WO2005095907A1 - Fahrzeugsensor zur erfassung von körperschall - Google Patents
Fahrzeugsensor zur erfassung von körperschall Download PDFInfo
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- WO2005095907A1 WO2005095907A1 PCT/DE2005/000555 DE2005000555W WO2005095907A1 WO 2005095907 A1 WO2005095907 A1 WO 2005095907A1 DE 2005000555 W DE2005000555 W DE 2005000555W WO 2005095907 A1 WO2005095907 A1 WO 2005095907A1
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- WIPO (PCT)
- Prior art keywords
- vehicle
- sensor
- vehicle sensor
- sensor according
- transducer elements
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01H—MEASUREMENT OF MECHANICAL VIBRATIONS OR ULTRASONIC, SONIC OR INFRASONIC WAVES
- G01H1/00—Measuring characteristics of vibrations in solids by using direct conduction to the detector
Definitions
- Vehicle sensor for detecting structure-borne noise
- the invention relates to a vehicle sensor for He Assung of structure-borne noise according to claim 1.
- vibrations in the body of a vehicle which are caused, for example, by a crash, can be detected by means of a structure-borne noise sensor.
- a structure-borne noise sensor In order to optimally adapt the occupant protection to different driving situations, the
- Structure-borne noise sensors attached directly to the outside of the vehicle body or arranged in the central unit, provided that this is coupled to the vehicle body in terms of vibration. Attachment to the outside of the vehicle body as side or upfront sensors is advantageous if there is a side crash or a collision with an obstacle of low mass, since they enable rapid and safe detection of an accident and thus the efficient use of protective agents.
- Known devices for triggering safety devices in a vehicle are often equipped with a plurality of sensors for detecting structure-borne noise or acceleration. If the sensors are able to detect the acceleration of a vehicle and the structure-borne noise at the same time, the signal components of the acceleration and the structure-borne noise have to be filtered out of the broadband signal using a subordinate processing unit. Either digital filters are used, which require a previous A / D conversion of the sensor signal, or analog filters are used, the use of which is usually even more expensive than the use of digital filters. In addition, the sensors often have a different sensitivity direction with regard to the detection of acceleration or structure-borne noise. For this reason, several of these sensors are usually used in a safety device.
- the object of the present invention is now to propose a vehicle sensor for detecting structure-borne noise, which enables simple and accurate detection of signal components of structure-borne noise and possibly acceleration, for example to ensure that a safety device in a vehicle is triggered with the smallest possible number of sensors ,
- the senor has individual sensor elements, each of these individual sensor elements enabling detection of desired signal components of structure-borne noise and, if appropriate, acceleration.
- the invention now relates to a vehicle sensor for detecting structure-borne noise, which comprises a measurement sensor for detecting structure-borne noise, the measurement sensor comprising a plurality of individual, separate measurement sensor elements, each of which is coupled to a vehicle structure in such a way that structure-borne sound waves are transmitted from the vehicle structure to the measurement sensor.
- the sensor elements can be sensitive to different frequency ranges.
- the sensor elements can also have different sensitivity directions.
- the vehicle sensor can thus provide signal components of the structure-borne noise without the time-consuming filtering out of the required frequencies from an otherwise customary broadband signal and thus a complex circuit arrangement for filtering being necessary.
- a suitable arrangement of the individual transducer elements a suitable detection of the desired signal components, also under Consideration of different sensitivity directions can be realized.
- a safety device of a vehicle such as an occupant protection system can be implemented inexpensively with the smallest possible number of vehicle sensors.
- the detection of the different signal components via the individual transducer elements, each of which has a measuring electrode, can be carried out with the aid of a common measuring electrode.
- the potentials or the change in the potentials between the common electrode and another measuring electrode can be measured and evaluated.
- the vehicle sensor is particularly suitable for detecting longitudinal structure-borne sound waves. Diagnostic devices can thus be implemented, for example, which are used to evaluate crash signatures, bearing damage, brake wear, road surfaces, combustion anomalies or roaring noises.
- the forces measured can be axial, bending, shear, torsion or acceleration forces.
- the detection and processing of longitudinal structure-borne sound waves is advantageous because they enable the origin of the structure-borne sound wave to be determined. In principle, one level can be monitored with respect to structure-borne noise with only one vehicle sensor according to the invention.
- the vehicle sensor is designed such that the individual transducer elements are coupled to the vehicle structure in such a way that longitudinal and / or transverse structure-borne sound waves are transmitted from the vehicle structure to the transducer.
- transverse structure-borne sound waves By detecting transverse structure-borne sound waves, further information can be obtained, for example about a crash event, which can be important for the control of a safety device.
- a processing unit arranged in the vehicle sensor in particular on a carrier, which is preferably designed as an integrated semiconductor circuit, has sufficient dynamics. Longitudinal structure-borne sound waves usually have a lower amplitude than transverse structure-borne sound waves or also acceleration signals.
- the processing unit can therefore be designed to process signals with different amplitudes without overdriving, especially when unwanted
- Signal components are not sufficiently attenuated by the construction of the vehicle sensor according to the invention.
- the sensor elements are coupled to the vehicle structure via an elastic or a visco-elastic coupling layer for transmitting the structure-borne sound waves.
- a coupling layer has the effect that certain signal components are damped when signal components are transmitted. This enables, for example, a type of filtering of signal components, in particular of undesired signal components.
- the visco-elastic coupling layer is designed as a common layer, which extends over the area of all sensor elements between the sensor elements and the vehicle structure.
- the coupling factor in the direction of the sensor can be greater than or at least equal to the coupling factor transverse to the sensor.
- the visco-elastic coupling layer can also be designed in the form of separate knobs between the sensor elements and the vehicle structure.
- the knobs can be applied to the sensor elements by dispensing or racking.
- the space between the knobs can, for example, with a hard, inelastic underfiller Material to be filled out.
- the viscoelastic coupling layer can be designed in the form of fillings of the cutouts of the die between the transducer elements and the vehicle structure.
- the knobs or fillings of the die cutouts can be used to adapt the active surfaces of the sensor elements to the
- Vehicle structure and to optimize the frequency-dependent damping have different cross sections, thicknesses or shapes. Furthermore, in order to optimize the coupling of the sensor elements to the vehicle structure using the wave refraction, an adaptation of the shaft type, for example a bending, torsional, longitudinal, transverse, Rayleigh or strain wave, to the measuring principle of the sensor (measurement of pressure, Bending, shear or torsional forces).
- the shaft type for example a bending, torsional, longitudinal, transverse, Rayleigh or strain wave
- the vehicle sensor In a preferred embodiment of the vehicle sensor, the
- Sensor elements arranged in the form of a facet structure In an alternative, preferred embodiment, the sensor elements are arranged in the form of an array.
- the sensor elements can have a rectangular area.
- the sensor preferably has at least eight sensor elements. It has been shown that for structure-borne noise detection in one level at least eight Sensor elements or measuring electrodes are optimal in order to enable a reliable determination of the direction of propagation of the structure-borne sound wave.
- the sensor elements are arranged in the form of a digital structure.
- the sensor elements can have a comb-like surface. With a digital structure, for example, special filter properties of the vehicle sensor can be realized.
- the sensor preferably has at least two sensor elements.
- the sensor elements are arranged in the form of a self-test structure.
- a self-test structure can enable a self-test of the vehicle sensor to be carried out.
- a self-test electrode can be implemented in addition to the other transducer elements or measuring electrodes.
- a test signal can be fed via this self-test electrode, which can then be measured by the other measuring electrodes. This requires at least two additional measuring electrodes in addition to the self-test electrode.
- a transmission of certain structure-borne sound waves can be influenced by the geometric shape of the sensor elements or their dimensions and the arrangement of the sensor elements. Attenuation of unwanted signal components or preferred transmission of desired signal components over undesired signal components can be achieved.
- the dimensions of the sensor elements or Measuring electrodes be smaller than the smallest wavelength of structure-borne noise to be recorded.
- the dimensions of the rectangular measuring electrodes can therefore be smaller than the smallest wavelength of the structure-borne noise to be recorded.
- the dimensions of the comb-like structures of the measuring electrodes in a digital arrangement can also be smaller than the smallest wavelength of the structure-borne noise to be recorded.
- the dimensions of the sensor elements or the measuring electrodes can be larger than the largest wavelength of the structure-borne noise to be detected.
- the measuring sensor is designed as a piezoelectric measuring sensor.
- Piezo elements are able to measure bending, shear, torsion, tensile or compressive forces. They are highly sensitive and can vibrate in a wide range
- the senor can also be designed as a piezoresistive or capacitive sensor. With such a sensor, compressive forces can be recorded well. They have a fine spatial resolution. Array arrangements in particular can be implemented well with such a sensor.
- the electronics of the processing unit can be integrated in the array structure.
- the vehicle sensor is then preferably designed as an ASIC, the Contacting of the sensor elements within the ASIC is realized.
- the senor can comprise a carrier for the measurement sensor 5, which is designed as a substrate, a wiring carrier or a film.
- the carrier can preferably be suitable for further assembly in a housing.
- the carrier can be a lead frame that is cast with a molding compound as a housing.
- the sensor is preferably connected to the carrier via a non-positive and / or positive connection.
- This connection is, for example, an adhesive point or a contact layer. It can have 5 contact surfaces which ensure electrical signal transmission between the electrodes of the measurement sensor and a processing unit arranged on the carrier.
- the senor can have a housing.
- the housing is designed as a hybrid housing.
- the housing of the vehicle sensor can be designed in such a way that it can be fitted into a cavity of the vehicle structure and can be fastened there by means of an adhesive, soldering, welding, clamping or screw connection.
- the cavity can also be filled with a casting compound.
- the housing it is possible for the housing to be fastened to the vehicle structure by means of an assembly block which accommodates the vehicle sensor including the housing.
- the vehicle sensor can also comprise an acceleration sensor in order to be able to detect accelerations with high precision.
- the acceleration sensor is preferably implemented as a piezoelectric or micromechanical acceleration sensor. Due to the different application possibilities of the vehicle sensor in the vehicle and the different amplitudes of the signal components of the longitudinal or transverse structure-borne noise or the acceleration, it is advantageous if the sensitivity of the acceleration measurement in the manufacturing process of the vehicle sensor varies depending on the application in a range of approximately +/- 1 g to about +/- 1000g is set. Overloading of a processing unit integrated in the vehicle sensor can thus be avoided. A higher sensitivity of up to about +/- 1000g can be set if the vehicle sensor is in the frontal area of the
- Vehicle is to be used to detect a frontal crash. However, a collision with a pedestrian that has a low mass in comparison to another vehicle can then also be reliably detected, for example to trigger a pedestrian protection system.
- the vehicle sensor can be designed such that the sensor elements are coupled to the vehicle structure via at least one mechanical contact point for transmitting the structure-borne sound waves.
- the at least one mechanical contact point can have a conical shape, the base surface of the cone being circular or oval. If the vehicle sensor is additionally connected to the vehicle structure via an assembly block, the attachment surfaces between the assembly block and the vehicle structure can also have such contact points.
- the cone is preferably arranged in such a way that its base area is connected to the sensor or, if appropriate, to the
- Mounting block containing the vehicle sensor is connected, whereas the tip of the cone is connected to the vehicle structure. This enables attenuation of unwanted signals or a preferred transmission of desired signal components over undesired signal components.
- the distances should be between the mechanical contact points may be smaller than the smallest wavelength to be recorded.
- the distances between the mechanical contact points should be greater than the largest wavelength to be detected.
- the invention further relates to a safety device for a vehicle with at least one vehicle sensor according to the invention.
- a safety device for a vehicle with at least one vehicle sensor according to the invention.
- a level can be monitored for a collision and the safety device can be triggered in good time and reliably depending on the type of accident.
- the invention also relates to a diagnostic device for a vehicle with at least one vehicle sensor according to the invention.
- Diagnostic devices can include, for example, detection devices for crash signatures, bearing damage, brake wear, road surfaces, combustion anomalies or roaring noises. For example, he can carry out ball bearing or roller bearing monitoring based on vibration measurements at the relevant points. It can also be used to monitor the condition of the road surface based on a vibration analysis of the vibrations occurring in the chassis. It can also be used in vehicle stability and braking systems or in vehicle dynamics control systems. The vehicle sensor with its characteristic direction of sensitivity is attached according to the orientation of the vibrations to be measured.
- the invention further relates to the use of the vehicle sensor according to the invention for evaluating superimposed structure-borne sound waves independent of one another or for differentiating between superimposed structure-borne sound waves independent of one another, as tunable bandpass and / or effective value generator or as a parameter estimator or for determining statistical parameters.
- a directional evaluation of structure-borne sound waves can advantageously be used when realizing an occupant protection system, for example in order to determine the location of the collision with an obstacle and thereby to be able to control the occupant protection system in a more targeted manner.
- a spectral analysis of the structure-borne sound waves and in particular an FFT (Fast Fourier Transformation) and / or a short-term FFT can be carried out. This allows the implementation of a safety device in a vehicle with the smallest possible number of vehicle sensors.
- FFT Fast Fourier Transformation
- FIG. 1 shows a realization of an occupant protection system with two vehicle sensors according to the invention
- 2.1 shows a schematic illustration of the vehicle sensor according to the invention, the vehicle sensor also recording the acceleration in addition to structure-borne noise;
- FIG. 2.2 shows a frequency characteristic of the signal detected by the vehicle sensor shown in FIG. 2.1; 3 shows a first embodiment of the vehicle sensor according to the invention; 4.1 shows a detailed illustration of the attachment of the sensor on the carrier of the first embodiment shown in FIG. 3; 4.2 is an enlarged view of a section of FIG. 4.1 defined by a dotted circle; 4.3 shows the representation of a section of FIG. 4.1 following the line AB; 5.1 shows a facet arrangement of the sensor elements; 5.2 shows an array arrangement of the sensor elements; 6.1 shows a digital arrangement of the sensor elements; 6.2 shows a self-test arrangement of the sensor elements; 7 shows a second embodiment of the vehicle sensor according to the invention; FIG. 8 shows an enlarged illustration of a section of FIG.
- 9.1 shows a third embodiment of the vehicle sensor according to the invention
- 9.2 shows a section of FIG. 9.1 following the line AB
- 10.1 shows a representation of the coupling of the sensor elements to the vehicle structure via the viscoelastic coupling layer
- 10.2 shows the coupling of the sensor elements to the vehicle structure via viscoelastic knobs
- 10.3 shows a representation of the coupling of the sensor elements to the vehicle structure by means of cutouts of a die filled with viscoelastic material
- 11.1 different embodiments of the knobs or cutouts of the die; 11.2 shows the coupling of the sensor elements to the vehicle structure with an adaptation of the shaft to the sensor element;
- 12 shows a realization of an occupant protection system with side and upfront sensors according to the prior art
- 13 shows the sensitivity directions of acceleration sensors of an occupant protection system according to the prior art.
- the vehicle 1 is equipped with a central control unit 2, which is provided for the control or triggering of a safety device in the vehicle 1. Furthermore, a number of sensors (3.1.2, 3.2, 3.3) are arranged in the vehicle, which are provided for the rapid detection of a frontal or side crash.
- the control unit 2 is central in the vehicle 1, preferably in the
- Vehicle tunnel arranged. It controls, for example, the triggering of occupant protection devices, such as belt tensioners, airbags or roll-over devices, which are not shown, and which occur at the right time during or must be activated after a collision in order to offer the occupant the greatest possible protection.
- occupant protection devices such as belt tensioners, airbags or roll-over devices, which are not shown, and which occur at the right time during or must be activated after a collision in order to offer the occupant the greatest possible protection.
- the sensors arranged laterally in vehicle 1 are side sensors 3.1.2, which are used to detect a side crash.
- the sensitivity of the side sensors 3.1.2 is usually in the y direction, i.e. aligned in the vehicle transverse direction.
- Devices are also known in which the side sensors 3.1 .2 have an additional sensitivity in the x direction, i.e. in the vehicle longitudinal direction, as shown in Fig. 12 with a dotted arrow.
- the additional sensitivity in the x direction i.e. in the vehicle longitudinal direction, as shown in Fig. 12 with a dotted arrow.
- Accelerometers in the vehicle longitudinal direction are mainly provided for the detection of crashes which occur in the area of the fenders of the vehicle 1, that is to say not in the center from the front or the rear. These crashes are difficult to detect, since the body of the vehicle 1 is relatively soft in the area of the fenders and a crash is therefore recognized relatively late.
- the sensors arranged in the front area of the vehicle are centrally arranged upfront sensors 3.3 and laterally arranged upfront sensors 3.2. These are used to detect a frontal crash. Depending on the needs of the trigger
- the occupant protection system may require two upstream sensors 3.2 arranged on the side or only one upstream sensor 3.3 arranged in the center in order to reliably detect a crash and to trigger the occupant protection system safely.
- the direction of sensitivity of the upfront sensors 3.2, 3.3 is in the x direction, i.e. aligned in the longitudinal direction of the vehicle.
- the side sensors 3.1.2 and the upfront sensors 3.2, 3.3 are attached as close as possible to the outer skin of the vehicle, in order, for example, to be able to detect accidents with pile-shaped obstacles. In such accidents, reliable detection is problematic because the amplitude of the measured acceleration signal is relatively low. In the event of side crashes, the sensors must also be arranged close to the vehicle's outer skin trigger the occupant protection system quickly and safely because the crumple zone on the side of the vehicle is small.
- FIG. 13 shows a representation of the sensitivity directions of acceleration sensors of an occupant protection system according to the prior art.
- the control unit 2.2 has two accelerometers, the sensitivity direction 3 of which are offset by 90 ° in each case.
- the sensitivity of the first accelerometer is in the x direction, i.e. aligned in the direction of the vehicle's longitudinal axis
- the sensitivity of the second accelerometer in the y direction i.e. is aligned in the direction of the vehicle transverse axis.
- the sensitivities of the first and second accelerometers are each offset by 45 ° to the longitudinal axis of the vehicle.
- the acceleration sensors can be arranged in any conceivable angular position in order to be able to monitor a plane with regard to a change in the acceleration on the basis of the resulting acceleration vectors.
- FIG. 1 shows a realization of an occupant protection system with two vehicle sensors 4 according to the invention.
- the attachment of the vehicle sensors 4 directly to the outer skin of the vehicle is not necessary due to their mode of operation. They are arranged in the vicinity of or within the centrally located control unit 2.
- the vehicle sensor 4 can have a directional characteristic in the x- and y-directions, the resulting directional characteristic of which is shown by an arrow, it is possible to monitor an area formed from the vehicle's longitudinal axis and transverse axis with regard to accident detection using only one vehicle sensor 4 .
- a plausibility check of the trigger signal for the occupant protection system is carried out with a second vehicle sensor 4, the resulting directional characteristic of which is offset by 90 ° to that of the first vehicle sensor 4.
- the triggering signal can also be checked for plausibility by using a further signal component, for example that of the acceleration, of the same vehicle sensor 4.
- a further vehicle sensor 4 for example near the outer skin of the vehicle, in addition to the vehicle sensor 4 arranged centrally in the control unit, although this can monitor a surface formed from the vehicle's longitudinal axis and transverse axis, is required, for example, if a collision with a slight obstacle is to be detected.
- FIG. 2.1 shows a schematic representation of the vehicle sensor 4 according to the invention, the vehicle sensor 4 not only detecting the structure-borne noise above 4 kHz but also the acceleration below 500 Hz.
- FIG. 2.2 shows a frequency characteristic of the signal detected by the vehicle sensor 4 shown in FIG. 2.1.
- the vehicle sensor 4 is arranged in a vehicle 1 which moves in the direction of travel 1.1. It has a sensor 4.1 for recording structure-borne noise above 4 kHz and acceleration below 500 Hz and a processing unit 4.2.
- the processing unit 4.2 comprises an integrated amplifier circuit, which processes the measurement signals of the structure-borne noise 6.4 and the acceleration 6.3 for further processing in the subsequent evaluation unit 2.1.
- the evaluation unit 2.1 is a microprocessor of the control unit 2 for an occupant protection system.
- the processing of the measurement signals of structure-borne noise 6.4 and acceleration 6.3 include filtering and digitization of the filtered signals by an A / D converter, so that these are then present as a digital signal at output 4.2.1 of processing unit 4.2.
- the signals generated in this way are then fed to the microprocessor in control unit 2 via a digital interface. This also eliminates the need for additional complex external signal filtering.
- the sensitivity of the vehicle sensor with regard to an acceleration between +/- 1g and +/- 1000g is selected so that it meets the requirements of the vehicle sensor use without large differences in amplitude of the different signal components occurring.
- FIG. 3 shows a first embodiment of the vehicle sensor 4 according to the invention, which is attached to the vehicle structure 5.
- Vehicle structure 5 spread structure-borne sound waves in direction 6, where they are divided into longitudinal structure-borne sound waves 6.1 and transverse structure-borne sound waves 6.2.
- Longitudinal structure-borne sound waves 6.1 oscillate in the direction of propagation of structure-borne sound wave 6, transverse structure-borne sound waves 6.2, however, perpendicular to the direction of propagation of structure-borne sound wave 6.
- the vehicle sensor 4 has a substrate as a carrier 4.3.
- This substrate can be a ceramic, an enamel or a circuit board substrate.
- On the carrier 4.3 is 4.8.1 by means of a contact layer as a frictional
- a piezo element attached as a sensor 4.1 An integrated semiconductor circuit is arranged as a processing unit 4.2 on the opposite surface of the carrier 4.3.
- a micromechanical acceleration sensor 4.4 can be arranged.
- the carrier 4.3, the processing unit 4.2 and the acceleration sensor 4.4 as well as the lead frame 4.9, which is used for contacting, are overmolded with a molding compound 4.7 in order to form the sensor body 4.0.
- the contacts of the lead frame 4.9 of the sensor body 4.0 are with the connector pins 8.1 connected, which form the connector 8.2.
- the sensor body 4.0 is mounted in the housing 4.10 and cast with a potting 4.6.
- the housing 4.10 does not completely enclose the sensor body 4.0 and the encapsulation 4.6.
- an elastic coupling layer 7.1 is provided between the piezoelectric layer 4.1 with an electrode 4.1.1 mounted thereon and the vehicle structure 5, which is designed to dampen unwanted signal components or preferred signal components are preferred transferred to.
- the elastic contact layer 4.8.1 between the carrier 4.3 and the piezoelectric layer 4.1 enables electrical signal transmission at one or more contact points to the contacts of the lead frame and thus to the connector 8.2.
- the mold mass 4.7 forms a protection for the carrier 4.3 and the associated piezoelectric layer 4.1, the processing unit 4.2 and the acceleration sensor 4.4.
- the resulting shaping of the sensor body 4.0 offers an assembly aid for the carrier 4.3, which comprises the piezoelectric element 4.1, in the subsequent processing step, in which the sensor body 4.0 is cast into the sensor housing 4.10 by means of the potting 4.6.
- the vehicle sensor 4 is attached to the vehicle structure 5 with the open side of the housing 4.10 or with the side on which the elastic coupling layer 7.1 is located.
- the housing 4.10 attached to the vehicle structure 5 by means of an adhesive connection as a circumferential connection 9 such that the elastic coupling layer 7.1 is in direct contact with the vehicle structure 5 for transmitting the signals of structure-borne noise and the acceleration.
- a cavity 10 remains in the region of the outer wall of the housing.
- the elastic coupling layer 7.1 provides the necessary tolerance compensation and thus optimum contact and optimal transmission of the signals between the piezoelectric layer 4.1 and the vehicle structure 5.
- the circumferential connection 9 can alternatively also be designed as a welded or soldered connection.
- it can also be reinforced by a mechanical connection, not shown here, such as a clamp connection or a screw connection. This can be advantageous in the assembly process, for example, if you want to avoid waiting times for the adhesive connection to dry.
- the common electrode 4.1.1 is attached, which leads upward on the left around the piezoelectric layer 4.1 in order to come to lie with a smaller partial area between the piezoelectric layer 4.1 and the elastic contacting layer 4.8.1.
- a further electrode 4.1.2 is attached above the piezoelectric layer 4.1 or between the piezoelectric layer 4.1 and the elastic contacting layer 4.8.1, which according to the invention can be divided into several electrodes, which corresponds to a division of the IV sensor into individual sensor elements.
- the carrier 4.3 comprises two plated-through holes 4.3.1, which make it possible to establish an electrical connection between the two electrodes 4.1.1 and 4.1.2 and the processing unit 4.2.
- 4.2 shows an enlarged representation of the detail of FIG. 4.1 defined by a dotted circle or the contacting of the common electrode 4.1.1.
- the common electrode 4.1.1 is guided on the left side around the piezoelectric layer 4.1. It is thus connected to the elastic contact layer 4.8.1 by a smaller partial area.
- the common electrode is via a contact surface 4.3.2 and a wiring line 4.3.3, which are connected by the through-connection 4.3.1
- Carrier 4.3 is guaranteed.
- FIG. 4.3 shows the representation of a section of FIG. 4.1 following line A-B and thus the division of the area of the electrode 4.1.2 and the smaller partial area of the common electrode 4.1.1.
- the common electrode 4.1.1 was guided around the piezoelectric layer 4.1 in order to make an electrical connection with the processing unit 4.2. through the electrical signal path described above.
- the electrode 4.1.2 which is shown here as a single electrode, can be divided into a plurality of individual electrodes, which corresponds to a division into a plurality of transducer elements, by dividing the area of the electrode 4.1.2.
- FIGS. 5.1, 5.2, 6.1, 6.2 now also show the sections of FIG. 4.1 following line A-B, the piezoelectric layer 4.1 and, analogously, the electrode 4.1.2 being divided into different arrangements.
- the 5.1 shows a facet arrangement of the measuring electrodes 4.1.3, which corresponds to a facet arrangement of the sensor elements.
- the measuring electrodes 4.1.3 are designed as fixed components of the sensor 4.1.
- the common electrode 4.1.1 is used for each measuring electrode
- 6.1 shows a digital arrangement of the measuring electrodes 4.1.5, which corresponds to a digital arrangement of the sensor elements.
- a digital arrangement of the measuring electrodes 4.1.5 which corresponds to a digital arrangement of the sensor elements.
- the geometrical arrangement and the geometrical dimensions of the transducer elements or the measuring electrodes also have an influence on the signal transmission of the structure-borne sound waves in this arrangement.
- FIG. 6.2 shows an arrangement of the electrodes according to FIG. 4.3, a self-test electrode 4.1.6 being added to the common electrode 4.1.1 and the electrode 4.1.2.
- This self-test electrode 4.1.6 can also be added to the measuring electrodes 4.1.x shown in the other exemplary embodiments for the arrangement of measuring electrodes (FIGS. 5.1, 5.2, 6.1) in order to implement a self-test capability of the vehicle sensor 4.
- a test signal is fed in via the self-test electrode 4.1.6, which is measured by the electrode 4.1.2 as a result of a coupling via the piezoelectric layer.
- this test signal can be measured by the measuring electrodes 4.1.x shown there.
- FIG. 7 shows a second embodiment of the vehicle sensor 4 according to the invention, which is mounted on a vehicle structure 5.
- the vehicle sensor 4 comprises a substrate as a carrier 4.3.
- the processing unit 4.2 is arranged below the carrier 4.3.
- An acceleration sensor 4.4 can also be arranged below the carrier 4.3.
- a piezoelectric layer with measuring electrodes is connected as a sensor 4.1 above the carrier 4.3 to the carrier 4.3 via an adhesive point 4.8.3.
- the sensor 4.1 is coupled and connected to the hybrid housing base 4.5.1 via the viscoelastic coupling layer 7.2.
- the hybrid housing cover 4.5.2 closes the vehicle sensor 4 below the carrier.
- the measurement signals supplied by the processing unit 4.2 are forwarded to the connector pins 8.1 via the bond connections 4.8.2 and routed to the outside.
- the connector pins 8.1 are designed as glass bushings of the hybrid housing base.
- the hybrid housing 4.5 is fastened to an assembly block 11 by means of an adhesive connection 9.1.
- the hybrid housing can also be fastened to the mounting block 11 via a welded or soldered connection.
- the attachment as not shown here, can be reinforced, for example, by a screw connection.
- the mounting block 11 has a suitable cavity 10 to accommodate the vehicle sensor 4 in its hybrid housing 4.5.
- the mounting block 11 is fastened to the vehicle structure 5 with a screw connection 12.
- the attachment can be reinforced by an adhesive, welded or soldered connection, not shown here.
- the structure-borne sound waves propagate along the vehicle structure in the direction 6, whereby they are divided into transverse structure-borne sound waves 6.2 and longitudinal Subdivide structure-borne sound waves 6.1.
- the mounting block 11 and the hybrid housing 4.5 are fastened in such a way that they ensure transmission of, in particular, the longitudinal structure-borne sound waves, as shown by the chain line.
- the structure-borne sound waves are further transmitted to the piezoelectric layer 4.1 via the viscoelastic coupling layer 7.2.
- the vehicle sensor is thus signal-technically coupled to the vehicle structure 5.
- the hybrid housing 4.5 forms a protection, for example against moisture, for the carrier 4.3 with the sensor 4.1, the processing unit 4.2 and the acceleration sensor 4.4. It is designed in such a way that it is simply inserted into the cavity 10 of the assembly block 11 and filled with a potting compound.
- the mounting block 11 has a shape which carries out the required tolerance compensation in the attachment between the vehicle sensor and the vehicle structure.
- the assembly block 11 can be dispensed with if the vehicle structure 5 has a cutout similar to the cavity 10 of the assembly block 11 in order to accommodate the hybrid housing 4_5.
- FIG. 8 shows an enlarged illustration of a section of FIG. 7 defined by a circle. It shows the attachment of the mounting block 11 to the vehicle structure 5 in detail.
- the mounting block 11 is fastened to the vehicle structure 5 with a screw connection 12.
- the attachment is reinforced by mechanical contact points 11 _ 1.
- the mechanical contact points 11.1 have a conical shape with a circular base. Alternatively, contact points are also possible, the cone of which has an oval base. Depending on the geometric dimensions and the geometric arrangement of these contact points 11.1. a preferred transmission of desired signal components such as that of longitudinal structure-borne noise 6.1 from the vehicle structure 5 to the mounting block 11 and attenuation of undesired signal components is achieved. With regard to the geometric dimensions of the mechanical contact points 11.1 or the spacing of the attachment of the mechanical contact points 11.1, it also applies here that, depending on the application of the vehicle sensor, these are dependent on the wavelength of the structure-borne noise to be detected.
- the vehicle sensor 4 comprises a carrier 4.3, which has a processing unit 4.2 and an acceleration sensor 4.4 on one side and is connected on the other side to a piezo element 4.1 via an adhesive connection 4.8.3.
- the signals measured by the piezo element 4.1 are passed through a via 4.3.1 to the processing unit.
- the signals processed by the processing unit 4.2 are forwarded to the connector pins 8.1 via the bond connections 4.8.2.
- the connector pins 8.1 are also designed as glass bushings in the hybrid housing 4.5.
- the hybrid housing -4.5 completely encloses the aforementioned components of the vehicle sensor 4.
- the hybrid housing 4.5 is fastened to the vehicle structure 5 by means of an adhesive connection 9.1.
- the piezo element 4.1 is arranged at right angles to the carrier 4.3. This results in a damping of the transverse structure-borne sound waves 6.2.
- FIG. 9.2 shows a representation of a section of FIG. 9.1 following line A-B for better understanding.
- the detection of the longitudinal structure-borne sound waves 6.1 is made possible in that the piezo element 4.1 is connected to the hybrid housing 4.5 together with its common electrode 4.1.1 via a rigid coupling 7.3 and that
- Hybrid housing 4.5 is in turn connected to the vehicle structure 5 by a potting or a viscoelastic coupling layer 7.2. Enabling the rigid coupling 7.3 as well as the viscoelastic coupling layer 7.2 on the one hand, the preferred transmission of desired signal components and an attenuation of undesired signal components.
- the adhesive connection 4.8.3 between the carrier 4.3 and the piezo element 4.1 is formed with at least one wiring line 4.3.3 in order to realize the electrical signal transmission between the common electrode 4.1.1 and the via 4.3.1 and thus the processing unit 4.2.
- the hybrid housing 4.5 protects the vehicle sensor 4, for example
- Moisture is designed so that it is fitted into a suitable circular cavity 10 of the vehicle structure 5, is connected to the vehicle structure 5 by means of the adhesive connection 9.1 and is at least partially filled with the encapsulation 4.6 or the viscoelastic coupling layer 7.2.
- the hybrid housing can be fastened to the vehicle structure 5 with a mechanical fixation such as a clamp or screw connection.
- the circular cavity 10 in the vehicle structure 5 additionally hinders the propagation of the transverse structure-borne sound wave and thus dampens this wave.
- the vehicle sensor can be connected to the vehicle structure 5 in a manner similar to that described in the second embodiment.
- the shape of the vehicle sensor 4 or its hybrid housing 4.5 as well as the design of the encapsulation 4.6 or the elastic coupling layer 7.2 ensure the necessary tolerance compensation when mounting and an optimal transmission of the structure-borne noise and acceleration signals to the vehicle sensor 4.
- the viscoelastic coupling layer is 7.2 formed as a common layer extending over all transducer elements 4.1.3.
- 10.3 shows a representation of the coupling of the transducer elements 4.1.3 to the vehicle structure 5 by way of cutouts 7.2.3 of a die 7.2.4 filled with viscoelastic material.
- the sensor is connected to the vehicle structure 5 by means of a die 7.2.4.
- the die 7.2.4 points in the area of
- knobs or cutouts of the die differ in terms of their cross section, which can be circular, rectangular or square, and their shape, which can be cuboid or partially conical.
- Their thickness or height can also be different.
- 11.2 shows a representation of the coupling of the sensor elements to the vehicle structure with an adaptation of the shaft to the sensor element.
Landscapes
- Physics & Mathematics (AREA)
- General Physics & Mathematics (AREA)
- Measurement Of Mechanical Vibrations Or Ultrasonic Waves (AREA)
Abstract
Description
Claims
Priority Applications (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
EP05736123A EP1728055A1 (de) | 2004-03-26 | 2005-03-24 | Fahrzeugsensor zur erfassung von körperschall |
DE112005000270T DE112005000270D2 (de) | 2004-03-26 | 2005-03-24 | Fahrzeugsensor zur Erfassung von Körperschall |
US10/593,909 US7856880B2 (en) | 2004-03-26 | 2005-03-24 | Vehicle sensor for detecting impact sound |
Applications Claiming Priority (4)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102004015474.0 | 2004-03-26 | ||
DE200410015474 DE102004015474A1 (de) | 2004-03-26 | 2004-03-26 | Aufnehmersystem/Auslösesensor, geeignet für Diagnose-/Sicherheitsvorrichtung, insbesondere für Unfallschutzeinrichtungen in einem Fahrzeug |
DE102004022822A DE102004022822A1 (de) | 2004-05-08 | 2004-05-08 | Aufnehmersystem/Auslösesensor, geeignet für Diagnose-/Sicherheitsvorrichtung, insbesondere für Unfallschutzeinrichtungen in einem Fahrzeug |
DE102004022822.1 | 2004-05-08 |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2005095907A1 true WO2005095907A1 (de) | 2005-10-13 |
Family
ID=34965870
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/DE2005/000555 WO2005095907A1 (de) | 2004-03-26 | 2005-03-24 | Fahrzeugsensor zur erfassung von körperschall |
Country Status (4)
Country | Link |
---|---|
US (1) | US7856880B2 (de) |
EP (1) | EP1728055A1 (de) |
DE (1) | DE112005000270D2 (de) |
WO (1) | WO2005095907A1 (de) |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP1884414A1 (de) * | 2006-07-24 | 2008-02-06 | Delphi Technologies, Inc. | Vorrichtung zur Erfassung einer Beschädigung eines Fahrzeugs |
Families Citing this family (8)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO2005095907A1 (de) * | 2004-03-26 | 2005-10-13 | Conti Temic Microelectonic Gmbh | Fahrzeugsensor zur erfassung von körperschall |
DE102005038755B4 (de) * | 2005-08-17 | 2016-03-10 | Robert Bosch Gmbh | Mikromechanisches Bauelement |
DE102007005630B4 (de) * | 2007-02-05 | 2019-08-08 | Infineon Technologies Ag | Sensorchip-Modul und Verfahren zur Herstellung eines Sensorchip-Moduls |
JP2008213515A (ja) * | 2007-02-28 | 2008-09-18 | Denso Corp | 衝突検知手段および保護システム |
JP5518655B2 (ja) * | 2010-09-17 | 2014-06-11 | 株式会社ケーヒン | 車両衝突判定装置 |
DE102011051434A1 (de) * | 2011-06-29 | 2013-01-03 | Huf Hülsbeck & Fürst Gmbh & Co. Kg | Kapazitive Sensoranordnung und Verfahren zur Erfassung von Betätigungsgesten an einem Kraftfahrzeug |
DE102014013472A1 (de) * | 2013-09-30 | 2015-04-02 | Hella Kgaa Hueck & Co. | Verfahren zur Erkennung und Klassifikation von Schadensereignissen an Kraftfahrzeugen und Vorrichtung hierfür |
DE102018210486A1 (de) * | 2018-06-27 | 2020-01-02 | Zf Friedrichshafen Ag | Vorrichtung und Verfahren zum Erfassen von Umgebungsgeräuschen |
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- 2005-03-24 WO PCT/DE2005/000555 patent/WO2005095907A1/de active Application Filing
- 2005-03-24 DE DE112005000270T patent/DE112005000270D2/de not_active Withdrawn - After Issue
- 2005-03-24 EP EP05736123A patent/EP1728055A1/de not_active Withdrawn
- 2005-03-24 US US10/593,909 patent/US7856880B2/en not_active Expired - Fee Related
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Also Published As
Publication number | Publication date |
---|---|
EP1728055A1 (de) | 2006-12-06 |
US7856880B2 (en) | 2010-12-28 |
US20070288139A1 (en) | 2007-12-13 |
DE112005000270D2 (de) | 2006-10-12 |
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