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WO2006012816A1 - Dispositif et procede de generation d'un critere de declenchement d'un systeme de protection en cas de collision d'un vehicule automobile - Google Patents

Dispositif et procede de generation d'un critere de declenchement d'un systeme de protection en cas de collision d'un vehicule automobile Download PDF

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Publication number
WO2006012816A1
WO2006012816A1 PCT/DE2005/000818 DE2005000818W WO2006012816A1 WO 2006012816 A1 WO2006012816 A1 WO 2006012816A1 DE 2005000818 W DE2005000818 W DE 2005000818W WO 2006012816 A1 WO2006012816 A1 WO 2006012816A1
Authority
WO
WIPO (PCT)
Prior art keywords
force
vehicle
sensor output
processing unit
partial
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/DE2005/000818
Other languages
German (de)
English (en)
Inventor
Werner Steiner
Michael Beuschel
Raimund Burgmeier
Reinhard HELLDÖRFER
Günter Fendt
Andreas Wallin
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.)
Aumovio Microelectronic GmbH
Volvo Car Corp
Original Assignee
Conti Temic Microelectronic GmbH
Volvo Car 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 Conti Temic Microelectronic GmbH, Volvo Car Corp filed Critical Conti Temic Microelectronic GmbH
Priority to DE112005001362T priority Critical patent/DE112005001362A5/de
Publication of WO2006012816A1 publication Critical patent/WO2006012816A1/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
    • B60R21/0132—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
    • 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
    • B60R19/00—Wheel guards; Radiator guards, e.g. grilles; Obstruction removers; Fittings damping bouncing force in collisions
    • B60R19/02—Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects
    • B60R19/24—Arrangements for mounting bumpers on vehicles
    • B60R19/38—Arrangements for mounting bumpers on vehicles adjustably or movably mounted, e.g. horizontally displaceable for securing a space between parked vehicles

Definitions

  • the invention relates to a device for generating a triggering criterion for an impact protection system of a vehicle according to the preamble of claim 1 and to a corresponding method according to the preamble of claim 8.
  • Trigger request to the impact protection system sends.
  • the problem with such systems is that a triggering of the impact protection system, for example, a secondary impact protection system, which should protect pedestrians in a rebound on the road, only in the impact area of the collision object, here a pedestrian to take place.
  • pre-crash sensor systems In order to detect a possible collision with a collision object as early as possible, so-called pre-crash sensor systems are used, which have a plurality of front, rear and side sensors to determine the driving speed of the vehicle and the speed and distance to other vehicles and objects.
  • optical sensors in particular based on optical waveguides, are frequently used to detect an impact.
  • the areas in which the crash detection sensors or impact sensors are located for example, the bumper, a deformation region for absorbing and detecting the applied force.
  • a device From DE 197 45 309 A1 a device is known, which detects the deformation of a vehicle outer skin part of a vehicle acoustically, optically or mechanically. The collision point is calculated on the basis of the duration of the acoustic or optical signal from the location of the deformation to the signal receiver.
  • the problem with this device is that, in particular, the systems based on optical signals are susceptible to environmental influences.
  • Object of the present invention is therefore to provide an apparatus and a method for generating a triggering criterion for a
  • Impact protection system to propose a vehicle that allow a better adaptation of the triggering criterion of the accident, in particular to the accident course.
  • This object is achieved by a device for generating a
  • An essential idea of the invention is to determine the collision point of an object or accident opponent on the vehicle by the processing and evaluation of output signals of an impact sensor unit, more precisely to calculate and to use to form an additional triggering criterion.
  • the point of impact for the activation of protective devices such as pedestrian airbags is of particular importance.
  • the invention now relates to a device for generating a triggering criterion for an impact protection system of a vehicle having an impact sensor unit comprising a vehicle outer skin part, which can change its position relative to a vehicle chassis due to a force acting on the vehicle outer skin part, and at least two Sensors, which are provided for detecting a force acting on the vehicle outer skin part force and each provide at least one sensor output signal comprises, and a processing unit for evaluating the at least two sensor output signals.
  • the processing unit is designed in such a way to determine from a first of the at least two sensor output signals a first partial force, at least one second of the at least two sensor output signals at least one second partial force and from the determined partial forces using a first calculation rule the location of the acting force.
  • the processing unit can
  • the first calculation rule for determining the location of the acting force is based on the lever law.
  • a calculation rule using the law of leverage requires a low computing power in the processing unit and can be implemented inexpensively by digital means.
  • a comparison means in the processing unit is formed, which can compare the sensor output signals with stored reference values, which each assign a corresponding force value to a sensor output signal.
  • the comparison means is, for example, a comparator circuit which compares the sensor output signal with predetermined reference values, or a corresponding software implementation in the processing unit.
  • the reference values can be z. B. be determined by comparison tests such as crash tests.
  • the determination of the partial forces by comparison with stored reference values has the advantage that they are less computationally intensive than the programming of a complicated mathematical one Is the calculation rule with which the partial forces are calculated from the sensor output signals.
  • the processing unit can also be designed to calculate the amount of the acting force from the determined partial forces using a second calculation rule. From the magnitude of the applied force, the processing unit can estimate the severity of the object and distinguish, for example, a light object such as a pedestrian from a very light object such as a football or a heavy object such as another vehicle. It can also make an adaptation of the triggering criterion to the effect that a pedestrian protection system is triggered only when a pedestrian has been identified as a collision object by determining the acting force or the mass of the collision object derived therefrom.
  • the second calculation rule for determining the amount of the acting force may be an addition of the amounts of the partial forces, for example by an adder circuit which sums the sensor output signals present as voltages, or by a corresponding one
  • Software implementation can be implemented in the processing unit.
  • the processing unit processes an additional speed signal of the vehicle or an additional signal of the relative speed between the vehicle and a collision object and adjusts the determination of the partial forces accordingly.
  • a higher vehicle speed or a higher relative speed between the vehicle and the collision object usually results in a higher amplitude of the crash in a crash
  • the predetermined Reference values are adapted to the speed of the vehicle or to the relative speed of the vehicle to the collision object and therefore the triggering behavior of the protection system dynamically.
  • the device is characterized in that one or more of the at least two sensors for generating the at least two sensor signals are pressure or acceleration sensors. Alternatively or additionally, one or more of the at least two sensors may be strain gauges. .
  • the invention relates to a method for generating or influencing a triggering criterion for an impact protection of a vehicle, comprising an impact sensor unit, which changes a vehicle skin part that changes its position relative to a vehicle chassis due to a force acting on the vehicle outer skin part, and at least two sensors are provided for detecting a force acting on the vehicle outer skin part force, at least two sensor output signals provides, and in which a processing unit evaluates the at least two sensor output signals in time.
  • the processing unit determines from a first of the at least two sensor output signals a first partial force, from at least one second of the at least two sensor output signals at least one second partial force and from the determined partial forces using a first calculation rule the location of the acting force.
  • the processing unit then generates or influences a triggering criterion for an impact protection system.
  • the first calculation rule for determining the location of the acting force applies the lever law.
  • the processing unit may determine the partial forces by comparing which sensor output signals with stored reference values, each of which has a corresponding force value to a sensor output signal Assign, compare.
  • the processing unit can calculate the amount of the acting force from the determined partial forces using a second calculation rule.
  • the second calculation rule for determining the amount of the acting force can be an addition of the amounts of the partial forces.
  • the processing unit processes an additional speed signal of the vehicle or an additional signal of the relative speed between the vehicle and a collision object and, depending thereon, adapts the determination of the partial forces.
  • a higher vehicle speed or a higher relative speed between the vehicle and the collision object is reflected in a higher amplitude of the sensor output signal.
  • Fig. 1 shows a first embodiment of a device according to the
  • the invention relates to a collision sensor unit and a processing unit in which the sensor output signals from
  • FIGS 3a-3c show the apparatus shown in Figure 1, with collisions with different objects taking place;
  • Fig. 4 shows a second embodiment of the invention
  • the impact sensor unit 2 comprises a vehicle outer skin part 2.1, which is preferably designed as a bumper in the front region or as an outer border of the vehicle, and at least two sensors 2.2.
  • the sensors 2.2 detect a force acting on the vehicle outer skin part force and each provide a sensor output signal 2.3.
  • the sensors 2.2 acceleration sensors They are physically connected to the vehicle skin section 2.1. In the simplest case, the acceleration sensors 2.2 are completely or partially incorporated into the vehicle outer skin part 2.1.
  • the acceleration sensors 2.2 are connected to the vehicle outer skin part 2.1 via a force absorption unit 5.2, for example a spring.
  • the vehicle outer skin part 2.1 is designed to change or deform its position with a force acting on the vehicle outer skin part 2.1, for example in a collision, relative to the vehicle chassis 4.
  • the detection of the deformation or change in position of the vehicle outer skin part 2.1 is effected by the measurement of the sensor output signals 2.3 of the acceleration sensors 2.2 or by the measurement of the change of the sensor output signals 2.3 of the acceleration sensors 2.2.
  • the acceleration sensors 2.2 can for detecting an applied force
  • pressure sensors or strain gauges are used.
  • the device shown in FIG. 1 comprises a second force absorption unit 5.1.
  • Force absorption units 5.1, 5.2 determine the force-absorbing behavior of the vehicle outer skin part 2.1.
  • the two force absorption units 5.1, 5.2 can be, for example, springs with different spring constants. In a collision with a lighter, softer object such as a pedestrian, the spring with the small spring constant becomes effective. In a collision with a heavy, hard object such as a tree or other vehicle first the spring with the small spring constant is effective, then the spring with a large spring constant. This ensures that even a softer object such as a pedestrian a yielding impact zone is provided.
  • the force-absorbing behavior of the vehicle outer skin part 2.1 influences the course of the signal shape of the sensor output signals 2.3 and should therefore be taken into account in the evaluation of the sensor output signals.
  • the processing unit 3 is preferably designed as a microprocessor-controlled device 3.1, in which the algorithms required for evaluating the sensor output signals 2.3 are implemented as software.
  • the sensor output signals 2.3 are supplied to the processing unit 3 at a respective input of a microprocessor, which is preferably designed as an A / D converter input.
  • Microprocessor sends via a interface a triggering criterion 6 as a signal to an impact protection system of the vehicle.
  • the force F1 acts exactly in the middle between the two sensors 2.2 connected to the vehicle outer skin part via the force absorption units 5.2.
  • the force F1 is therefore divided into approximately two partial forces F (2.2.r), F (2.2.l) of approximately equal size.
  • two sensor output signals 2.3 are sent to the processing unit 3, which interprets the processing unit 3 as partial forces F (2.2.r), F (2.2.l) each of about half of F1.
  • the processing unit 3 determines a distance s r of the force to the first sensor 2.2, which is approximately equal to the distance s ⁇ of the force to the second sensor 2.2.
  • Processing unit 3 from the two sensor output signals 2.3 a partial force F (2.2.r), which corresponds approximately to the force F1, for the first sensor 2.2, which acts directly on the force F1, and a very weak or low, barely measurable partial force F (2.2 .l) of about 0 for the second sensor 2.2.
  • the processing unit 3 can recognize that the force F1 is almost exclusively measurable at the first sensor 2.2 and therefore acts directly on the first sensor 2.2.
  • the force F1 acts on a point between the two sensors 2.2, which is approximately V * .
  • the distance between the two sensors 2.2 from the first sensor 2.2 and about 3 A of the distance between the two sensors 2.2 is remote from the second sensor 2.2.
  • the force F1 is divided into a first partial force F (2.2.r) of about 3 A of the force F1 detected by the first sensor output signal 2.3 and a second partial force F (2.2.l) of about% of Force F1, which is detected by the second sensor output signal 2.3.
  • the processing unit 3 determines the distance s r of the first sensor 2.2 and the distance s ⁇ of the second sensor 2.2 to the collision point.
  • the ratio of the distances s r , s ⁇ of the sensors 2.2 to the collision point is inversely proportional to the partial forces F (2.2.r), F (2.2.l) determined by the sensors 2.2:
  • the collision point is about% of the distance between both sensors 2.2 from the first sensor 2.2 with the partial force F (2.2.r) acting on it of about% of the force F1 and about 3 A of the distance between both sensors 2.2 from the second sensor 2.2 with the it removes partial force F (2.2.1) from about% of force F1.
  • the force acts in an area which lies outside the distance between the first and second sensor 2.2. If the force acts at a distance outside the range between the first and second sensors 2.2, which is approximately one fifth of the distance between the first and second sensors 2.2, the processing unit 3 receives sensor output signals 2.3, which corresponds to a partial force F (2.2.r) of approximately 6 /. 5 of the force F1 and a negative partial force F (2.2.l) of about 1/5 of the force F1.
  • the processing unit 3 also determines the distance s r of the first sensor 2.2 to the collision point and the distance s ⁇ of the second sensor 2.2 to the collision point on the basis of the known distance between the two sensors 2.2 and the determined partial forces F (2.2.r), F (2.2.l) ,
  • the ratio of the distances s r , Si of the sensors 2.2 to the collision point is inversely proportional to the partial forces F (2.2.r), F (2.2.l) determined by the sensors 2.2; the collision point is about 1/5 of the distance between both sensors 2.2 from the first sensor 2.2 with the partial force F (2.2.r) acting on it of about 6/5 of the force F1 removed.
  • the processing unit 3 determines the collision point, however, outside the range between the first and second sensor 2.2; the collision point is not 1/5 of the distance between the first and second sensor 2.2 from the first sensor 2.2 toward the second sensor 2.2, but in the opposite direction. Of the The collision point is further determined by the partial force F (2.2.r) of approximately 6/5 of the force F1 determined at the second sensor 2.2. Here, too, the processing unit 3 determines that the collision point is approximately 6/5 of the distance between both sensors 2.2 from the second sensor 2.2 with the negative partial force F (2.2.l) acting on it of approximately 1/5 of the force F1 and outside of Range between the first and second sensor 2.2 is.
  • the amount of the acting force F1 can be increased by adding the partial forces F (2.2.r), F (2.2.1 ) be determined:
  • FIGS. 3 a to 3 c each show an impact sensor unit 2 and a
  • Figs. 3a to 3c show the state of the collision sensor unit 2 at the time of the collision.
  • the respective time profile of the sensor output signals 2.3 is graphically displayed starting with the time of the collision.
  • the vehicle drives in the middle of a rigid and hard obstacle such as a tree or a pillar 7.1.
  • the sensor output signals have approximately the same amplitude maximum value, since the distance of the collision point to the first sensor and to the second sensor is the same.
  • Maximum amplitude value is a relatively large value because the collision object is heavy in this case.
  • the sensor output waveforms also show a steep slope because the collision object is a hard object. The time period in which the sensor output signal returns to its initial value shortly before the collision is relatively high.
  • the situation is different with a collision with a pedestrian 7.2, as shown in FIG. 3b.
  • the amplitude maximums have the same Amount, since the vehicle has ascended in the middle of the pedestrian 7.2.
  • the maximum amplitude values are much lower in comparison to the collision with a tree, shown in FIG. 3a, since the pedestrian 7.2 represents a lighter collision object compared to the tree.
  • the increase in the sensor output waveforms is less pronounced as compared to the collision with a tree shown in Figure 3a since the pedestrian 7.2 is a softer collision object compared to the tree.
  • the sensor output signals return faster to their initial value just before the collision than compared to the tree in Fig. 3a, since the pedestrian 7.2 as a lighter collision object with respect to the vehicle has a yielding behavior.
  • Fig. 3c the collision with a cart 7.3 is shown. Again, the maximum amplitude values have the same amount, since the vehicle is driven in the middle of the shopping cart 7.3.
  • Amplitude maximum values are similarly low as in the case of the collision with the pedestrian in FIG. 3b, since the shopping cart 7.3 also represents a light coliision object. However, since the shopping cart 7.3 is a tough coli object compared to a pedestrian, the sensor output waveforms will have a similar steep slope as the
  • FIG. 4 shows an embodiment of the device for generating a triggering criterion for an impact protection system of a motor vehicle, in which the sensors 2.2 for generating the sensor output signals 2.3 are designed as pressure sensors.
  • the force absorption units 5.1 are in this case pressure chambers whose volume change due to a change in position of the vehicle outer skin part 2.1 by the pressure sensors 2.2. can be detected.
  • the sensor output signals 2.3 generated by the pressure sensors 2.2 are processed by the processing unit 3 for determining the collision point in order to generate the triggering criterion 6.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Air Bags (AREA)
  • Force Measurement Appropriate To Specific Purposes (AREA)

Abstract

L'invention concerne un dispositif de génération d'un critère de déclenchement (6) d'un système de protection en cas de collision d'un véhicule. Ce dispositif comprend une unité de détection de collision (2) comportant un élément enveloppe extérieure (2.1) du véhicule, qui modifie sa position par rapport au châssis de véhicule (4) sous l'action d'une force exercée sur l'élément enveloppe extérieure (2.1), et au moins deux détecteurs (2.2) qui permettent la détection d'une force exercée sur l'élément enveloppe extérieure (2.1) et fournissent respectivement au moins un signal de sortie (2.3). Le dispositif comprend également une unité de traitement (3) permettant d'évaluer les deux signaux de sortie (2.3) minimum. L'unité de traitement (3) détermine une première force partielle à partir du premier des minimum deux signaux de sortie (2.3), au moins une deuxième force partielle à partir d'au moins le deuxième des minimum deux signaux de sortie (2.3) et l'emplacement où s'exerce la force à partir des forces partielles déterminées et à l'aide d'une première règle de calcul. En fonction de cela, l'unité de traitement (3) génère un critère de déclenchement (6) pour le système de protection de collision. Le véhicule comprend, par exemple, des systèmes de protection secondaires en cas de collision destinés à l'impact ultérieur du piéton sur la chaussée, ces systèmes étant commandés de telle façon que le piéton ne percute pas directement avec la tête.
PCT/DE2005/000818 2004-07-29 2005-05-03 Dispositif et procede de generation d'un critere de declenchement d'un systeme de protection en cas de collision d'un vehicule automobile Ceased WO2006012816A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
DE112005001362T DE112005001362A5 (de) 2004-07-29 2005-05-03 Vorrichtung und Verfahren zur Erzeugung eines Auslosekriteriums für ein Aufprallschutzsystem eines Fahrzeugs

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102004036834A DE102004036834A1 (de) 2004-07-29 2004-07-29 Vorrichtung und Verfahren zur Erzeugung eines Auslösekriteriums für ein Aufprallschutzsystem eines Fahrzeugs
DE102004036834.1 2004-07-29

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WO2006012816A1 true WO2006012816A1 (fr) 2006-02-09

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PCT/DE2005/000818 Ceased WO2006012816A1 (fr) 2004-07-29 2005-05-03 Dispositif et procede de generation d'un critere de declenchement d'un systeme de protection en cas de collision d'un vehicule automobile

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DE102004036834A1 (de) 2006-03-23

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