WO2007036565A1 - Procede et dispositif de localisation d'une collision d'un objet sur un vehicule - Google Patents

Procede et dispositif de localisation d'une collision d'un objet sur un vehicule Download PDF

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Publication number
WO2007036565A1
WO2007036565A1 PCT/EP2006/066885 EP2006066885W WO2007036565A1 WO 2007036565 A1 WO2007036565 A1 WO 2007036565A1 EP 2006066885 W EP2006066885 W EP 2006066885W WO 2007036565 A1 WO2007036565 A1 WO 2007036565A1
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WO
WIPO (PCT)
Prior art keywords
sensor
collision
signal
motor vehicle
location
Prior art date
Application number
PCT/EP2006/066885
Other languages
German (de)
English (en)
Inventor
Markus Heiser
Bernard Ramirez-Araya
Tobias Tyroller
Gerd Winkler
Original Assignee
Siemens Aktiengesellschaft
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
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Application filed by Siemens Aktiengesellschaft filed Critical Siemens Aktiengesellschaft
Publication of WO2007036565A1 publication Critical patent/WO2007036565A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
    • B60R21/01—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents
    • B60R21/013—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents including means for detecting collisions, impending collisions or roll-over
    • B60R21/0136—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents including means for detecting collisions, impending collisions or roll-over responsive to actual contact with an obstacle, e.g. to vehicle deformation, bumper displacement or bumper velocity relative to the vehicle
    • 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

Definitions

  • the present invention relates to a device and a method for locating the collision of an object on a motor vehicle.
  • the present invention further relates to a protection system for protecting vehicle occupants and / or external road users.
  • active and passive protection systems such as e.g. Airbags, belt tensioners, Uberrollbugel and the like.
  • airbags e.g. Airbags, belt tensioners, Uberrollbugel and the like.
  • non-motorized road users e.g. Pedestrians and cyclists
  • Another protective measure for the protection of external road users are devices for folding up the hood, in which case the hood is slightly raised in the event of an accident, which should ensure a favorable for the unprotected road user impact angle to the vehicle and prevent direct impact on the windshield.
  • the various load cases can generally be distinguished by the fact that sensor signals from the shock absorber are provided to the vehicle provided sensors to be examined for certain features (eg their amplitude) out.
  • a larger amplitude of the sensor signal indicates, for example, a larger mass of the impacting object.
  • a major problem with this approach is that the amplitude or the course of the sensor signal depend very much on the distance of the impacting object to the responsive to this collision sensor. If an object collides directly with such a collision sensor, then the deflection (amplitude) of the sensor signal will be much larger than when the object collides offset to the collision sensor. This is because the bumper in which the collision sensor is usually provided has a certain elasticity and therefore acts as an attenuator.
  • One way to more accurately determine the location of the impact is to provide the vehicle's bumper with a plurality of flexure detectors, each covering a particular area and outputting a sensor signal in the event of a collision. If a collision, then the sensor signal with the largest amplitude corresponds to the location of the impact, so that it can be concluded from a comparison of the various sensor signals directly to the approximate impact location.
  • a disadvantage of this approach is that a relatively large number of sensors is necessary, resulting in an increased cost. Furthermore, a refinement of the spatial resolution is possible only with a larger number of sensors, which further increases the cost.
  • At least one sensor device coupled to an outer side of the motor vehicle, comprising a first sensor and a second sensor, which respond to a collision of an object with the outside and output a first sensor signal or a second sensor signal depending on the collision, and
  • a corresponding method for localizing a collision of an object on a motor vehicle includes the steps:
  • the idea on which the present invention is based is to compare the sensor signals output by at least two sensors provided on the vehicle exterior and to conclude from this comparison of the sensor signals with the position of the impact of an object on the vehicle.
  • a significant advantage resulting from the arrangement according to the invention and the method according to the invention is that only a few (eg two) sensors are required to determine the position of the impact on the vehicle.
  • the knowledge of the position of the impact allows a better distinction of the load cases (eg the distinction between light and heavy objects) in contrast to known solutions.
  • the protection means to be triggered can be selected depending on the position of the impact.
  • the first sensor and the second sensor are provided at a distance from each other on the outside of the motor vehicle. In this case, a transit time difference occurs between the sensor signals output by the sensors, from which the distance to the collision location can be deduced.
  • the first sensor and the second sensor are arranged close to each other. Close to the location here means that the sensors are arranged so close to one another that virtually no transit time difference occurs if a collision takes place at the location of the sensors.
  • An example of this is a biaxial or duaxial sensor device, which measures both the X component and the Y component of a measured variable and outputs corresponding sensor signals. It should be noted that even in such a case, a sensor device which outputs two sensor signals is referred to as two sensors in the present description. It will be under the first sensor the part of the structure of the sensor device, which generates the first sensor signal, and the second sensor, the part of the structure of the sensor device is understood, which generates the second sensor signal, which structural parts can also overlap. This may be the case, in particular, when the two sensors are arranged in one (ie the same) sensor module.
  • the sensors should not measure the same measured variable, since they would then also generate the same sensor signals.
  • the first sensor determines from a vibration propagating in the event of a collision along the outside of the motor vehicle a first measured variable having a first direction information
  • the second sensor determines from this oscillation a second measured variable, the second one from the first direction information has different direction information. At different propagation speeds of the first and the second measured variable thus occurs a delay difference, from which the location signal can be determined.
  • the first direction information and the second direction information define an angle in the horizontal plane, in particular an angle of 45 to 90 degrees.
  • the measure of the first direction may be the X component and the measure of the second direction may be the Y component of a physical quantity (e.g., acceleration).
  • the first sensor and the second sensor each determine different measured variables which propagate at different speeds on the outside of the motor vehicle from a vibration propagating along the outside of the motor vehicle in the event of a collision.
  • the evaluation device can also use an amplitude of the first sensor signal and an amplitude of the second sensor signal for determining the location signal. This allows determination of the location of collisions that are outside the range between the first and second sensors. Furthermore, the incorporation of the amplitudes also allows a more accurate determination of the load cases.
  • the first sensor and / or the second sensor can be configured as an acceleration sensor, pressure sensor, structure-borne noise sensor and / or bending sensors.
  • the first sensor is designed as an acceleration sensor and the second sensor as a structure-borne noise sensor. This allows the utilization of the different propagation velocities of vibrations of different frequencies in the motor vehicle.
  • a decision device which decides based on the location signal determined by the device whether a tripping condition that is dependent on the location of the collision of the object on the motor vehicle applies, and which outputs a trigger signal for triggering protection means when the triggering condition applies.
  • a protection means for the protection of vehicle occupants and / or external road users may be provided, which is triggered by the trigger signal.
  • a protection method for the protection of vehicle occupants and / or external road users is realized, which takes into account the location of the collision of an object on the vehicle in the decision as to whether and which protection means are triggered.
  • Fig. 1 is a protection system of a motor vehicle with a
  • 2A shows the course of sensor signals, in the event that the location of the collision is in the middle of the bumper between the two sensors.
  • 2B shows the course of sensor signals, in the event that the location of the collision is closer to one of the two sensors.
  • FIG. 2C shows the course of sensor signals in the event that the location of the collision is outside the bumper area located between the two sensors;
  • FIG. 3 shows the amplitude of the sensor signal as a function of the distance to the collision location;
  • Fig. 4A shows the arrangement of the collision sensors in an embodiment according to the invention
  • FIG. 1 shows a protection system 1 of a motor vehicle with a collision location device according to an embodiment of the invention.
  • the collision locating apparatus includes a collision sensor device having a first collision sensor 3a and a second collision sensor 3b, and a program-controlled evaluation device 4.
  • the protection system 1 includes a collision locator, program-controlled decider, and protection means 6a and 6b.
  • the collision sensors 3a and 3b are mounted on the outside 2 of a motor vehicle, for example in the front bumper of the motor vehicle.
  • the collision sensors 3a and 3b can be designed, for example, as acceleration sensors, pressure sensors, structure-borne sound sensors or bending sensors.
  • the collision sensors 3a and 3b are spaced apart from each other.
  • the collision sensors 3a and 3b detect a measured variable having a direction as indicated by arrows in the collision sensors in FIG. 1.
  • the collision sensors 3 a and 3 b detect a measured variable in the x-direction, that is to say along the vehicle direction. If the collision sensors 3a and 3b are designed as acceleration sensors, then they detect the x-component of the acceleration acting on the bumper at this point.
  • the collision sensors 3a and 3b output sensor signals xsl or xs2 to the program-controlled evaluation device 4, which further processes the sensor signals xsl and xs2.
  • the sensor signals xs1 and xs2 can already be preprocessed (eg filtered and digitized) by the collision sensors 3a and 3b, respectively, but such signal processing can also be performed by the evaluation device 4.
  • the evaluation device 4 compares the sensor signals xsl and xs2 with one another and generates a location signal xo which correlates with the collision location by means of the method described below.
  • “correlating with the collision location” means that the location signal xo contains information about the collision location.
  • the bumper is subdivided into a plurality of sections and the location signal xo can assume an equal number of discrete values, each of these values corresponding to one of the sections.
  • the location signal xo is continuously variable, with a low value corresponding to a collision location to the left and a higher value to a collision location to the right of the bumper.
  • the location signal xo becomes the decision device 5, which decides whether and which protection means 6a and 6b should be triggered. Not only the information about the location of the collision (that is, the location signal xo) can be included in this decision, but also other information or parameters, such as the signal xo. the vehicle speed, the estimated mass of the colliding object 7 or the position of vehicle occupants, which are determined by other sensors and devices, not shown.
  • the protection means 6a is a protection means for protecting vehicle occupants, such as an airbag (side airbag, knee airbag, etc.) or a belt tensioner.
  • the protection means 6b is a protection means for the protection of external road users, such as For example, an outwardly directed airbag or a device for folding up the hood of the vehicle.
  • the protection means 6a and 6b are triggered by trigger signals xzl and xz2, respectively, which are generated by the decision device 5 if the decision device 5 decides that there is a load case which requires triggering of the protection means 6a or 6b.
  • FIG. 2A shows the course of the sensor signals xsl and xs2 in the event that the location of the collision with the object 7 is in the middle of the bumper between the two sensors 3a and 3b.
  • the sensor signals Due to the damping of the vibrations in the bumper, the sensor signals represent a damped oscillation with a characteristic period and damping. The period of the oscillation depends on the properties (mass, rigidity, etc.) of the bumper and the colliding object 7b, and thus can have more Provide information about the load case.
  • the time from the collision to the time of the response of the respective sensors 3a and 3b is about the same; in other words, the difference between the response times Tl and T2 (ie T2 - Tl) is very small.
  • the "time of the response of the sensors” is understood to be the time at which the sensor signal exceeds a specific threshold value, which is indicated by a dashed line in FIG. 2.
  • the amplitude of the two sensor signals xsl and xs2 about the same. 2B shows the course of sensor signals xsl and xs2 in the event that the location of the collision is closer to the collision sensor 3a than to the collision sensor 3b.
  • the time Tl from the collision to the response of the collision sensor 3a is much shorter than the time T2 from the collision to the response of the collision sensor 3b.
  • the amplitude of the sensor signal xsl is also substantially greater than the amplitude of the sensor signal xs2.
  • the evaluation device 4 To locate the location of the collision with the object 7, the evaluation device 4 therefore first determines the transit time difference T2-T1 between the sensor signals xsl and xs2. Based on the transit time difference T2 - Tl the evaluation device 4 then determines the exact position of the collision.
  • a very small transit time difference T2 - T1 indicates a collision with the center of the bumper;
  • a large positive skew T2 - T1 indicates a collision near the first collision sensor 3a;
  • a large negative skew T2 - T1 indicates a collision near the second collision sensor 3b.
  • 2C shows the course of sensor signals xs1 and xs2 in the event that the location of the collision is outside the area of the bumper located between the two sensors 3a and 3b.
  • the transit time difference T2-T1 is almost independent of the exact location of the collision location, that is, independent of the distance of the collision location to the sensor 3a.
  • the amplitude of the sensor signals xsl and xs2 for locating the collision location is additionally taken into account.
  • the amplitude of the sensor signals output by the collision sensors decreases with increasing distance of the collision sensors from the collision location in a known manner. This is illustrated in FIG. 3, which shows the amplitude of the sensor signal in FIG Depends on the distance to the collision location.
  • SA marks the position of the sensor 3a and SB marks the position of the sensor 3b.
  • the ratio of the amplitudes A (SA) and A (SB) gives information about the collision location IPLOC (impact location). It therefore applies:
  • IPLOC f (A (SA) / A (SB))
  • the evaluation device 4 can thus determine the collision location IPLOC.
  • the decay curve of the sensor signals shown only schematically in FIG. 3 may, for example, run exponentially at least piecewise. In this case, the exact course of the decay curve can be location-dependent and in particular dependent on the local stiffness. It should be noted that the decay curve shown in Fig. 3 may also depend on the mass of the colliding object and thus the sensor signals xsl and xs2 can also provide information about the mass of the object 7 next to its collision location.
  • the amplitudes of the sensor signals xsl and xs2 can also be used for the localization of the collision location if the collision takes place in the area between the collision sensors 3a and 3b.
  • an approximately equal amplitude of the sensor signals xsl and xs2 indicates that the distances of the collision sensors 3a and 3b from the collision location are approximately equal, as shown in Fig. 3A, while a larger amplitude of the sensor signal xsl indicates that the collision location closer to the collision sensor 3a.
  • the collision sensors 3a and 3b are spaced apart from each other in the above-described embodiment, and both measure the X component of a certain measured quantity (eg, acceleration).
  • Fig. 4B shows the arrangement of the collision sensors in another embodiment of the invention. In this embodiment, the sensors are not spaced apart from each other but arranged close to each other.
  • the collision sensor 3a measures the X component of a certain measurement
  • the collision sensor 3b measures the Y component of a certain (same or different) measurement.
  • X component means the component along the vehicle and "Y component" the component across the vehicle.
  • the two collision sensors 3a and 3b may both be acceleration sensors.
  • the bumper In a collision with an object 7, the bumper is vibrated, with a longitudinal component (in the Y direction) and a transverse component (in the X direction), the so-called bending vibration.
  • the longitudinal component of this vibration propagates faster in the bumper than the transversal component.
  • a transit time difference T2 - T1 thus again occurs (similar to the case shown in FIG. 2A, for example), which enables the collision location with the evaluation device 4 in the manner described above.
  • the collision sensors 3a and 3b are shown at two different positions in the Y direction; in fact, however, they are located nearly at the same position in the Y direction (e.g., one above the other or integrated with each other). In particular, they can be arranged in the same sensor module.
  • the collision sensors 3a and 3b are likewise arranged close to one another as shown in FIG. 4B, but respond to different measured variables.
  • the collision sensor 3 a may be used as the acceleration sensor and the collision sensor 3 b as the body sensor.
  • Acceleration sensors typically measure oscillations in the frequency range of 0 to 400 Hz
  • structure-borne sound sensors typically respond to oscillations in the frequency range of 7 kHz to 30 kHz.
  • the propagation speed of vibrations in the bumper is frequency-dependent: high-frequency vibrations (structure-borne sound vibrations) propagate much faster than low-frequency vibrations (bending vibrations).
  • a transit time difference T2 - T1 occurs (similar to the case illustrated, for example, in FIG. 3A), which makes it possible to determine the collision location with the evaluation device 4 in the manner described above.
  • the information about the collision location (ie the location signal xo) determined in the manner described above can furthermore be used to enable a better differentiation of the load cases.
  • the amplitude of the sensor signal decreases with increasing distance to the collision location. Since the sensor signals xsl and xs2 indicate the deflection of the measured variable at the location of the collision sensors (punctiform and non-planar), the sensor signals xsl and xs2 make no direct statement about the deflection of the same measured variable at the location of the collision.
  • the deflection of the same measurand at the collision location can be calculated from the measured deflection taking into account a) the distance of the collision sensors to the collision location and b) the attenuation of the measurand due to the bumper.
  • a more accurate knowledge of the deflection of the measured variable at the collision location in turn allows a more accurate determination of the load case (for example by means of a mass estimate).
  • the knowledge of the collision location allows different stiffnesses of the bumper or the front-end to take into account. For example, there is typically a higher stiffness in the area of a license plate provided on the bumper than outside this range, so that the signals picked up by the collision sensors 3a and 3b also differ in the event of a collision with this range of signals in the event of a collision outside this range. If the exact location of the collision is known, such different stiffnesses can be taken into account and, for example, the thresholds for the collision detection can be adapted accordingly.
  • the collision sensors are disposed on the front bumper.
  • the collision sensors may be located at any locations on the outside of the motor vehicle, such as on the side, to locate collisions with the side of the motor vehicle.
  • the only requirement is that the sensor signals used for the collision localization correlate with each other in a known manner, i. so respond to the same impact in a way that allows conclusions about the location of the impact.
  • program-controlled evaluation device and the program-controlled decision device were shown above as separate units. However, it is also possible to integrate them as one or more than one program controlled control device (eg microprocessor, microcontroller or the like).
  • program controlled control device eg microprocessor, microcontroller or the like.

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Abstract

L'invention concerne un dispositif de localisation d'une collision d'un objet sur un véhicule, dispositif ayant au moins un dispositif détecteur couplé avec une partie extérieure dudit véhicule, comprenant un premier détecteur et un second détecteur qui répondent, lors d'une collision d'un objet avec la partie extérieure, et qui émettent, en fonction de la collision, un premier signal détecteur, éventuellement, un second signal détecteur, ainsi qu'un dispositif d'évaluation déterminant, à partir du premier signal détecteur et du second signal détecteur, une différence entre le moment de la réponse du premier détecteur et le moment de la réponse du second détecteur, et produisant, à partir de cette différence, un signal local renfermant une information sur l'endroit de la collision de l'objet, par rapport à la partie extérieure du véhicule. L'invention concerne en outre un procédé correspondant.
PCT/EP2006/066885 2005-09-30 2006-09-29 Procede et dispositif de localisation d'une collision d'un objet sur un vehicule WO2007036565A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102005046928A DE102005046928A1 (de) 2005-09-30 2005-09-30 Vorrichtung und Verfahren zur Lokalisierung einer Kollision eines Objektes an einem Kraftfahrzeug
DE102005046928.0 2005-09-30

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