WO2011064165A1 - Verfahren und steuergerät zur erkennung einer breite eines aufprallbereiches eines objektes im frontbereich eines fahrzeugs - Google Patents
Verfahren und steuergerät zur erkennung einer breite eines aufprallbereiches eines objektes im frontbereich eines fahrzeugs Download PDFInfo
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- WO2011064165A1 WO2011064165A1 PCT/EP2010/067903 EP2010067903W WO2011064165A1 WO 2011064165 A1 WO2011064165 A1 WO 2011064165A1 EP 2010067903 W EP2010067903 W EP 2010067903W WO 2011064165 A1 WO2011064165 A1 WO 2011064165A1
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- vehicle
- deformation element
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Classifications
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- 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
-
- 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
- B60R2021/0002—Type of accident
- B60R2021/0004—Frontal collision
Definitions
- the present invention relates to a method according to claim 1, a
- Control unit according to claim 10
- a computer program product according to
- DE 10 2004 036 836 A1 shows a deformation element for vehicles with a first force absorption unit, at least one second force absorption unit, which can absorb an acting force which is above a predetermined force value, and a sensor for detecting a force acting on the deformation element.
- the deformation element has a
- Absorption behavior that is adapted to the collision object, especially a pedestrian, and lowers the risk of injury to pedestrians.
- the present invention provides a method, furthermore a control device which uses this method and finally a corresponding computer program product according to the independent patent claims.
- Advantageous embodiments result from the respective subclaims and the following description.
- the present invention provides a method for detecting a width of an impact area of an object in the front region of a vehicle, the method comprising the following steps:
- a deformation element is understood to mean an energy absorption element which deforms irreversibly or reversibly, for example, upon impact of an object on the vehicle.
- the deformation absorbs energy and thus dampens the impact of the object on the vehicle (or vice versa of the vehicle on the object).
- the deformation element may for example consist of a sheet-metal folding construction, which bends in the event of an impact of a foreign vehicle or a tree as an object and thereby absorbs a certain part of the impact energy.
- the invention also addresses reversible or adaptively switchable deformation elements. These are already in the research offer the advantage of already installed sensors to control the deformation elements according to the classified situation.
- An offset collision means a collision between the object and the vehicle, in which the impact area of the object on the vehicle does not extend completely over the entire vehicle front side. Rather, in such an offset collision, only a portion of the vehicle front is hit by the oncoming object.
- the present invention further provides a control device which is designed to carry out or implement the steps of the method according to the invention.
- a control device in the form of a control device, the object underlying the invention can be achieved quickly and efficiently.
- a control device can be understood as meaning an electrical device which processes sensor signals and outputs control signals in dependence thereon.
- the control unit may have an interface, which may be formed in hardware and / or software.
- the interfaces can be part of a so-called system ASIC, for example, which contains various functions of the control unit.
- the interfaces are their own integrated circuits or at least partially consist of discrete components.
- the interfaces can be software modules which are present, for example, on a microcontroller in addition to other software modules.
- Also of advantage is a computer program product with program code, which is stored on a machine-readable carrier such as a semiconductor memory, a hard disk memory or an optical memory and is used to carry out the method according to one of the embodiments described above, when the program is executed on a control unit.
- a machine-readable carrier such as a semiconductor memory, a hard disk memory or an optical memory
- the present invention is based on the recognition that already existing deformation elements and sensor units on these deformation elements can be very easily used for additional benefit.
- a signal from a sensor on a deformation element on a vehicle side in the right-hand direction is linked to a signal that was provided by a sensor on a deformation element on a vehicle left-hand side in the direction of travel.
- the signal from the first deformation element on the right vehicle side can represent, for example, a change in the distance of two components of this first deformation element or a speed with which these two components of the first deformation element to move towards each other or other derived variables such as acceleration.
- the signal from the second deformation element on the left side of the vehicle for example, also represent a change in distance of two components of this second deformation element or also represent a speed at which these two components of the second deformation element to move toward each other or other derived variables such as acceleration. If an object such as an accommodating the vehicle only in a small overlap area of the front to the own vehicle, so will be an uneven stress of the two deformation elements.
- the deformation element that is located on the vehicle side of the vehicle, which is strongly affected by the impact of the oncoming object, will deform significantly more than that
- Deformation element which is located on the vehicle side of the vehicle, which is less affected or not affected by the impact of the oncoming object. For this reason, a determination of an offset collision with a small (maximum) width of an impact region of an object on a front region of the vehicle can be determined by an evaluation of the corresponding
- Very easy to achieve signals from the first and second deformation element This can be done, for example, by recognizing that a value of the first deformation element signal differs from a value of the second deformation element signal by more than a predefined threshold value.
- the first deformation element signal can also be linked to the second deformation element signal, for example by subtraction, in order to obtain a logic signal and subsequently to check an absolute value of the logic signal for an exceeding or undershooting of a threshold value.
- the oncoming object has not first bounced over the full front width on the own vehicle and penetrates into the vehicle structure, but only in a partial area of the vehicle's front has bounced, namely that portion of the vehicle front, in which the deformation element with the larger suffered deformation is arranged.
- a suitable comparison threshold value it is then possible, using experience values in a laboratory, to determine how large the overlap of the impact surfaces between the vehicle front of the own vehicle and the front of the oncoming vehicle is. If the overlap of the impact areas of the oncoming object and of the vehicle front increases, the deformations of the two deformations that are encountered approach each other.
- the present invention offers the advantage that signals from already available and built-in components can now be utilized in a simple manner in order to allow additional benefit for vehicle safety. For example, if it is detected that an object impinging on the vehicle only impinges on the vehicle front in a smaller overlap area, it can be assumed that the vehicle will turn after the collision. In this case, other occupant protection means would have to be activated than would be required in a frontal impact with a very large overlap area between the vehicle's oncoming object and the vehicle's front.
- a step of linking the first deformation element signal to the second deformation element signal is also provided in order to obtain a logic signal, wherein in the step of detecting a small width is detected as the maximum width of an impact area of the object on the vehicle an absolute signal level value of the combination signal has a value which is above a predetermined threshold value.
- an average width of an impact area of the object on the vehicle can be recognized when an absolute value of the link signal has a value lower than the predetermined one
- Threshold is above a predetermined second threshold.
- Such an embodiment of the present invention offers the possibility of determining different degrees of overlap between a width of the approaching object and a front width of the own vehicle through the use of differently graduated threshold values.
- the tolerance range to be taken into consideration can have approximately 15% of the value range which is available in an evaluation unit for the evaluation of the first or second deformation element signal.
- a rear impact of an object on the vehicle can also be recognized if another signal representing a positive acceleration in a direction of travel of the vehicle is obtained together with a link signal whose signal level value is within one
- Tolerance range is around the value zero.
- Such an embodiment of The present invention offers the advantage that the invention can furthermore be used to check the plausibility of a rear impact.
- no deformation of the front region is detected, so that no deformation of the first and / or second deformation element is to be expected.
- the impact from behind causes a detectable acceleration to be exerted on the vehicle so that the combination of this positive acceleration (for example in the form of a UN D combination) with a signal level value of the logic signal corresponding to zero within a tolerance range gives a return - conclusion on such occurred rear-end collision allows.
- the tolerance range to be taken into consideration can have approximately 15% of the value range which is available in an evaluation unit for the evaluation of the first or second deformation element signal.
- a second tolerance can be taken into account. This is a time taken into account.
- the method may further include, in response to an evaluated link signal, a step of outputting a vehicle occupant protection unit drive signal.
- a predetermined degree of severity of an impact of the object on the vehicle is detected if a signal amplitude of the first and / or second deformation element signal changes by more than a predetermined amplitude difference within a predefined evaluation time.
- a signal amplitude of the first and / or second deformation element signal changes by more than a predetermined amplitude difference within a predefined evaluation time.
- Such an embodiment of the present invention offers the advantage of an additional evaluation of a received first deformation element signal or a first deformation element signal received. hold second deformation element signal.
- the already received signal can be evaluated according to additional evaluation criteria, so that an additional benefit from already available signals can be drawn by a technically easy to implement further signal processing.
- a penetration depth of the object into the vehicle can be detected, in response to a signal amplitude of the first and / or second deformation element signal.
- Such an embodiment of the present invention also offers the advantage of an additional evaluation of an already available first and / or second deformation element signal, so that an additional benefit can be drawn from this signal by means of further signal processing that can be implemented in a technically simple manner using an additional evaluation criterion.
- an impact of the object in the area of the left front area of the vehicle can be detected, if from the first and second deformation element signal a greater deformation of the first deformation element relative to the second deformation element can be recognized and / or in the
- Step of detecting an impact of the object in the region of the right front area of the vehicle is detected when from the first and second deformation element signal a greater deformation of the second deformation element relative to the first deformation element can be seen.
- Such an embodiment of the present invention offers the advantage of detecting a detection of a side of the impact of the object on the vehicle in the front area, which is likely to result in a rotation of the vehicle. This makes it possible, depending on the expected vehicle rotation after the impact according to different personal safety means to activate early.
- a greater deformation of one of the two deformation elements relative to the other deformation element is to be recognized, for example, from a larger change in a distance of two components of the more deformed deformation element from a change in a distance of two components of the less deformed deformation element.
- FIG. 1 is a block diagram of a first embodiment of the present invention
- FIG. 2 shows an illustration of an embodiment of an installation of deformation elements in a front region of the vehicle
- 3a-b a representation of a crash-adaptive support element with distance measurement of components of the deformation element
- FIG. 4 shows a schematic illustration of an offset collision with an associated diagram, in which the signals of the sensors from the first and second deformation elements are shown;
- FIG. 5 shows a schematic representation of a full-frontal collision with an associated diagram, in which the signals of the sensors from the first and second deformation elements are shown;
- FIG. 6 is a block diagram of a first simple algorithm for offset collision detection
- FIG. 7 shows a schematic representation of a rear collision with an associated diagram in which the signals of the sensors from the first and second deformation elements are shown;
- Fig. 8 is a block diagram of a simple algorithm for detecting a
- FIG. 9 is a flowchart of an embodiment of the present invention as a method.
- an exemplary embodiment comprises a "and / or" link between a first feature / step and a second feature / step
- this can be read such that the embodiment according to one embodiment includes both the first feature / the first feature and the second feature / the second step and according to another embodiment either only the first feature / step or only the second feature / step
- Fig. 1 shows a block diagram of a first embodiment of the present invention.
- a vehicle 100 is shown, which has a cross member 120 in the front region 1 10, viewed in the direction of travel 15.
- the cross member 120 is connected via a first deformation element 130 with a left side member 135 of the vehicle 100.
- the cross member 120 is connected via a second deformation element 140 with a right side member 145 of the vehicle.
- the first deformation element 130 in this case comprises a sensor or a sensor system 150 which is / is designed to measure a distance or a change in distance between at least two components of the first deformation element 130.
- the second deformation element 140 likewise comprises a sensor 155, which is designed to measure a distance or a change in distance of at least two components of the second deformation element 140.
- the first sensor / sensor system 150 can transmit a corresponding first sensor or deformation element signal to an evaluation unit 160 and the second sensor / sensor system 155 can transmit a corresponding second sensor or deformation element signal to the evaluation unit 160.
- the first sensor 150 will register a greater change in a distance of components of the first deformation element 130 than a change in a distance of components of the second deformation element 140 from the second sensor 155 will be registered. Therefore, based on the first deformation element signal of the first sensor 150 and the second deformation element signal of the second sensor 155, such a different change in distance of components of the first deformation element 130 relative to a change in distance from the components of the second deformation element 140 can be detected in the evaluation unit 160. This can be done, for example, by forming a difference between a value of the first deformation element signal and a value of the second deformation element signal, this difference then being compared with a predefined threshold value. If it is found that the difference (more precisely, an absolute value of the difference) is greater than the predefined threshold value, that is, a
- Changing a distance of components of the first deformation element 130 is greater than a change in a distance of components of the second deformation element 140, can be closed by the evaluation unit 160 that the oncoming vehicle 170 only in an overlap area 175 which the vehicle 100 impacts that is smaller than the entire one
- Width of the vehicle front portion 1 is 10.
- Vehicle 170 on the entire width of the front portion 1 10 of the vehicle 100 an approximately equal deformation behavior of the first deformation element 130 and the second deformation element 140 would be expected. It is assumed that the first deformation element 130 and the second deformation element 140 have the same deformation behavior.
- the evaluation unit 160 can now activate a personal safety device for an occupant 180 of the vehicle, for example one that specifically a person protection at such lateral turns causes.
- the evaluation unit 160 activates a side airbag 185 to hold the occupant 180 in a predetermined position on a vehicle seat.
- an overlapping area 175 is detected in the evaluation unit 160, which essentially corresponds to the entire vehicle front 1 10, a head-on collision of the object 170 with high overlap coverage is to be assumed, so that no or only a small vehicle rotation is to be expected.
- a front airbag 190 which deploys a maximum protection in a frontal impact without lateral rotation of the vehicle 100.
- FIG. 2 shows a schematic view in which the deformation elements 130 and 140 are designed as adaptive crash elements, which are arranged between the longitudinal members 135 and 145 (which are formed in this case body-mounted) and a cross member 120. Both adaptive crash elements 130 and 140 can be adapted in their stiffness and deformation behavior and are coupled by a wide cross member and e.g. additionally provided with a foam element.
- the aim of adaptive front structure systems is to adapt the front support structure to other systems or adaptive crash boxes, including during the collision and, with the help of the system's integrated predictive sensor system.
- a basic principle of the construction of a measuring system which can be used here is shown schematically in FIG. 3a.
- an adaptive deformation element 130 between the cross member 120 and a longitudinal member (for example, the longitudinal member 135) is used.
- the deformation element comprises a measuring system 302 which outputs a corresponding signal in response to a deformation, a speed or an acceleration of components of the deformation element 130.
- the measuring system 302 can have a folding structure in the interior of the deformation element, by means of which, for example, if a crash occurs from the direction 305, a change in length of the deformation element 130 as a whole is detected.
- An example of such a forward-looking sensor system with such a measuring system is for the deformation element 130 in the region of the left front side of the vehicle. zeugs in Fig. 3b shown in more detail schematically.
- the deformation element incl.
- Associated sensor which is installed on the right side of the vehicle, for example, constructed analogous to the representation of FIG. 3b.
- the adaptation of the rigidity is now based on a control / regulation of precisely this support system or this adaptive crash box.
- a system is proposed in which, as shown in FIG. 3b, for example, a radar element 150 or, alternatively, a strain gauge as a distance change sensor is integrated into the structure of the deformation element and thus the actual distance or the current length of the relevant Components (for example, a reflection surface of a folded sheet 310 deformed upon impact) of the deformation element 130 measures.
- a radar beam 320 is emitted by the sensor 150 in the direction of travel of the vehicle, which is reflected by a reflector region of the folding plate 320.
- a change in the spacing of the individual surfaces of the folding plate 320 can also be achieved by a change in resistance if, for example, a strain gauge is used as the sensor 150.
- the deformation element If the deformation element is deformed by the impact of the object 170 coming from the direction of impact, the distance between two components of the deformation element 130 changes and a measurement signal corresponding to the change in distance is output by the sensor 150. In the choice of adaptable deformation elements, depending on the situation, the deformation element can then be adjusted so that a higher or lower stiffness is recorded. In this way, an adaptive deformation element structure can be realized.
- One aspect of the present invention consists in the fact that the sensors installed in an adaptive front structure, which are used for system intrinsic deformation detection and / or distance measurement, can also be used for offset and crash detection in addition to their actual task of controlling the adaptive front structures be provided as another input signal for the central airbag control unit. Furthermore, with the aid of the already installed sensors, a "low-overlap" detection detection can be carried out with the aid of the already implemented approach, ie a detection as to whether an object bounces on the vehicle only in a small lateral subarea of the vehicle front.
- Overlap case ie a frontal collision with overlaps of, for example, less than 15% of the vehicle front width left next to the left side member structure 135 or right next to the right side member structure 145 no significant intrusions in the front structure of the vehicle occur and concomitantly hardly takes place a speed reduction, this load case is reflected also indirectly in the signals in the form of missing amplitudes on non-loaded sensors, thus allowing a "low-overlap" case of a standard offset case of a 40% overlap object impact on the vehicle front-end and case a front collision with 100% Sprint be separated in relation to the vehicle front width.
- the approach presented here offers some advantages that are made possible by the above system-integrated sensors: First, a detection and classification of an offset collision against a frontal collision with 100% coverage can be achieved. The detection is based on the comparison of the signals on the left and right channels of the side rail structure (ie, a signal originating from a deformation element sensor of the deformation element on the left front vehicle structure versus a signal received from a deformation element sensor of the deformation element on the right front vehicle structure originates). In this case, for example, a mathematical or logical combination of the two signals is performed and evaluated the result of the link.
- a detection and separation of a low-overlap collision which is characterized by a lack of intrusion of the longitudinal member, can be separated from a collision in which the longitudinal members are intruded.
- the detection of such a collision is based on the missing intrusion of the side members or the lower signal amplitude and the different behavior of the signals compared to a front collision with intrusion.
- a first aspect of the invention resides in the fact that the system-integrated sensors used for the control of the actuators, which are primarily used for an adaptive structure, can also be used as sensors of the passive restraint system, in that inter alia the abovementioned advantages can be made possible.
- the sensor can be used in combination with other sensors such as the central acceleration sensor as a further input variable in the release of passive restraint systems.
- the use of the sensors already installed primarily targets the following areas: First of all, provision of information can take place, for example signals are placed on the CAN bus or else directly into a central control system. device such as the airbag control unit. Furthermore, an own evaluation of the information located in the control unit can take place, wherein subsequently the evaluated signal can be provided to other control devices such as an occupant protection means control unit by means of a bus signal. Third, a separate located in the control unit evaluation of the information and its own control of other restraint such as the front and / or side and / or curtain airbag in low-overlap crash cases, whereby the occupant safety can be significantly increased. Fourth, even existing peripheral sensor signals, such as the signals of the above-described deformation element sensors, can be used as input signals for a control device for driving active and / or passive restraint components.
- a cost reduction can be achieved by saving upfront or peripheral sensors for offset detection.
- a further cost reduction can be achieved by saving the integration of the acceleration signals in the control unit and thus saving corresponding software and resources.
- an increase in the recognition robustness of the airbag deployment algorithm can be achieved by reliable statements about the intrusion depth, intrusion rate and corresponding reduction in sensitivity.
- a reliable detection of a "low-overlap" collision can be implemented and there is still a potential for savings of a "- x" sensor for rear crash plausibility due to multiple benefits of the sensor system of the already installed adaptive structure in the vehicle front area.
- the approach proposed here can therefore be regarded as a basic principle since the sensors already present in the vehicle will in future represent an additional benefit for the passive safety systems.
- the invention provides that an evaluation of the sensor signals in a separate or existing control unit; For example, the airbag control unit, takes place. In the case of an evaluation in a central triggering control device, the information is transmitted either as a raw signal and / or in processed and / or preprocessed information to a bus system.
- the information can also be made available to other control devices by means of a bus communication. It is also conceivable to combine this information with other signals, for example from the vehicle dynamics control system and / or an acceleration sensor, in such a way that further control and / or control signals can be obtained so that an activation of, for example, reversible and / or irreversible systems can take place. It is also conceivable to record the signals in a recorder provided for this purpose, so that after a collision this information is retrievable. In addition, it is also conceivable to collect and retrieve the information for setting or calibrating an algorithm in a database, so that a suitable setting of the control unit takes place.
- a signal from the left actuator and a signal from the right actuator are linked together, so that a query about a threshold gives a statement about an offset collision. It is clear that linking the information by subtraction / addition / multiplication or other mathematical functions is also possible.
- FIG. 4 shows an offset collision between two vehicles.
- the target vehicle 100 shown in FIG. 4 below is equipped with an adaptive front structure, as described above.
- the measurement of the signal takes place, for example, as already stated above, via a radar sensor.
- This is installed in the system and measures the path of the structure the respective deformation element on which the radar sensor is arranged.
- a left-hand structure of the vehicle 100 is hit and intruded, whereas the right-hand structure of the vehicle does not or only partially intrudes.
- this leads to an intrusion on the left adaptive crash structure. This deforms and thus shortens their length.
- the sensor measures just this way.
- the path becomes smaller, which is indicated by the reference numeral 400 and a negative sign for the corresponding signal of this sensor 150 for the left deformation element in the time (t) - lntrusions (s) diagram in Fig. 4.
- the signal from the sensor of the right-hand deformation element 140 (denoted by the reference numeral 410 in the diagram of FIG. 4) remains almost constant. Presumably, less deformation is expected due to the deformation. If the difference 420 of values of the two signals 400 and 410 is then formed, the result is the signal denoted by the reference numeral 420.
- a threshold value 430 in a first preferred exemplary embodiment, a separation of the recognition between an offset and a fullness can be achieved.
- Frontal collision take place.
- a (fill) frontal collision 440 is assumed when the difference signal value is in a range between a value of zero and the threshold value 430, whereas an offset collision 450 can be detected when the difference signal value 420 is in a range smaller than the threshold value 430 lies.
- an evaluation would have to take place such that the offset collision is detected when the difference signal is greater than a threshold value.
- an offset collision is detected when an absolute value of the difference signal is greater than a threshold value.
- each threshold represents its own degree of overlap.
- a full frontal collision ie, a 100% overlapped collision
- FIG. 1 a left and a right deformation element structure of the vehicle are hit and intruded.
- both vehicles 100 and 170 meet with almost 100% overlap.
- both front structures 130 and 140 are deformed. Although this deformation can vary greatly in the left and right adaptive structures 130 and 140, respectively, be imprinted, but the difference signal 420 remains (in absolute terms, in particular) below the threshold value 430.
- a first simple algorithm for offset detection using a simple threshold query is shown in the block diagram of FIG.
- a signal 400 from the sensor 150 of the left deformation element 130 also referred to as left channel
- a signal 410 from the sensor 155 of the right deformation element 140 of the adaptive deformation element structure are provided to a function block 600.
- the function can represent any mathematical operation; for the embodiment described here, a difference 420 is used. Also conceivable also a ratio formation.
- the result is compared against a threshold value 430, which is designed as a parameter and can be made available from a memory.
- a rear-end collision which is schematically illustrated in FIG. 7, there are no intrusions or deformations of the adaptive structures 130 or 140 installed in the front region.
- the left and right structures are not intruded, therefore no signal change is detected. represents the changes in the spacing of components of these deformation elements.
- the described deformation element structure 130, 140 can be used for a plausibility check of a rear-end collision with the vehicle 100 under consideration. This information can be evaluated in connection with a central acceleration signal a x .
- the central acceleration signal a x The central acceleration signal
- Acceleration signal a x shows, for example, a positive acceleration, variables derived therefrom characterize a rear-end collision. By comparison there are no intrusions and signals from the front structures 130 and 140. This makes it possible to establish a plausibility check for a rear-end collision, which activates the correspondingly suitable restraining means for a rear-end collision.
- a first simple algorithm for detecting such a rear collision is shown as a block diagram representation in FIG. 8. In this case, an acceleration signal a x is processed, for example, by a central acceleration sensor in a rear crash algorithm 800, the output being followed by a trigger signal 810.
- the two channels 400 and 410 of the adaptive structures 130 and 140 are processed in a further step, for example using a difference formation in a function block 600.
- Other functions are also conceivable.
- the resulting signal 420 is sent with the signal 810 from the tailcrash algorithm 800 in a plausibility block
- the plausibility check can be a simple Boolean operation, e.g. be a UN D link, or represent other more sophisticated functions. This is followed by activation 830 of rear collision restraints, e.g. an active headrest or seat-integrated systems.
- crash-severity detection can furthermore be carried out via an additional evaluation with regard to the intrusion amplitude of the system and the associated deformation speed.
- a characteristic curve is used to check how fast and how much the intrusion takes place.
- crash severity categories can be assigned via the characteristic curves, which are subsequently used by the algorithm in order to carry out a triggering decision of the restraint components.
- an estimate of the degree of overlap can also be performed.
- the basis of such an estimate lies in the measurement of the compatibility of the corresponding support structures of the two vehicles. It depends on in the case of A) full-frontal congruence (2X2 support structures) or in case B) 40% offset (1 x1 support structures), the support chain and thus the mass "supported" by the respective support structures form in the acceleration signals C), the support structures hardly meet anymore, and this is additionally shown by the deformation or deformation velocity measurement of the integrated measuring system
- the fundamental characteristic of the deformation or deformation velocity measurement of the integrated adaptive system in combination with the measurement from the central Acceleration sensors can be used in a generalized form of the presented invention for determining the degree of offset.
- FIG. 9 shows a flowchart of an embodiment of the present invention as a method 90 for detecting a width of an impact area of an object in the front region of a vehicle.
- the method comprises a step of receiving 92 a first deformation element signal representing a change in a distance of components of a first deformation element installed in the left front area of the vehicle relative to one another.
- the method comprises a step of obtaining 94 a second deformation element signal, which represents a change of a distance of components of a second deformation element installed in the right front area of the vehicle from one another.
- the method includes a step of detecting 96 an offset collision with a small width of an impact area of the object on the vehicle when the first deformation element signal differs from the second deformation element signal by more than a predefined threshold level.
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Abstract
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Priority Applications (4)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US13/393,985 US20120221211A1 (en) | 2009-11-24 | 2010-11-22 | Method and control unit for detecting the width of an impact area of an object in the front-end section of a vehicle |
EP10781895.7A EP2504201B1 (de) | 2009-11-24 | 2010-11-22 | Verfahren und steuergerät zur erkennung einer breite eines aufprallbereiches im frontbereich eines fahrzeugs |
JP2012540383A JP5550739B2 (ja) | 2009-11-24 | 2010-11-22 | 車両の前部領域における対象の衝突領域の幅を識別するための方法と制御装置 |
CN2010800531335A CN102686451A (zh) | 2009-11-24 | 2010-11-22 | 用于识别车辆前部区域中物体的碰撞区域的宽度的方法和控制设备 |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102009047071A DE102009047071A1 (de) | 2009-11-24 | 2009-11-24 | Verfahren und Steuergerät zur Erkennung einer Breite eines Aufprallbereiches eines Objektes im Frontbereich eines Fahrzeugs |
DE102009047071.9 | 2009-11-24 |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2011064165A1 true WO2011064165A1 (de) | 2011-06-03 |
Family
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Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/EP2010/067903 WO2011064165A1 (de) | 2009-11-24 | 2010-11-22 | Verfahren und steuergerät zur erkennung einer breite eines aufprallbereiches eines objektes im frontbereich eines fahrzeugs |
Country Status (7)
Country | Link |
---|---|
US (1) | US20120221211A1 (de) |
EP (1) | EP2504201B1 (de) |
JP (1) | JP5550739B2 (de) |
KR (1) | KR20120117753A (de) |
CN (1) | CN102686451A (de) |
DE (1) | DE102009047071A1 (de) |
WO (1) | WO2011064165A1 (de) |
Cited By (1)
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JP2015040008A (ja) * | 2013-08-23 | 2015-03-02 | 富士重工業株式会社 | 衝突検知装置及び衝突検知方法 |
Families Citing this family (9)
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KR101628830B1 (ko) * | 2014-11-14 | 2016-06-09 | 현대모비스 주식회사 | 차량 승객 보호 장치 및 방법 |
CN104627069B (zh) * | 2015-02-06 | 2018-06-26 | 江苏大学 | 一种车辆防追尾系统及其方法 |
DE102015216086A1 (de) * | 2015-08-24 | 2017-03-02 | Robert Bosch Gmbh | Verfahren und Vorrichtung zum Überwachen eines Zustandes einer elektronischen Schaltungseinheit eines Fahrzeugs |
CN105300439B (zh) | 2015-10-19 | 2017-10-20 | 腾讯科技(深圳)有限公司 | 碰撞判断系统、方法及装置 |
US10328879B2 (en) * | 2017-06-30 | 2019-06-25 | Honda Motor Co., Ltd. | Bumper bean design for crash signal separation |
CN112793530A (zh) * | 2019-11-13 | 2021-05-14 | 大陆汽车电子(连云港)有限公司 | 车辆气囊系统的碰撞传感器的功能安全校验方法及气囊控制器 |
WO2022268268A1 (de) | 2021-06-21 | 2022-12-29 | Continental Automotive Technologies GmbH | Verfahren zur auslösung von insassenschutzeinrichtungen in einem kraftfahrzeug auf basis der signale zumindest eines rechten und zumindest eines linken upfrontsensors sowie des signals zumindest eines zentral im fahrzeug angeordneten aufprallsensors |
DE102021206363A1 (de) | 2021-06-21 | 2022-12-22 | Continental Automotive Technologies GmbH | Verfahren zur Auslösung von Insassenschutzeinrichtungen in einem Kraftfahrzeug auf Basis der Signale zumindest eines rechten und zumindest eines linken Upfrontsensors sowie des Signals zumindest eines zentral im Fahrzeug angeordneten Aufprallsensors |
US20230053243A1 (en) * | 2021-08-11 | 2023-02-16 | Baidu Usa Llc | Hybrid Performance Critic for Planning Module's Parameter Tuning in Autonomous Driving Vehicles |
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- 2010-11-22 KR KR1020127013322A patent/KR20120117753A/ko not_active Application Discontinuation
- 2010-11-22 JP JP2012540383A patent/JP5550739B2/ja not_active Expired - Fee Related
- 2010-11-22 US US13/393,985 patent/US20120221211A1/en not_active Abandoned
- 2010-11-22 EP EP10781895.7A patent/EP2504201B1/de not_active Not-in-force
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Also Published As
Publication number | Publication date |
---|---|
EP2504201A1 (de) | 2012-10-03 |
DE102009047071A1 (de) | 2011-05-26 |
EP2504201B1 (de) | 2013-08-28 |
JP5550739B2 (ja) | 2014-07-16 |
JP2013511434A (ja) | 2013-04-04 |
US20120221211A1 (en) | 2012-08-30 |
CN102686451A (zh) | 2012-09-19 |
KR20120117753A (ko) | 2012-10-24 |
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