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WO2000037284A1 - Dispositif de commande d'un moyen de protection d'un passager d'un vehicule - Google Patents

Dispositif de commande d'un moyen de protection d'un passager d'un vehicule Download PDF

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Publication number
WO2000037284A1
WO2000037284A1 PCT/DE1999/004002 DE9904002W WO0037284A1 WO 2000037284 A1 WO2000037284 A1 WO 2000037284A1 DE 9904002 W DE9904002 W DE 9904002W WO 0037284 A1 WO0037284 A1 WO 0037284A1
Authority
WO
WIPO (PCT)
Prior art keywords
pressure
impact
acceleration
vehicle
occupant protection
Prior art date
Legal status (The legal status 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 status listed.)
Ceased
Application number
PCT/DE1999/004002
Other languages
German (de)
English (en)
Inventor
Thomas Stierle
Gerd Winkler
Lorenz Pfau
Michael Feser
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Siemens AG
Siemens Corp
Original Assignee
Siemens AG
Siemens Corp
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 Siemens AG, Siemens Corp filed Critical Siemens AG
Publication of WO2000037284A1 publication Critical patent/WO2000037284A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
    • B60R21/01—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents
    • B60R21/013—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents including means for detecting collisions, impending collisions or roll-over
    • B60R21/0136—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents including means for detecting collisions, impending collisions or roll-over responsive to actual contact with an obstacle, e.g. to vehicle deformation, bumper displacement or bumper velocity relative to the vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
    • B60R21/01—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents
    • B60R21/013—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents including means for detecting collisions, impending collisions or roll-over
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
    • B60R21/01—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents
    • B60R21/013—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents including means for detecting collisions, impending collisions or roll-over
    • B60R21/0132—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents including means for detecting collisions, impending collisions or roll-over responsive to vehicle motion parameters, e.g. to vehicle longitudinal or transversal deceleration or speed value
    • B60R21/01332—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents including means for detecting collisions, impending collisions or roll-over responsive to vehicle motion parameters, e.g. to vehicle longitudinal or transversal deceleration or speed value by frequency or waveform analysis
    • B60R21/01336—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents including means for detecting collisions, impending collisions or roll-over responsive to vehicle motion parameters, e.g. to vehicle longitudinal or transversal deceleration or speed value by frequency or waveform analysis using filtering
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
    • B60R2021/0002—Type of accident
    • B60R2021/0006—Lateral collision
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
    • B60R21/01—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents
    • B60R2021/01013—Means for detecting collision, impending collision or roll-over
    • B60R2021/01027—Safing sensors

Definitions

  • the invention relates to a device for controlling a vehicle occupant protection means according to the preamble of patent claim 1.
  • a known device (WO 94/11223) contains a pressure-sensitive sensor in a chamber arranged on the side of the vehicle to detect a pressure change in the chamber caused by an impact, and an evaluation unit for evaluating the pressure taken up.
  • the object of the invention is to achieve a rapid triggering of the occupant protection device in the event of a sufficiently strong impact and to prevent false triggering.
  • An acceleration sensor for recording a vehicle lateral acceleration is arranged on the vehicle edge.
  • the pressure-sensitive sensor is provided with a further sensor that detects an impact, but which detects an impact on the basis of another physical measurement principle. This minimizes the risk of false triggering if one of the two sensors fails.
  • the associated occupant protection means are only triggered regularly if both sensors deliver impact-significant sensor signals. The occupant protection means is therefore not triggered if, for example, the vehicle side door is deformed greatly when it is opened and the pressure sensor therefore detects a change in pressure in the 'vehicle door' chamber.
  • the lateral acceleration of the vehicle is so low that an evaluation unit provided for evaluation cannot determine any impact state information from the lateral acceleration Triggering, for example, a side airbag would justify.
  • Another important advantage of the invention is that individual types of crash can now trigger the associated occupant protection means more quickly. For example, if a pile hits the B-pillar arranged between the front and rear doors of the vehicle, there is only a relatively small deformation of the side door. Accordingly, only a pressure signal with a correspondingly low amplitude can be received, which only reaches its maximum at relatively late times and thus fulfills a trigger criterion. In this case, the acceleration sensor will detect a strong, significant acceleration impact signal at relatively earlier times from the start of the impact, so that inflation of the side airbag can now be initiated much earlier. For different
  • Impact types a combination of pressure detection and acceleration detection in the event of a side impact, provide the best possible protection for the occupant through extremely early impact detection as well as through the detection of a sensor defect and the subsequent blocking of an airbag trigger.
  • An impact of a pile against a side door only causes a weak lateral acceleration signal in the vehicle center due to the low penetrating mass and the less stiffened vehicle body.
  • the pressure-sensitive sensor detects a significant impact to trigger within an extremely short time from the start of the impact. Due to the arrangement of the acceleration sensor on the side of the vehicle, i.e.
  • the evaluation unit carries out the following classification when evaluating the recorded pressure and the recorded lateral acceleration: On the basis of the evaluation of the pressure and the -
  • Impact is sufficiently severe to trigger the occupant protection means (safing function) and 3. A sufficiently strong impact is detected to trigger.
  • the evaluation unit delivers the evaluation of the present pressure and / or acceleration signal in the form of an impact state information to the assigned ignition unit.
  • the ignition unit advantageously triggers the assigned occupant protection means if an impact was recognized either on the basis of the evaluation of the acceleration, which justifies triggering the occupant protection means and at the same time allows the pressure signal to indicate an existing impact.
  • the occupant protection means is triggered if the pressure signal suggests an impact that is sufficiently strong to trigger and at the same time at least one impact is recognized on the basis of the acceleration signal. This type of sensor signal processing keeps open which of the two impact sensors ultimately makes the actual triggering decision.
  • the other sensor must then take over the function of a safing sensor in order to trigger it and see a minimum strength in its signal which speaks at least for the presence of an impact.
  • This free trigger design alone enables all different types of side impact to be recognized quickly and leads to the occupant protection device being triggered at an early stage.
  • the acceleration sensor is arranged on the vehicle edge. This means that an acceleration, albeit with a low signal amplitude, is recognized in the case of strongly invasive types of impact with a small penetration area, so that the acceleration sensor at least as a safing sensor can be used and provides a signal early. On the other hand, the acceleration sensor will provide a significant signal at early times, especially in the case of impact hits with only a slight overlap of the vehicle door, i.e. in the case of impact hits on rigid body components such as pillars and cross members, which can then initiate a triggering of the occupant protection means.
  • the pressure sensor delivers a pressure rise signal at an early point in time, albeit with a low amplitude, which is, however, sufficient in any case for the pressure sensor to be used as a safing sensor.
  • the invention increases protection for the occupant with regard to short triggering times and safe triggering decisions in the case of many different types of impact, while at the same time avoiding the risk of incorrect triggering due to failure of a sensor or the incorrect evaluation of a single sensor signal.
  • FIG. 1 shows a block diagram of the device according to the invention
  • FIG. 2 shows a spatial arrangement of the sensors used in the invention in a motor vehicle
  • FIG. 3 shows an ignition unit
  • FIG. 1 shows a block diagram of the invention with a pressure sensor 1, an acceleration sensor 2, an evaluation unit 3, an ignition unit 4, an occupant protection device 5 and a data line 6.
  • the pressure sensor 1 delivers Pressure signal p to the evaluation unit 3.
  • the acceleration sensor 2 supplies an acceleration signal g to the evaluation unit 3.
  • the pressure sensor 1 is preferably designed as an air pressure sensor and arranged in an air-filled chamber on the vehicle side.
  • the pressure sensor 1 is preferably arranged in a vehicle side part, such as the vehicle door.
  • the space between the inner door panel and the outer skin can serve as a chamber. It is essential for the arrangement of the pressure sensor 1 that the medium in which it is arranged is significant in the event of a side impact
  • the chamber can also be filled with a medium other than air, for example with a liquid, etc. It is essential that the chamber experiences a deformation in the event of a side impact and this deformation manifests itself in a pressure increase in the internal chamber pressure.
  • the acceleration sensor 2 can work according to different physical principles and can be designed as a piezoelectric, piezoresistive or capacitive acceleration sensor.
  • the evaluation unit 3 is preferably a microprocessor and is also arranged on the vehicle edge. However, the evaluation unit 3 can also be designed as a circuit with preferably integrated components, etc.
  • the acceleration sensor 2 and the evaluation unit 3 can be arranged in a common housing.
  • the pressure sensor is preferably also arranged in this common housing, the housing then containing a pressure transmission element for the transmission of pressure changes to the pressure sensor.
  • the evaluation unit 3 evaluates the delivered acceleration g and the supplied pressure p. If the evaluation unit 3 contains only a single processor, the algorithm Mixing evaluation of the sensor signals achieved by a quasi-parallel operation of this microprocessor. However, the evaluation unit can also contain two processors, one each for evaluating a single sensor signal. Each processor can then be connected to the ignition unit via its own data line or connected to a common data bus for connection to the ignition unit.
  • a low-pass filter for smoothing each sensor signal is preferably connected upstream of the microprocessor or implemented in the microprocessor as software.
  • an algorithmic processing rule is stored in the evaluation unit, which is carried out when a minimum pressure or a minimum acceleration is exceeded.
  • the aim of each processing rule is to provide impact state information which states whether the pressure signal or the acceleration signal are designed in such a way that triggering of the associated occupant protection means is necessary.
  • the processing instructions for the pressure and acceleration signals differ from each other since different physical quantities are measured, which behave differently in the same impact.
  • the processing instructions lead e.g. Threshold value comparisons by or determine the steepness of the signal.
  • the evaluation unit 3 contains further processing instructions which, as a result, provide collision status information which states whether there is an collision at all. These processing instructions result in a so-called safing function. The aim of this processing instruction is therefore not to identify an impact that is sufficiently strong to trigger and to indicate the best possible ignition timing, but rather to be able to state at an early point in time whether an impact of any kind that does not necessarily trigger the associated one
  • the low-pass filtered sensor signal is preferably used with a Threshold value compared and if the threshold value is exceeded, the corresponding impact state information is issued.
  • the processing instructions for the pressure signal differ from the processing instructions for the acceleration signal.
  • the evaluation unit 3 thus contains at least four processing instructions which differ from one another, the processing instructions for pressure and acceleration differing from one another, as well as the processing instructions for the triggering function and the safety function. As a result, the evaluation unit 3 can accordingly deliver four impact states AZF1 to AZF4. The evaluation unit 3 can, however, also deliver more than four impact state variables, provided that this is useful for the drawing of the occupant protection system.
  • the evaluation unit 3 is connected to the ignition unit 4 via a data line 6.
  • An ignition unit 4 is shown by way of example in FIG. 3.
  • the ignition unit 4 contains a physical interface 41 and a logical interface 42 for decrypting the m coded form transmitted data signals AZF1 to AZF.
  • the logical interface can also be designed as a microprocessor and can take over further processing routines.
  • an ignition element 51 assigned to the occupant protection means - for example a side airbag or a head airbag - is connected via lines and two power stages 43 and 44 to an energy source U BA ⁇ .
  • the interface 42 controls the power stages 43 and 44 via ignition signals fl and f2 in the event of an impact.
  • the ignition signal fl is generated by the interface 42 when the second or fourth impact state information AZS2 or AZS4 is transmitted by the evaluation unit 3, that is to say those impact state information ⁇ ZS which require the occupant protection means 5 to be ignited.
  • the ignition signal f2 is always output as soon as the interface 42 the first or the receives third impact state information AZS 1 or AZS3 from the evaluation unit 3.
  • This impact state information AZS states that at least one impact of any kind is recognized and results, for example, from a threshold value comparison of the recorded acceleration or the recorded pressure signal with a relatively low threshold value.
  • the interface 42 is designed such that the ignition signal f2 must be based on a pressure evaluation if the ignition signal fl is based on an acceleration evaluation and vice versa.
  • the ignition unit 4 can also be arranged together with the evaluation unit 3 on the vehicle edge, preferably in the same housing.
  • FIG. 2 shows a symbolically represented motor vehicle in a side view, from which the arrangement of sensors 1 and 2 can be seen.
  • a pressure sensor 1 is arranged in each of the vehicle side doors.
  • the acceleration sensors 2 are arranged on the vehicle sills of the A and B pillars.
  • Each vehicle door is assigned its own evaluation unit.
  • Each sensor combination of acceleration sensor and pressure sensor of a vehicle door is therefore responsible for triggering the occupant protection means assigned to this vehicle door or to this vehicle seat.
  • FIGS. 4 and 5 show exemplary signal profiles of a recorded pressure p and a recorded acceleration g over time, nominated to uniform reference values.
  • FIG. 4 shows signal profiles resulting from a side impact with a high impact speed
  • FIG. 5 shows signal profiles resulting from a pole impact on the B-pillar.
  • the impact status information AZF1 that is to say the safing signal based on the acceleration evaluation
  • the impact status information AZF2 which provides the triggering decision based on the pressure evaluation.
  • a small increase in pressure is sufficient to provide the impact state information AZF3, i.e.
  • the impact state information AZF4 is delivered, which is based on the algorithmic acceleration evaluation and has classified the impact as sufficiently strong to trigger it . It is significant that, in the impact according to FIG. 4, a trigger decision based on the algorithmic evaluation of the acceleration would only have triggered at a much later point in time. In contrast, in the case of the impact according to FIG. 5, an algorithmic evaluation of the pressure signal, due to its low level, might not have triggered until a late point in time.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Air Bags (AREA)

Abstract

L'invention concerne un dispositif de commande d'un moyen de protection d'un passager d'un véhicule. Ce dispositif comprend un détecteur à pression (1) destiné à détecter, dans une chambre placée dans le bord du véhicule, tout changement de pression dû à un impact et un détecteur d'accélération (2) situé dans le bord du véhicule et destiné à enregistrer une accélération transversale du véhicule (g). Une unité d'évaluation (3) évalue la pression enregistrée (p) et l'accélération transversale enregistrée (g). Une unité d'allumage (4) commande le moyen de protection de passager (5) en fonction de la pression évaluée (p) et de l'accélération évaluée (g).
PCT/DE1999/004002 1998-12-18 1999-12-16 Dispositif de commande d'un moyen de protection d'un passager d'un vehicule Ceased WO2000037284A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19858760A DE19858760A1 (de) 1998-12-18 1998-12-18 Vorrichtung zum Steuern eines Insassenschutzmittels eines Fahrzeugs
DE19858760.0 1998-12-18

Publications (1)

Publication Number Publication Date
WO2000037284A1 true WO2000037284A1 (fr) 2000-06-29

Family

ID=7891765

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/DE1999/004002 Ceased WO2000037284A1 (fr) 1998-12-18 1999-12-16 Dispositif de commande d'un moyen de protection d'un passager d'un vehicule

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Country Link
DE (1) DE19858760A1 (fr)
WO (1) WO2000037284A1 (fr)

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US6885966B1 (en) 2000-09-06 2005-04-26 Siemens Aktiengesellschaft Device for providing a signal in response to a change of the ambient pressure
DE10047610C1 (de) * 2000-09-26 2002-06-06 Siemens Ag Ansteuerschaltung für Zündkreisschalter eines Insassenrückhaltemittels
DE10049911B4 (de) 2000-10-10 2006-08-10 Daimlerchrysler Ag Verfahren und Vorrichtung zur Aktivierung von Insassenschutzeinrichtungen
DE10062427B4 (de) * 2000-12-14 2005-10-27 Conti Temic Microelectronic Gmbh Anordnung zur Aufprallerkennung für ein Fahrzeug
DE10118780A1 (de) * 2001-04-18 2002-10-31 Bosch Gmbh Robert Vorrichtung zum Erfassen einer Deformation eines Bauelementes
DE10123840B4 (de) * 2001-05-16 2008-02-07 Robert Bosch Gmbh Anordnung zur Seitenaufprallsensierung
DE10144266C1 (de) 2001-09-08 2003-04-03 Bosch Gmbh Robert Vorrichtung zur Seitenaufprallerkennung in einem Fahrzeug
DE10244730A1 (de) * 2002-09-25 2004-04-01 Bayerische Motoren Werke Ag Vorrichtung und Verfahren zur Seitenaufprallerkennung bei einem Fahrzeug
DE10331964B4 (de) * 2003-07-15 2016-05-04 Robert Bosch Gmbh Vorrichtung zur Seitenaufprallerkennung und Drucksensor
EP1535805A1 (fr) * 2003-11-25 2005-06-01 IEE INTERNATIONAL ELECTRONICS & ENGINEERING S.A. Dispositif de detection de impact
JP4534856B2 (ja) 2005-04-27 2010-09-01 株式会社デンソー サイドドア衝突検出システム
US20070001436A1 (en) * 2005-06-30 2007-01-04 Hawes Kevin J Dual sensor satellite module for a vehicle supplemental restraint system
DE102006018031B4 (de) * 2006-04-19 2019-07-11 Robert Bosch Gmbh Sensoranordnung und Verfahren zum Auslösen einer Rückhaltevorrichtung
US20080173107A1 (en) * 2007-01-19 2008-07-24 Autoliv Asp, Inc. Combination pressure and acceleration sensor
DE102009000144B4 (de) * 2009-01-12 2017-07-13 Robert Bosch Gmbh Sensoreinheit und Verfahren zum Bereitstellen von zwei Erkennungssignalen bei einer Kollision eines Objektes mit einem Fahrzeug
DE102009010780B4 (de) * 2009-02-26 2017-12-28 Volkswagen Ag Fahrzeug sowie Verfahren zur Steuerung eines Seitenairbags in einem solchen Fahrzeug
DE102012102872A1 (de) 2012-04-03 2013-10-10 Continental Automotive Gmbh Vorrichtung zur Aufprallerkennung mittels eines Beschleunigungssensors und eines Drucksensors an einem Träger im Fahrzeug

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WO1994011223A1 (fr) 1992-11-11 1994-05-26 Siemens Aktiengesellschaft Unite de commande a detecteur de la pression d'air pour systeme de protection des passagers d'un vehicule
US5793005A (en) * 1994-10-06 1998-08-11 Nippon Soken Inc. Collision detecting apparatus operable in response to deformation and acceleration

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DE3811217A1 (de) * 1988-04-02 1989-10-12 Bosch Gmbh Robert Elektronische einrichtung
WO1994011223A1 (fr) 1992-11-11 1994-05-26 Siemens Aktiengesellschaft Unite de commande a detecteur de la pression d'air pour systeme de protection des passagers d'un vehicule
US5793005A (en) * 1994-10-06 1998-08-11 Nippon Soken Inc. Collision detecting apparatus operable in response to deformation and acceleration

Also Published As

Publication number Publication date
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