WO1997032756A1 - Systeme servant a declencher un dispositif de retenue pour la protection en cas de collision laterale dans un vehicule a moteur - Google Patents

Systeme servant a declencher un dispositif de retenue pour la protection en cas de collision laterale dans un vehicule a moteur Download PDF

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Publication number
WO1997032756A1
WO1997032756A1 PCT/DE1997/000351 DE9700351W WO9732756A1 WO 1997032756 A1 WO1997032756 A1 WO 1997032756A1 DE 9700351 W DE9700351 W DE 9700351W WO 9732756 A1 WO9732756 A1 WO 9732756A1
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WO
WIPO (PCT)
Prior art keywords
signal
acceleration signal
threshold
weighted
vehicle
Prior art date
Application number
PCT/DE1997/000351
Other languages
German (de)
English (en)
Inventor
Ernst Nock
Thomas Blank
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
Application filed by Siemens Aktiengesellschaft filed Critical Siemens Aktiengesellschaft
Publication of WO1997032756A1 publication Critical patent/WO1997032756A1/fr

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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
    • 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
    • B60R21/0133—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 by integrating the amplitude of the input signal

Definitions

  • the invention relates to an arrangement for triggering a restraint device for side impact protection in a motor vehicle according to the preamble of patent claims 1 and 2.
  • At least one sensor device is arranged in the vehicle which transversely provides an acceleration signal for acceleration supplies to the vehicle longitudinal axis. If the signal supplied by the deformation sensors or that by the acceleration
  • acceleration - a very high lateral acceleration -
  • acceleration - a very high lateral acceleration -
  • very high lateral acceleration values can also be achieved, in particular if the vehicle is not hit evenly over the entire front part by the impact body, but offset - So if the vehicle hits the tree with its driver's front end, for example.
  • An evaluation device in which the acceleration signal supplied by the sensor device is evaluated, contains an integrator, a weighting circuit and a comparator.
  • the acceleration signal which supplies the acceleration of the vehicle transversely to the longitudinal axis of the vehicle in both directions, is integrated in the integrator and then weighted in the weighting circuit with a time-dependent weighting signal. Alternatively, the acceleration signal is first weighted with the time-dependent signal and then integrated. The integrated and weighted or weighted and integrated acceleration signal is compared in the comparator with a threshold. If the integrated and weighted acceleration signal exceeds the threshold, a trigger signal is supplied by the evaluation device to an ignition element of the restraint device.
  • the arrangement according to the invention naturally also includes an embodiment in which, instead of comparing the integrated and weighted acceleration signal with the threshold, the integrated acceleration signal with the the weighted signal multiplied / divided threshold is compared.
  • the acceleration signal supplied by the sensor device assumes positive values, for example, if the vehicle is subjected to acceleration transversely to the longitudinal axis of the vehicle in the direction of the “vehicle tunnel - driver's door”. Accordingly, the acceleration signal assumes negative values if the vehicle is accelerating transversely to the longitudinal axis of the vehicle in the direction of "vehicle tunnel - passenger door”. Measurements have shown that kicks, hammer blows, etc. and by a front impact as well as by a vertical application of an acceleration force on the vehicle e.g. Acceleration signals caused from below oscillate strongly around the zero point, that is to say in particular take alternately large positive and negative values.
  • a hammer blow in the measured acceleration signal is expressed by one or two oscillation periods with very high amplitudes immediately after the start of the impact. These maximum amplitudes are quite comparable to amplitudes such as those caused by a side impact at approx. 40 km / h at an angle of 90 ° to the vehicle's longitudinal axis.
  • the acceleration signal caused by a hammer blow does not have the high acceleration values typical of a side impact over a long period of time: in the event of a hammer blow, the vehicle is first deflected in the direction of the impact; however, it can swing back in the opposite direction immediately afterwards and thus reduce the energy transmitted by the impact.
  • the impact energy transmitted to the vehicle in the event of a front impact is reduced in the same way.
  • the vehicle can deflect transversely to its longitudinal axis at least in a certain area and reduce the impact energy by swinging back and forth.
  • the fenders, engine block, etc. which are designed as a knock zone in the event of a front impact, this is achieved in the vehicle center or on the vehicle sides measured acceleration signal its maximum amplitude only at a relatively late point in time - about 30 to 60 m / sec - from the start of the impact.
  • An acceleration signal caused by a typical side impact has in common with the acceleration signals caused by a hammer blow or a front impact the oscillating property.
  • the acceleration signal takes on either predominantly positive or predominantly negative values depending on the side of the vehicle on which the impact occurred.
  • the body penetrating into the vehicle hardly gives the vehicle any leeway to reduce the transmitted energy by swinging back.
  • the vehicle counteracts the penetrating body, which results in a brief drop in the values in the acceleration signal; however, the penetrating body rarely allows acceleration against its direction of impact.
  • acceleration signals which are caused by a hammer blow or a front impact, provide negative integration contributions due to the negative half-waves in the signal, in contrast to an acceleration signal caused by a side impact, which is almost delivers consistently positive contributions to integration.
  • the integration of the acceleration signal thus helps to avoid a side impact from a front impact and a hammer blow or the like. to be able to distinguish.
  • the integrated acceleration signal is weighted with a time-dependent signal, so that integration contributions that are contained in the acceleration signal at late times are weighted less than integration contributions that are contained in the acceleration signal at early times.
  • the integrated and weighted acceleration signal - hereinafter called the triggering criterion - differs significantly in the event of a front impact from that from a side impact. impact triggering criterion, since the acceleration signal of the front impact only makes significant contributions to integration at later times.
  • the weighting signal gives the integrated acceleration signal to be weighted more weight at late times than at early times.
  • the measured acceleration values are first divided by the value of the weighting function, which increases with time, at the time of the calculation, so that here the acceleration signal to be weighted is given more weight at late times than at early times before the weighted acceleration signal is integrated.
  • the arrangement according to the invention triggers the restraint device for side impact protection in the event of a side impact, but not in the event of kicks, hammer blows or similar effects on a side region of the vehicle or in the event of a front impact.
  • the integrated acceleration signal or the acceleration signal in the weighting circuit is preferably divided by a signal which is linearly dependent on time. With increasing time, the weighting signal in the denominator of the trigger criterion becomes more important. The security for distinguishing a front impact from a side impact is thus further improved.
  • the acceleration signal caused by a front impact may provide integration contributions to the same or even greater extent than the acceleration signal caused by a side impact.
  • the evaluation of the acceleration signal ie the integration, the weighting and the comparison, is preferably only started when the acceleration signal has exceeded a start threshold assigned to it, for example 2 g.
  • a start threshold assigned to it, for example 2 g.
  • the time variable of the weighting signal, the start time of the integration, and possibly the time variable of the threshold is zero.
  • the evaluation is ended when the triggering criterion has not exceeded a termination threshold assigned to the triggering criterion for a defined period of time.
  • the trigger criterion and the threshold are reset. As soon as the acceleration signal again exceeds the start threshold, a new evaluation begins.
  • the distinction between an impact that is supposed to trigger (side impact) and an impact that should not lead to triggering (hammer blow, front impact) can be improved by a time-variable threshold.
  • the threshold preferably has a relatively high starting value at the start of the evaluation. Starting from this high starting value, the threshold drops. The high starting value prevents, in particular by the first positive half-wave of the acceleration signal caused by a hammer blow, making sufficiently positive integration contributions to the triggering criterion, so that the restraint is triggered.
  • the threshold should not remain permanently at the high level of the starting value, since in the event of a side impact, such a high threshold would only be reached by the triggering criterion at an unnecessarily late point in time, which can lead to the triggering of the restraint means being delayed.
  • the second half-wave of the first oscillation period provides negative integration contributions and the second oscillation period of the If the acceleration signal caused by a hammer blow already has significantly lower amplitude values than the first oscillation period, the threshold can already be lowered again after a very short time - at least after half the oscillation period from the start of the impact.
  • the threshold is also lowered in this area in two steps: initially a slight lowering, after half the period of oscillation from the start of the impact a greater lowering. This measure increases the certainty that the restraint is not triggered in the event of a hammer blow or the like. On the other hand, it is ensured that even in the event of a slow side impact it can be triggered at an early point in time. The integration contributions of such a slow impact would never reach the high starting value of the threshold.
  • the certainty of distinguishing a front impact from a side impact can be increased: the integration contributions of the acceleration signal caused by a front impact, which only increase at a later point in time, are increased by increasing the Threshold additionally hidden at a relatively late point in time. Such an increase in the threshold is also advantageous in the event of a slow or weak side impact.
  • acceleration signals in the event of such an impact would possibly reach the low level of the threshold that was reached after the first drop of the threshold and possibly kept constant for some time at a very late point in time, but due to the small distance between it
  • the impact body and the vehicle occupant are already too late for a deployment in the event of a side impact and the vehicle occupant could possibly only be injured even more if such a deployment occurred.
  • the evaluation device and sensor device together in a control unit arranged centrally in the vehicle and, if appropriate, jointly integrated.
  • the sensor device has only one acceleration sensor sensitive to both directions transverse to the longitudinal axis of the vehicle, the acceleration signal of which is evaluated in the evaluation device.
  • the threshold is formed symmetrically around the zero point: the triggering criterion is compared below both with the positive threshold value profile and with the negative threshold value profile of the threshold. If the positive threshold is exceeded, there is, for example, an impact from the right-hand side of the vehicle, so that only the restraint or restraints, such as side airbag and / or head airbag, are triggered on this side.
  • a prescribed sensor device is arranged in each half of the vehicle, for example below the driver and front passenger seats or also directly in the side doors of the vehicle.
  • each sensor device continues to deliver an acceleration signal for accelerations in both directions transverse to the longitudinal axis of the vehicle.
  • Each acceleration signal is then integrated, weighted and now compared with only one threshold value (positive or negative, depending on the half of the vehicle in which the sensor device is arranged) and, if necessary, the restraint means in the half of the vehicle in which the associated sensor device is also controlled is appropriate.
  • the evaluation circuit can be arranged centrally and at the same time serve as an evaluation circuit for triggering a restraint device for the front impact protection device.
  • each decentrally arranged sensor device can also have its own evaluation device. arranges and each evaluation device can be arranged with its sensor device.
  • FIG. 1 an arrangement according to the invention for triggering a restraint device for side impact protection
  • FIG. 2 acceleration signals b (t) typical for different types of impact and the associated triggering criterion k (t) and the associated threshold s (t)
  • acceleration signals b (t) typical for different types of impact and the associated triggering criterion k (t) and the associated threshold s (t)
  • FIG. 3 a symmetrically designed threshold s (t) with an arrangement with a centrally attached sensor device.
  • FIG. 1 shows an arrangement according to the invention with a sensor device 1, an evaluation device 2 and an ignition element 3.
  • the evaluation device 2 contains an integrator 21, a weighting circuit 22, a circuit for threshold value calculation 23 and a comparator 24.
  • the sensor device 1 supplies a generally low-pass-filtered transverse acceleration signal b (t) to the evaluation device 2.
  • the acceleration signal b (t) reproduces accelerations of the vehicle transversely to the longitudinal axis of the vehicle in both directions, with an acceleration in one direction is characterized by positive signal values and an acceleration in the other direction by negative signal values.
  • the sensor device 1 contains at least one acceleration sensor.
  • the integrated and weighted acceleration signal also called the triggering criterion k (t)
  • the integrated and weighted acceleration signal is compared in the comparator 24 with a threshold s (t) generated in a circuit for calculating the threshold value 23.
  • a trigger signal a (t) is sent to the ignition element 3 of the restraint device and the restraint device is triggered.
  • the integrator 21, the weighting circuit 22, the circuit for threshold value calculation 23 and the comparator 24 can be implemented together as a microprocessor or as an integrated circuit.
  • FIG. 2 shows qualitatively the triggering criterion k (t) for some acceleration signals b (t), which are characteristic of different types of impact.
  • the acceleration signals b (t) represent the lateral acceleration of the vehicle, the area marked with a plus signifying accelerations in one direction, for example towards the right side of the vehicle, and the area marked with a minus sign
  • Accelerations in the opposite direction for example to the left side of the vehicle.
  • the triggering criterion k (t) is given by the following equation
  • the threshold s (t) has the same course in all the examples in FIG. 2 and contains a high starting value s1, a section s2 falling from this starting value s1 and a low plateau s4 with constant threshold values, a subsequent rising section s3, and finally a high plateau s5 with constant threshold values.
  • FIG. 2a shows an acceleration signal b (t), FIG. 2b) measured in the event of a side impact at approximately 50 km / h at a 90 ° angle to the longitudinal axis of the vehicle, that is, directly from the side, in the case of a so-called pole crash, that is to say in a Side impact on an impact body with a small impact surface (post or pile) measured acceleration signal b (t),
  • FIG. 2c an acceleration signal b (t) measured in the event of a slow side impact at approximately 18 km / h
  • FIG. 2d an acceleration signal b (t) measured in the event of a hammer blow against the vehicle door
  • FIG. 2e shows an acceleration signal b (t) measured in the event of a front impact.
  • the triggering criterion c (t) increases continuously due to the mostly positive integration contributions (the acceleration signal b (t) is usually greater than zero) and reaches high values, in particular of The criteria k (t) in FIGS. 2d) and 2e) can never be achieved due to the formation of the criterion k (t), even though the acceleration signal b (t) is approximately the same in the event of a front impact (FIG. 2e) provides positive integration contributions, but at a later date.
  • the triggering criterion k (t) already exceeds the threshold s (t) in its falling region s2, so that the restraining means is triggered very early. In the less intense side impact according to FIG. 2b), the threshold is only reached at a later point in time.
  • Figure 2d shows the characteristic acceleration signal b (t), which is caused by a hammer blow: it only has two oscillation periods, with very high amplitude values being achieved precisely during the first oscillation period.
  • the area under the first half oscillation provides positive integration contributions and thus increases the triggering criterion k (t), especially since the time t in the denominator of the triggering criterion k (t) has not yet progressed to dampen the triggering criterion .
  • the start value sl of the threshold s (t) therefore has a relatively high value.
  • the threshold can be briefly raised again in the range s2 or s4. This is advantageous if the second oscillation period of the acceleration signal b (t) has higher amplitude values than can be achieved with the hammer blow according to FIG. 2d).
  • Such a second increase with a subsequent drop in the threshold s (t) can be made dependent on the triggering criterion itself, for example on a negative minimum slope of the triggering criterion k (t) which is characteristic of the negative integration contributions in the event of a hammer blow, or but also a decrease in the triggering criterion k (t) below zero.
  • the trigger criterion can also be lowered, if necessary, in order to enable the threshold to be exceeded early and thus the side airbag, head airbag, etc. to be triggered as early as possible.
  • an oblique impact only provides long-lasting vibrations in the acceleration signal b (t) with positive and negative values at a late point in time from the start of the evaluation.
  • the triggering criterion k (t) is pressed by the time t in its denominator at these late times below the threshold s (t).
  • the acceleration signal b (t) makes insufficient contributions to the triggering criterion k (t) for the triggering criterion k (t) to lower the threshold s (t) (s2, s4) in this area. could exceed.
  • the threshold s (t) is raised for the oblique impact at late times s4, s5, which, according to FIG. 2c, is also advantageous for a weak side impact, which should not be triggered.
  • FIG. 3 shows a symmetrically formed threshold s (t) with a positive and negative threshold value curve s + (t), s- (t) threshold value curve s- (t), as is used in a sensor device 1 arranged centrally on the vehicle tunnel.

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Abstract

Dans ce système servant à déclencher un dispositif de retenue pour la protection en cas de collision latérale dans un véhicule à moteur, un signal d'accélération transversale mesuré (b(t)) est intégré dans une unité d'évaluation (2), pondéré avec un signal qui est fonction du temps (22) et enfin comparé avec une valeur seuil (24). Ainsi, une collision latérale peut, de façon avantageuse, être distinguée d'une collision frontale présentant de fortes composantes d'accélération transversale ou d'un coup de marteau appliqué contre le côté du véhicule.
PCT/DE1997/000351 1996-03-08 1997-02-27 Systeme servant a declencher un dispositif de retenue pour la protection en cas de collision laterale dans un vehicule a moteur WO1997032756A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19609077A DE19609077C1 (de) 1996-03-08 1996-03-08 Anordnung zum Auslösen eines Rückhaltemittels zum Seitenaufprallschutz in einem Kraftfahrzeug
DE19609077.6 1996-03-08

Publications (1)

Publication Number Publication Date
WO1997032756A1 true WO1997032756A1 (fr) 1997-09-12

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WO (1) WO1997032756A1 (fr)

Families Citing this family (7)

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Publication number Priority date Publication date Assignee Title
DE19719454A1 (de) * 1997-05-07 1999-01-21 Siemens Ag Anordnung zum Steuern eines Insassenschutzmittels eines Kraftfahrzeugs
DE10108848C2 (de) * 2000-03-18 2002-05-16 Conti Temic Microelectronic Verfahren zur Steuerung von Insassenschutzeinrichtungen in einem Fahrzeug
DE10103661C1 (de) * 2001-01-27 2002-08-08 Bosch Gmbh Robert Verfahren zur Seitenaufprallsensierung in einem Fahrzeug
JP4416961B2 (ja) * 2001-05-11 2010-02-17 三菱電機株式会社 車両用乗員保護システム
DE10155662A1 (de) * 2001-11-13 2003-05-22 Bayerische Motoren Werke Ag Verfahren zum Aktivieren von Sicherheitseinrichtungen
US7526382B2 (en) * 2005-02-18 2009-04-28 Continental Automotive Systems Us, Inc. Side collision plausibility with lateral velocity
CN101793546B (zh) * 2010-04-16 2011-05-18 武汉嘉工科技有限公司 一种车辆通行计重跳磅自动监测系统

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US3851305A (en) * 1971-05-28 1974-11-26 Nissan Motor Collision detecting system for a motor vehicle
WO1990009298A1 (fr) * 1989-02-18 1990-08-23 Robert Bosch Gmbh Procede pour liberer des moyens de retenue
DE4239582A1 (en) * 1991-11-26 1993-05-27 Delco Electronics Corp Triggering inflation of vehicle safety restraining system, e.g. air-bag - comparing vehicle speed with time-dependent speed value after acceleration threshold is exceeded
GB2270183A (en) * 1992-08-25 1994-03-02 Daimler Benz Ag Tripping device for a safety device for protecting vehicle occupants.
US5363302A (en) * 1991-06-04 1994-11-08 Automotive Systems Laboratory, Inc. Power rate system and method for actuating vehicle safety device
US5418722A (en) * 1994-03-04 1995-05-23 Delco Electronics Corporation SIR deployment method with rough road immunity
EP0665140A2 (fr) * 1994-01-04 1995-08-02 Trw Inc. Procédé et appareil de contrôle d'un dispositif de retenue déclenchable

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JP2876363B2 (ja) * 1991-09-11 1999-03-31 トヨタ自動車株式会社 サイドエアバッグ装置の側面衝突センサシステム
DE4330486C2 (de) * 1993-09-09 1996-02-01 Daimler Benz Ag Verfahren zur Auslösung eines Airbags in einem Kraftfahrzeug

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3851305A (en) * 1971-05-28 1974-11-26 Nissan Motor Collision detecting system for a motor vehicle
WO1990009298A1 (fr) * 1989-02-18 1990-08-23 Robert Bosch Gmbh Procede pour liberer des moyens de retenue
US5363302A (en) * 1991-06-04 1994-11-08 Automotive Systems Laboratory, Inc. Power rate system and method for actuating vehicle safety device
DE4239582A1 (en) * 1991-11-26 1993-05-27 Delco Electronics Corp Triggering inflation of vehicle safety restraining system, e.g. air-bag - comparing vehicle speed with time-dependent speed value after acceleration threshold is exceeded
GB2270183A (en) * 1992-08-25 1994-03-02 Daimler Benz Ag Tripping device for a safety device for protecting vehicle occupants.
EP0665140A2 (fr) * 1994-01-04 1995-08-02 Trw Inc. Procédé et appareil de contrôle d'un dispositif de retenue déclenchable
US5418722A (en) * 1994-03-04 1995-05-23 Delco Electronics Corporation SIR deployment method with rough road immunity

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