WO2004069606A1 - Vorrichtung zur ansteuerung eines rückhaltesystems in einem fahrzeug - Google Patents
Vorrichtung zur ansteuerung eines rückhaltesystems in einem fahrzeug Download PDFInfo
- Publication number
- WO2004069606A1 WO2004069606A1 PCT/DE2003/003502 DE0303502W WO2004069606A1 WO 2004069606 A1 WO2004069606 A1 WO 2004069606A1 DE 0303502 W DE0303502 W DE 0303502W WO 2004069606 A1 WO2004069606 A1 WO 2004069606A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- vehicle
- impact
- speed
- mass
- sensor
- Prior art date
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
-
- 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
- B60R21/015—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 the presence or position of passengers, passenger seats or child seats, and the related safety parameters therefor, e.g. speed or timing of airbag inflation in relation to occupant position or seat belt use
- B60R21/01558—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 the presence or position of passengers, passenger seats or child seats, and the related safety parameters therefor, e.g. speed or timing of airbag inflation in relation to occupant position or seat belt use monitoring crash strength
-
- 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
- B60R21/015—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 the presence or position of passengers, passenger seats or child seats, and the related safety parameters therefor, e.g. speed or timing of airbag inflation in relation to occupant position or seat belt use
- B60R21/01558—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 the presence or position of passengers, passenger seats or child seats, and the related safety parameters therefor, e.g. speed or timing of airbag inflation in relation to occupant position or seat belt use monitoring crash strength
- B60R21/0156—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 the presence or position of passengers, passenger seats or child seats, and the related safety parameters therefor, e.g. speed or timing of airbag inflation in relation to occupant position or seat belt use monitoring crash strength by deceleration
-
- 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
- B60R2021/0104—Communication circuits for data transmission
- B60R2021/01047—Architecture
- B60R2021/01054—Bus
Definitions
- the invention is based on a device for controlling a restraint system in a vehicle according to the type of the independent claim.
- an occupant protection system which has a proximity sensor system. Furthermore, at least one mass detection sensor is provided in the outer contour of the vehicle, which is used to estimate the mass of the impact object.
- the mass detection sensor can be designed as a pressure difference sensor or as an acceleration sensor. It is characteristic that the mass detection sensor can be moved away from the outer contour towards the obstacle.
- the device according to the invention for controlling a restraint system in a vehicle with the features of the independent claim has the advantage over the fact that with the sensor system for a restraint system that is usually present, that is the inertial sensor system and the pre-crash sensor system, as well as with vehicle data and the vehicle's own speed Mass determination of the impact object can take place.
- the measures listed in the dependent claims enable further developments and advantageous improvements of the device for controlling a restraint system in a vehicle specified in the independent claim.
- the pre-crash signal has the relative speed, the vehicle data, the mass and rigidity of the vehicle, the speed signal that has been measured by a speed sensor and is available, for example, on the vehicle's CAN bus, the speed of one's own vehicle comprises and the impact signal comes from an impact sensor.
- An acceleration sensor is preferably used as the impact sensor, from whose signal a crash type recognition can take place as a function of the impact speed.
- the stiffness required for mass estimation can then be determined from the crash type recognition. This stiffness is the stiffness of the impact object.
- FIG. 1 is a block diagram of the device according to the invention.
- Figure 2 is a flow chart.
- An analysis of the acceleration signal which is measured by the central acceleration sensor or upfront sensor, is currently used to determine both the impact speed, the rigidity and the mass of the object impacting in the event of a vehicle crash. These parameters can only be determined in combination. With the pre-crash sensors, it is possible to Measure the impact speed and use it as an independent variable. This means that only the two parameters of mass and rigidity have to be determined in combination. These parameters are the parameters of the impact object. According to the invention, the mass of the impact object is determined as a variable that is independent of the rigidity, so that the triggering decision of restraint devices in a vehicle can be made more accurately, more robustly and more appropriately for the situation.
- the mass of the impacting object is determined from the impact speed determined by the pre-crash sensor system and the vehicle data about the own vehicle. This makes it possible to record the accident situation more precisely and to be able to control the return devices better.
- These restraint devices include airbags, belt tensioners and roll bars.
- FIG. 1 shows the device according to the invention in a block diagram.
- An environment sensor 11 is connected to a control unit 14 via a first data input.
- An acceleration sensor 12 is connected to the control unit via a second data input and a sensor 13 for determining the own speed via a third data input. It is possible, for example, for the airspeed to be available on the CAN bus and for the control unit to receive information about the airspeed from there.
- Control unit 14 is assigned a processor 15, on which an algorithm for calculating the triggering times of a restraint device runs. It is possible that other algorithms for controlling other restraint devices are also processed.
- Control unit 14 is connected to restraint means 16 via a data output. These restraint devices 16 are, for example, airbags, belt tensioners or a roll bar.
- the control for the restraint means 16 can take place either in the control device 14 or in a further control device for the restraint means.
- Only one environment sensor 11 and one acceleration sensor 12 are mentioned here as examples. However, more than one environment sensor and more than one acceleration sensor can be used.
- the environment sensor 11 is, for example, a radar, ultrasound or video sensor. This makes it possible in particular to measure the speed of a detected object.
- the acceleration sensor serves as an impact sensor, which determines the acceleration resulting from the impact.
- the algorithm 15 running in the control unit is shown in FIG. 2 as a flow chart and is based in particular on the law of collision between two bodies. With a bump impulse and energy are preserved. If the index 1 designates the vehicle 1, the index 2 the vehicle 2, the dash the size after the impact, m the mass, v the speed and v 0 the relative speed between the two vehicles, i.e. the impact speed, then applies to the maintenance of pulse:
- the course of a crash can be divided into two phases: the impact phase and the braking phase.
- Very large deceleration values act on the occupants during the impact phase, so that the occupant must be protected with the restraint systems, whereas during the braking phase there are only such small delays due to friction or braking processes that the occupant is no longer protected by the restraint systems got to.
- the speed of the two vehicles is the same at the end of the impact phase. If v e is the common final speed, the following therefore applies:
- V 1 + V 2 V C. (3)
- Equation 2 inserted in equation 5 and v replaced by the difference between v c and vi gives:
- m 2 If the opposing object is firmly anchored in the ground as the impact object, then this corresponds to an infinite mass m 2 .
- the variables v c , mi and Si are known in the control unit from the pre-crash sensor system or from the vehicle's own data, which are provided in a memory.
- the stiffness s 2 of the opposing object can be determined, for example, by a crash type recognition from the acceleration signal and the impact speed. All parameters except m 2 are thus known and m 2 can be calculated using the system consisting of equations 4 and 6.
- FIG. 2 shows once again that the input variables ni] 20, vi 21, v c 22, acc 23 and Sj 24 are linked to one another in such a way that the speed v 2 of the impact object is determined from vi 21 and v 0 22.
- v 2 is provided here with the reference number 25.
- the stiffness s 2 of the impact object is determined from v c 22 and acc 23, acc 23 here denotes the acceleration or a signal derived therefrom, for example the integrated acceleration.
- the final speed of the v e of the two vehicles and the mass m 2 29 of the impact object are now calculated from equations 4 and 6 and from the quantities mi, Vj, v 2 , s 2 and si.
Abstract
Description
Claims
Priority Applications (4)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE50308086T DE50308086D1 (de) | 2003-01-28 | 2003-10-18 | Vorrichtung zur ansteuerung eines rückhaltesystems in einem fahrzeug |
US10/543,786 US7376502B2 (en) | 2003-01-28 | 2003-10-18 | Device for triggering a restraining system in a vehicle |
EP03773553A EP1590209B1 (de) | 2003-01-28 | 2003-10-18 | Vorrichtung zur ansteuerung eines rückhaltesystems in einem fahrzeug |
JP2004567715A JP2006513094A (ja) | 2003-01-28 | 2003-10-18 | 車両内の拘束システムを制御する装置 |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE10303146A DE10303146A1 (de) | 2003-01-28 | 2003-01-28 | Vorrichtung zur Ansteuerung eines Rückhaltesystems in einem Fahrzeug |
DE10303146.4 | 2003-01-28 |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2004069606A1 true WO2004069606A1 (de) | 2004-08-19 |
Family
ID=32602967
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/DE2003/003502 WO2004069606A1 (de) | 2003-01-28 | 2003-10-18 | Vorrichtung zur ansteuerung eines rückhaltesystems in einem fahrzeug |
Country Status (5)
Country | Link |
---|---|
US (1) | US7376502B2 (de) |
EP (1) | EP1590209B1 (de) |
JP (1) | JP2006513094A (de) |
DE (2) | DE10303146A1 (de) |
WO (1) | WO2004069606A1 (de) |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US7236866B2 (en) | 2003-10-29 | 2007-06-26 | Denso Corporation | Vehicular collision object determining system |
Families Citing this family (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE102008009906A1 (de) * | 2008-02-19 | 2009-08-20 | Robert Bosch Gmbh | Verfahren und Steuergerät zur Ansteuerung von Personenschutzmitteln für ein Fahrzeug |
US8762009B2 (en) * | 2010-11-18 | 2014-06-24 | I.D. Systems, Inc. | Impact sensor calibration tool |
DE102014008744B4 (de) * | 2014-06-12 | 2017-03-09 | Audi Ag | Verfahren zum Betrieb eines Sicherheitssystems eines Kraftfahrzeugs bei einer Kollision und Kraftfahrzeug |
DE102016223541A1 (de) * | 2016-11-28 | 2018-05-30 | Robert Bosch Gmbh | Verfahren und Parametermodul zur Erkennung von Art und/oder Schwere einer Kollision eines Fahrzeugs mit einem Kollisionsobjekt |
Citations (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE19818586C1 (de) * | 1998-04-25 | 1999-09-30 | Daimler Chrysler Ag | Schutzvorrichtung für ein Kraftfahrzeug |
DE10065518A1 (de) * | 2000-12-28 | 2002-07-11 | Bosch Gmbh Robert | Verfahren zum Auslösen von Rückhaltemitteln in einem Kraftfahrzeug |
DE10100880A1 (de) * | 2001-01-11 | 2002-07-25 | Bosch Gmbh Robert | Verfahren zur Aufprallerkennung bei einem Kraftfahrzeug |
Family Cites Families (9)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US20040256842A1 (en) * | 1994-05-23 | 2004-12-23 | Breed David S. | Knee bolster airbag system |
US6424898B2 (en) * | 2000-06-23 | 2002-07-23 | Delphi Technologies, Inc. | Vehicle occupant restraint control system using a crash severity model |
DE10132681C1 (de) * | 2001-07-05 | 2002-08-22 | Bosch Gmbh Robert | Verfahren zur Klassifizierung von einem Hindernis anhand von Precrashsensorsignalen |
US7191045B2 (en) * | 2001-08-28 | 2007-03-13 | Robert Bosch Gmbh | Method for determining a trigger time for restraint means in a vehicle |
JP2003182508A (ja) * | 2001-12-18 | 2003-07-03 | Denso Corp | 車両用乗員保護装置 |
JP4206741B2 (ja) * | 2002-04-03 | 2009-01-14 | タカタ株式会社 | 衝突検出装置及び安全装置 |
GB2390461B (en) * | 2002-07-02 | 2005-06-15 | Autoliv Dev | Improvements in or relating to a triggering unit |
US7046167B2 (en) * | 2002-12-13 | 2006-05-16 | Ford Global Technologies, Llc | Adaptive collision load path modification system for vehicle collision compatibility |
JP4086013B2 (ja) * | 2003-07-24 | 2008-05-14 | 株式会社デンソー | 車両用衝突物体判別装置 |
-
2003
- 2003-01-28 DE DE10303146A patent/DE10303146A1/de not_active Withdrawn
- 2003-10-18 DE DE50308086T patent/DE50308086D1/de not_active Expired - Lifetime
- 2003-10-18 WO PCT/DE2003/003502 patent/WO2004069606A1/de active IP Right Grant
- 2003-10-18 EP EP03773553A patent/EP1590209B1/de not_active Expired - Lifetime
- 2003-10-18 US US10/543,786 patent/US7376502B2/en not_active Expired - Fee Related
- 2003-10-18 JP JP2004567715A patent/JP2006513094A/ja active Pending
Patent Citations (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE19818586C1 (de) * | 1998-04-25 | 1999-09-30 | Daimler Chrysler Ag | Schutzvorrichtung für ein Kraftfahrzeug |
DE10065518A1 (de) * | 2000-12-28 | 2002-07-11 | Bosch Gmbh Robert | Verfahren zum Auslösen von Rückhaltemitteln in einem Kraftfahrzeug |
DE10100880A1 (de) * | 2001-01-11 | 2002-07-25 | Bosch Gmbh Robert | Verfahren zur Aufprallerkennung bei einem Kraftfahrzeug |
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US7236866B2 (en) | 2003-10-29 | 2007-06-26 | Denso Corporation | Vehicular collision object determining system |
DE102004051585B4 (de) * | 2003-10-29 | 2009-07-30 | DENSO CORPORATION, Kariya-shi | Bestimmungssystem für ein Fahrzeugkollisionsobjekt |
Also Published As
Publication number | Publication date |
---|---|
EP1590209A1 (de) | 2005-11-02 |
US7376502B2 (en) | 2008-05-20 |
DE50308086D1 (de) | 2007-10-11 |
US20060235592A1 (en) | 2006-10-19 |
DE10303146A1 (de) | 2004-07-29 |
EP1590209B1 (de) | 2007-08-29 |
JP2006513094A (ja) | 2006-04-20 |
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