WO2011124545A1

WO2011124545A1 - Method and control unit for controlling an occupant protection device of a vehicle seat

Info

Publication number: WO2011124545A1
Application number: PCT/EP2011/055183
Authority: WO
Inventors: Stephan Loosen
Original assignee: Robert Bosch Gmbh
Priority date: 2010-04-08
Filing date: 2011-04-04
Publication date: 2011-10-13
Also published as: DE102010003744A1

Abstract

The invention relates to a method (100) for controlling an occupant protection device of a vehicle seat having at least one rigid, reversibly movable support face, which comprises a step (110) of emitting a trigger signal in order to actuate a movement of the at least one support face from a rest position to an active position, wherein the trigger signal is emitted on the basis of a received piece of collision information. The method (100) further comprises a step (120) of receiving a piece of sensor information with respect to the severity or the occurrence of the collision. The method (100) further comprises a step (130) of providing a retraction signal if the piece of sensor information represents a severity of the collision which is less than a severity threshold value of the collision, or if the piece of sensor information does not represent the occurrence of a collision, in order to actuate a movement of the at least one support face from the active position to the rest position by means of the retraction signal.

Description

Description title

Method and control device for controlling an occupant protection device of a vehicle seat

State of the art

The present invention relates to a method for controlling an occupant protection device of a vehicle seat according to claim 1, a Steuerge advises according to claim 9, and a computer program product according to claim 10.

Thus, DE 103 21 871 A1 provides an occupant protection system for vehicles with at least one sensor which detects the environment of the vehicle and generates sensor signals therefrom. About an evaluation that evaluates the sensor signals, a trigger signal is generated in dangerous situations. Furthermore, the application has a seat adjustment device with at least one actuator for adjusting a seat, wherein the seat adjustment device has a first speed for comfort adjustment of the seat and a second, higher, speed for seat adaptation of the seat when actuated by the release signal. A concrete version of the actuator is not listed here. Disclosure of the invention

Against this background, the present invention provides a method for controlling an occupant protection device of a vehicle seat, furthermore a control device which uses this method, and finally a corresponding computer program product according to the independent patent claims. Advantageous embodiments emerge from the respective subclaims and the following description. The present invention provides a method for controlling an occupant protection device of a vehicle seat with at least one rigid reversible movable support cheek, the method comprising the steps of: outputting a trigger signal to control movement of the at least one support arm from a rest position to an active position; Trigger signal is output based on received collision information; Receiving sensor information regarding a severity or occurrence of the collision; and providing an entry signal if the sensor information represents a severity of the collision that is less than a severity threshold for a collision, or if the sensor information does not represent the occurrence of a collision to detect movement of the at least one support bolster from the active position into the collision signal to control the rest position.

The occupant protection device of the vehicle seat may have, for example, one or more support cheeks. The supporting cheeks may be formed, for example, as padded plates, which are built so retractable and retractable in the vehicle seat, that they are not visible in the retracted position. For example, support cheeks for a shoulder support, a thorax and / or a pelvic content of the occupant may be integrated into the vehicle seat. For example, each may be integrated into a backrest of the vehicle seat, while a further pair of support brackets for the pelvic support in the seat cushion of the vehicle seat may be incorporated a pair of support brackets for the shoulder support and the thorax. In a vehicle, for example, both the driver's seat and the passenger's seat may have the occupant protection device. For example, the at least one rigid reversibly movable support cheek be installed in the vehicle seat that they can be extended depending on the situation by means of an actuator in the active position and completely retracted to the rest position. The active position can be broken down, for example, into a plurality of sub-positions, wherein the sub-positions can represent different extension stages of the at least one support cheek. The trigger signal can be output, for example via an interface of a control unit of the occupant protection device to a device for moving the at least one support cheek. The collision information can be at least one sensor signal that can be received by the control unit via an interface and can indicate a collision of the vehicle with an object. The Sen- Sorinformation can be received eg via the same or a further interface and represent further sensor signals, for example of different sensors arranged on the vehicle. For example, the sensor information for plausibility of the collision information can be used, for example, by means of a comparison in the control unit determines whether the collision has actually occurred, or whether it is, for example, a false trip. A severity of the collision can also be determined by comparing the sensor information with, for example, an accident severity table stored in the control unit. For this purpose, the control unit can, for example, have a suitable algorithm. The entry signal can eg via an interface of the

Control unit of the occupant protection device are output to the means for moving the at least one support cheek. The heavy threshold value of a safety-relevant collision may be a value that represents a severity of the collision beyond which the occupant is at risk of injury. Thus, the entry signal may e.g. also occur in a collision, the severity of which represents only a slight or no injury probability of the occupant. For example, e.g. the driver of the vehicle is able to continue to control the vehicle unhindered by the support cheek, e.g. to reach a holding opportunity or workshop.

According to an embodiment, in the step of providing, the entry signal may be suppressed. For example, this may be caused if the sensor information represents a severity of the collision that is greater than a gravity threshold of a safety-relevant collision. Thus, it is possible for the occupant to be kept in a stable position during and after the collision by the still extended at least one support cheek. A collapse of the occupant and any resulting internal injuries may, e.g. be avoided. According to another embodiment, in the step of outputting

Ausfahrwiderstand the at least one support cheek are detected. In this case, a control of the movement of the support cheek can be stopped from the rest position to the active position, when the extension resistance exceeds a Ausfahr- resistance threshold. For example, the escape resistance may be due to contacting the support cheek with the occupant's body. By stopping the control of the movement of the support cheek can be advantageously prevented that the occupant is injured by excessive pressure of the support cheek.

Furthermore, in the step of outputting, the trigger signal can be output in such a way that the activation of the movement of the support cheek from the rest position into the active position is resumed when a further extension criterion for the support cheek is satisfied. The fulfilled Weiterausfahrkriterium may be, for example, a position shift of the occupant after stopping the movement of the support cheek. Thus, the occupant may e.g. be moved further into the center of the vehicle seat, so that the at least one

Support cheek can be extended further to develop an improved support effect. In the step of dispensing, the movement of the support cheek can be repeatedly resumed, e.g. until the occupant has reached a final sitting position or the support beam is fully extended. This offers the advantage that the occupant can always be optimally supported during and / or directly after the collision.

According to a further embodiment, a pull-in resistance of the at least one support cheek can be detected in the step of providing. In this case, a control of the movement of the support cheek can be stopped from the active position to the rest position when the retraction exceeds a Einfahrwi-standstandschwellwert. The insertion resistance may be e.g. Therefore, stir that the actuator has been displaced by forces imposed by the occupant, without the position sensor has detected this. Stopping the movement of the support cheek from the active position to the rest position here provides the advantage that it is prevented that a motor or transmission of the occupant protection device are damaged by retraction of the actuator. The replacement costs can be significantly reduced. Accordingly, in the step of outputting, the escape resistance in

Form of a motor current can be detected. Additionally or alternatively, in the step of providing the entry resistance in the form of a motor current can be detected. The pull-out resistance threshold and the pull-in resistance threshold may, for example, be represented by a rise in the motor current to a predetermined value. The detection of the pull-out resistance and / or the pull-in resistance by means of the motor current thus offers the advantage of a cheap and low-cost way to set and determine the respective threshold. The threshold value can be stored, for example, in the control unit. Further, in the step of discharging, an extension number of revolutions of a drive spindle of the support cheek can be measured. In addition, in the step of providing an entry number of revolutions of the drive spindle can be measured. In this case, a movement from the active position to the rest position can be stopped if the number of extensions corresponds to the number of starts. The number of outlets and / or the number of entries can be determined, for example, by means of a count of Hall pulses. Advantageously, it is thus possible, for example during a re-entry of an actuator, to prevent the motor or gearbox of the occupant protection device from being damaged by the actuator driving into a stop at high speed. It can thus be ensured in this way that the occupant protection device can function properly after a false trip in the event of a later actual collision and can provide full protection for the occupant.

According to a further embodiment, in the providing step, the entry signal may be provided as a pulse width modulated signal. This has the advantage that the movement of the support cheek from the active position to the rest position in the event of a collision or a slight collision can be slow or can be slowed down when approaching a stop. Engine and transmission of the occupant protection device are so even further against damage from too fast retraction of

Actuator protected in the stop. In addition, the use of the pulse width modulated signal provides a simple way of controlling the drive of the occupant protection device. 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. In particular, the controller may include means configured to execute each step of the method. Also by this embodiment variant of the invention in the form of a control device, the object underlying the invention can be solved quickly and efficiently. In the present case, 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. In the case of a hardware-based design, the interfaces can be part of a so-called system ASIC, for example, which contains various functions of the control unit. However, it is also possible that the interfaces are their own integrated circuits or at least partially consist of discrete components. In the case of a software-based design, 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 ,

An important aspect of the present invention is that a strategy for initiating a safety system, monitoring an operation of an actuation of a rigid actuator, as well as a rear portion of the actuator that is dependent on a situation detection is presented.

The strategy according to the approach presented here includes, for example, an actuation of electric motor-driven and / or pneumatic and / or spring-driven, reversible seat components for the protection of vehicle occupants. Combinations of the aforementioned drive principles for the development of the protective effect are also conceivable. The protective effect is based in particular on occupant protection functions, which improve the lateral support of the occupant. The inventive approach ensures that an occupant is better kept in the seat in the event of a collision. These may be all types of collisions, such as a front, side or rear collision or a rollover. According to the invention, it is possible to prevent the occupant from flinging around in the vehicle, the occupant can advantageously be coupled to a vehicle movement at an early stage and a survival space of the occupant can be increased. Vorteilhafter- wise, it can prevent light, serious and fatal injuries or reduce the severity of injuries.

The approach presented here therefore serves the purpose of providing a method for actuating reversible, seat-based devices for occupant protection, in particular extendable components, for example extendable seat side bolsters or extendable side back supports. According to the invention, in the event of a collision, an optimum protective effect for the occupant can be ensured. Both in a side impact and in front, rear and / or rollover situations, the method presented here can help to keep the occupant in an optimal, protected position for as long as possible. In this way, a survival space can be fully utilized, and all restraint and security systems can best develop their impact.

The invention will be described by way of example with reference to the accompanying drawings. Show it:

1 is a flowchart of a method for controlling an occupant protection device of a vehicle seat, according to an embodiment of the present invention;

FIG. 2 is a flow chart of an evaluation sequence according to an embodiment of the present invention; FIG.

FIG. 3 is a flow chart of a deployment of an occupant protection function for lateral support according to an embodiment of the present invention; FIG.

4 is a block diagram of a signal flow of an actuation of the occupant protection function for the lateral stop, according to an exemplary embodiment of the present invention;

5 is a flow chart of an actuation of the occupant protection function for the lateral stop, according to an exemplary embodiment of the present invention;

6 is a flowchart of a situation analysis after actuation, according to an embodiment of the present invention; 7 is a flowchart for a return of an actuator after a

False triggering, according to an embodiment of the present invention;

FIG. 8 is a flowchart for reversing an actuator after a slight collision, according to an embodiment of the present invention; FIG. and

9 is a flow chart for a return of an actuator after a

severe collision, according to an embodiment of the present invention.

The same or similar elements may be indicated in the figures by the same or similar reference numerals, wherein a repeated description is omitted. Furthermore, the figures of the drawings, the description and the claims contain numerous features in combination. It is clear to a person skilled in the art that these features are also considered individually or that they can be combined to form further combinations which are not explicitly described here. Furthermore, the invention is explained in the following description using different dimensions and dimensions, wherein the invention is not limited to these dimensions and dimensions to understand. Furthermore, method steps according to the invention can be repeated as well as carried out in a sequence other than that described. If an embodiment comprises a "and / or" link between a first feature / step and a second feature / step, this can be read so that the embodiment according to an embodiment, both the first feature / the first step and the second Feature / the second step and according to another embodiment, either only the first feature / step or only the second feature / step.

1 shows a flow chart of a method 100 for triggering at least one reversible, seat-based device for occupant protection. The device for occupant protection can be, for example, a support rail which can be retracted out of the vehicle seat and retracted again. In a step 1 10, a trigger signal is issued to move the support cheek from a rest position, for example, in a seat or a back of a vehicle seat in an active position in which the support cheek to protect the occupant partially or completely from the seat and / or the backrest has moved out. The trigger signal may also cause a movement of a plurality of support cheeks. The triggering signal may be output in step 1 10, for example, from a control device of the occupant protection device based on collision information. The collision information may be, for example, a signal from a vehicle sensor system. In a subsequent step 120, a sensor information regarding a severity or an occurrence of the collision is received in the control unit. The sensor information can also be transmitted from a vehicle sensor to the control unit and serve as a plausibility check of the collision information. In a further subsequent step 130, a retraction signal is provided to the support cheek or support cheeks of the

Active position to move back to the rest position. The condition for providing the entry signal is that the sensor information represents a severity of the collision that is smaller than a gravity threshold value of a safety-relevant collision, or that the sensor information does not represent an occurrence of the collision.

FIG. 2 shows a general flow chart of an evaluation sequence 200, which can be used, for example, in a method according to one exemplary embodiment of the present invention. In a first step 210, a sensor system of a vehicle reacts to circumstances that may be associated with a collision of the vehicle. The sensor may be e.g. to act a driving dynamics sensor, an environment sensor, an interior sensor, an inertial sensor, a crash sensor, a condition sensor or another sensor. In a step 220, a corresponding sensor system outputs a signal. For example, based on the responsive sensor, a signal for a steering angle, an accelerator pedal position, a clutch pedal position, an engaged gear, an ignition status, a speed and / or acceleration, a yaw rate, one or more wheel speeds, a satellite-based position indication, or a car -2 car or infrastructure communication. The crash sensor can e.g. a 6 way

Provide signal for acceleration. Based on this, it is possible, for example, to determine speeds in all spatial and rotational directions and / or accelerations in all spatial and rotational directions. The crash sensor system can also deliver, for example, a PAS Y signal for an acceleration or a PPS signal for a pressure. The surround sensors can output mono video, stereo video, radar, lidar and / or ultrasound signals. Furthermore, the driving dynamics sensor Provide ESP data. Even fire flags of restraint systems can output collision-relevant data. In a step 230, the signal or the plurality of signals is output to a control unit, not shown in FIG. 2, in order to control the control unit accordingly. For example, a suitable algorithm can be used for the activation. The control unit may be, for example, a control unit for safety functions in the vehicle seat or an occupant protection device installed in a vehicle seat.

The sensors used for the algorithm can be made available from different systems. By way of example, different input variables can be evaluated algorithmically. For example, driving dynamics variables, such as Accelerations and rotation rates in all three spatial directions, a speed in all three directions, steering angle at the wheel and the steering wheel, brake pressures, wheel speeds, etc. are determined. Further, occupant-related quantities, e.g. Body mass and height, age, sex and condition of the occupant, or a sitting position, e.g. a position of the seat relative to the vehicle, a position of the occupant relative to the seat, a Gurtauszugslänge, a backrest tilt or a seat cushion position are evaluated. Acceleration in all three spatial directions or a roll rate) can be determined via the crash sensor system, which may include a structure-borne sound sensor, a pressure sensor and / or a capacitive sensor. Also environment-sensitive data such as offset, mass, object size or object speed, .usw. can be evaluated. Furthermore, data transmitted from the outside to the vehicle, such as e.g. Car-2-Car-Communication or GPS-based information, to be evaluated.

The data can be integrated and evaluated in the control unit for safety functions in the vehicle seat. In addition or as an alternative, further devices can trigger the actuation of the occupant protection device or generate signals or commands which are transmitted via a BUS system to other control devices, which then carry out an activation of the actuators. It is also conceivable, but not apparent from the illustration in FIG. 2, that the data is sent via a bus system, eg a CAN bus, to a control unit in which processing and processing of the data takes place in an algorithm. FIG. 3 shows a flow chart 300 of an activation of an occupant protection function, according to an exemplary embodiment of the present invention. In the approach presented here, the function is fulfilled by the at least one reversibly movable support cheek of the vehicle seat. In a step 310, a controller processes collision information from one or more of the sensors of the vehicle. For example, the collision information may be an acceleration signal of a crash sensor system (6-way). The data can relate to speeds in all room and direction of rotation as well as accelerations in all room and direction directions. The collision information can also relate to an acceleration signal PAS-Y and / or a pressure signal PPS of the crash sensor system. Furthermore, the ECU may evaluate a mono-video, stereo-video, radar, lidar, and / or ultrasound signal of the surroundings sensor system and / or ESP data of the driving dynamics sensor and / or fire flags of the restraint systems in step 310 as collision information , In step 320, a trigger or trigger of the occupant protection device takes place based on the collision information. The triggering may represent a retraction of one or more of the support cheeks of the occupant protection device. In a step 330, provision is made of a support function for the occupant of the vehicle in that the at least one support cheek is sufficiently or completely extended. The step 330 may include providing a shoulder content 330a, providing a thorax content 330b, and providing a pod content 330c. Based on the collision information, in step 330, only one or two of the functions 330a, 330b, 330c can be provided.

According to the illustration in FIG. 3, in particular the sensors of the driving dynamics as well as the surroundings, inertial and crash sensors are evaluated in step 310 in order to detect dangerous situations. If a trigger-relevant situation is detected, the function ESA (Enveloping Side Adjustment) is triggered in step 320 following step 310. For this purpose, a corresponding signal is provided by the control unit. The triggering 320 comprises the partial functionalities of triggering the shoulder stop 330a, the thorax stop 330b and the pelvis stop 330c. The corresponding actuators may be, for example, electromotively, pneumatically, spring-based or in a combined variable will be moved. Accordingly, the trip 320 pulls, for example, a current, a switch or valve actuation by itself.

4 shows a block diagram 400 for illustrating a signal flow of an actuation of the occupant protection function, according to an embodiment of the present invention. Shown are a sensor 410, a control unit 420, an actuator 430 and a monitoring device 440. The actuator 430 can also be one of the partial actuators for the shoulder support, the thorax support or the pelvic support. 4, the control unit 420 receives a collision information 450 from the sensor system 410 via a suitable interface. Based on the collision information 450, the control unit 420 determines a suitable activation or actuation of the actuator 430 for the at least one using an appropriate algorithm seat cheek. A corresponding trigger signal 455 is transmitted to the actuator 430 via a suitable interface. For a position determination of the actuator 430 as well as a current measurement and / or pressure measurement with respect to a drive of the actuator 430, the monitoring unit 440 receives position data 460 and / or drive data (for example motor current data) 465 from the actuator 430 via another interface Status information 470 based on the position data 460 and / or the motor current data 465 is exchanged between the monitoring unit 440 and the control unit 420 with respect to the actuator 430. Depending on the status information 470, the monitoring unit may issue a command 475 for canceling the actuation or stopping the movement of the actuator for extending the at least one support rail to the control unit 420.

During extension, an extension resistor (via the current measurement) and the position or position of the actuator 430 can be monitored separately for each partial actuator 430.

As a measure of the Ausfahrkraftbegrenzung especially the current in electromotive drive, for example, but also Ausfahrgeschwindigkeiten or pressures in electromotive or otherwise design of the drive can be used. Likewise, a force sensor, by means of strain gauges, load cells, etc., in the transmission path between Insas- se and drive possible. A plausibility check of the adjacent side cheeks or the lateral positioning of an occupant can take place via occupant classification sensors, for example cameras. Occupant classification also provides the option of adapting the force limit of the system adaptively. If the current or other measurand exceeds a specified level

Threshold, the actuation is interrupted in the sense of limiting the force on the occupant. In the following, repeated extension attempts can be made in order to extend the actuator 430 further in the event of an incorrect positioning of the occupant, since he may have corrected his position in the meantime.

The position of the actuator 430 is monitored to prevent the actuator of the actuator 430 from driving in at high speed during retraction or extension, which could damage it. Since the system is designed as an incrash, but also as a precrash security system, it can in some cases lead to false tripping. In case of false triggering, the actuator should

430 are not damaged in order to continue using the system. In the event of collisions actually occurring, a damaged actuator 430 could cause the loss of power, which illustrates the need to monitor the position of the actuator 430. The monitoring can be carried out, for example, with Hall sensors of electric motors, but also potentiometers, limit switches, position switches or the like. When reaching end positions of the Teilaktuatoren 430 the actuation is canceled. This is made available as information via the status information 470 both in the event of a load-dependent as well as a position-dependent shutdown. This is used, for example, to decide if more

Actuations should be made. This information 470 is also needed to decide after successful actuation, whether the actuator 430 should be reduced or not. In this sense, the information 470 flows into an evaluation routine, which evaluates further signals.

5 shows in a diagram 500 the sequences during an actuation of the occupant protection function ESA, according to an embodiment of the present invention. Following the steps 310, 320 and 330 discussed above in connection with FIG. 3 with the sub-steps 330a, 330b, 330c, Hall pulses of a drive of the actuator or sub-actuator for the at least one support cheek are counted in a step 540. In a following step 545, it is recognized that a reverberation target number has been reached. Also following the step 330 with the sub-steps 330a, 330b, 330c, in a step 550, current measurement of the drive of the actuator or sub-actuator is performed. In a following step 555, it is recognized that a

Threshold of the motor current is reached. Steps 540 and 545 may each be performed in parallel to steps 550 and 555. Based on steps 545 and / or 555, in a step 560, the drive of the actuator or sub-actuator is stopped. In a step 570, status information of the occupant protection function ESA is determined. Based on the status information, in a step 580, a re-attempt of the actuator or sub-actuator may be attempted by issuing a corresponding trigger signal to the ECU. In this case, the steps 310 to 570 are performed again or even more times depending on the status information determined in step 570. Finally, in a step 590, a signal evaluation is performed by a reset algorithm of the ECU.

In Fig. 5, as in the following figures, a hall sensor for position determination is shown by way of example. After the page stop function is triggered in step 320, it must be determined if there has been a collision and how difficult it has been to determine how to proceed. So it is useful for a tripping of the protection system without subsequent collision to retract the actuator to allow undisturbed driving. If the vehicle is still ready to run after a collision has occurred, the actuator should also be retracted for this case. On the other hand, in a severe collision that is likely to cause serious injury to the occupant, the actuator should remain in place to stabilize the occupant and prevent inadvertent shifting. This situation will be explained in more detail in connection with FIG. 6.

FIG. 6 shows a flow diagram 600 of a situation analysis after actuation, according to an exemplary embodiment of the present invention. Here, attention is paid to alternative reaction functions of the occupant protection device presented herein in response to the result of the signal evaluation in step 590. In the signal evaluation of the control unit, for example, data of the steering angle sensor, the accelerator pedal sensor, the coupling brake pedal sensors, the sensor for an engaged gear, the speed and / or acceleration sensor, the ignition status, acceleration data of the crash sensor system (ECU (6-way), PAS-Y), pressure data of the crash sensor (PPS), data of the yaw rate sensor , Longitudinal and / or lateral acceleration data, wheel speeds, a satellite-based position information and information about the fire flags of the restraint systems.

Following the steps 570 and 590 already explained in connection with FIG. 5, a false triggering of the actuator or partial actuator can be determined in a step 610. Based on this, an action 1 of the occupant protection device takes place in a step 620. In a step 630 (which may follow step 590), as an alternative to the diagnosis of step 610, a slight severity of an accident may be determined, followed by an action 2 in step 640. Again as an alternative to the steps 610 and 630, a high severity of accidents can be determined in a step 650 by means of the signal evaluation 590.

Based on this, a corresponding action 3 of the occupant protection device takes place in a step 660.

As shown in FIG. 6, upon completion of the page hold function actuation, the status of the actuator detected in step 570 is sent to the controller on which the situation evaluation is performed in step 590. This starts an analysis of signals u.a. the crash and driving dynamics sensor, for example, data from the above sensors. Based on the data, it is determined whether there has been an accident, whether it is a serious or minor collision and whether the vehicle is possibly still ready to drive. A distinction is made between the cases of false triggering, determined according to step 610, slight accident severity, determined according to step 630, and high accident severity, determined according to step 650. The respective steps 610, 630, 650 entail the different actions 620, 640, 660. These will be described in more detail in connection with FIG. 7.

FIG. 7 shows a flow diagram 700 for a possible reversing variant of an actuator (ie the support cheek of the vehicle seat) after a false triggering, according to an exemplary embodiment of the present invention. Following the steps 570 and 590 already explained in connection with FIG. 5, in the step 610 explained in connection with FIG. 6, a false triggering is performed of the actuator or Teilaktuators determined. A corresponding signal, for example "no crash", triggers a difference determination between an actual position and an initial position of the actuator or partial actuator in a step 710. For this purpose, a signal HalMst determined in a step 710a flows as shown in FIG for the actual position and a signal determined in a step 710b

Hall_Start for the initial position of the actuator or Teilaktuators in the difference determination in step 710 a. In a step 720 following the step 710, based on the difference determination from HalMst and Hall_Start, a conversion into a value of actually occurring Hall pulses Hall_Soll, wherein this number may not be exceeded when retracting the actuator, in order to avoid damage in the To cause occupant protection device. Based on this result, energization for retracting the actuator or subactuator is turned on in step 730 following step 720. In response to the activation of the energization in step 730, in step 740 following step 730, the

Hall pulses of the drive of the actuator or Teilaktuators counted during the retraction. In a step 750 following the step 740, it is detected that the value Hall_Soll determined in step 720 has been reached. In addition to and in parallel with steps 740 and 750, according to the diagram in FIG. 7, in response to the activation of the energization in step 730, in FIG

Step 720, following step 760, performs a current measurement of the drive of the actuator or sub-actuator during retraction. In a step 770 following step 760, an increase in motor current during retraction is determined. Based on the achievement of the value Hall_Soll in step 750 or the motor current increase determined in step 770 is in a on the

Step 750 or the step 770 following step 780 off the energization for retraction of the actuator or Teilaktuators.

It can be seen from the illustration in Fig. 7 that in the event of a false triggering of the actuator, i. a PreCrash triggering without following collision, the actuator is returned to its original position. This can happen in the absence of characteristic signals of the crash sensor after a defined time delay, or else coupled to the absence of dangerous signals typical, such as rapid steering angle changes, strong longitudinal or lateral decelerations, high brake pressure, etc. When fast cornering or

The same can be expected with the provision because the driver receives dynamic support by the extended side cheek. A hedge, apart from an existing lateral acceleration, that it is a cornering or the like, or that no again fast cornering occurs, is possible for example by means of GPS or car-to-car / infrastructure communication.

There is also the possibility of false triggering that due to a high load on the actuator by the occupant an actuator cheek is pressed. This can e.g. happen at a high weight of the occupant. If this occurs due to a mechanical force limitation, the indentation process may not be detected by the Hall sensors. In this case, when determining the position via the Hall sensor of an electromotive drive, the actual actuator position is no longer in line with the sensed one. When using other position sensors this problem may not exist. In order not to destroy the drive, the retraction of the partial actuators in steps 740, 750, 760, 770 should be done very slowly by means of a pulse width modulation (PWM), so that the depressed actuator side is not driven into the stop and the motor or the Gearbox damage. When the stop has been reached, the increase in the motor current is evaluated in step 770 and used as a switch-off criterion for step 780. When the motor is switched off, it can be checked for plausibility via the position sensor to see whether the actuator has completely retracted. If the actuator retracts completely, this can also be used in addition to the increase in the current as a signal generator for the end of the reversing process. In the case of the partial actuators, two support elements, e.g. right, left, driven with only one motor, so stands after the mechanical force limit on one side on the other side, the support element still out. In this case, the driver may be informed via an information medium, e.g. an instrument display, a display center console, a lamp or an announcement, it should be noted that the usual operation of the

Vehicle may be disabled.

FIG. 8 shows a flowchart for reversing an actuator after a slight collision, according to an embodiment of the present invention. The steps of the method shown here are the same as explained in connection with FIG. 7. In contrast to the sequence shown in FIG. Here, however, in the step 630 explained in connection with FIG. 6, a diagram will determine a slight accident severity of the vehicle. A corresponding signal, eg "slight crash", triggers here in step 710 the difference determination between an actual position and an initial position of the actuator or partial actuator.

As can be seen from the illustration in FIG. 8, the ESA actuator may be extended during light collisions, but it is possible that the occupant is unhurt and / or the vehicle is still roadworthy. If the inmate or another person wishes to e.g. A garage on its own, so without using a towing services, or even visit at a later date, it would be a hindrance if the actuator remains extended. The retraction of the actuators during steps 740, 750, 760, 770 may be e.g. take place when e.g. it is recognized via one of said sensors that the vehicle can continue to be operated normally, e.g. after one

Bouncing against an obstacle if the damage is to be assessed a little way off. For this purpose, an operation of the steering wheel, the pedals, gear shift, etc. can be used. In the absence of typical driving operation, as described in the case of a false trip in connection with FIG. 7, the retraction can take place. Since, after a collision, the vehicle is normally parked and inspected, the actuators can be reset at the latest at a restart, recognizable e.g. about starting the engine and again an operation of the steering wheel, pedals, gears, etc.

There is also the possibility in a slight accident that due to a high load on the actuator by the occupant an actuator cheek is pressed. As already explained, one reason for this may be a high weight of the occupant. If this happens due to a mechanical force limitation, the indentation process may not be detected by the Hall sensors.

In this case, when determining the position via the Hall sensor of an electromotive drive, the actual actuator position is no longer in line with the sensed one. When using other position sensors this problem may not exist. In order not to destroy the drive, the retraction of the partial actuators in steps 740, 750, 760, 770 in this case must take place very slowly with the aid of pulse width modulation (PWM). so that the pressed in during the accident actuator side is not driven into the stop and damage the engine or transmission. Upon reaching the stop, the increase in the motor current is evaluated in step 770 and used as a switch-off criterion for step 780 following step 770. When the motor is switched off, it can be made plausible via the position sensor system whether the actuator has completely retracted. If the actuator retracts completely, this can also be used in addition to the increase in the current as a signal generator for the end of the reversing process. If two support elements, eg right, left, are driven with only one motor in the case of the partial actuators, the support element still stands out after the mechanical force limit has been established on one side on the other side. In this case as well, the driver can be informed via the information medium, eg the instrument display, the display center console, the lamp or by means of the announcement, that the usual operation of the vehicle can be impeded.

FIG. 9 is a flowchart for returning an actuator after a severe collision according to an embodiment of the present invention. Following the steps 570 and 590 already explained in connection with FIG. 5, a high accident severity of the vehicle is determined in step 650 already explained in connection with FIG. 6. A corresponding signal, eg, "severe crash", triggers a suppression of the provision of the entry signal for the extended actuator or sub-actuator in a step 910. Thus, no insertion action of the support elements takes place.The at least one extended support beam remains in the extended position to one Protective effect of the occupant in the determined high accident severity.

The method steps shown in the illustration in FIG. 9 take account of the fact that injuries to the occupant may occur in the course of an accident. If the occupant is held in the seat after the accident by the actuator cheeks or support cheeks, a displacement of the occupant can be caused by a pulling away of the cheeks, which can result in an aggravation of the injury. For example, (internal) injuries could be aggravated or only come about through contact with intrusions of vehicle structures. Out of this motivation accident followed the side cheeks are not retracted. A corresponding situation can be classified as probable via the existing sensors. This procedure can be used in all types of crashes, such as front, side, rear or rollover, as thoracic, cervical or abdominal injuries can be caused by any crash.

The occupant protection device presented here can be fastened to the seat or to the vehicle body.

In summary, according to the approach presented here, reversible restraint means are integrated in the seat in order to control them in appropriate situations to increase occupant protection. An essential aspect is here the control of the pneumatic and / or electromotive and / or spring-actuated actuator for the seat side bolsters, the lateral back support and other components such as Lordosenverstellungen, headrests, etc. Here is a non-negligible part aspect is the timing of the actuator, since due the reversible training is to be reckoned with a high time delay compared to irreversible occupant protection. This often requires a sensing, which is located in the field of predictive sensing.

A control of the actuator with inertial sensors is already known, since driving dynamics sensors can be used here, which control the corresponding reversible systems in the event of an imminent collision.

Claims

claims

1 . A method (100) for controlling an occupant protection device of a vehicle seat having at least one rigid reversibly movable support cheek, the method comprising the steps of:

Outputting (110) a trigger signal (455) to drive movement of the at least one support beam from a rest position to an active position, the trigger signal being output based on received collision information (450);

Receiving (120) sensor information regarding severity or occurrence of the collision; and

Providing (130) an entry signal if the sensor information represents a severity of the collision that is less than a gravity threshold of the collision, or if the sensor information does not represent a collision occurrence, by the entry signal, moving the at least one support cheek from the active position to the collision To control rest position.

A method (100) according to claim 1, characterized in that in the step (130) of providing an output of the run-in signal is suppressed if the sensor information represents a severity of the collision greater than the gravity threshold or another gravity threshold for a collision is.

A method (100) according to claim 1 or 2, characterized in that, in the step (110) of dispensing, an extension resistance of the at least one support cheek is detected, wherein an actuation of the movement of the support cheek from the rest position to the active position is stopped, if the exit resistance exceeds an exit resistance threshold.

A method (100) according to claim 3, characterized in that in the step (110) of outputting the trigger signal (455) is output such that the driving of the movement of the support cheek is resumed from the rest position to the active position, if a next - Ausfahrkriterium for the support cheek is met.

Method (100) according to one of the preceding claims, characterized in that in the step (130) of providing a pull-in resistance of the at least one support cheek is detected, wherein a driving of the movement of the support cheek is stopped from the active position to the rest position when the pull-in resistance exceeds a pull-in resistance threshold.

Method (100) according to one of Claims 3 to 5, characterized in that, in the step (110) of the output, the escape resistance is detected in the form of a motor current, the switch-off criterion being provided in at least one threshold value, and / or in the step (130) of the provision of the insertion resistance is detected in the form of a motor current, wherein the switch-off criterion is provided in at least one threshold value.

Method (100) according to one of the preceding claims, characterized in that in the step (1 10) of the output an extension number of revolutions of a drive spindle of the support cheek is measured and in the step (130) of providing an entry number of revolutions of the drive spindle is measured in which a control of the movement from the active position to the rest position is stopped when the number of extension corresponds to the number of times it has entered.

Method (100) according to one of the preceding claims, characterized in that in the step (130) of providing the entry signal is provided as a pulse width modulated signal.

A controller comprising units adapted to perform the steps of a method (100) according to any one of claims 1 to 8.

10. A computer program product with program code, which is stored on a machine-readable carrier, for carrying out the method (100) according to one of claims 1 to 8, when the program is executed on a control unit.