-16 2001-12-12 Ford Global Technologies, Inc., A subsidiary of Ford Motor Company Détecteur de déformation pour véhicule
DE10018806A1 (de) * 2000-04-15 2001-10-25 Volkswagen Ag Vorrichtung zur kapazitiven Messung einer Verformung eines Bauteils, insbesondere eines Bauteils eines Kraftfahrzeugs
DE10132922B4 (de) * 2001-07-06 2005-03-31 Robert Bosch Gmbh Verformungssensor, insbesondere Verformungssensor zur Erfassung einer Verformung einer Kraftfahrzeugtür
US20050278082A1 (en) * 2004-06-10 2005-12-15 David Weekes Systems and methods for verification and resolution of vehicular accidents
GB2423822A (en) * 2005-03-02 2006-09-06 Automotive Electronics Ltd Ab Capacitive proximity sensor with reduced sensitivity to water trickles
DE102005015003A1 (de) * 2005-04-01 2006-10-05 Conti Temic Microelectronic Gmbh Fahrzeugsensor
EP1715350A1 (fr) * 2005-04-20 2006-10-25 IEE INTERNATIONAL ELECTRONICS & ENGINEERING S.A. Capteur d'impact pour systeme de protection des piétons
JP2007292593A (ja) * 2006-04-25 2007-11-08 Denso Corp 衝突検出装置
JP4793996B2 (ja) * 2007-02-23 2011-10-12 株式会社日本自動車部品総合研究所 衝突検出装置
DE102011101863B4 (de) 2011-05-18 2014-07-31 Audi Ag Kraftfahrzeug
DE102012218090A1 (de) 2012-10-04 2014-04-10 Robert Bosch Gmbh Sensorfeld, Verfahren und Auswerteeinrichtung zum Erkennen einer Kollision eines Fahrzeugs mit einem Objekt und Fahrzeugkollisionserkennungssystem
DE102021214553A1 (de) 2021-12-16 2023-06-22 Robert Bosch Gesellschaft mit beschränkter Haftung Vorrichtung zur Erkennung und Lokalisierung einer Kollision, Verfahren zum Betrieb derselben sowie Kraftfahrzeug diese enthaltend

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Publication number Priority date Publication date Assignee Title
EP0229601A1 (fr) * 1985-12-19 1987-07-22 Aktiebolaget Electrolux Dispositif indicateur de contact
DE3729021A1 (de) * 1987-08-31 1989-03-16 Messerschmitt Boelkow Blohm Ausloesevorrichtung fuer sicherheitssysteme
WO1990006247A1 (fr) * 1988-12-05 1990-06-14 Autoliv Development Ab Agencement de circuit de declenchement
EP0458102A1 (fr) * 1990-05-23 1991-11-27 Audi Ag Dispositif de sécurité sur un véhicule avec coussin d'air gonflable
FR2671525A1 (fr) * 1991-01-16 1992-07-17 Jaeger Dispositif de detection de chocs sur vehicules automobiles.
WO1993009978A1 (fr) * 1991-11-19 1993-05-27 Kolbenschmidt Aktiengesellschaft Capteur pour un dispositif a sac de gaz de protection contre les chocs

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FR1532262A (fr) * 1966-10-19 1968-07-12 Inst Francais Du Petrole Nouveaux capteurs de pression ou de contrainte à charge diélectrique et à effet capacitif
DE2212190A1 (de) * 1972-03-14 1973-09-27 Volkswagenwerk Ag Kollisionssensor

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0229601A1 (fr) * 1985-12-19 1987-07-22 Aktiebolaget Electrolux Dispositif indicateur de contact
DE3729021A1 (de) * 1987-08-31 1989-03-16 Messerschmitt Boelkow Blohm Ausloesevorrichtung fuer sicherheitssysteme
WO1990006247A1 (fr) * 1988-12-05 1990-06-14 Autoliv Development Ab Agencement de circuit de declenchement
EP0458102A1 (fr) * 1990-05-23 1991-11-27 Audi Ag Dispositif de sécurité sur un véhicule avec coussin d'air gonflable
FR2671525A1 (fr) * 1991-01-16 1992-07-17 Jaeger Dispositif de detection de chocs sur vehicules automobiles.
WO1993009978A1 (fr) * 1991-11-19 1993-05-27 Kolbenschmidt Aktiengesellschaft Capteur pour un dispositif a sac de gaz de protection contre les chocs

Also Published As

Publication number Publication date
EP0688277A1 (fr) 1995-12-27
DE4308353C1 (de) 1994-08-25

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