WO2008092539A2 - Verfahren und steuergerät zur ansteuerung von personenschutzmitteln - Google Patents
Verfahren und steuergerät zur ansteuerung von personenschutzmitteln Download PDFInfo
- Publication number
- WO2008092539A2 WO2008092539A2 PCT/EP2007/064616 EP2007064616W WO2008092539A2 WO 2008092539 A2 WO2008092539 A2 WO 2008092539A2 EP 2007064616 W EP2007064616 W EP 2007064616W WO 2008092539 A2 WO2008092539 A2 WO 2008092539A2
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- crash
- feature
- functions
- classification
- variable
- 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
- B60R21/34—Protecting non-occupants of a vehicle, e.g. pedestrians
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
- B60R21/01—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents
- B60R21/013—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents including means for detecting collisions, impending collisions or roll-over
- B60R21/0132—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents including means for detecting collisions, impending collisions or roll-over responsive to vehicle motion parameters, e.g. to vehicle longitudinal or transversal deceleration or speed value
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
-
- 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
-
- 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
- B60R21/0134—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 imminent contact with an obstacle, e.g. using radar systems
Definitions
- the invention relates to a method or a control device for controlling personal protection means according to the preamble of the independent claims.
- Claims have the advantage that the sequence control, which activates or deactivates and / or determines a plurality of functions for the crash classification as a function of a course variable, which uses at least one feature for the respective function, gives better consideration to the fact is that a crash classification is a time-variant process. Some crashes require very fast triggering, while leaving more time for other classifications. For example, a drive decision for a fast impact against a hard obstacle must be taken already after about 10 to 12 ms. For a slow impact against a yielding obstacle, on the other hand, it is not to make an activation decision in such a short time. The decision crash against yielding obstacle / no crash against yielding obstacle can therefore be made later in the crash, as the decision hard impact / no hard impact.
- a means of making this decision zeitvari- ant exists by means of the method or control device by virtue of the flow control, which ensures that depending on a history variables functions for the crash classification are activated or deactivated depending on the history variable different features used for the functions. This means in terms of features that they are also turned on or off and thus a
- Time slices or state machines can also be used for this purpose.
- classification calculation time can be saved, which can be used for other calculations, for example, for the merger of various additional functions.
- Another advantage is the reduction of the runtime, which will be reflected in a simple and thus cheaper hardware. Furthermore, it is possible to react more flexibly to events during the crash, because some control decisions are made later.
- the filtered sensor signal a once, twice or three times integrated sensor signal, an average of a sensor signal, a
- Window integral, derivatives of various types, sums, etc. can be used. Likewise, the most diverse types of filtering are possible. These methods are used to extract the feature. If the features are switched on and off, then the determination of the switched-off features can be omitted and thus computing time can be saved.
- Crash classification is the process that classifies the present crash into a class.
- Such classes are for example hard front crash, soft front crash, hard side crash, offset crash, etc., which are divisible into arbitrary gradations. With this classification it is then possible to control suitable personal protective equipment.
- the sequence control can be designed according to the invention as a software module, or as a hardware element.
- the sequence control ensures that the majority of functions for the crash classification are activated or deactivated as a function of the at least one course variable.
- the sequence control is therefore to be understood in terms of a control unit.
- the functions are there to perform these different crash classifications.
- the invention makes it possible to calculate only the necessary functions at predetermined times or events. This means efficient use of existing resources.
- An interface is to be understood as either a hardware or software implemented interface unit. A combination of software and hardware can also be used to form the interface. If the interface is implemented only in terms of hardware, it is possible to discretely build, integrate or construct it from a mixture of discrete and integrated elements. In an integrated solution, it is also possible to use several integrated circuits. The interface can in particular tene inputs and also have several data outputs. Under the evaluation circuit is usually a microcontroller or another processor to understand. However, there are also simpler circuits that can be designed in the form of ASICs possible. Even a discrete solution is possible. A drive circuit is to be understood as a circuit which is suitable for the
- this drive circuit in particular circuit breaker, which are turned on in response to the drive signal. Also for the drive circuit, it is possible to provide a discrete or integrated solution. A mixture of these is possible in the present case. For an integrated
- the at least one course variable is a time from the beginning of the crash or that is at least one feature or another event.
- the gradient has a discontinuity, it is replaced by a value that restores a monotony of the gradient.
- the event is advantageous for the event to be an error state of a sensor of a control device or a personal protection system.
- such events can also be included in the determination of the crash classification.
- FIG. 1 shows a block diagram of the control device according to the invention with connected components
- Figure 2 shows a selection of software modules on the microcontroller of
- FIG. 3 shows a flow chart of the method according to the invention
- FIG. 4 shows a block diagram of the sequence control
- FIG. 5 shows a first example of a time-controlled sequence control
- Figure 6 shows a second example of a timed sequence control
- FIG. 7 shows an example of an event-controlled sequence control.
- FIG. 1 shows a block diagram of the control device SG according to the invention with connected components.
- elements of the control unit which are necessary for the essence of the invention are shown here around the corresponding connected components.
- the control unit has further components that are necessary for the operation of the control unit SG on. They have been omitted here for the sake of simplicity.
- the acceleration sensor system BS1 is arranged, for example, in a sensor cluster in the vehicle sides, in the region of the vehicle front, behind the bumper.
- the acceleration sensor system BS1 has a sensor element, which is usually produced by micromechanical means, and which has an electrically evaluable signal. result in a delay, which is then amplified and digitized. This digital signal is then transmitted to the interface I Fl in the control unit SG.
- the interface I Fl is formed here in terms of hardware. In the present case, it is present as an integrated circuit.
- an environment sensor system US is connected, which may be a radar, Lidar-, ultrasonic, video and / or infrared sensors.
- the sensors may have individual ones of these sensors or combinations thereof. These sensors are usually installed in the front of the vehicle or in the rear of the vehicle. But other installation locations are possible in the present case.
- the surrounding area sensor system has an environmental sensor element, for example an ultrasound sensor or radar sensor or image sensor, and subsequent signal processing and possibly also signal processing, which then digitally transmits the signal to interface I F1.
- an accident sensor system CS which has other accident sensors, such as for example a structure-borne noise sensor system, an air pressure sensor system or a contact sensor, is connected to the interface IF1.
- the accident sensor system CS corresponding sensing elements, amplifies these signals and transmits them digitally to the interface I Fl. It is possible that only the acceleration sensor system BS1 or only the environmental sensor system US or only the accident sensor system CS are connected to the interface I F1. Any combination of these sensors is possible.
- the controller SG2 transmits calculated quantities such as a page impact plausibility determination determined by the float angle. Other sizes are possible.
- the interface IF1 converts the received sensor data into a format suitable for the microcontroller .mu.C and then transmits the signals to the microcontroller .mu.C for further processing.
- the interface I F1 uses the so-called SPI bus, ie. H. the Serial Peripheral Interface Bus, which can be used for the transmission of data in the ECU and the microcontroller.
- SPI bus ie. H. the Serial Peripheral Interface Bus
- an acceleration sensor system BS2 which is located in the control unit SG2.
- different sensitivity directions can absorb delays and a rotation rate sensor DR, which may also have different sensitivity axes.
- These internal ECU sensors BS2 and DR may be connected to analog inputs of the microcontroller .mu.C, but it is possible that they are instead connected to digital ports of the microcontroller .mu.C, for example, even to output a digital signal itself.
- the microcontroller .mu.C is connected via a data input / output to a memory S, from which it can load its evaluation algorithm and other functions.
- This memory can use the microcontroller ⁇ C as a working memory.
- the memory S may consist of a memory module or a plurality of differently designed memory.
- the microcontroller .mu.C has a software interface, with which it provides the signals of the control unit-internal sensors BS2 and DR. The features are then extracted from the sensor signals, for example, as indicated above, the simply integrated sensor signal, for example in a time window. This feature is then evaluated by threshold comparison to determine if personal protection can be controlled. However, this also requires a crash classification. For this purpose, according to the invention, there is now a sequence control which, for example, depends on the time as
- History variable activates and deactivates functions used for crash classification. By this efficient flow control resources are saved with respect to the microcontroller and its memory S and the term is increased. If the microcontroller ⁇ C comes to the conclusion that a drive decision has been made, it generates a drive signal and transmits it to the drive circuit FLIC.
- This drive circuit FLIC which in the present case consists of a plurality of integrated components, provides activation of the personal protection means PS as a function of this activation signal. If it is pyrotechnically activated personal protective equipment such as airbags or belt tensioners, then the
- FIG. 2 schematically illustrates relevant software modules which the microcontroller ⁇ C may have.
- the second interface I F2 which is used to provide the sorsignale the acceleration sensor BS2 and the rotation rate sensor DR is present, here denoted by IF2.
- Another software module 20 is used to extract the at least one feature, so for example an integrator.
- the crash classification is provided.
- the latter itself has a sequence controller 22 and a function pool 23 whose functions are activated or deactivated by the sequence controller as a function of the sequence variable.
- the module 24 the activation decision is made regarding which personal protection means to be controlled.
- the corresponding drive signal is generated by the module 25.
- This module 25 This module
- FIG. 3 explains in a flow chart the sequence of the method according to the invention.
- the at least one sensor signal or the previous classification result or another process variable is provided.
- the extraction is carried out in the manner described above of the at least one feature from the at least one sensor signal or the at least one progression variable or the at least one previous classification result.
- the sequence control takes place, for example, as a function of the time from the beginning of the crash, wherein, for example, exceeding a noise threshold can be regarded as the start of the crash, wherein the noise threshold can be approximately 1.5 to 4 g.
- the crash classification is then performed by the individual functions.
- the activation decision is formed in method step 305. This decision does not only include the fact that personal protective equipment is controlled or not, but also which and, if applicable, how much.
- the drive then takes place as a result of the drive signal which has been transmitted to the drive circuit.
- FIG. 4 shows a flowchart for the sequence control.
- the beginning of the crash is detected, for example by exceeding a noise threshold. This then activates a timer 402. This timer transmits a start signal at 410 to a control unit 430.
- the control unit 430 is the central element of the flow control.
- the control unit 430 activates or deactivates the functions of the function pool 400. Illustrated here are, by way of example, three functions 441, 442 and 443, which are used for different crash classifications.
- the control unit 430 controls the activation or deactivation of the individual functions as a function of time from the beginning of the crash. A control depending on other process variables or a combination of process variables or previous classification results is possible in the present case.
- FIG. 5 shows a first exemplary embodiment for a time control of the sequence according to the invention.
- the first or second integral of the acceleration or any other monotone size could be used as well.
- the current time relative to the beginning of the crash flows into the control unit 430 via 410.
- the start of the crash can be determined, for example, by means of a module which detects the noise threshold violation. If in a rapid impact against a hard obstacle since the beginning of the crash, for example, more than tl ms have passed, as shown in FIG. 5 by t 1, then no triggering of the corresponding restraint means must take place. In the same way, all functions of the
- Impacts against a subsequent obstacle are masked out for the crash types occurring at time t3 or later.
- FIG. 5 schematically shows the described time-based algorithm processing. Furthermore, FIG. 5 shows how, with the described method, transit time T
- the example described relates to a front crash. In principle, however, the same method can also be applied to side, rollover, pedestrian or rear crashes or to a combination of these
- Figure 5 shows three sections characterized by the activation and deactivation of different functions. Until time t1, functions 1, 2 and 3 are activated. This results in a total runtime for the microcontroller from T
- T
- Tu + T
- FIG. 6 shows a further exemplary embodiment for the time control.
- three functions 1, 2 and 3 are provided in the section 0 to tl, so that the running time correspondingly results in the sum T
- the control unit 430 replaces the function 3 with the function 4.
- the transit time changes accordingly as the sum of T
- the control unit 430 replaces the functions 2 and 4 by the functions 5 and 6. Accordingly, the running time becomes J ⁇ i + T
- the signal path 420 of FIG. 4 includes a classification result from the last classification section.
- the control unit 430 makes the decision as to which functions of the function pool 400 should be added and which can be deactivated.
- Figure 7 illustrates the methodology taking into account the transit time. At time J e ] -_, it can be ruled out on the basis of the previous classification result, for example, that it is a quick crash against a hard obstacle. Then, based on this event 1, all functions used to classify fast crashes against hard obstacles can be disabled. In Figure 7, this would be, for example, function 3.
- a function could now be loaded to help in separating slow crashes against a yielding barrier of the same crash type with angle component. This could be the function 7 shown in FIG. For the latter, the
- Triggering namely usually can be done later.
- T e 2 z. B. classifies that it is not a slow crash with angular component against a yielding barrier. For this reason, function 2 could be deactivated. To better separation of z. Slow crashes against a yielding barrier and slow ones
- the function 8 could be loaded alternatively to crashes against a partly covered yielding barrier.
- the two times J e ] -_ and T e 2 are determined exclusively by the classification results from the previous classification section. They do not coincide with the timed sequence from the previous figures.
- the example described relates to a frontal crash. In principle, other crash or rollover events are applicable.
- Dashed is a timed history shown and pulled through the event-driven history.
- the three functions 1, 2 and 3 are active, so that the transit time accordingly results as the sum of the transit times, ie T ⁇ + T
- the transition 700 triggered by the event, now a faster
- the control unit 430 replaces the function 3 by the function 7. Accordingly, the running time changes, so that the total running time is Tu + T
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Radar, Positioning & Navigation (AREA)
- Remote Sensing (AREA)
- Air Bags (AREA)
- Automotive Seat Belt Assembly (AREA)
- Safety Devices In Control Systems (AREA)
- Traffic Control Systems (AREA)
Abstract
Description
Claims
Priority Applications (5)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
CN2007800506488A CN101600602B (zh) | 2007-01-29 | 2007-12-28 | 用于控制人员保护装置的方法和控制器 |
EP07858210A EP2114732A2 (de) | 2007-01-29 | 2007-12-28 | Verfahren und steuergerät zur ansteuerung von personenschutzmitteln |
JP2009546667A JP5232171B2 (ja) | 2007-01-29 | 2007-12-28 | 人員保護手段をトリガする方法および制御装置 |
KR1020097015811A KR20090104840A (ko) | 2007-01-29 | 2007-12-28 | 사람 보호 수단을 트리거링하기 위한 방법 및 제어 장치 |
US12/304,929 US20100017067A1 (en) | 2007-01-29 | 2007-12-28 | Method and control unit for triggering passenger protection means |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102007004345.9A DE102007004345B4 (de) | 2007-01-29 | 2007-01-29 | Verfahren und Steuergerät zur Ansteuerung von Personenschutzmitteln |
DE102007004345.9 | 2007-01-29 |
Publications (2)
Publication Number | Publication Date |
---|---|
WO2008092539A2 true WO2008092539A2 (de) | 2008-08-07 |
WO2008092539A3 WO2008092539A3 (de) | 2008-09-18 |
Family
ID=39563871
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/EP2007/064616 WO2008092539A2 (de) | 2007-01-29 | 2007-12-28 | Verfahren und steuergerät zur ansteuerung von personenschutzmitteln |
Country Status (7)
Country | Link |
---|---|
US (1) | US20100017067A1 (de) |
EP (1) | EP2114732A2 (de) |
JP (1) | JP5232171B2 (de) |
KR (1) | KR20090104840A (de) |
CN (1) | CN101600602B (de) |
DE (1) | DE102007004345B4 (de) |
WO (1) | WO2008092539A2 (de) |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2012500752A (ja) * | 2008-08-27 | 2012-01-12 | コンテイネンタル・オートモーテイブ・ゲゼルシヤフト・ミツト・ベシユレンクテル・ハフツング | 加速度信号及び固体伝導音により重大事故判定基準を求める方法 |
Families Citing this family (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE102009000160B4 (de) | 2009-01-13 | 2019-06-13 | Robert Bosch Gmbh | Verfahren und Steuergerät zur Ansteuerung von Personenschutzmitteln für ein Fahrzeug |
WO2013176652A1 (en) * | 2012-05-22 | 2013-11-28 | Trw Automotive U.S. Llc | Hybrid method and apparatus for detecting a vehicle/pedestrian impact |
WO2014143567A1 (en) * | 2013-03-15 | 2014-09-18 | Autoliv Asp, Inc. | Apparatus and method having integrated automobile restraint control and automobile radar processing |
Citations (3)
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DE10145698A1 (de) * | 2000-09-19 | 2002-05-23 | Honda Motor Co Ltd | Sensorsystem für ein Fahrzeug |
DE10252227A1 (de) * | 2002-11-11 | 2004-05-27 | Robert Bosch Gmbh | Verfahren zur Ansteuerung von Rückhaltemitteln |
DE102004018356A1 (de) * | 2003-04-15 | 2004-11-04 | Denso Corp., Kariya | Kollisionsobjektunterscheidungsvorrichtung, die in ein Fahrzeug eingebaut werden kann |
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IT1240974B (it) * | 1990-07-05 | 1993-12-27 | Fiat Ricerche | Metodo e apparecchiatura per evitare la collisione di un autoveicolo contro ostacoli. |
US6532408B1 (en) * | 1997-05-29 | 2003-03-11 | Automotive Technologies International, Inc. | Smart airbag system |
US6438573B1 (en) * | 1996-10-09 | 2002-08-20 | Iowa State University Research Foundation, Inc. | Real-time programming method |
JP3436185B2 (ja) * | 1999-02-09 | 2003-08-11 | トヨタ自動車株式会社 | 乗員保護装置の起動制御装置 |
DE19938891B4 (de) * | 1999-08-17 | 2010-04-22 | Continental Automotive Gmbh | Verfahren und Vorrichtung zur Steuerung der Auslösung eines Kraftfahrzeug-Insassenschutzsystems |
WO2002005341A1 (en) * | 2000-07-10 | 2002-01-17 | Gagik Ayvazyan | Method of manufacturing power silicon transistor |
WO2002007678A2 (en) * | 2000-07-21 | 2002-01-31 | University Of Utah Research Foundation | Mu-conopeptides |
DE10059426A1 (de) * | 2000-11-30 | 2002-06-13 | Bosch Gmbh Robert | Verfahren zur Auslösung von Rückhaltemitteln in einem Kraftfahrzeug |
DE10065518B4 (de) * | 2000-12-28 | 2004-10-14 | Robert Bosch Gmbh | Verfahren zum Auslösen von Rückhaltemitteln in einem Kraftfahrzeug |
ITTO20010282A1 (it) * | 2001-03-26 | 2002-09-26 | Fiat Ricerche | Sistema di ausilio alla guida di un autoveicolo. |
JP2005506823A (ja) * | 2001-10-22 | 2005-03-03 | カスケード、エンジニアリング、インコーポレイテッド | 個人輸送制御・通信システム |
DE10233098C1 (de) * | 2002-07-20 | 2003-10-30 | Bosch Gmbh Robert | Verfahren und Anordnung bei der Klassifizierung von einen Sitz belegenden Objekten |
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JP4290455B2 (ja) * | 2003-03-28 | 2009-07-08 | 日産自動車株式会社 | 車両用制動制御装置 |
DE102004037016B4 (de) * | 2004-07-30 | 2006-10-12 | Siemens Ag | Verfahren und Vorrichtung zur Steuerung von Kraftfahrzeuginsassen-Schutzsystemen |
DE102004059908A1 (de) * | 2004-12-13 | 2006-06-29 | Robert Bosch Gmbh | Verfahren und Vorrichtung zur Ansteuerung von Rückhaltemittel |
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2007
- 2007-01-29 DE DE102007004345.9A patent/DE102007004345B4/de not_active Expired - Fee Related
- 2007-12-28 CN CN2007800506488A patent/CN101600602B/zh not_active Expired - Fee Related
- 2007-12-28 KR KR1020097015811A patent/KR20090104840A/ko not_active Application Discontinuation
- 2007-12-28 WO PCT/EP2007/064616 patent/WO2008092539A2/de active Application Filing
- 2007-12-28 JP JP2009546667A patent/JP5232171B2/ja not_active Expired - Fee Related
- 2007-12-28 US US12/304,929 patent/US20100017067A1/en not_active Abandoned
- 2007-12-28 EP EP07858210A patent/EP2114732A2/de not_active Withdrawn
Patent Citations (3)
Publication number | Priority date | Publication date | Assignee | Title |
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DE10145698A1 (de) * | 2000-09-19 | 2002-05-23 | Honda Motor Co Ltd | Sensorsystem für ein Fahrzeug |
DE10252227A1 (de) * | 2002-11-11 | 2004-05-27 | Robert Bosch Gmbh | Verfahren zur Ansteuerung von Rückhaltemitteln |
DE102004018356A1 (de) * | 2003-04-15 | 2004-11-04 | Denso Corp., Kariya | Kollisionsobjektunterscheidungsvorrichtung, die in ein Fahrzeug eingebaut werden kann |
Cited By (1)
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---|---|---|---|---|
JP2012500752A (ja) * | 2008-08-27 | 2012-01-12 | コンテイネンタル・オートモーテイブ・ゲゼルシヤフト・ミツト・ベシユレンクテル・ハフツング | 加速度信号及び固体伝導音により重大事故判定基準を求める方法 |
Also Published As
Publication number | Publication date |
---|---|
JP5232171B2 (ja) | 2013-07-10 |
DE102007004345B4 (de) | 2016-12-22 |
EP2114732A2 (de) | 2009-11-11 |
CN101600602A (zh) | 2009-12-09 |
CN101600602B (zh) | 2012-11-14 |
KR20090104840A (ko) | 2009-10-06 |
WO2008092539A3 (de) | 2008-09-18 |
DE102007004345A1 (de) | 2008-07-31 |
US20100017067A1 (en) | 2010-01-21 |
JP2010516548A (ja) | 2010-05-20 |
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