WO2022171452A1 - Method and device for protecting an occupant of a vehicle - Google Patents

Method and device for protecting an occupant of a vehicle Download PDF

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Publication number
WO2022171452A1
WO2022171452A1 PCT/EP2022/051884 EP2022051884W WO2022171452A1 WO 2022171452 A1 WO2022171452 A1 WO 2022171452A1 EP 2022051884 W EP2022051884 W EP 2022051884W WO 2022171452 A1 WO2022171452 A1 WO 2022171452A1
Authority
WO
WIPO (PCT)
Prior art keywords
vehicle
occupant
end collision
pitching movement
active chassis
Prior art date
Application number
PCT/EP2022/051884
Other languages
German (de)
French (fr)
Inventor
Moheb Mekhaiel
Ralf Bogenrieder
Original Assignee
Mercedes-Benz Group AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Mercedes-Benz Group AG filed Critical Mercedes-Benz Group AG
Publication of WO2022171452A1 publication Critical patent/WO2022171452A1/en

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
    • B60G17/0195—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by the regulation being combined with other vehicle control systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
    • B60G17/016—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input
    • B60G17/0165—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input to an external condition, e.g. rough road surface, side wind
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
    • B60G17/017—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by their use when the vehicle is stationary, e.g. during loading, engine start-up or switch-off
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/22—Conjoint control of vehicle sub-units of different type or different function including control of suspension systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/08—Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
    • B60W30/085—Taking automatic action to adjust vehicle attitude in preparation for collision, e.g. braking for nose dropping
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/80—Exterior conditions
    • B60G2400/82—Ground surface
    • B60G2400/823—Obstacle sensing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2500/00—Indexing codes relating to the regulated action or device
    • B60G2500/30—Height or ground clearance
    • B60G2500/32—Height or ground clearance of only one vehicle part or side
    • B60G2500/322—Height or ground clearance of only one vehicle part or side only front part
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2500/00—Indexing codes relating to the regulated action or device
    • B60G2500/30—Height or ground clearance
    • B60G2500/32—Height or ground clearance of only one vehicle part or side
    • B60G2500/324—Height or ground clearance of only one vehicle part or side only rear part
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
    • B60G2800/01—Attitude or posture control
    • B60G2800/014—Pitch; Nose dive
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
    • B60G2800/16—Running
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
    • B60G2800/20—Stationary vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
    • B60G2800/22—Braking, stopping
    • B60G2800/222—Braking, stopping during collision

Definitions

  • the invention relates to a method for protecting an occupant of a vehicle according to the preamble of claim 1.
  • the invention further relates to a device for protecting an occupant of a vehicle according to the preamble of claim 6.
  • DE 102011 102 088 A1 discloses a device and a method for protecting an occupant of a vehicle, with a rear-end collision impending on the vehicle or a rear-end collision being detected. If a rear-end collision is detected and the vehicle is imminent or if a rear-end collision has been detected, a backrest of a vehicle seat is adjusted in the direction of the occupant, with the adjustment being carried out by means of an electric motor. The adjustment takes place in such a way that an impulse is transmitted to the occupant by means of the seat backrest, so that the occupant is moved in the direction of travel of the vehicle.
  • DE 102013014478 A1 discloses a method for reducing injury to a seat occupant of a motor vehicle in a front or rear collision, in which the vehicle seat is moved relative to a body of the motor vehicle and energy is consumed or converted in the process.
  • the vehicle seat moves along a circular path around a virtual axis of rotation.
  • a vehicle seat with a seat part and a backrest is described, which is connected to a body of a motor vehicle with a front bearing and a rear bearing.
  • the bearings are each provided below the seat part, with the front bearing and the rear bearing being provided in such a way that the vehicle seat moves along a circular path about a virtual axis of rotation in the event of a front or rear collision.
  • DE 102004 062497 A1 describes a device and a method for reducing the risk of a rear-end collision on the rear of a first vehicle by a following second vehicle, with a distance and a relative speed of the following second vehicle to the first vehicle being determined and based on the distance and the relative speed is used to determine whether there is a threat of the second vehicle colliding with the rear of the first vehicle. If an impending collision is identified, the first vehicle transmits a warning to the second vehicle following behind, and actions are triggered in the first vehicle. If a front distance to a third vehicle driving in front of the first vehicle is greater than a predefinable minimum distance, the relative speed to the second vehicle is reduced by reducing a braking torque of the first vehicle before the impact or by accelerating the first vehicle.
  • the invention is based on the object of specifying a method and an improved device for protecting an occupant of a vehicle that is improved compared to the prior art.
  • the object is achieved according to the invention by a method which has the features specified in claim 1 and by a device which has the features specified in claim 6 .
  • a rear-end collision that is imminent for the vehicle is detected.
  • a positive pitching movement of the vehicle is carried out before it occurs, in that the vehicle's body is lowered on a front axle and simultaneously raised on a rear axle by means of an active chassis of the vehicle.
  • the method enables an acceleration pulse to be generated on at least one occupant of the vehicle in order to minimize a distance between the occupant's body and a vehicle seat, in particular the occupant's head and a headrest.
  • the acceleration impulse is generated by means of the active chassis, which in particular has an active wheel suspension that can be controlled electrically, includes.
  • This active chassis is provided during normal operation of the vehicle for active suspension of the same, in particular for compensating for rolling and pitching movements in curves and on uneven road surfaces.
  • the active chassis is also designed to variably adjust the ground clearance of the vehicle.
  • the active chassis can be used to generate the acceleration impulse in fractions of a second and can be easily configured in such a way that the body and head of the relevant occupant are shifted, in particular to the rear, shortly before the rear-end collision, by the distance of the body to the vehicle seat and the head to the headrest, thus supporting the body and the head early and consequently reducing the risk of injury significantly.
  • the acceleration impulse for all seats in the vehicle can be generated simultaneously, so that so-called active headrests can be omitted.
  • active headrests can be omitted.
  • false triggering of such active head restraints which is generally perceived as unpleasant by the occupants, can also be avoided.
  • no additional complex actuators are required to implement the acceleration pulse.
  • a negative pitching movement of the vehicle is carried out immediately before the positive pitching movement is carried out, in that the body of the vehicle is raised on the front axle and simultaneously lowered on a rear axle by means of the active chassis.
  • the occupant is initially shifted backwards, in order to move the seat and the headrest towards the rearwardly shifted occupant with the subsequent positive nodding movement.
  • a seating position of the occupant before the rear-end collision is thus improved even further.
  • a lead time before the impending rear-end collision and its occurrence should be sufficiently large that the momentum of the negative pitching motion of the Vehicle can also affect the occupants and this also moves spatially to the rear due to the impulse of the negative pitching movement.
  • the subsequent positive pitching movement of the vehicle and thus of the vehicle seat and the headrest then takes place in such a way that the distance between the occupant and the vehicle seat and the headrest decreases due to the ongoing backward movement of the occupant and the current positive pitching movement of the vehicle seat and the headrest front is further reduced. The reduced distance then leads to an improved seating position for the occupant in the event of a rear-end collision.
  • the positive pitching movement is carried out while the vehicle is driving. This enables generation of the acceleration pulse and hence minimization of the distance between the occupant's body and the seat and between the occupant's head and the headrest in a rear-end collision while the vehicle is running.
  • the positive pitching movement is carried out while the vehicle is stationary. This enables generation of the acceleration pulse and hence minimization of the distance between the occupant's body and the seat and between the occupant's head and the headrest in a rear-end collision while the vehicle is stationary.
  • the negative pitching movement is carried out while the vehicle is driving. This makes it possible to realize the further improved seating position of the occupant in a rear-end collision while the vehicle is running.
  • the negative pitching movement is carried out while the vehicle is stationary. This makes it possible to realize the further improved seating position of the occupant in a rear-end collision while the vehicle is stationary.
  • braking of the vehicle is triggered or a braking force that has already been exerted is increased. This allows the vehicle to be better stabilized against a rear-end collision.
  • a motor torque transmitted to drive wheels is increased and then the braking force is alternately abruptly significantly reduced and abruptly significantly increased, at least for one period. As a result, if the vehicle moves forward insignificantly, the vehicle "jumps", resulting in a further improved connection of the occupant to the vehicle seat and of his head to the headrest.
  • a device for protecting an occupant of a vehicle includes a detection device for detecting a rear-end collision imminent to the vehicle.
  • the device comprises an active chassis and a control unit for controlling the active chassis, with the control unit being designed to initiate a positive pitching movement of the vehicle before it occurs when a rear-end collision is detected and is imminent by the vehicle, by actuating the active chassis in such a way that a body of the vehicle is lowered on a front axle and simultaneously raised on a rear axle.
  • the device Due to the generated positive pitching movement, the device enables an acceleration pulse to be generated on at least one occupant in order to minimize a distance between the occupant's body and a vehicle seat, in particular the occupant's head and a headrest.
  • the acceleration pulse is generated by means of the active chassis, which in particular includes an active wheel suspension that can be controlled electrically.
  • This active chassis is provided during normal operation of the vehicle for active suspension of the same, in particular for compensating for rolling and pitching movements in curves and on uneven road surfaces.
  • the active chassis is also designed to variably adjust the ground clearance of the vehicle.
  • the active chassis can be used to generate the acceleration impulse in fractions of a second and can be easily configured in such a way that the body and head of the relevant occupant are shifted, in particular to the rear, shortly before the rear-end collision, by the distance of the body to the vehicle seat and the head to the headrest, thus supporting the body and the head early and consequently reducing the risk of injury significantly. Furthermore, due to the use of the active chassis, the acceleration impulse for all seats in the vehicle can be generated simultaneously, so that so-called active headrests can be omitted. As a result, false triggering of such active head restraints, which is generally perceived as unpleasant by the occupants, can also be avoided. Also, no additional complex actuators are required to implement the acceleration pulse. Thus, the device can be implemented in a particularly simple manner with low material and cost expenditure when an active chassis is present.
  • control unit is also designed to initiate a negative pitching movement of the vehicle immediately before the positive pitching movement is carried out by controlling the active chassis in such a way that the body is raised on the front axle and simultaneously lowered on the rear axle.
  • the occupant is initially shifted backwards, in order to move the seat and the headrest towards the rearwardly shifted occupant with the subsequent positive nodding movement.
  • a seating position of the occupant before the rear-end collision is thus improved even further.
  • FIG. 1 shows a schematic side view of a traffic situation with two vehicles before a rear-end collision and during a rear-end collision.
  • the single figure 1 shows a side view of a traffic situation with two vehicles 1, 2 before a rear-end collision and during a rear-end collision.
  • the front vehicle 1 is in motion or at a standstill.
  • the vehicle 2 behind approaches the vehicle 1 in front at a speed v.
  • Rear-end collisions with passenger cars can result in a high risk of injury to the cervical spine of an occupant I of a vehicle 1, 2, even at comparatively low relative speeds during the impact. It is known that even relative speeds between the vehicles 1, 2 of less than 30 km/h can lead to serious injuries to the cervical vertebrae. This results from the fact that a an acceleration impulse occurring in a rear-end collision causes the head K of an occupant I of the front vehicle 1 to swing with enormous force. Depending on the physique of the occupant I and depending on the severity of the impact, this can lead to whiplash. In the worst case, it can also lead to instability at the head-neck transition of occupant I or even paraplegia.
  • the front vehicle 1 comprises a device, not shown in detail, for protecting an occupant I of a vehicle 1 with a detection device for detecting a rear-end collision imminent to the vehicle.
  • the detection device includes, for example, at least one rearward-facing radar sensor system and a suitable evaluation unit, the detection device being designed to detect an imminent rear-end collision, for example approximately 0.5 seconds to 1 second before the vehicle 2 actually impacts the vehicle 1 .
  • the occupant I of the vehicle in front 1 or several occupants I of the vehicle in front 1 are positioned in their respective vehicle seat 6 in such a way that at least the distance between his or her head K and the respective headrest 7 is minimized.
  • a positive pitching movement of vehicle 1 is carried out before the collision occurs, in that an active chassis of vehicle 1 is used to lower body 3 of vehicle 1 on a front axle 4 and at the same time raise it on a rear axle 5 .
  • the positive pitching movement can be carried out while the vehicle 1 is driving or while it is stationary. This pitching movement causes an acceleration impulse to be exerted on at least one occupant I of the vehicle 1, which minimizes the distance between the body of the occupant I and the vehicle seat 6, in particular between the head K of the occupant I and the headrest 7.
  • the active chassis includes an active wheel suspension that can be controlled electrically.
  • This active chassis is provided during normal operation of the vehicle 1 for active suspension of the same, in particular for compensating for rolling and pitching movements in curves and on uneven road surfaces.
  • the active chassis is also designed to variably adjust the ground clearance of the vehicle 1 .
  • the positive pitching movement can be generated within fractions of a second by means of the active chassis, so that a forward time horizon of the detection device is sufficient to enable improved attachment of the occupant I to his vehicle seat 6 .
  • a negative pitching movement of vehicle 1 is carried out by using the active chassis to raise body 3 of vehicle 1 on front axle 4 and is lowered at the same time on a rear axle 5.
  • the negative pitching movement can also be carried out while the vehicle 1 is driving or while it is stationary.
  • the occupant I is initially displaced to the rear by the negative pitching movement in order to move the vehicle seat 6 and the headrest 7 to the occupant I who has been displaced to the rear with the subsequent positive pitching movement.
  • a seated position of the occupant I before the rear-end collision is further improved.
  • the lead time before the imminent rear-end collision and its occurrence should be sufficiently large that the impulse of the negative pitching movement of the vehicle 1 can also affect the occupant I and the occupant also moves spatially to the rear due to the impulse of the negative pitching movement.
  • the subsequent positive pitching movement of the vehicle 1 and thus of the vehicle seat 6 and the headrest 7 then takes place in such a way that the distance between the occupant I and the vehicle seat 6 and the headrest 7 is increased by the continuing movement of the occupant I backwards and the current positive Pitching movement of the vehicle seat 6 and the headrest 7 is further reduced forward.
  • the reduced distance then leads to an improved seating position of occupant I in the event of a rear-end collision.
  • braking of the vehicle 1 is triggered or a braking force that has already been exerted is increased in order to better stabilize the vehicle 1 against the rear-end collision.

Abstract

The invention relates to a method for protecting an occupant (I) of a vehicle (1), wherein an imminent rear-end collision of the vehicle (1) is detected. According to the invention and in the event of a detected imminent rear-end collision of the vehicle (1), a positive pitching movement of the vehicle (1) is carried out before the collision, wherein the body (3) of said vehicle is lowered at a front axle (4) and simultaneously raised at a rear axle (5) by means of an active chassis of the vehicle (1). The invention also relates to a device for protecting an occupant (I) of a vehicle (1).

Description

Verfahren und Vorrichtung zum Schutz eines Insassen eines Fahrzeugs Method and device for protecting an occupant of a vehicle
Die Erfindung betrifft ein Verfahren zum Schutz eines Insassen eines Fahrzeugs gemäß dem Oberbegriff des Anspruchs 1. The invention relates to a method for protecting an occupant of a vehicle according to the preamble of claim 1.
Die Erfindung betrifft weiterhin eine Vorrichtung zum Schutz eines Insassen eines Fahrzeugs gemäß dem Oberbegriff des Anspruchs 6. The invention further relates to a device for protecting an occupant of a vehicle according to the preamble of claim 6.
Aus der DE 102011 102 088 A1 sind eine Vorrichtung und ein Verfahren zum Schutz eines Insassen eines Fahrzeugs bekannt, wobei eine dem Fahrzeug bevorstehende Heckkollision oder eine Heckkollision erfasst wird. Bei einer erfassten, dem Fahrzeug bevorstehenden Heckkollision oder bei erfasster Heckkollision wird eine Sitzlehne eines Fahrzeugsitzes in Richtung des Insassen verstellt, wobei die Verstellung mittels eines Elektromotors durchgeführt wird. Die Verstellung erfolgt derart, dass mittels der Sitzlehne ein Impuls auf den Insassen übertragen wird, so dass der Insasse in Fahrtrichtung des Fahrzeugs bewegt wird. DE 102011 102 088 A1 discloses a device and a method for protecting an occupant of a vehicle, with a rear-end collision impending on the vehicle or a rear-end collision being detected. If a rear-end collision is detected and the vehicle is imminent or if a rear-end collision has been detected, a backrest of a vehicle seat is adjusted in the direction of the occupant, with the adjustment being carried out by means of an electric motor. The adjustment takes place in such a way that an impulse is transmitted to the occupant by means of the seat backrest, so that the occupant is moved in the direction of travel of the vehicle.
Weiterhin ist aus der DE 102013014478 A1 ein Verfahren zur Reduzierung der Verletzung eines Sitzinsassen eines Kraftfahrzeugs bei einer Front- oder Heckkollision bekannt, bei dem der Fahrzeugsitz relativ zu einer Karosserie des Kraftfahrzeugs bewegt und dabei Energie verbraucht oder umgewandelt wird. Dabei bewegt sich der Fahrzeugsitz entlang einer Kreisbahn um eine virtuelle Drehachse. Zusätzlich wird ein Fahrzeugsitz mit einem Sitzteil und einer Rückenlehne beschrieben, der mit einer Karosserie eines Kraftfahrzeugs mit einem vorderen Lager und einem hinteren Lager verbunden ist. Die Lager sind jeweils unterhalb des Sitzteils vorgesehen, wobei das vordere Lager und das hintere Lager so vorgesehen sind, dass sich der Fahrzeugsitz bei einer Front- oder Heckkollision entlang einer Kreisbahn um eine virtuelle Drehachse bewegt. Die DE 102004 062497 A1 beschreibt eine Vorrichtung und ein Verfahren zur Reduzierung der Gefahr eines Auffahrunfalls auf ein Heck eines ersten Fahrzeugs durch ein nachfolgendes zweites Fahrzeug, wobei ein Abstand und eine Relativgeschwindigkeit des nachfolgenden zweiten Fahrzeugs zu dem ersten Fahrzeug ermittelt werden und anhand des Abstands und der Relativgeschwindigkeit ermittelt wird, ob ein Aufprall des zweiten Fahrzeugs auf das Heck des ersten Fahrzeugs droht. Falls ein drohender Aufprall identifiziert wird, wird von dem ersten Fahrzeug eine Warnung an das nachfolgende zweite Fahrzeug übermittelt und im ersten Fahrzeug werden Aktionen ausgelöst. Falls ein vorderer Abstand zu einem dem ersten Fahrzeug vorausfahrenden dritten Fahrzeug größer als ein vorgebbarer Mindestabstand ist, wird die Relativgeschwindigkeit zu dem zweiten Fahrzeug verringert, indem ein Bremsmoment des ersten Fahrzeugs vor dem Aufprall verringert wird oder das erste Fahrzeug beschleunigt wird. Furthermore, DE 102013014478 A1 discloses a method for reducing injury to a seat occupant of a motor vehicle in a front or rear collision, in which the vehicle seat is moved relative to a body of the motor vehicle and energy is consumed or converted in the process. The vehicle seat moves along a circular path around a virtual axis of rotation. In addition, a vehicle seat with a seat part and a backrest is described, which is connected to a body of a motor vehicle with a front bearing and a rear bearing. The bearings are each provided below the seat part, with the front bearing and the rear bearing being provided in such a way that the vehicle seat moves along a circular path about a virtual axis of rotation in the event of a front or rear collision. DE 102004 062497 A1 describes a device and a method for reducing the risk of a rear-end collision on the rear of a first vehicle by a following second vehicle, with a distance and a relative speed of the following second vehicle to the first vehicle being determined and based on the distance and the relative speed is used to determine whether there is a threat of the second vehicle colliding with the rear of the first vehicle. If an impending collision is identified, the first vehicle transmits a warning to the second vehicle following behind, and actions are triggered in the first vehicle. If a front distance to a third vehicle driving in front of the first vehicle is greater than a predefinable minimum distance, the relative speed to the second vehicle is reduced by reducing a braking torque of the first vehicle before the impact or by accelerating the first vehicle.
Der Erfindung liegt die Aufgabe zu Grunde, ein gegenüber dem Stand der Technik verbessertes Verfahren und eine verbesserte Vorrichtung zum Schutz eines Insassen eines Fahrzeugs anzugeben. The invention is based on the object of specifying a method and an improved device for protecting an occupant of a vehicle that is improved compared to the prior art.
Die Aufgabe wird erfindungsgemäß gelöst durch ein Verfahren, welches die im Anspruch 1 angegebenen Merkmale aufweist, und durch eine Vorrichtung, welche die im Anspruch 6 angegebenen Merkmale aufweist. The object is achieved according to the invention by a method which has the features specified in claim 1 and by a device which has the features specified in claim 6 .
Vorteilhafte Ausgestaltungen der Erfindung sind Gegenstand der Unteransprüche. Advantageous configurations of the invention are the subject matter of the dependent claims.
In einem Verfahren zum Schutz eines Insassen eines Fahrzeugs wird eine dem Fahrzeug bevorstehende Heckkollision erkannt. Erfindungsgemäß wird bei einer erkannten, dem Fahrzeug bevorstehenden Heckkollision vor Eintritt dieser eine positive Nickbewegung des Fahrzeugs ausgeführt, indem mittels eines aktiven Fahrwerks des Fahrzeugs eine Karosserie desselben an einer Vorderachse abgesenkt und gleichzeitig an einer Hinterachse angehoben wird. In a method for protecting an occupant of a vehicle, a rear-end collision that is imminent for the vehicle is detected. According to the invention, if a rear-end collision is detected and imminent, a positive pitching movement of the vehicle is carried out before it occurs, in that the vehicle's body is lowered on a front axle and simultaneously raised on a rear axle by means of an active chassis of the vehicle.
Das Verfahren ermöglicht aufgrund der erzeugten positiven Nickbewegung die Erzeugung eines Beschleunigungsimpulses auf zumindest einen Insassen des Fahrzeugs, um einen Abstand zwischen dem Körper des Insassen und einem Fahrzeugsitz, insbesondere des Kopfes des Insassen und einer Kopfstütze, zu minimieren. Due to the generated positive pitching movement, the method enables an acceleration pulse to be generated on at least one occupant of the vehicle in order to minimize a distance between the occupant's body and a vehicle seat, in particular the occupant's head and a headrest.
Die Erzeugung des Beschleunigungsimpulses erfolgt mittels des aktiven Fahrwerks, welches insbesondere eine aktive Radaufhängung, die elektrisch ansteuerbar ist, umfasst. Dieses aktive Fahrwerk ist während eines Normalbetriebs des Fahrzeugs zu einer aktiven Federung desselben vorgesehen, insbesondere zu einem Ausgleich von Wank- und Nickbewegungen in Kurven und auf unebenen Fahrbahnoberflächen. Beispielsweise ist das aktive Fahrwerk auch zu einer variablen Einstellung einer Bodenfreiheit des Fahrzeugs ausgebildet. The acceleration impulse is generated by means of the active chassis, which in particular has an active wheel suspension that can be controlled electrically, includes. This active chassis is provided during normal operation of the vehicle for active suspension of the same, in particular for compensating for rolling and pitching movements in curves and on uneven road surfaces. For example, the active chassis is also designed to variably adjust the ground clearance of the vehicle.
Mittels des aktiven Fahrwerks kann die Erzeugung des Beschleunigungsimpulses in Bruchteilen von einer Sekunde erfolgen und ist in einfacher Weise derart gestaltbar, dass der Körper und der Kopf des entsprechenden Insassen kurz vor dem Heckaufprall so, insbesondere nach hinten, verlagert werden, um den Abstand des Körpers zum Fahrzeugsitz und des Kopfes zur Kopfstütze zu reduzieren, somit Körper und den Kopf frühzeitig abzustützen und daraus folgend ein Verletzungsrisiko signifikant zu verringern. The active chassis can be used to generate the acceleration impulse in fractions of a second and can be easily configured in such a way that the body and head of the relevant occupant are shifted, in particular to the rear, shortly before the rear-end collision, by the distance of the body to the vehicle seat and the head to the headrest, thus supporting the body and the head early and consequently reducing the risk of injury significantly.
Hierbei ist es vor allem die Trägheit des Insassen die den Körper und den Kopf des Insassen kurzfristig räumlich unverändert hält und die positive Nickbewegung der Karosserie den damit verbundenen Fahrzeugsitz nach vorne an den Insassen heranführt und somit den Abstand zwischen dem Körper des Insassen und dem Fahrzeugsitz, insbesondere zwischen dem Kopf des Insassen und der Kopfstütze, minimiert. It is above all the inertia of the occupant that keeps the body and head of the occupant spatially unchanged for a short time and the positive pitching movement of the body moves the associated vehicle seat forwards towards the occupant and thus the distance between the body of the occupant and the vehicle seat, particularly between the occupant's head and the head restraint.
Weiterhin kann aufgrund der Verwendung des aktiven Fahrwerks der Beschleunigungsimpuls für alle Sitzplätze im Fahrzeug gleichzeitig erzeugt werden, so dass so genannte aktive Kopfstützen entfallen können. Daraus folgend können auch als von den Insassen im Allgemeinen als unangenehm wahrgenommene Falschauslösungen solcher aktiven Kopfstützen vermieden werden. Auch ist keine zusätzliche aufwändige Aktuatorik zur Realisierung des Beschleunigungsimpulses erforderlich. Furthermore, due to the use of the active chassis, the acceleration impulse for all seats in the vehicle can be generated simultaneously, so that so-called active headrests can be omitted. As a result, false triggering of such active head restraints, which is generally perceived as unpleasant by the occupants, can also be avoided. Also, no additional complex actuators are required to implement the acceleration pulse.
Gemäß dem Verfahren wird unmittelbar vor der Ausführung der positiven Nickbewegung eine negative Nickbewegung des Fahrzeugs ausgeführt, indem mittels des aktiven Fahrwerks die Karosserie des Fahrzeugs an der Vorderachse angehoben und gleichzeitig an einer Hinterachse abgesenkt wird. Durch diese negative Nickbewegung wird der Insasse zunächst nach hinten verlagert, um mit der anschließenden positiven Nickbewegung den Sitz und die Kopfstütze an den nach hinten verlagerten Insassen heranzuführen. Somit wird eine Sitzposition des Insassen vor dem Heckaufprall noch weiter verbessert. According to the method, a negative pitching movement of the vehicle is carried out immediately before the positive pitching movement is carried out, in that the body of the vehicle is raised on the front axle and simultaneously lowered on a rear axle by means of the active chassis. As a result of this negative nodding movement, the occupant is initially shifted backwards, in order to move the seat and the headrest towards the rearwardly shifted occupant with the subsequent positive nodding movement. A seating position of the occupant before the rear-end collision is thus improved even further.
Hierzu sollte eine Vorlaufzeit vor der bevorstehenden Heckkollision und deren Eintritt derart ausreichend groß sein, dass sich der Impuls der negativen Nickbewegung des Fahrzeugs auch auf den Insassen auswirken kann und sich dieser durch den Impuls der negativen Nickbewegung auch räumlich nach hinten bewegt. Die anschließende positive Nickbewegung des Fahrzeugs und damit des Fahrzeugsitzes und der Kopfstütze erfolgt dann zeitlich so, dass der Abstand zwischen dem Insassen und dem Fahrzeugsitz und der Kopfstütze durch die noch andauernde Bewegung des Insassen nach hinten und der aktuellen positiven Nickbewegung des Fahrzeugsitzes und der Kopfstütze nach vorne noch weiter verringert wird. Der verringerte Abstand führt dann zu einer verbesserten Sitzposition des Insassen bei einem Heckaufprall. For this purpose, a lead time before the impending rear-end collision and its occurrence should be sufficiently large that the momentum of the negative pitching motion of the Vehicle can also affect the occupants and this also moves spatially to the rear due to the impulse of the negative pitching movement. The subsequent positive pitching movement of the vehicle and thus of the vehicle seat and the headrest then takes place in such a way that the distance between the occupant and the vehicle seat and the headrest decreases due to the ongoing backward movement of the occupant and the current positive pitching movement of the vehicle seat and the headrest front is further reduced. The reduced distance then leads to an improved seating position for the occupant in the event of a rear-end collision.
In einer möglichen Ausgestaltung des Verfahrens wird die positive Nickbewegung während einer Fahrt des Fahrzeugs ausgeführt. Dies ermöglicht die Erzeugung des Beschleunigungsimpulses und daraus die Minimierung des Abstands zwischen Körper des Insassen und Sitz und zwischen Kopf des Insassen und Kopfstütze bei einer Heckkollision während der Fahrt des Fahrzeugs. In one possible embodiment of the method, the positive pitching movement is carried out while the vehicle is driving. This enables generation of the acceleration pulse and hence minimization of the distance between the occupant's body and the seat and between the occupant's head and the headrest in a rear-end collision while the vehicle is running.
In einerweiteren möglichen Ausgestaltung des Verfahrens wird die positive Nickbewegung während eines Stillstands des Fahrzeugs ausgeführt. Dies ermöglicht die Erzeugung des Beschleunigungsimpulses und daraus die Minimierung des Abstands zwischen Körper des Insassen und Sitz und zwischen Kopf des Insassen und Kopfstütze bei einer Heckkollision während eines Stillstands des Fahrzeugs. In a further possible embodiment of the method, the positive pitching movement is carried out while the vehicle is stationary. This enables generation of the acceleration pulse and hence minimization of the distance between the occupant's body and the seat and between the occupant's head and the headrest in a rear-end collision while the vehicle is stationary.
In einerweiteren möglichen Ausgestaltung des Verfahrens wird die negative Nickbewegung während einer Fahrt des Fahrzeugs ausgeführt. Dies ermöglicht die Realisierung der weiter verbesserten Sitzposition des Insassen bei einer Heckkollision während der Fahrt des Fahrzeugs. In a further possible embodiment of the method, the negative pitching movement is carried out while the vehicle is driving. This makes it possible to realize the further improved seating position of the occupant in a rear-end collision while the vehicle is running.
In einerweiteren möglichen Ausgestaltung des Verfahrens wird die negative Nickbewegung während eines Stillstands des Fahrzeugs ausgeführt. Dies ermöglicht die Realisierung der weiter verbesserten Sitzposition des Insassen bei einer Heckkollision während eines Stillstands des Fahrzeugs. In a further possible embodiment of the method, the negative pitching movement is carried out while the vehicle is stationary. This makes it possible to realize the further improved seating position of the occupant in a rear-end collision while the vehicle is stationary.
In einerweiteren möglichen Ausgestaltung des Verfahrens wird nach Erkennung der bevorstehenden Heckkollision eine Bremsung des Fahrzeugs ausgelöst oder eine bereits ausgeübte Bremskraft erhöht. Hierdurch kann das Fahrzeug besser gegen den Heckaufprall stabilisiert werden. In einerweiteren möglichen Ausgestaltung des Verfahrens wird nach Auslösung der Bremsung oder Erhöhung der Bremskraft ein an Antriebräder übertragenes Motordrehmoment erhöht und anschließend wird die Bremskraft zumindest für eine Periode abwechselnd abrupt signifikant verringert und abrupt signifikant erhöht. Hierdurch wird bei einer nicht nennenswerten Vorwärtsbewegung ein "Hüpfen" des Fahrzeugs erzeugt, woraus eine weiter verbesserte Anbindung des Insassen in den Fahrzeugsitz und von dessen Kopf an die Kopfstütze resultiert. In another possible embodiment of the method, after the impending rear-end collision has been detected, braking of the vehicle is triggered or a braking force that has already been exerted is increased. This allows the vehicle to be better stabilized against a rear-end collision. In a further possible embodiment of the method, after triggering braking or increasing the braking force, a motor torque transmitted to drive wheels is increased and then the braking force is alternately abruptly significantly reduced and abruptly significantly increased, at least for one period. As a result, if the vehicle moves forward insignificantly, the vehicle "jumps", resulting in a further improved connection of the occupant to the vehicle seat and of his head to the headrest.
Eine Vorrichtung zum Schutz eines Insassen eines Fahrzeugs umfasst eine Detektionsvorrichtung zur Detektion einer dem Fahrzeug bevorstehenden Heckkollision. Erfindungsgemäß umfasst die Vorrichtung ein aktives Fahrwerk und eine Steuereinheit zur Steuerung des aktiven Fahrwerks, wobei die Steuereinheit ausgebildet ist, bei einer erkannten, dem Fahrzeug bevorstehenden Heckkollision vor Eintritt dieser eine positive Nickbewegung des Fahrzeugs zu initiieren, indem diese das aktive Fahrwerk derart ansteuert, dass sich eine Karosserie des Fahrzeugs an einer Vorderachse absenkt und gleichzeitig an einer Hinterachse anhebt. A device for protecting an occupant of a vehicle includes a detection device for detecting a rear-end collision imminent to the vehicle. According to the invention, the device comprises an active chassis and a control unit for controlling the active chassis, with the control unit being designed to initiate a positive pitching movement of the vehicle before it occurs when a rear-end collision is detected and is imminent by the vehicle, by actuating the active chassis in such a way that a body of the vehicle is lowered on a front axle and simultaneously raised on a rear axle.
Die Vorrichtung ermöglicht aufgrund der erzeugten positiven Nickbewegung die Erzeugung eines Beschleunigungsimpulses auf zumindest einen Insassen, um einen Abstand zwischen dem Körper des Insassen und einem Fahrzeugsitz, insbesondere des Kopfes des Insassen und einer Kopfstütze, zu minimieren. Due to the generated positive pitching movement, the device enables an acceleration pulse to be generated on at least one occupant in order to minimize a distance between the occupant's body and a vehicle seat, in particular the occupant's head and a headrest.
Die Erzeugung des Beschleunigungsimpulses erfolgt mittels des aktiven Fahrwerks, welches insbesondere eine aktive Radaufhängung, die elektrisch ansteuerbar ist, umfasst. Dieses aktive Fahrwerk ist während eines Normalbetriebs des Fahrzeugs zu einer aktiven Federung desselben vorgesehen, insbesondere zu einem Ausgleich von Wank- und Nickbewegungen in Kurven und auf unebenen Fahrbahnoberflächen. Beispielsweise ist das aktive Fahrwerk auch zu einer variablen Einstellung einer Bodenfreiheit des Fahrzeugs ausgebildet. The acceleration pulse is generated by means of the active chassis, which in particular includes an active wheel suspension that can be controlled electrically. This active chassis is provided during normal operation of the vehicle for active suspension of the same, in particular for compensating for rolling and pitching movements in curves and on uneven road surfaces. For example, the active chassis is also designed to variably adjust the ground clearance of the vehicle.
Mittels des aktiven Fahrwerks kann die Erzeugung des Beschleunigungsimpulses in Bruchteilen von einer Sekunde erfolgen und ist in einfacher Weise derart gestaltbar, dass der Körper und der Kopf des entsprechenden Insassen kurz vor dem Heckaufprall so, insbesondere nach hinten, verlagert werden, um den Abstand des Körpers zum Fahrzeugsitz und des Kopfes zur Kopfstütze zu reduzieren, somit Körper und den Kopf frühzeitig abzustützen und daraus folgend ein Verletzungsrisiko signifikant zu verringern. Weiterhin kann aufgrund der Verwendung des aktiven Fahrwerks der Beschleunigungsimpuls für alle Sitzplätze im Fahrzeug gleichzeitig erzeugt werden, so dass so genannte aktive Kopfstützen entfallen können. Daraus folgend können auch als von den Insassen im Allgemeinen als unangenehm wahrgenommene Falschauslösungen solcher aktiven Kopfstützen vermieden werden. Auch ist keine zusätzliche aufwändige Aktuatorik zur Realisierung des Beschleunigungsimpulses erforderlich. Somit ist die Vorrichtung bei Vorhandensein eines aktiven Fahrwerks in besonders einfacher Weise mit geringem Material- und Kostenaufwand realisierbar. The active chassis can be used to generate the acceleration impulse in fractions of a second and can be easily configured in such a way that the body and head of the relevant occupant are shifted, in particular to the rear, shortly before the rear-end collision, by the distance of the body to the vehicle seat and the head to the headrest, thus supporting the body and the head early and consequently reducing the risk of injury significantly. Furthermore, due to the use of the active chassis, the acceleration impulse for all seats in the vehicle can be generated simultaneously, so that so-called active headrests can be omitted. As a result, false triggering of such active head restraints, which is generally perceived as unpleasant by the occupants, can also be avoided. Also, no additional complex actuators are required to implement the acceleration pulse. Thus, the device can be implemented in a particularly simple manner with low material and cost expenditure when an active chassis is present.
Gemäß der Vorrichtung ist die Steuereinheit weiterhin ausgebildet, unmittelbar vor der Ausführung der positiven Nickbewegung eine negative Nickbewegung des Fahrzeugs zu initiieren, indem diese das aktive Fahrwerk derart ansteuert, dass sich die Karosserie an der Vorderachse anhebt und gleichzeitig an der Hinterachse absenkt. Durch diese negative Nickbewegung wird der Insasse zunächst nach hinten verlagert, um mit der anschließenden positiven Nickbewegung den Sitz und die Kopfstütze an den nach hinten verlagerten Insassen heranzuführen. Somit wird eine Sitzposition des Insassen vor dem Heckaufprall noch weiter verbessert. According to the device, the control unit is also designed to initiate a negative pitching movement of the vehicle immediately before the positive pitching movement is carried out by controlling the active chassis in such a way that the body is raised on the front axle and simultaneously lowered on the rear axle. As a result of this negative nodding movement, the occupant is initially shifted backwards, in order to move the seat and the headrest towards the rearwardly shifted occupant with the subsequent positive nodding movement. A seating position of the occupant before the rear-end collision is thus improved even further.
Ausführungsbeispiele der Erfindung werden im Folgenden anhand einer Zeichnung näher erläutert. Exemplary embodiments of the invention are explained in more detail below with reference to a drawing.
Dabei zeigt: It shows:
Fig. 1 schematisch eine Seitenansicht einer Verkehrssituation mit zwei Fahrzeugen vor einer Heckkollision und während einer Heckkollision. 1 shows a schematic side view of a traffic situation with two vehicles before a rear-end collision and during a rear-end collision.
In der einzigen Figur 1 ist eine Seitenansicht einer Verkehrssituation mit zwei Fahrzeugen 1, 2 vor einer Heckkollision und während einer Heckkollision dargestellt. The single figure 1 shows a side view of a traffic situation with two vehicles 1, 2 before a rear-end collision and during a rear-end collision.
Das vordere Fahrzeug 1 befindet sich in Fahrt oder im Stillstand. Das hintere Fahrzeug 2 nähert sich dem vorderen Fahrzeug 1 mit einer Geschwindigkeit v. The front vehicle 1 is in motion or at a standstill. The vehicle 2 behind approaches the vehicle 1 in front at a speed v.
Heckkollisionen mit Personenwagen können selbst bei vergleichsweiser niedrigen Relativgeschwindigkeiten während des Aufpralls zu einem hohen Verletzungsrisiko der Halswirbelsäule eines Insassen I eines Fahrzeugs 1, 2 führen. Dabei ist bekannt, dass bereits Relativgeschwindigkeiten zwischen den Fahrzeugen 1 , 2 von unter 30 km/h zu erheblichen Halswirbelverletzungen führen können. Dies resultiert daraus, dass ein bei einer Heckkollision auftretender Beschleunigungsimpuls den Kopf K eines Insassen I des vorderen Fahrzeugs 1 mit enormer Kraft pendeln lässt. Je nach Körperbau des Insassen I und je nach Stärke des Aufpralls kann dies zu einem Schleudertrauma führen. Im ungünstigsten Fall kann es auch zu einer Instabilität am Kopf-Hals-Übergang des Insassen I oder gar zu einer Querschnittlähmung führen. Rear-end collisions with passenger cars can result in a high risk of injury to the cervical spine of an occupant I of a vehicle 1, 2, even at comparatively low relative speeds during the impact. It is known that even relative speeds between the vehicles 1, 2 of less than 30 km/h can lead to serious injuries to the cervical vertebrae. This results from the fact that a an acceleration impulse occurring in a rear-end collision causes the head K of an occupant I of the front vehicle 1 to swing with enormous force. Depending on the physique of the occupant I and depending on the severity of the impact, this can lead to whiplash. In the worst case, it can also lead to instability at the head-neck transition of occupant I or even paraplegia.
Um ein Verletzungsrisiko bei Heckkollisionen zu verringern, ist deshalb vorgesehen, einen "Pendelweg" des Kopfes K des Insassen I zu reduzieren, indem ein Abstand zwischen dem Kopf K und einer Kopfstütze 7 vor Eintritt der Heckkollision reduziert wird. Zu diesem Zweck umfasst zumindest das vordere Fahrzeug 1 eine nicht näher dargestellte Vorrichtung zum Schutz eines Insassen I eines Fahrzeugs 1 mit einer Detektionsvorrichtung zur Detektion einer dem Fahrzeug bevorstehenden Heckkollision. In order to reduce the risk of injury in the event of a rear-end collision, provision is therefore made to reduce a "pendulum travel" of the head K of the occupant I by reducing a distance between the head K and a headrest 7 before the rear-end collision occurs. For this purpose, at least the front vehicle 1 comprises a device, not shown in detail, for protecting an occupant I of a vehicle 1 with a detection device for detecting a rear-end collision imminent to the vehicle.
Die Detektionsvorrichtung umfasst beispielsweise eine zumindest nach hinten gerichtete Radarsensorik und eine geeignete Auswerteeinheit, wobei die Detektionsvorrichtung ausgebildet ist, eine bevorstehende Heckkollision beispielsweise ca. 0,5 Sekunden bis 1 Sekunde vor einem eigentlichen Aufprall des Fahrzeugs 2 auf das Fahrzeug 1 zu erkennen. The detection device includes, for example, at least one rearward-facing radar sensor system and a suitable evaluation unit, the detection device being designed to detect an imminent rear-end collision, for example approximately 0.5 seconds to 1 second before the vehicle 2 actually impacts the vehicle 1 .
Innerhalb dieser Zeit vor dem eigentlichen Aufprall wird der Insasse I des vorderen Fahrzeugs 1 oder werden mehrere Insassen I des vorderen Fahrzeugs 1 derart in ihrem jeweiligen Fahrzeugsitz 6 positioniert, dass zumindest der Abstand zwischen dessen oder deren Kopf K und der jeweiligen Kopfstütze 7 minimiert ist. Within this time before the actual impact, the occupant I of the vehicle in front 1 or several occupants I of the vehicle in front 1 are positioned in their respective vehicle seat 6 in such a way that at least the distance between his or her head K and the respective headrest 7 is minimized.
Hierzu wird bei einer mittels der Detektionsvorrichtung erkannten, dem Fahrzeug 1 bevorstehenden Heckkollision vor Eintritt dieser eine positive Nickbewegung des Fahrzeugs 1 ausgeführt, indem mittels eines aktiven Fahrwerks des Fahrzeugs 1 eine Karosserie 3 desselben an einer Vorderachse 4 abgesenkt und gleichzeitig an einer Hinterachse 5 angehoben wird. Dabei kann die positive Nickbewegung während einer Fahrt oder während eines Stillstands des Fahrzeugs 1 ausgeführt werden. Diese Nickbewegung führt dazu, dass ein Beschleunigungsimpuls auf zumindest einen Insassen I des Fahrzeugs 1 ausgeübt wird, welcher den Abstand zwischen dem Körper des Insassen I und dem Fahrzeugsitz 6, insbesondere zwischen dem Kopf K des Insassen I und der Kopfstütze 7, minimiert. For this purpose, in the event of a rear-end collision that is imminent for vehicle 1 and is detected by the detection device, a positive pitching movement of vehicle 1 is carried out before the collision occurs, in that an active chassis of vehicle 1 is used to lower body 3 of vehicle 1 on a front axle 4 and at the same time raise it on a rear axle 5 . The positive pitching movement can be carried out while the vehicle 1 is driving or while it is stationary. This pitching movement causes an acceleration impulse to be exerted on at least one occupant I of the vehicle 1, which minimizes the distance between the body of the occupant I and the vehicle seat 6, in particular between the head K of the occupant I and the headrest 7.
Hierbei ist es vor allem die Trägheit des Insassen I, die den Körper und den Kopf K des Insassen I kurzfristig räumlich unverändert hält und die positive Nickbewegung der Karosserie 3 den damit verbundenen Fahrzeugsitz 6 nach vorne an den Insassen I heranführt und somit den Abstand zwischen dem Körper des Insassen I und dem Fahrzeugsitz 6, insbesondere zwischen dem Kopf K des Insassen I und der Kopfstütze 7, minimiert. It is primarily the inertia of the occupant I that keeps the body and the head K of the occupant I spatially unchanged for a short time and the positive pitching movement of the Body 3 brings the associated vehicle seat 6 forward to the occupant I and thus minimizes the distance between the body of the occupant I and the vehicle seat 6, in particular between the head K of the occupant I and the headrest 7.
Das aktive Fahrwerk umfasst hierzu eine aktive Radaufhängung, die elektrisch ansteuerbar ist. Dieses aktive Fahrwerk ist während eines Normalbetriebs des Fahrzeugs 1 zu einer aktiven Federung desselben vorgesehen, insbesondere zu einem Ausgleich von Wank- und Nickbewegungen in Kurven und auf unebenen Fahrbahnoberflächen. Beispielsweise ist das aktive Fahrwerk auch zu einer variablen Einstellung einer Bodenfreiheit des Fahrzeugs 1 ausgebildet. Mittels des aktiven Fahrwerks ist die positive Nickbewegung dabei innerhalb von Sekundenbruchteilen erzeugbar, so dass ein zeitlicher Vorausschauhorizont der Detektionsvorrichtung ausreichend ist, um eine verbesserte Anbindung des Insassen I an dessen Fahrzeugsitz 6 zu ermöglichen. For this purpose, the active chassis includes an active wheel suspension that can be controlled electrically. This active chassis is provided during normal operation of the vehicle 1 for active suspension of the same, in particular for compensating for rolling and pitching movements in curves and on uneven road surfaces. For example, the active chassis is also designed to variably adjust the ground clearance of the vehicle 1 . The positive pitching movement can be generated within fractions of a second by means of the active chassis, so that a forward time horizon of the detection device is sufficient to enable improved attachment of the occupant I to his vehicle seat 6 .
Ist eine Vorlaufzeit vom Erkennen der bevorstehenden Heckkollision und deren Eintritt ausreichend groß, wird in einer möglichen Ausgestaltung vor der Ausführung der positiven Nickbewegung eine negative Nickbewegung des Fahrzeugs 1 ausgeführt, indem mittels des aktiven Fahrwerks die Karosserie 3 des Fahrzeugs 1 an der Vorderachse 4 angehoben und gleichzeitig an einer Hinterachse 5 abgesenkt wird. Auch die negative Nickbewegung kann während der Fahrt oder während eines Stillstands des Fahrzeugs 1 ausgeführt werden. Durch die negative Nickbewegung wird der Insasse I zunächst nach hinten verlagert, um mit der anschließenden positiven Nickbewegung den Fahrzeugsitz 6 und die Kopfstütze 7 an den nach hinten verlagerten Insassen I heranzuführen. Somit wird eine Sitzposition des Insassen I vor dem Heckaufprall noch weiter verbessert. If the lead time from recognizing the imminent rear-end collision and its occurrence is sufficiently large, in one possible embodiment, before the positive pitching movement is carried out, a negative pitching movement of vehicle 1 is carried out by using the active chassis to raise body 3 of vehicle 1 on front axle 4 and is lowered at the same time on a rear axle 5. The negative pitching movement can also be carried out while the vehicle 1 is driving or while it is stationary. The occupant I is initially displaced to the rear by the negative pitching movement in order to move the vehicle seat 6 and the headrest 7 to the occupant I who has been displaced to the rear with the subsequent positive pitching movement. Thus, a seated position of the occupant I before the rear-end collision is further improved.
Hierzu sollte die Vorlaufzeit vor der bevorstehenden Heckkollision und deren Eintritt derart ausreichend groß sein, dass sich der Impuls der negativen Nickbewegung des Fahrzeugs 1 auch auf den Insassen I auswirken kann und sich dieser durch den Impuls der negativen Nickbewegung auch räumlich nach hinten bewegt. Die anschließende positive Nickbewegung des Fahrzeugs 1 und damit des Fahrzeugsitzes 6 und der Kopfstütze 7 erfolgt dann zeitlich so, dass der Abstand zwischen dem Insassen I und dem Fahrzeugsitz 6 und der Kopfstütze 7 durch die noch andauernde Bewegung des Insassen I nach hinten und der aktuellen positiven Nickbewegung des Fahrzeugsitzes 6 und der Kopfstütze 7 nach vorne noch weiter verringert wird. Der verringerte Abstand führt dann zu einer verbesserten Sitzposition des Insassen I bei einem Heckaufprall. In einerweiteren möglichen Ausgestaltung wird nach Erkennung der bevorstehenden Heckkollision eine Bremsung des Fahrzeugs 1 ausgelöst oder eine bereits ausgeübte Bremskraft wird erhöht, um das Fahrzeug 1 besser gegen den Heckaufprall zu stabilisieren. For this purpose, the lead time before the imminent rear-end collision and its occurrence should be sufficiently large that the impulse of the negative pitching movement of the vehicle 1 can also affect the occupant I and the occupant also moves spatially to the rear due to the impulse of the negative pitching movement. The subsequent positive pitching movement of the vehicle 1 and thus of the vehicle seat 6 and the headrest 7 then takes place in such a way that the distance between the occupant I and the vehicle seat 6 and the headrest 7 is increased by the continuing movement of the occupant I backwards and the current positive Pitching movement of the vehicle seat 6 and the headrest 7 is further reduced forward. The reduced distance then leads to an improved seating position of occupant I in the event of a rear-end collision. In another possible embodiment, after the impending rear-end collision has been detected, braking of the vehicle 1 is triggered or a braking force that has already been exerted is increased in order to better stabilize the vehicle 1 against the rear-end collision.
Auch ist es möglich, dass nach Auslösung der Bremsung oder Erhöhung der Bremskraft ein an Antriebräder übertragenes Motordrehmoment erhöht wird und anschließend die Bremskraft zumindest für eine Periode abwechselnd abrupt signifikant verringert und abrupt signifikant erhöht wird. Hierdurch wird bei einer nicht nennenswerten Vorwärtsbewegung ein "Hüpfen" des Fahrzeugs 1 erzeugt, woraus eine weiter verbesserte Anbindung des Insassen I in den Fahrzeugsitz 6 und von dessen Kopf K an die Kopfstütze 7 resultiert. It is also possible that after triggering braking or increasing the braking force, a motor torque transmitted to drive wheels is increased and then the braking force is alternately abruptly significantly reduced and abruptly significantly increased, at least for a period. As a result, the vehicle 1 "jumps" during a forward movement that is not worth mentioning, resulting in a further improved connection of the occupant I to the vehicle seat 6 and of his head K to the headrest 7 .

Claims

Patentansprüche patent claims
1. Verfahren zum Schutz eines Insassen (I) eines Fahrzeugs (1), wobei eine dem Fahrzeug (1) bevorstehende Heckkollision erkannt wird, und bei einer erkannten, dem Fahrzeug (1) bevorstehenden Heckkollision vor Eintritt dieser eine positive Nickbewegung des Fahrzeugs (1) ausgeführt wird, indem mittels eines aktiven Fahrwerks des Fahrzeugs (1) eine Karosserie (3) desselben an einer1. A method for protecting an occupant (I) of a vehicle (1), wherein a rear-end collision that is imminent for the vehicle (1) is detected, and when a rear-end collision that is detected and imminent for the vehicle (1) occurs, a positive pitching movement of the vehicle (1 ) is performed by means of an active chassis of the vehicle (1) a body (3) of the same at a
Vorderachse (4) abgesenkt und gleichzeitig an einer Hinterachse (5) angehoben wird, dadurch gekennzeichnet, dass unmittelbar vor der Ausführung der positiven Nickbewegung eine negative Nickbewegung des Fahrzeugs (1) ausgeführt wird, indem mittels des aktiven Fahrwerks die Karosserie (3) des Fahrzeugs (1) an der Vorderachse (4) angehoben und gleichzeitig an einer Hinterachse (5) abgesenkt wird. front axle (4) is lowered and at the same time raised on a rear axle (5), characterized in that immediately before the positive pitching movement is carried out, a negative pitching movement of the vehicle (1) is carried out by using the active chassis to move the body (3) of the vehicle (1) is raised on the front axle (4) and simultaneously lowered on a rear axle (5).
2. Verfahren nach Anspruch 1, dadurch gekennzeichnet, dass die positive und/oder negative Nickbewegung während einer Fahrt des Fahrzeugs (1) ausgeführt wird. 2. The method as claimed in claim 1, characterized in that the positive and/or negative pitching movement is carried out while the vehicle (1) is traveling.
3. Verfahren nach Anspruch 1 , dadurch gekennzeichnet, dass die positive und/oder negative Nickbewegung während eines Stillstands des Fahrzeugs (1) ausgeführt wird. 3. The method according to claim 1, characterized in that the positive and / or negative pitching movement is carried out while the vehicle (1) is stationary.
4. Verfahren nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass nach Erkennung der bevorstehenden Heckkollision eine Bremsung des Fahrzeugs (1) ausgelöst oder eine bereits ausgeübte Bremskraft erhöht wird. 4. The method according to any one of the preceding claims, characterized in that after detection of the imminent rear-end collision, braking of the vehicle (1) is triggered or a braking force already exerted is increased.
5. Verfahren nach Anspruch 4, dadurch gekennzeichnet, dass nach Auslösung der Bremsung oder Erhöhung der Bremskraft ein an Antriebräder übertragenes Motordrehmoment erhöht wird und anschließend die Bremskraft zumindest für eine Periode abwechselnd abrupt signifikant verringert und abrupt signifikant erhöht wird. 5. The method according to claim 4, characterized in that after triggering the braking or increasing the braking force, a motor torque transmitted to drive wheels is increased and then the braking force is alternately abruptly significantly reduced and abruptly significantly increased at least for one period.
6. Vorrichtung zum Schutz eines Insassen (I) eines Fahrzeugs (1) mit einer Detektionsvorrichtung zur Detektion einer dem Fahrzeug (1) bevorstehenden Heckkollision, wobei das Fahrzeug (1) ein aktives Fahrwerk und eine Steuereinheit zur Steuerung des aktiven Fahrwerks aufweist, und die Steuereinheit ausgebildet ist, bei einer erkannten, dem Fahrzeug (1) bevorstehenden Heckkollision vor Eintritt dieser eine positive Nickbewegung des Fahrzeugs (1) zu initiieren, indem diese das aktive Fahrwerk derart ansteuert, dass sich eine Karosserie (3) des Fahrzeugs (1) an einer Vorderachse (4) absenkt und gleichzeitig an einer Hinterachse (5) anhebt dadurch gekennzeichnet, dass die Steuereinheit weiterhin ausgebildet ist, unmittelbar vor der Ausführung der positiven Nickbewegung eine negative Nickbewegung des Fahrzeugs (1) zu initiieren, indem dem diese das aktive Fahrwerk derart ansteuert, dass sich die Karosserie (3) an der Vorderachse (4) anhebt und gleichzeitig an einer Hinterachse (5) absenkt. 6. Device for protecting an occupant (I) of a vehicle (1) with a detection device for detecting a vehicle (1) impending rear-end collision, wherein the vehicle (1) has an active chassis and a control unit for controlling the active chassis, and the control unit is designed to initiate a positive pitching motion of the vehicle (1) before the occurrence of a rear-end collision that is detected and imminent for the vehicle (1), in that it controls the active chassis in such a way that a body (3) of the vehicle (1) moves lowers a front axle (4) and at the same time raises it on a rear axle (5), characterized in that the control unit is also designed to initiate a negative pitching movement of the vehicle (1) immediately before the positive pitching movement is carried out, in that the latter activates the active chassis in such a way controls that the body (3) is raised on the front axle (4) and simultaneously lowered on a rear axle (5).
PCT/EP2022/051884 2021-02-10 2022-01-27 Method and device for protecting an occupant of a vehicle WO2022171452A1 (en)

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