WO2004039639A1 - Steuervorrichtung und verfahren zur ansteuerung eines insassen- und/oder partnerschutzmittels - Google Patents
Steuervorrichtung und verfahren zur ansteuerung eines insassen- und/oder partnerschutzmittels Download PDFInfo
- Publication number
- WO2004039639A1 WO2004039639A1 PCT/EP2003/009094 EP0309094W WO2004039639A1 WO 2004039639 A1 WO2004039639 A1 WO 2004039639A1 EP 0309094 W EP0309094 W EP 0309094W WO 2004039639 A1 WO2004039639 A1 WO 2004039639A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- driving behavior
- decision
- vehicle
- control device
- protection means
- Prior art date
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
-
- 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
- B60R2021/01122—Prevention of malfunction
- B60R2021/01184—Fault detection or diagnostic circuits
- B60R2021/0119—Plausibility check
-
- 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
- B60R2021/01313—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 monitoring the vehicle steering system or the dynamic control system
Definitions
- the invention relates to a control device for controlling an occupant and / or Partner protection means for a motor vehicle according to the preamble of claim 1 and a method 'for controlling an occupant and / or Partner protection means for a motor vehicle according to the preamble of claim 8.
- an occupant protection system with an electromotive belt tensioner for tightening a seat belt and with a control device for controlling the belt tensioner is known.
- the control device uses driving dynamics such as driving speed, yaw angle, yaw, lateral and longitudinal acceleration and manipulated variables such as pedal travel, pedal force or steering angle to determine whether there is a potential accident situation. If a potential accident situation is determined, the electromotive belt tensioner is activated and triggered.
- undesired triggering processes of occupant protection means can occur, i.e. that, for example, the seat belt is tightened without this necessitating the driving situation and in particular without this appearing appropriate to the driver or other vehicle occupants.
- controllable partner protection means such as, for example, a hood which can be set up preventively, extendable pedestrian impact elements or hardness-adjustable surface elements of the vehicle.
- a rollover decision is made using a rotation rate recorded in the vehicle. This rollover decision is used to trigger a restraint.
- the arrangement additionally includes a plausibility check which, based on the evaluation of acceleration values recorded in the vehicle, carries out a plausibility check of the rollover decision, ie determines whether the rollover decision is plausible. Only a rollover decision recognized as plausible triggers the restraint device.
- a plausibility check is carried out, for example, by a combined threshold value query for the longitudinal and lateral acceleration.
- the solution according to the invention prevents or at least reduces the likelihood of an undesired and / or an unnecessary triggering process of an occupant and / or partner protection means taking place.
- the driver but also other vehicle occupants or pedestrians are not irritated or bothered unnecessarily.
- stress on a reversible protective agent e.g. B. a reversible belt tensioner, can be reduced due to avoiding unnecessary triggering processes.
- An output signal of a driving dynamics control system and / or an output signal of a brake assistance system is used in particular as the input signal of the decision stage.
- a triggering decision is made when a predeterminable signal from a driving dynamics control system and / or a brake assistance system is detected.
- the predeterminable signal is in particular an activation signal, i.e. a signal which is output when the driving dynamics control system and / or the brake assistance system is activated to intervene in the driving dynamics.
- Essential in the plausibility check of the triggering decision according to the invention is the detection of a driving behavior of the vehicle deliberately and controlled by the driver, and in particular the distinction between a driving behavior deliberately brought about by the driver and a driving behavior based on reflex actions and fast reaction actions and / or one not active by the driver induced driving behavior.
- the plausibility level is used to quickly assess the plausibility of a draw decision.
- a desired driving behavior is considered in parallel or at least almost simultaneously with the triggering decision by looking at a limited past period of for example 5s or 1 min. determined, ie using quantities recorded in this period or describing this period. In this way, a triggering decision can be reliably checked in real time, ie without a significant delay.
- control and manipulated variables such as e.g. Steering angle and pedal position and in particular the time change of the control and manipulated variables, as well as system settings specified by the driver, such as the status or the switching on and off of a traction control system or a driving dynamics control system is used.
- Driver and route-related variables such as driving style or usual route selection, can also be used to determine the desired driving behavior.
- Other variables recorded in the vehicle which can advantageously be used to determine the desired driving behavior, are vehicle dynamics variables.
- a desired driving behavior can be inferred in particular from the time profile, for example from the amplitude, the frequency or the speed of a time change of the vehicle dynamics variables, as variables indicative of the driving behavior.
- the plausibility check uses the change over time of a variable that characterizes the driving dynamics in order to determine the plausibility of a triggering decision.
- a triggering decision is rated as implausible by the plausibility check if the change over time in the quantity characterizing the driving dynamics falls below a predefinable change speed threshold, ie only very much slowly changes. 1 For example, a slow, ie not erratic and over a longer period of z.
- a yaw rate that increases for a few seconds
- a triggering decision based on a detected yaw rate value lying above a threshold value is rejected as implausible, since it is concluded that the driver is driving in a deliberate and controlled manner.
- Such driving conditions occur, for example, during test circuit drives or in spiral car park approaches, in which the driving speed is slowly increased while the curve radius remains unchanged.
- This example can refer to all other variables that indicate a safety-critical driving state, such as, for. B. the float angle or the braking torque can be transmitted.
- test and demonstration situations are recognized on the course of the recorded parameters and a triggering of a protective agent is prevented.
- the driver's behavior is deliberately and controlledly brought about if a comparable driving situation occurs at a predeterminable frequency within a predefinable time interval. If, for example, emergency braking is carried out for the third time within a time interval of two minutes, with the initial speed at the start of braking being between 60 and 80 km / h, it is concluded that driving behavior has been brought about deliberately and in a controlled manner. In the example described, it can be assumed that there are test or demonstration situations. Understeering or oversteering and other safety-critical driving conditions with other output speed ranges can also lead to the evaluation of a triggering decision as implausible.
- a predeterminable number of repetitions (at least one) of a safety-critical driving situation takes place within a predefinable period. Then, from the predeterminable number of repetitions, the triggering of the occupant protection means on the basis of this driving situation is prevented by the plausibility check.
- additional criteria can also be checked by the control device according to the invention. For example, in the event of an emergency braking situation that occurs repeatedly within a few minutes, it can additionally be checked whether the steering angle or the yaw rate have the same or at least a similar value in each emergency braking situation. Only if this is fulfilled is it concluded that the driving situation was deliberately and controlled and the triggering decision, which is based on the emergency braking situation, assessed as implausible.
- special driving situations are additionally specified, a triggering decision being filtered out as implausible only when one of the predetermined special driving situations is present and the triggering of an occupant protection means being is prevented.
- These special driving situations limit the range of driving situations that do not lead to the triggering of an occupant protection device to a predefinable set of selected situations, so that the decision to trigger a triggering can be made as implausible with particularly high security.
- a predeterminable driving dynamics pattern means that a value range is defined for a set of driving dynamics variables and the values of different driving dynamics variables are in a predefined relationship to one another, that is to say the value ranges have a predefinable relationship.
- special driving situations can also be characterized by manipulated variables such as steering angle and accelerator pedal position.
- the plausibility check can also include environmental variables such as, for example, the outside temperature, the road conditions, the coefficient of friction between the tires and the road, the position of the vehicle detected by means of a position detection system, the distance to a vehicle in front or to objects in the area surrounding the vehicle, the type of road (motorway, village road, service road, parking lot).
- environmental variables such as, for example, the outside temperature, the road conditions, the coefficient of friction between the tires and the road, the position of the vehicle detected by means of a position detection system, the distance to a vehicle in front or to objects in the area surrounding the vehicle, the type of road (motorway, village road, service road, parking lot).
- Special driving situations can in particular be determined by a predeterminable static relationship and / or by a predefinable dynamic relationship - are characterized by value ranges. It is also possible to characterize and recognize a special driving situation based on the dynamic course of a single driving dynamics variable. As special driving situations, for example, circular drives, slalom tours, test braking, drifting around a curve, driving on snow or ice, etc., as well as combinations thereof, can be specified and recognized using characteristic variables.
- the plausibility check uses a variable indicative of a change in the activation state and a change in the operating state of a driving dynamics control system which can be switched on and off by a system or manually by the driver, in order to plausibility check a triggering decision. Since lower threshold values may apply to safety-critical situations when the driving dynamics control system is switched on than when the driving dynamics control system is switched off, a change in the operating state can result in a decision to make a trigger. Such a triggering decision, which is brought about by the change in operating state, is undesirable and is rejected by the plausibility check.
- safety-critical driving behavior is recorded on the one hand as the operating state of a vehicle dynamics control system (vehicle dynamics control system on / off) and on the other hand as the activation state of the vehicle dynamics control system (intervention in vehicle dynamics: yes / no).
- a triggering decision is then rejected as implausible if the driving dynamics control system only changed from the operating state to the operating state on shortly before the triggering decision.
- control device for controlling an occupant and / or partner protection means is described in more detail below with reference to the drawing: This is done specifically by activating an occupant protection device.
- occupant protection devices such as belt tensioners, knee pads, seat components that can be adjusted in position or hardness, and other controllable support and damping elements
- this also includes control for closing a sliding roof or the side windows or adjusting a seat to a collision-optimal position.
- control of a partner protection means such as, for example, an adjustable bonnet or an extendable pedestrian impact damping element is also possible in the same way and with the same control device.
- the single figure shows a block diagram of a control device 1 according to the invention for controlling an occupant protection device 2.
- the control device 1 comprises a decision stage 3 and a plausibility check stage 4.
- Decision stage 3 detects variables 5, 6 and 7, in particular variables relating to vehicle dynamics, which originate, for example, from control units and sensors such as an ABS control unit, a wheel speed sensor, a yaw rate sensor or an environmental sensor.
- the decision stage 3 uses the detected variables 5, 6, 7 to determine whether the vehicle's driving behavior is critical to safety and, if necessary, outputs a triggering decision for the occupant protection device 2 that corresponds to the driving behavior that is critical to safety.
- the triggering decision can consist of a simple signal for activating the occupant protection means 2, or additionally the triggering time, the triggering characteristic, the triggering speed, the triggering strength and the triggering. duration of occupant protection means 2 include.
- the plausibility check level 4 comprises a first sub-level 8 for determining a desired driving behavior, that is to say a driving behavior intentionally and controlledly brought about by the driver. holding the vehicle, and a second sub-stage 9 for evaluating the triggering decision.
- the first sub-stage 8 uses variables 7, 10, 11 recorded in the vehicle, such as, for example, the steering angle, the wheel speeds, the accelerator and brake pedal travel and the yaw rate and / or the time profile of these variables.
- variables that are not taken into account by decision level 3 can also be used for the plausibility check.
- the determined desired driving behavior is transmitted to the second sub-stage 9.
- the second sub-stage 9 records the desired driving behavior determined by the first sub-stage 8 and the safety-critical driving behavior transmitted by the decision stage 3, and compares whether the desired driving behavior corresponds to the safety-critical driving behavior within predefinable limits. If this is the case, the second sub-stage 8 evaluates the triggering decision based on the safety-critical driving behavior as implausible, and prevents actuation of the occupant protection means based on this triggering decision.
- the first and second sub-stages can also be designed as a single stage which uses the detected variables 7, 10, 11 and the triggering decision determined by decision stage 3 and / or the determined safety-critical driving behavior.
- the plausibility check 4 enables direct activation of the occupant protection means 2 by the control device 1, in particular by the decision level 3 or a control level provided therefor.
Abstract
Description
Claims
Priority Applications (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US10/533,470 US20060164227A1 (en) | 2002-10-31 | 2003-08-16 | Control device and priming method for an element protecting a vehicle passenger and/or a road user |
JP2004547482A JP2006504561A (ja) | 2002-10-31 | 2003-08-16 | 車両の乗員及び/又は道路利用者の保護手段の制御装置及び制御方法 |
EP03809715A EP1556256A1 (de) | 2002-10-31 | 2003-08-16 | Steuervorrichtung und verfahren zur ansteuerung eines insassen- und/oder partnerschutzmittels |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE10250732.5 | 2002-10-31 | ||
DE10250732A DE10250732B3 (de) | 2002-10-31 | 2002-10-31 | Steuervorrichtung und Verfahren zur Ansteuerung eines Insassen- und/oder Partnerschutzmittels |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2004039639A1 true WO2004039639A1 (de) | 2004-05-13 |
Family
ID=31984435
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/EP2003/009094 WO2004039639A1 (de) | 2002-10-31 | 2003-08-16 | Steuervorrichtung und verfahren zur ansteuerung eines insassen- und/oder partnerschutzmittels |
Country Status (5)
Country | Link |
---|---|
US (1) | US20060164227A1 (de) |
EP (1) | EP1556256A1 (de) |
JP (1) | JP2006504561A (de) |
DE (1) | DE10250732B3 (de) |
WO (1) | WO2004039639A1 (de) |
Cited By (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2008521691A (ja) * | 2004-12-02 | 2008-06-26 | ダイムラー・アクチェンゲゼルシャフト | 車間距離センサシステムを備える自動車で予防的に作動する保護システムのための方法 |
US7565229B2 (en) * | 2005-02-17 | 2009-07-21 | Continental Automotive Systems Us, Inc. | Method and system for detecting malfunctioning sensors |
US8335614B2 (en) * | 2005-07-30 | 2012-12-18 | GM Global Technology Operations LLC | Method for controlling a belt pretensioner and safety arrangement comprising a belt pretensioner |
Families Citing this family (18)
Publication number | Priority date | Publication date | Assignee | Title |
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DE10305013A1 (de) * | 2003-02-07 | 2004-08-19 | Robert Bosch Gmbh | Vorrichtung zur Einstellung wenigstens eines Fahrzeugsitzes |
DE102004013268B4 (de) * | 2004-03-18 | 2015-05-07 | Conti Temic Microelectronic Gmbh | Verfahren und Vorrichtung zum Auslösen eines Insassenschutzsystems eines Fahrzeugs |
DE102004032985A1 (de) | 2004-07-08 | 2006-02-09 | Daimlerchrysler Ag | Kraftfahrzeug mit einem präventiv wirkenden Sicherheitssystem |
DE102004037539B4 (de) * | 2004-08-03 | 2015-07-16 | Daimler Ag | Kraftfahrzeug mit einem präventiv wirkenden Schutzsystem |
DE102004038167B4 (de) * | 2004-08-06 | 2013-03-07 | Daimler Ag | Kraftfahrzeug mit einem präventiv wirkenden Schutzsystem |
DE102004045820B4 (de) * | 2004-09-22 | 2008-04-03 | Daimler Ag | Sicherheitseinrichtung für ein Kraftfahrzeug mit wenigstens einer verschließbaren Öffnung des Innenraumes |
DE102004062482A1 (de) * | 2004-12-24 | 2006-07-13 | Daimlerchrysler Ag | Verfahren und Vorrichtung zur präventiven Ansteuerung eines Insassenschutzsystems |
DE102005010997A1 (de) * | 2005-03-10 | 2006-09-14 | Daimlerchrysler Ag | Verfahren und Vorrichtung zur Steuerung eines reversiblen Gurtstraffers |
DE102005019461B4 (de) * | 2005-04-27 | 2016-02-04 | Robert Bosch Gmbh | Auslöseverfahren zur Aktivierung von Insassenschutzmitteln in einem Fahrzeug |
DE102005022678A1 (de) | 2005-05-17 | 2006-11-23 | Robert Bosch Gmbh | Sicherheitssystem für ein Fahrzeug |
DE102005023693A1 (de) * | 2005-05-23 | 2006-12-07 | Robert Bosch Gmbh | Vorrichtung zur Ansteuerung von wenigstens einer Fahrzeugkomponente zum Schutz von wenigstens einem Fahrzeuginsassen |
DE102005035850A1 (de) * | 2005-07-30 | 2007-02-01 | GM Global Technology Operations, Inc., Detroit | Verfahren zur Steuerung eines reversiblen Gurtstraffers und Sicherheitsanordnung mit einem Sicherheitsgurt und einem reversiblen Gurtstraffer |
DE102005037961B4 (de) * | 2005-08-11 | 2015-06-11 | Robert Bosch Gmbh | Verfahren und Vorrichtung zur Erkennung eines seitlichen Aufprallortes |
DE102005049758B4 (de) * | 2005-10-14 | 2017-06-01 | Conti Temic Microelectronic Gmbh | Verfahren zur Steuerung eines Insassenschutzsystems sowie entsprechendes Insassenschutzsystem |
EP2025762A3 (de) * | 2006-01-17 | 2009-09-30 | Health Research Inc. | Heteroduplex-Trackingassay |
DE102006002747A1 (de) | 2006-01-20 | 2007-07-26 | Robert Bosch Gmbh | Vorrichtung und Verfahren zur Ansteuerung von Personenschutzmitteln bei einem Seitenaufprall |
DE102007021700A1 (de) | 2007-05-09 | 2008-11-13 | Robert Bosch Gmbh | Verfahren und Steuergerät zur Ansteuerung von Personenschutzmitteln für ein Fahrzeug |
DE102011076367B4 (de) * | 2011-05-24 | 2020-08-20 | Bayerische Motoren Werke Aktiengesellschaft | Elektronisches Steuersystem für eine Sicherheitseinrichtung eines Kraftfahrzeugs |
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- 2002-10-31 DE DE10250732A patent/DE10250732B3/de not_active Expired - Lifetime
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- 2003-08-16 EP EP03809715A patent/EP1556256A1/de not_active Withdrawn
- 2003-08-16 WO PCT/EP2003/009094 patent/WO2004039639A1/de active Application Filing
- 2003-08-16 US US10/533,470 patent/US20060164227A1/en not_active Abandoned
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US8335614B2 (en) * | 2005-07-30 | 2012-12-18 | GM Global Technology Operations LLC | Method for controlling a belt pretensioner and safety arrangement comprising a belt pretensioner |
Also Published As
Publication number | Publication date |
---|---|
US20060164227A1 (en) | 2006-07-27 |
JP2006504561A (ja) | 2006-02-09 |
DE10250732B3 (de) | 2004-04-08 |
EP1556256A1 (de) | 2005-07-27 |
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