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WO2002085675A1 - Unite de commande et procede permettant d'identifier le type d'impact dans un systeme de protection de passager - Google Patents

Unite de commande et procede permettant d'identifier le type d'impact dans un systeme de protection de passager Download PDF

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Publication number
WO2002085675A1
WO2002085675A1 PCT/DE2002/001212 DE0201212W WO02085675A1 WO 2002085675 A1 WO2002085675 A1 WO 2002085675A1 DE 0201212 W DE0201212 W DE 0201212W WO 02085675 A1 WO02085675 A1 WO 02085675A1
Authority
WO
WIPO (PCT)
Prior art keywords
acceleration
vehicle
control unit
impact
rollover
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/DE2002/001212
Other languages
German (de)
English (en)
Inventor
Manfred Frimberger
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 WO2002085675A1 publication Critical patent/WO2002085675A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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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
    • B60R21/0132—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents including means for detecting collisions, impending collisions or roll-over responsive to vehicle motion parameters, e.g. to vehicle longitudinal or transversal deceleration or speed value
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
    • 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
    • B60R2021/0002—Type of accident
    • B60R2021/0018—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
    • B60R2021/01322—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 comprising variable thresholds, e.g. depending from other collision parameters

Definitions

  • the invention relates to a control unit for an occupant protection system and a method for detecting the type of impact in an occupant protection system.
  • a control unit for an occupant protection system is known from WO 94/11223, which has an air pressure detector as a sensor in or on a side part of a vehicle, for example a vehicle door. This sensor is used to detect a side impact, the control unit evaluating the sudden pressure increase in the ambient air of the sensor that occurs during a traffic accident.
  • An acceleration sensor is provided in the control unit, which records accelerations acting on the vehicle. A side impact can be detected with the help of the air pressure detector and the acceleration sensor in the control unit.
  • a rotation rate sensor is used for a rollover impact detection system in order to use the measured angular velocity or acceleration to perform a rotational movement in the longitudinal axis of the vehicle, i.e. to recognize a rollover.
  • An acceleration sensor is also used in the control unit, which records acceleration values in the y direction transverse to the longitudinal axis of the vehicle. By using the acceleration sensor, a rollover is detected more reliably,
  • the object of the invention is to provide an occupant protection system that is securely between a side bulging and a rollover of a vehicle can distinguish.
  • rollover rollover There are two types of rollover rollover, i.e. the rollover around the longitudinal axis of the vehicle:
  • the rollover also called “tripped rollover”, which is characterized by initially sliding sideways, followed by an impact on an obstacle, for example a curb, and the subsequent rollover or tipping over of the vehicle.
  • airbag curtains and / or belt tensioners are usually triggered to protect the occupants.
  • Another type of accident relates to the side impact, in which an object, for example another vehicle, impacts the side of the vehicle, for example one of the doors.
  • a control unit evaluates the signals from pressure sensors arranged in the doors or from acceleration sensors arranged in the area of the doors and triggers one of the side airbags as required. Due to the short distances between the occupant and the vehicle door, a quick reaction time is necessary.
  • the benefit booklet recognizes quickly and reliably whether a side impact has taken place or the vehicle has slid sideways against an obstacle is what can cause the vehicle to roll over if the force is high enough (tripped rollover).
  • a control unit is provided in an occupant protection system, to which two acceleration sensors are connected, each of which can record acceleration values of the vehicle transversely to the longitudinal axis of a vehicle in the y direction.
  • the acceleration values determined are transmitted to the control unit. From the difference between the two determined acceleration signals determined in the control unit, distinguish the impact type "tripped rollover *" from the impact type "side impact *.
  • one of the acceleration sensors is on the left side of the vehicle or edge of the vehicle, for example in the area of a side member (e.g. B-pillar), sill and / or seat cross member of the vehicle, and the other acceleration sensor is on the right side of the vehicle or edge of the vehicle, for example in the area of a side member (eg B-pillar), sills and / or seat cross members of the vehicle.
  • a side member e.g. B-pillar
  • sill and / or seat cross member of the vehicle e.g. B-pillar
  • the other acceleration sensor is on the right side of the vehicle or edge of the vehicle, for example in the area of a side member (eg B-pillar), sills and / or seat cross members of the vehicle.
  • the right and left acceleration sensors record the acceleration caused by the impact.
  • the acceleration sensor close to the point of impact detects a higher impact force, i.e. a greater peak acceleration than the acceleration sensor located away from the impact location, since the acceleration occurring decreases with the distance from the impact location due to the additional deformation of the vehicle or the vehicle structure.
  • the acceleration sensor located away from the impact location detects the acceleration values caused by the side impact later than the acceleration sensor closer to the impact location, since the deformations of the vehicle caused by the impact delay the signals in time.
  • the difference in time between the acceleration values of the two acceleration sensors clearly shows both the time delay and the amplitude difference.
  • the difference signal determined by the formation of the difference value indicates a sharp rise shortly after the side impact, followed by a sharp drop and contains a DC signal after the accident.
  • the vehicle slides sideways in the Y direction, for example on ice, and collides with an obstacle, for example a curb, a sudden lateral acceleration occurs on the entire vehicle, which can lead to a lateral rollover in the event of a violent impact. If the vehicle slides sideways onto an obstacle, the lateral acceleration is transferred evenly to the entire vehicle / vehicle structure. There is hardly any deformation of the vehicle body, since the wheels transmit the forces well to the body and are relatively firmly connected to the body. The vehicle also tips over or overturns before major deformations of the vehicle or the vehicle body can occur.
  • the accelerations therefore act essentially simultaneously and with a similar amplitude profile on the two acceleration sensors arranged on the left or right. If the acceleration values of the two acceleration sensors are differentiated, there are only slight changes in the output signal. With the same acceleration sensors and the same downstream processing electronics, the difference value will preferably be essentially zero, at least below a predetermined threshold value.
  • An acceleration sensor arranged in the central airbag control unit and detecting in the y-direction can advantageously be saved, since the two acceleration sensors already provided for side-impact detection are used on the left or right side of the vehicle.
  • FIG. 1 is a schematically illustrated vehicle with an occupant protection system
  • FIG. 2 sensor signals from two acceleration sensors in the event of a side impact
  • Figure 3 sensor signals of two acceleration sensors when slipping against a side obstacle.
  • a vehicle 10 is shown schematically, which is movable on its four wheels 11, 12, 13, 14 in the direction of travel x.
  • the direction of travel “straight ahead” essentially corresponds to the x direction parallel to
  • the y direction is shown transverse to the longitudinal axis x of the vehicle.
  • the vehicle 10 can move, for example, by sliding sideways in the y direction or cause a change of direction by cornering.
  • Acceleration sensors 3, 2 and side airbags 20, 19 are attached laterally in the area of the doors 17, 18 arranged on the left and right of the vehicle.
  • the acceleration sensors 3, 2 record acceleration values and transmit them as acceleration signals aL, aR to a central airbag control unit 1.
  • the airbag control unit 1 evaluates the acceleration signals aL, aR and, if necessary, triggers the corresponding side airbags 20, 19 to protect the occupant (s).
  • a side impact is detected immediately and quickly by the acceleration sensors 2, 3 arranged on the vehicle edge, preferably in the area of the doors 17, 18, - on the right a first acceleration sensor 2 and on the left a second acceleration sensor 3 -, which enables the fast required reaction time.
  • a rotation rate sensor 6 is arranged in the control unit 1 and detects the rotational movements of the vehicle about its longitudinal axis x, as a result of which a rollover can be detected.
  • a rollover airbag or a protective curtain 21 runs, for example, on the left side of the vehicle under the headlining from the A pillar to the C pillar and protects the occupant in the event of a vehicle rollover.
  • the two acceleration sensors 2, 3 preferably record acceleration values from the y direction.
  • the acceleration values aR determined by the first acceleration sensor 2 are transmitted via a first data line 4 and the acceleration values aL determined by the second acceleration sensor 2 are transmitted to the central control unit 1 via a second data line 5.
  • absolute or relative acceleration values are recorded in the respective acceleration sensors, digitized and preferably transmitted in a current-modulated manner to the control unit 1, which is also referred to below as raw data transmission.
  • the two acceleration values aR and aL are evaluated in the central control unit 1.
  • the occurrence and type of the accident are inferred from the acceleration values aR, aL, the acceleration value of the rotation rate sensor 6 and the acceleration values of other acceleration sensors (not shown).
  • the appropriate restraint systems 19, 20, 21 are selected and triggered.
  • FIG. 2 shows diagrams which show the sensor signal curve with the respective acceleration values aR, aL, of the two acceleration sensors 2, 3 from FIG. 1 in the event of a side impact.
  • both acceleration sensors 2, 3 have low acceleration forces that result from normal driving, e.g. by braking, accelerating or cornering.
  • the acceleration sensor 2 arranged in the area of the right vehicle door 18, represented by the acceleration values aR, senses a strong acceleration increase in the y direction due to the proximity to the impact location, followed by a maximum value maxR around the time tmaxR and a drop to a value below zero caused by the spring properties of the vehicle material. In the following, the acceleration drops to zero, which is reached at the time tvO when the vehicle is stationary.
  • the left acceleration sensor 3 which is located further away from the impact location, senses that caused by the side impact Acceleration values caused later than the right-hand acceleration sensor 2 closer to the impact location, since the deformations of the vehicle caused by the impact delay the acceleration signals by the vehicle.
  • the right acceleration sensor 2 which is close to the impact location, detects a higher impact force, i.e. a greater peak acceleration than the left acceleration sensor 3, which is located at a distance from the impact location, since the acceleration generated by the side impact decreases with the distance from the impact location due to the additional deformation of the vehicle or the vehicle structure.
  • the bottom diagram shows the difference D between the two acceleration values aL and aR
  • the difference formation results after the impact event tl first a positive maximum value maxpos, followed by a sharp drop below 0 to a negative maximum value maxneg and a subsequent rise back to zero, which at the time tvO is at a standstill or at rest men of the vehicle 10 is reached.
  • FIG. 3 diagrams are shown which show the sensor signal curve with the respective acceleration values aR, aL, aw of the two acceleration sensors 2, 3 and the rotation rate sensor from FIG. 1 in the case of a “tripped rollover to the right *”, which shows a lateral, to the right - slipping vehicle
  • the difference value preferably being essentially zero.
  • a rollover is preferably detected even more reliably if one of the acceleration values aL, aR or both acceleration values aL, aR additionally exceed a predetermined threshold value S for a predetermined period of time.

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

Abstract

L'invention concerne un système de protection de passager comprenant une unité de commande centrale (1) à laquelle sont connectés deux détecteurs d'accélération (2, 3) agencés sur les portières opposées (17, 18) d'un véhicule. Les deux détecteurs d'accélération (2, 2) enregistrent les accélérations agissant sur le véhicule (10) perpendiculairement à l'axe (y) du véhicule. La différence (D) entre les valeurs d'accélération (aR, aL) des deux détecteurs (2, 3) est formée dans l'unité de commande (1). En fonction de la variation dans le temps et de la variation d'amplitude de la différence (D), on peut conclure soit à un choc latéral, soit à un capotage.
PCT/DE2002/001212 2001-04-23 2002-04-03 Unite de commande et procede permettant d'identifier le type d'impact dans un systeme de protection de passager Ceased WO2002085675A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE10119781A DE10119781C1 (de) 2001-04-23 2001-04-23 Steuereinheit und Verfahren zum Erkennen der Aufprallart in einem Insassenschutzsystem
DE10119781.0 2001-04-23

Publications (1)

Publication Number Publication Date
WO2002085675A1 true WO2002085675A1 (fr) 2002-10-31

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PCT/DE2002/001212 Ceased WO2002085675A1 (fr) 2001-04-23 2002-04-03 Unite de commande et procede permettant d'identifier le type d'impact dans un systeme de protection de passager

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DE (1) DE10119781C1 (fr)
WO (1) WO2002085675A1 (fr)

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1409298B2 (fr) * 2001-07-25 2008-12-03 Continental Automotive GmbH Dispositif et procede pour declencher un moyen de protection d'occupant d'un vehicule automobile
DE10330539B4 (de) * 2002-07-22 2008-08-14 Siemens Vdo Automotive Corp., Auburn Hills System zur Erkennung von Aufprall-Ereignissen und Verfahren zum Betreiben eines derartigen Systems
DE102006018028B4 (de) 2006-04-19 2019-07-11 Robert Bosch Gmbh Verfahren und Vorrichtung zur Ansteuerung von Personenschutzmitteln
DE102006024666B4 (de) * 2006-05-26 2017-09-28 Robert Bosch Gmbh Verfahren und Vorrichtung zur Aufpralldetektion
US8145386B2 (en) 2006-11-14 2012-03-27 Mitsubishi Electric Corporation Activation apparatus for occupant protection system

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
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
DE4425846A1 (de) * 1994-07-21 1996-01-25 Telefunken Microelectron Verfahren zur Auslösung von Seitenairbags einer passiven Sicherheitseinrichtung für Kraftfahrzeuge
DE19719454A1 (de) * 1997-05-07 1999-01-21 Siemens Ag Anordnung zum Steuern eines Insassenschutzmittels eines Kraftfahrzeugs
DE19806836C1 (de) * 1998-02-18 1999-09-23 Siemens Ag Vorrichtung zum Steuern eines Insassenschutzmittels eines Kraftfahrzeugs, insbesondere zum Seitenaufprallschutz
WO1999047383A1 (fr) * 1998-03-17 1999-09-23 Autoliv Development Ab Systeme de securite d'un vehicule automobile
WO2001054952A2 (fr) * 1999-10-21 2001-08-02 Siemens Automotive Corporation Systeme de detection electronique d'acceleration reparti pour la reconnaissance de la puissance d'impact

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE9215382U1 (de) * 1992-11-11 1994-03-17 Siemens AG, 80333 München In einem Fahrzeug angebrachter Schalldetektor
DE19651123C1 (de) * 1996-12-09 1998-06-18 Siemens Ag Steuervorrichtung in einem Kraftfahrzeug
DE19814154A1 (de) * 1998-03-30 1999-10-14 Siemens Ag Vorrichtung und Verfahren zur Auslösung eines Insassenschutzsystems bei einem Kraftfahrzeugüberschlag

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
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
DE4425846A1 (de) * 1994-07-21 1996-01-25 Telefunken Microelectron Verfahren zur Auslösung von Seitenairbags einer passiven Sicherheitseinrichtung für Kraftfahrzeuge
DE19719454A1 (de) * 1997-05-07 1999-01-21 Siemens Ag Anordnung zum Steuern eines Insassenschutzmittels eines Kraftfahrzeugs
DE19806836C1 (de) * 1998-02-18 1999-09-23 Siemens Ag Vorrichtung zum Steuern eines Insassenschutzmittels eines Kraftfahrzeugs, insbesondere zum Seitenaufprallschutz
WO1999047383A1 (fr) * 1998-03-17 1999-09-23 Autoliv Development Ab Systeme de securite d'un vehicule automobile
WO2001054952A2 (fr) * 1999-10-21 2001-08-02 Siemens Automotive Corporation Systeme de detection electronique d'acceleration reparti pour la reconnaissance de la puissance d'impact

Also Published As

Publication number Publication date
DE10119781C1 (de) 2002-08-22

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