WO2000016054A1 - Siege d'automobile a systeme d'identification d'occupation integre - Google Patents

Siege d'automobile a systeme d'identification d'occupation integre Download PDF

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Publication number
WO2000016054A1
WO2000016054A1 PCT/EP1999/006694 EP9906694W WO0016054A1 WO 2000016054 A1 WO2000016054 A1 WO 2000016054A1 EP 9906694 W EP9906694 W EP 9906694W WO 0016054 A1 WO0016054 A1 WO 0016054A1
Authority
WO
WIPO (PCT)
Prior art keywords
motor vehicle
vehicle seat
seat according
support
arm
Prior art date
Application number
PCT/EP1999/006694
Other languages
German (de)
English (en)
Inventor
Karl Billen
Original Assignee
I.E.E. International Electronics & Engineering S.A.R.L.
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 I.E.E. International Electronics & Engineering S.A.R.L. filed Critical I.E.E. International Electronics & Engineering S.A.R.L.
Priority to CA002342171A priority Critical patent/CA2342171A1/fr
Priority to JP2000570542A priority patent/JP2002525565A/ja
Priority to EP99947308A priority patent/EP1114304A1/fr
Publication of WO2000016054A1 publication Critical patent/WO2000016054A1/fr
Priority to US09/805,945 priority patent/US6412357B2/en

Links

Classifications

    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01L—MEASURING FORCE, STRESS, TORQUE, WORK, MECHANICAL POWER, MECHANICAL EFFICIENCY, OR FLUID PRESSURE
    • G01L1/00—Measuring force or stress, in general
    • G01L1/20—Measuring force or stress, in general by measuring variations in ohmic resistance of solid materials or of electrically-conductive fluids; by making use of electrokinetic cells, i.e. liquid-containing cells wherein an electrical potential is produced or varied upon the application of stress
    • G01L1/22—Measuring force or stress, in general by measuring variations in ohmic resistance of solid materials or of electrically-conductive fluids; by making use of electrokinetic cells, i.e. liquid-containing cells wherein an electrical potential is produced or varied upon the application of stress using resistance strain gauges
    • G01L1/2206—Special supports with preselected places to mount the resistance strain gauges; Mounting of supports
    • G01L1/2218—Special supports with preselected places to mount the resistance strain gauges; Mounting of supports the supports being of the column type, e.g. cylindric, adapted for measuring a force along a single direction
    • G01L1/2225—Special supports with preselected places to mount the resistance strain gauges; Mounting of supports the supports being of the column type, e.g. cylindric, adapted for measuring a force along a single direction the direction being perpendicular to the central axis
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K28/00—Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions
    • B60K28/02—Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions responsive to conditions relating to the driver
    • B60K28/04—Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions responsive to conditions relating to the driver responsive to presence or absence of the driver, e.g. to weight or lack thereof
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60N—SEATS SPECIALLY ADAPTED FOR VEHICLES; VEHICLE PASSENGER ACCOMMODATION NOT OTHERWISE PROVIDED FOR
    • B60N2/00—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles
    • B60N2/002—Seats provided with an occupancy detection means mounted therein or thereon
    • B60N2/0021—Seats provided with an occupancy detection means mounted therein or thereon characterised by the type of sensor or measurement
    • B60N2/003—Seats provided with an occupancy detection means mounted therein or thereon characterised by the type of sensor or measurement characterised by the sensor mounting location in or on the seat
    • B60N2/0031—Seats provided with an occupancy detection means mounted therein or thereon characterised by the type of sensor or measurement characterised by the sensor mounting location in or on the seat mounted on the frame
    • 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
    • B60R21/015—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 the presence or position of passengers, passenger seats or child seats, and the related safety parameters therefor, e.g. speed or timing of airbag inflation in relation to occupant position or seat belt use
    • B60R21/01512—Passenger detection systems
    • B60R21/01516—Passenger detection systems using force or pressure sensing means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/08—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to drivers or passengers
    • B60W2040/0881—Seat occupation; Driver or passenger presence

Definitions

  • the present invention relates to a motor vehicle seat with integrated occupancy detection.
  • the object of the present invention is therefore to propose a motor vehicle seat with simple, cheap and reliable occupancy detection.
  • a motor vehicle seat like most modern motor vehicle seats, comprises an upper frame which carries seat upholstery or a seat shell, and a lower frame which is fastened in the motor vehicle, and mechanical support elements for carrying the upper frame in the lower frame.
  • these support elements are designed such that they deform elastically, ie reversibly, under the weight of a seat user, the occupancy detection further comprising at least one measuring sensor which detects this elastic deformation directly or indirectly.
  • the supporting elements that support the upper frame in the lower frame are used as transducers, which transform the weight of the seat user into a geometric measured variable that can be detected by a simple measuring sensor.
  • the support elements thus allow simple, reliable and inexpensive occupancy detection without a sensor having to be installed in the seat upholstery. It should also be noted that such occupancy detection is extremely easy to integrate into the seat and is very robust. Since there is great freedom with regard to the selection of the measuring transducer, the latter can be selected taking into account specific requirements which relate, for example, to the reliability, the temperature range or the electromagnetic compatibility. The cost of the sensor and the evaluation electronics to be connected will certainly also play a role in the selection of the sensor.
  • the sensor can be, for example, a strain gauge that is attached to the support element in such a way that it directly detects its deformation (such as a bend or torsion). However, the support elements are preferably designed such that their elastic deformation causes a vertical displacement between the upper frame and the lower frame.
  • the sensor can consequently be a displacement sensor which Exercise recorded in the vertical direction. Since the amplitude of the displacement to be measured can be optimally adapted to the measuring range of a selected displacement sensor in a simple manner via the deformability of the support elements, very simple and inexpensive displacement sensors can be used.
  • the displacement sensor can even be a simple switching element which detects a relative vertical displacement between the upper frame and the lower frame caused by the deformation of the supporting elements as a threshold value being exceeded. If the switching element comprises several switching points, each of which is assigned a predetermined threshold value, the vehicle occupant can even be classified into a certain weight class. In this way, weight-dependent control of the airbag is possible in the simplest way.
  • the elastically deformable support element which is implemented in a motor vehicle seat according to the invention, can have many different configurations. It can be designed, for example, as a simple bolt which is attached to one of the two frames in a self-supporting manner and forms a support for the other frame. The bending of the bolt is then detected by the sensor. However, such a bolt should already have a certain length so that a change in the weight load of the seat can also be detected by simple measuring sensors. Multi-part support elements are also conceivable, in which separate spring elements (such as spring washers, leaf springs or spiral springs) are used.
  • the support element is designed as a bracket with a first and a second arm, the free end of the first arm being fixedly connected to one of the two frames and the free end of the second arm forming a support for the other frame.
  • This bracket is then designed such that the opening width of the bracket changes elastically under the weight of a seat user. (An additional weight load preferably brings about a reduction in the opening width of the bracket.)
  • the first bracket arm becomes the second Bracket arm advantageously separated by a gap.
  • the opening width of this gap is preferably designed such that the support rests on the first arm before plastic deformation of the bracket takes place, so that the risk of permanent impairment of the bracket due to overload is significantly reduced.
  • the first and second bracket arms are designed such that they have approximately the same bending deformation when the support is loaded vertically. This ensures that the support is largely shifted parallel to itself under the weight of a seat user (or in other words: the rotation of the support caused by the bending deformation is negligible). This means that the risk of tilting the parts movable relative to each other avoided.
  • a support element for the motor vehicle seat according to the invention which is simple to manufacture comprises a shaft which is firmly clamped to one of the two frames and a head which is arranged in an axial extension of the shaft and which forms a first shoulder surface. A gap extends from this first shoulder surface into the head.
  • a cantilever arm is formed on the head, which forms a support for the other frame at its free end, the opening width of the gap changing elastically under the weight of a seat user.
  • a bracket is formed, so to speak, the first arm of which is formed by the shaft and the adjoining part of the head, and the second arm of which is formed by the self-supporting arm.
  • the head advantageously has a larger, horizontal transverse bore into which the gap opens.
  • This transverse bore is arranged and designed such that a resilient bracket element is formed at the head end, which connects the cantilever arm to a first arm, which in turn is rigidly connected to the shaft.
  • the head can also have horizontal elongated holes, the gap opening into one of these elongated holes.
  • These elongated holes can advantageously be arranged in the head in such a way that the support is largely moved parallel to itself under the weight of a seat user in the vertical direction.
  • the support element described above it should be noted that it can be made particularly compact if the head is offset from the shaft.
  • the support element comprises a pin and a pin bearing.
  • the pin is firmly connected to one of the two frames and the pin bearing to the other frame.
  • a spring means is arranged between the pin and the pin bearing, which is designed such that the pin experiences an elastic vertical displacement relative to the pin bearing under the weight of a seat user.
  • the journal bearing advantageously has a vertical guide slot for the journal. In this guide slot, horizontal forces are transmitted between the two racks without the two racks being displaced horizontally.
  • FIG. 1 shows, as a partial section, a schematic illustration of an attachment point of a motor vehicle seat according to the invention with integrated occupancy detection
  • 2 shows an end view of a fastening bolt, of which a side view is shown in FIG. 1
  • 3 shows a side view of an alternative embodiment of a fastening bolt
  • Fig. 4 a partial section of a schematic representation of an alternative embodiment of a fastening point of a motor vehicle seat according to the invention with integrated occupancy detection.
  • 5 shows a section along the section line 5-5 in FIG. 4.
  • the part provided with the reference number 10 in FIG. 1 represents an upper frame of a motor vehicle seat.
  • This upper frame 10 carries seat upholstery (not shown) or a seat shell.
  • the reference numeral 12 denotes an underframe which is fastened to the vehicle floor 14. It is ken that in Figure 1, as in Figure 4, the upper frame 10 and the lower frame 12 are only indicated schematically by mounting flanges.
  • the base frame includes a mechanism for longitudinal adjustment of the seat and the upper frame includes a mechanism for height adjustment of the seat.
  • these two mechanisms are integrated together in a single one of the two frames, or that a mechanism is additionally integrated in one of the two frames with which an adjustable cushioning of the seat can be achieved.
  • FIG. 1 shows one of usually four fastening points between the upper frame 10 and the lower frame 12.
  • P denotes the vertical weight which is introduced in this fastening point from the upper frame 10 via a support element 16 into the lower frame 12.
  • the weight of the seat user is distributed over all fastening points depending on the sitting position.
  • the support elements 16 are commercially available threaded or articulated bolts. According to the present invention, however, the support elements 16 are designed as transducers which convert a change in the weight load P of the seat, which is caused by a change in the seat occupancy, into a geometric measurement variable which can be detected by a simple measuring sensor 18.
  • the support element 16 shown in FIGS. 1 and 2 comprises a shaft 20 with a thread 21 and a head 22 arranged in the axial extension of the shaft 20.
  • the shaft 20 is pushed through a bore 23 in the base frame 12.
  • a horizontal gap 28 extends from the first shoulder surface 26 into the head 22 so that a cantilever arm 30 is formed.
  • the shaft 20 is arranged eccentrically on the head 22, so that there is enough space above the shaft 20 for, with a relatively small head diameter, the cantilever arm 30 form relatively strong.
  • the cantilever arm 30 is connected at the rear end of the head 22 via an elastic bracket element 32 to an arm 34, which in turn is rigidly connected to the shaft 20.
  • the resilient bracket element 32 is generated in a simple manner by a transverse bore 33 in the head 22, into which the gap 28 opens parallel to the axis of the transverse bore 33.
  • the free end of the arm 30 forms a support 36 for the upper frame 10.
  • the front part of the head 22 is inserted into a bearing hole 38 in the upper frame 10, so that the latter rests on a cylindrical saddle surface 39 of the support 36.
  • a second shoulder surface 40 on the arm 34 prevents the upper frame 10 from slipping sideways relative to the lower frame 12, but does not produce any (or only negligible) contact pressure between the two frames 10 and 12.
  • the weight component P is thus directly from the upper frame 10 into the self-supporting Arm 30 initiated, the cantilever arm 30 and the bracket member 32 deform elastically.
  • the latter are designed in such a way that a change in the weight component P, which is caused by a change in the seat occupancy, causes a change in the opening width w of the gap 28, which can be detected by the sensor 18 without difficulty.
  • the support element 16 In order to prevent tilting of the upper or lower frame when the cantilever arm 30 and the bracket 32 bend, the two end faces 26 ', 40' of this arm 30 lie further back than the corresponding shoulder surfaces 26, 40 on the lower arm 34.
  • two lateral guide surfaces 41 ', 41 are provided at the front end of the arm 34.
  • the support element modified in this way would form a fixed pivot pin for the upper frame 10.
  • the gap 28 it should be noted that it has an opening width w, which ensures that if the seat is overloaded, the support 36 rests on the arm 34 before a plastic, ie irreversible, deformation of the arm 30 or the bracket element 32 takes place. The risk that the reshaping function of the support element 16 is permanently impaired by an overload of the seat is thereby significantly reduced.
  • the sensor 18 shown by way of example in FIG. 1 is a displacement sensor that is screwed into a bore in the arm 30.
  • a probe tip 42 which rests on the lower arm 34, so that it immediately detects a change in the opening width w of the gap 28.
  • a strain gauge DMS
  • the reference numeral 44 denotes an evaluation unit to which all displacement transducers 18 of the vehicle seat are connected. Via this evaluation unit 44, e.g. the airbag assigned to the vehicle seat can be triggered depending on the weight.
  • FIG 3 shows an alternative embodiment of the support member 16.
  • the support member 116 differs from the support member 16 of Figures 1 and 2 mainly in that instead of the transverse bore 33, two elongated holes 133 ', 133 "are arranged in its head 122, the Gap 128 opens into the elongated hole 133 '.
  • the elongated hole 133 ′′ reduces the bending stiffness of the lower arm 134 in such a way that this arm experiences approximately the same deflection when the support 136 is loaded as the upper arm 130 with the support 136. This ensures that the support 136 is displaced largely parallel to itself when loaded, so that the risk of the two frames tilting is greatly reduced.
  • the part 12 can represent the upper frame and the part 10 can represent the lower frame.
  • the support 36, 136 lies here under the gap 28 in a bearing hole 38 of the lower frame without changes the essentials of the way it works.
  • FIG. 4 and 5 show an additional embodiment of a support element for a motor vehicle seat according to the invention.
  • This support element 216 comprises a pin 218 and a pin bearing 220.
  • the pin 218 is fixed to the upper frame 210 and the pin bearing 220 to the lower frame 212.
  • a spring element 222 is arranged between the pin 218 and the pin bearing 220, on which the pin 218 rests in the pin bearing 220 (in FIG. 4, the pin bearing 220 is drawn as a longitudinal section).
  • a vertical guide slot 225 is formed by two parallel guide surfaces 226, 228 (see FIG. 5). In this guide slot 225, a cylindrical pin portion 230 with a reduced diameter is laterally guided.
  • Axial guidance of the pin 218 is achieved on the pin 218 via the two opposing shoulder surfaces 232, 234.
  • the pin 218 is consequently axially blocked in the end wall 224 of the pin bearing 220 and guided vertically displaceably.
  • horizontal and axial forces which act on the upper frame 210 are introduced directly into the lower frame 212 via the end wall 224 of the journal bearing 220.
  • the pin 218 can only be rotated and displaced vertically in the slot 225.
  • the spring element 222 is advantageously designed as a saddle-shaped support for the cylindrical end of the pin 218.
  • this saddle element for example, at least one strain gauge can be glued, which directly elastic deformation of the spring element 222 detected.
  • a displacement sensor can also be used, which detects, for example, the vertical position of the pin 218 in the pin bearing 220.
  • part 212 can represent the upper frame and part 210 can represent the lower frame.
  • the journal bearing 220 then rests on the journal 218 by means of the spring element 222 without any significant changes in the mode of operation.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Seats For Vehicles (AREA)
  • Air Bags (AREA)

Abstract

L'invention concerne un siège d'automobile à système d'identification d'occupation intégré, qui comprend un bâti supérieur (10) portant un rembourrage de siège ou une coque de siège, et un bâti inférieur (12) fixé dans l'automobile, ainsi que des éléments porteurs (16) mécaniques pour porter le bâti supérieur (10) dans le bâti inférieur (12). Les éléments porteurs (16, 116, 216) se présentent de manière à pouvoir se déformer de manière élastique sous l'effet du poids d'un occupant du siège. Le système d'identification d'occupation comprend au moins un capteur de mesure (18) qui détecte cette déformation élastique des éléments porteurs (16).
PCT/EP1999/006694 1998-09-16 1999-09-10 Siege d'automobile a systeme d'identification d'occupation integre WO2000016054A1 (fr)

Priority Applications (4)

Application Number Priority Date Filing Date Title
CA002342171A CA2342171A1 (fr) 1998-09-16 1999-09-10 Siege d'automobile a systeme d'identification d'occupation integre
JP2000570542A JP2002525565A (ja) 1998-09-16 1999-09-10 一体型の占有状態検知器を備えた自動車シート
EP99947308A EP1114304A1 (fr) 1998-09-16 1999-09-10 Siege d'automobile a systeme d'identification d'occupation integre
US09/805,945 US6412357B2 (en) 1998-09-16 2001-03-15 Motor vehicle seat with integrated occupation detector

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
LU90287A LU90287B1 (de) 1998-09-16 1998-09-16 Kraftfahrzeugsitz mit integrierter Belegungserkennung
LU90287 1998-09-16

Related Child Applications (1)

Application Number Title Priority Date Filing Date
US09/805,945 Continuation US6412357B2 (en) 1998-09-16 2001-03-15 Motor vehicle seat with integrated occupation detector

Publications (1)

Publication Number Publication Date
WO2000016054A1 true WO2000016054A1 (fr) 2000-03-23

Family

ID=19731768

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP1999/006694 WO2000016054A1 (fr) 1998-09-16 1999-09-10 Siege d'automobile a systeme d'identification d'occupation integre

Country Status (6)

Country Link
EP (1) EP1114304A1 (fr)
JP (1) JP2002525565A (fr)
KR (1) KR100556655B1 (fr)
CA (1) CA2342171A1 (fr)
LU (1) LU90287B1 (fr)
WO (1) WO2000016054A1 (fr)

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6412357B2 (en) 1998-09-16 2002-07-02 I.E.E. International Electronics & Engineering S.A.R.L. Motor vehicle seat with integrated occupation detector
EP1376078A2 (fr) * 2002-06-28 2004-01-02 Robert Bosch Gmbh Capteur de force
WO2004043746A1 (fr) 2002-11-11 2004-05-27 Robert Bosch Gmbh Dynamometre notamment destine a la determination du poids d'un siege d'un vehicule automobile
US6813966B2 (en) 2002-09-12 2004-11-09 Robert Bosch Gmbh Force sensor having hollow cylindrical flexible element
WO2006005273A1 (fr) 2004-07-07 2006-01-19 Robert Bosch Gmbh Element de mesure de force
US7073391B2 (en) 2002-06-28 2006-07-11 Robert Bosch Gmbh Force sensor
DE10242256B4 (de) * 2002-09-12 2007-05-24 Robert Bosch Gmbh Kraftsensor

Families Citing this family (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP4534479B2 (ja) * 2003-12-22 2010-09-01 タカタ株式会社 エアバッグ装置
DE102005031345A1 (de) * 2005-07-05 2007-01-11 Robert Bosch Gmbh Kraftmesselement
JP5960514B2 (ja) * 2012-06-08 2016-08-02 テイ・エス テック株式会社 荷重測定センサを取り付ける取付構造
JP2013028269A (ja) * 2011-07-28 2013-02-07 Ts Tech Co Ltd 荷重測定センサを取り付ける取付構造
JP2013035524A (ja) * 2011-08-10 2013-02-21 Ts Tech Co Ltd 荷重測定センサの取付構造
JP2013035525A (ja) * 2011-08-10 2013-02-21 Ts Tech Co Ltd 荷重測定センサの取付構造
US9547797B2 (en) 2013-04-17 2017-01-17 Hovtag Llc Managing vehicular traffic on a roadway

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0670239A1 (fr) * 1994-02-18 1995-09-06 Clark Equipment Company Détecteur de présence de l'opérateur pour siège d'opérateur
WO1998025112A2 (fr) * 1996-11-22 1998-06-11 Breed Automotive Technology, Inc. Systeme de detection d'occupation de siege

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0670239A1 (fr) * 1994-02-18 1995-09-06 Clark Equipment Company Détecteur de présence de l'opérateur pour siège d'opérateur
WO1998025112A2 (fr) * 1996-11-22 1998-06-11 Breed Automotive Technology, Inc. Systeme de detection d'occupation de siege

Cited By (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6412357B2 (en) 1998-09-16 2002-07-02 I.E.E. International Electronics & Engineering S.A.R.L. Motor vehicle seat with integrated occupation detector
EP1376078A2 (fr) * 2002-06-28 2004-01-02 Robert Bosch Gmbh Capteur de force
EP1376078A3 (fr) * 2002-06-28 2004-02-04 Robert Bosch Gmbh Capteur de force
US6865961B2 (en) 2002-06-28 2005-03-15 Robert Bosch Gmbh Force sensor
US7073391B2 (en) 2002-06-28 2006-07-11 Robert Bosch Gmbh Force sensor
US6813966B2 (en) 2002-09-12 2004-11-09 Robert Bosch Gmbh Force sensor having hollow cylindrical flexible element
DE10242256B4 (de) * 2002-09-12 2007-05-24 Robert Bosch Gmbh Kraftsensor
WO2004043746A1 (fr) 2002-11-11 2004-05-27 Robert Bosch Gmbh Dynamometre notamment destine a la determination du poids d'un siege d'un vehicule automobile
US7069796B2 (en) 2002-11-11 2006-07-04 Robert Bosch Gmbh Dynamometer, particularly for determining the seating weight in a motor vehicle
WO2006005273A1 (fr) 2004-07-07 2006-01-19 Robert Bosch Gmbh Element de mesure de force
US7819017B2 (en) 2004-07-07 2010-10-26 Robert Bosch Gmbh Dynamometer element

Also Published As

Publication number Publication date
EP1114304A1 (fr) 2001-07-11
LU90287B1 (de) 2000-03-17
KR20010075147A (ko) 2001-08-09
JP2002525565A (ja) 2002-08-13
CA2342171A1 (fr) 2000-03-23
KR100556655B1 (ko) 2006-03-07

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