WO2009058054A1 - A backup power supply arrangement to a deployment circuit for triggering the activation of an occupant restraint system - Google Patents

A backup power supply arrangement to a deployment circuit for triggering the activation of an occupant restraint system Download PDF

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Publication number
WO2009058054A1
WO2009058054A1 PCT/SE2007/000948 SE2007000948W WO2009058054A1 WO 2009058054 A1 WO2009058054 A1 WO 2009058054A1 SE 2007000948 W SE2007000948 W SE 2007000948W WO 2009058054 A1 WO2009058054 A1 WO 2009058054A1
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WO
WIPO (PCT)
Prior art keywords
restraint
power
power supply
vehicle
supply
Prior art date
Application number
PCT/SE2007/000948
Other languages
French (fr)
Inventor
Mark Willerton
Colm Boran
Original Assignee
Autoliv Development Ab
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 Autoliv Development Ab filed Critical Autoliv Development Ab
Priority to PCT/SE2007/000948 priority Critical patent/WO2009058054A1/en
Publication of WO2009058054A1 publication Critical patent/WO2009058054A1/en

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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
    • B60R21/017—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents including arrangements for providing electric power to safety arrangements or their actuating means, e.g. to pyrotechnic fuses or electro-mechanic valves
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/34—Parallel operation in networks using both storage and other dc sources, e.g. providing buffering
    • H02J7/345—Parallel operation in networks using both storage and other dc sources, e.g. providing buffering using capacitors as storage or buffering devices
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J9/00—Circuit arrangements for emergency or stand-by power supply, e.g. for emergency lighting
    • H02J9/04—Circuit arrangements for emergency or stand-by power supply, e.g. for emergency lighting in which the distribution system is disconnected from the normal source and connected to a standby source
    • H02J9/06—Circuit arrangements for emergency or stand-by power supply, e.g. for emergency lighting in which the distribution system is disconnected from the normal source and connected to a standby source with automatic change-over, e.g. UPS systems
    • H02J9/061—Circuit arrangements for emergency or stand-by power supply, e.g. for emergency lighting in which the distribution system is disconnected from the normal source and connected to a standby source with automatic change-over, e.g. UPS systems for DC powered loads

Definitions

  • This invention relates to a power supply arrangement, and in particular to an arrangement for supplying power to various components of a motor vehicle under different conditions.
  • a modern motor vehicle is provided with several systems which require electrical power. In general, all of these systems are powered from the vehicle's main battery. In the event of a crash or other hazardous situation, however, the vehicle's main battery may become damaged, or disconnected from the remainder of the vehicle's electrical systems. In these circumstances, there are certain vehicle systems which must continue to operate, and hence it is desirable for backup systems to be put in place.
  • a restraint device such as an airbag.
  • a vehicle airbag is activated by discharging a capacitor through a squib, to ignite a pyrotechnic charge and inflate the airbag. It is normal to use a capacitor, because a large, charged capacitor will deliver a large flow of current, whereas a battery may not produce a sufficiently large current. It is, however, also important that the ignition control logic and the crash sensors of the vehicle do not fail if the main battery is damaged or disconnected, and it is therefore normal for both the ignition control logic and the crash sensors to be powered from the capacitor that is provided to ignite the pyrotechnic charge to inflate the airbag. In some vehicles, two backup capacitors are used, one for ignition of the airbag, and a further one to provide power for crash sensors and control logic. It is an object of the present invention to provide an improved vehicle power supply arrangement of this type.
  • one aspect of the present invention provides a power supply arrangement for a vehicle, comprising: at least one deployment circuit for triggering the activation of an occupant restraint system; at least one restraint logic circuit for controlling the deployment circuit; a first capacitor to provide power for the deployment circuit; a main vehicle power supply, connected to the at least one restraint logic circuit for supplying power thereto and for charging the first capacitor; and a reserve battery for supplying power to the at least one restraint logic circuit in the event of the interruption of the supply of power from the main power supply to the at least one restraint logic circuit.
  • the reserve battery is non-chargeable.
  • the arrangement further comprises a chargeable energy reserve, separate from the reserve battery, connected to supply power to the at least one restraint logic circuit.
  • power is supplied to the at least one restraint logic circuit from the reserve battery if the supply of power from the main power supply to the at least one restraint logic circuit is interrupted for a length of time exceeding a threshold, and wherein, following interruption of the supply of main power and before the end of this threshold, power is supplied to the at least one restraint logic circuit from the energy reserve.
  • the chargeable energy reserve comprises a second capacitor or a further battery.
  • power is supplied to the at least one restraint logic circuit from the reserve battery only when it is determined that the vehicle will imminently be involved in a crash or other hazardous situation.
  • the arrangement further comprises at least one crash sensor, the at least one crash sensor being powered from the same source as the at least one restraint logic circuit.
  • the arrangement further comprises a further energy reserve, with power for the at least one deployment circuit being provided by the further energy reserve.
  • the arrangement further comprises an emergency telematic system for broadcasting an emergency message from the vehicle after it has been determined that the vehicle has been involved in a crash situation, the emergency telematic system having a connection to the main vehicle power supply, and being arranged to be powered by the reserve battery in the event of interruption of the power supply from the main vehicle power supply.
  • FIGS 1 to 6 are schematic views of components for systems embodying the present invention.
  • An emergency telematic system sometimes known as an "e-Call" system, is adapted to send a message to an emergency centre after it has been determined that the vehicle has been involved in a crash.
  • the message generally includes information which will be useful to emergency services, such as the time of the crash, the location of the crash (as determined by an on-board positioning system such as GPS), information regarding the vehicle safety systems that were triggered during the crash, and so on.
  • an e-Call system will usually have a reserve battery that serves as a backup power source for the e-Call system in case of loss of power from the vehicle's main battery.
  • the systems include restraint control circuits 1 which may include, but are not limited to, crash sensors 1a, control logic 1b for controlling the activation of a restraint device, and one or more deployment circuits 1 c, to trigger deployment of the restraint device.
  • restraint control circuits 1 may include, but are not limited to, crash sensors 1a, control logic 1b for controlling the activation of a restraint device, and one or more deployment circuits 1 c, to trigger deployment of the restraint device.
  • a restraint supply selector 2 is provided, to select the source of power that will be used for the restraint control circuits 1.
  • the vehicle further comprises an e-Call system 3, for generating an emergency signal to send to an emergency centre after it is determined that the vehicle has been involved in a crash situation.
  • An e-Call supply selector 4 is also provided, to select the power supply that will be used for the e-Call system 3.
  • the vehicle has a main power supply, which is delivered by the vehicle's main battery 5.
  • the reserve power supply 6 comprises a battery, which is able to generate electrical current, and does not simply comprise a capacitor, which is generally only operable to store deliver electrical charge.
  • the vehicle's main battery 5 is connected to the restraint supply selector 2 and also to the e-Call supply selector 4.
  • the reserve power supply 6 is also connected both to the restraint supply selector 2 and to the e-Call supply selector 4.
  • connection 6a between the vehicle's main battery 5 and the reserve power supply 6, to recharge the reserve power supply 6.
  • the reserve power supply 6 need not be a rechargeable battery, however, and if the reserve power supply 6 is not a rechargeable battery then this optional connection will not be provided.
  • FIG 2 greater detail is shown for a first embodiment for the invention.
  • the restraint supply selector 2 and the e-Call supply selector 4 switching arrangements are provided to alternate between input power delivered to the main vehicle battery 5 and from the reserve power supply 6 with input power from either source being delivered to the restraint control circuits 1 or to the e-Call system 3 as appropriate.
  • the e-Call supply selector 4 is configured so that power will be supplied to the e-Call system 3 from the vehicle's main battery 5 unless the power from the main battery 5 fails. In this case, the e-Call supply selector 4 will switch to receive power from the reserve power supply 6.
  • a restraint control supply circuit 7 is further provided, with power to the restraint control supply circuit 7 being provided from the restraint supply selector 2.
  • An energy reserve 8 in the form of a capacitor, is connected to the restraint control supply circuit 7, and is arranged to be charged with electrical charge, from whichever power supply (i.e. the vehicle main battery 5 or reserve power supply 6) has been selected by the restraint supply selector 2.
  • the restraint control supply circuit 7 is also adapted to supply power to the restraint control circuits 1 (i.e. the crash sensors 1a, the control logic 1b and the one or more deployment circuits 1c).
  • the restraint supply selector 2 will switch from the main vehicle power supply 5 to the reserve power supply 6 if there is a failure in the vehicle power supply of a duration which exceeds a predetermined threshold time T.
  • the threshold T is equal to, or approximately equal to, 150ms.
  • the restraint control circuits 1 will be provided directly from the energy reserve 8. If the main vehicle power supply 5 is restored before the expiry of the threshold time T, then the reserve power supply 6 will not be used, and power to the restraint control circuits 1 will be restored directly from the vehicle main power supply 5, through the restraint supply selector 2 and the restraint control supply circuit 7. In addition, the energy reserve 8 will be re-charged from the main vehicle power supply 5.
  • this time threshold T helps to prevent unnecessary depletion of the reserve power supply 6, and it is envisaged that this will be particularly useful where the reserve power supply 6 comprises a battery that is not a rechargeable battery.
  • this power supply scheme may also be employed for the provision of power to the restraint control circuits 1 , in circumstances where an e-Call system 3 is not provided, or is not associated with the reserve power supply 6 that is provided for the restraint control circuits 1.
  • FIG 4 a schematic view of components according to a further embodiment of the invention is shown. This embodiment corresponds to the embodiment described above, except that the restraint supply selector 2 will switch from the main vehicle power supply 5 to the reserve power supply 6 if the main power supply 5 fails for a time exceeding the threshold T, and it is determined by one or more crash sensors 16 that a crash situation is imminent.
  • the energy reserve 8 is used to provide power to the restraint control circuits 1 , and it will be appreciated that this helps in further limiting drainage of the reserve power supply 6.
  • this embodiment may be used in circumstances where an e-Call system 3 is present, or if an e-Call system 3 is not provided.
  • FIG 5 a schematic view is shown of components in accordance with a further embodiment of the invention.
  • This embodiment is similar to those described above, except that the energy reserve 8 is provided only for providing power to the crash sensors 1a and to the control logic 1b.
  • a further energy reserve 9 in the form of a further capacitor, is provided to supply power to the one or more deployment circuits 1c.
  • power to the one or more deployment circuits 1c is provided directly from the restraint control supply selector 2 and restraint control supply circuit 7, unless there is a failure in the vehicle main power supply 5, in which the further energy reserve 9 is used to power the one or more deployment circuits 1c.
  • the one or more deployment circuits 1c are only powered by the further energy reserve 9.
  • the control logic 1b determines that the restraint device must be activated, no matter how the control logic 1b is powered, the activation of the deployment circuits 1c to activate the restraint system is powered by the further energy reserve 9.
  • the further energy reserve may alternatively comprise a further battery.
  • this scheme may also be used in circumstances where the reserve power supply 6 is not shared by an e-Call system 3. It will be appreciated that the present invention provides a power supply system which will allow the robust operation of certain vehicle systems even in the event of a serious crash, whilst also improving the reliability of these systems.

Abstract

A power supply arrangement for a vehicle, comprising: at least one deployment circuit for triggering the activation of an occupant restraint system; at least one restraint logic circuit for controlling the deployment circuit; a first capacitor to provide power for the deployment circuit; a main vehicle power supply, connected to the at least one restraint logic circuit for supplying power thereto and for charging the first capacitor; and a reserve battery for supplying power to the at least one restraint logic circuit in the event of the interruption of the supply of power from the main power supply to the at least one restraint logic circuit.

Description

A backup power supply arrangement to a deployment circuit for triggering the activation of an occupant restraint system
Description of Invention
This invention relates to a power supply arrangement, and in particular to an arrangement for supplying power to various components of a motor vehicle under different conditions.
A modern motor vehicle is provided with several systems which require electrical power. In general, all of these systems are powered from the vehicle's main battery. In the event of a crash or other hazardous situation, however, the vehicle's main battery may become damaged, or disconnected from the remainder of the vehicle's electrical systems. In these circumstances, there are certain vehicle systems which must continue to operate, and hence it is desirable for backup systems to be put in place.
One system which must operate in all conditions is a restraint device, such as an airbag. In general, a vehicle airbag is activated by discharging a capacitor through a squib, to ignite a pyrotechnic charge and inflate the airbag. It is normal to use a capacitor, because a large, charged capacitor will deliver a large flow of current, whereas a battery may not produce a sufficiently large current. It is, however, also important that the ignition control logic and the crash sensors of the vehicle do not fail if the main battery is damaged or disconnected, and it is therefore normal for both the ignition control logic and the crash sensors to be powered from the capacitor that is provided to ignite the pyrotechnic charge to inflate the airbag. In some vehicles, two backup capacitors are used, one for ignition of the airbag, and a further one to provide power for crash sensors and control logic. It is an object of the present invention to provide an improved vehicle power supply arrangement of this type.
Accordingly, one aspect of the present invention provides a power supply arrangement for a vehicle, comprising: at least one deployment circuit for triggering the activation of an occupant restraint system; at least one restraint logic circuit for controlling the deployment circuit; a first capacitor to provide power for the deployment circuit; a main vehicle power supply, connected to the at least one restraint logic circuit for supplying power thereto and for charging the first capacitor; and a reserve battery for supplying power to the at least one restraint logic circuit in the event of the interruption of the supply of power from the main power supply to the at least one restraint logic circuit.
Advantageously, the reserve battery is non-chargeable.
Preferably, the arrangement further comprises a chargeable energy reserve, separate from the reserve battery, connected to supply power to the at least one restraint logic circuit.
Conveniently, power is supplied to the at least one restraint logic circuit from the reserve battery if the supply of power from the main power supply to the at least one restraint logic circuit is interrupted for a length of time exceeding a threshold, and wherein, following interruption of the supply of main power and before the end of this threshold, power is supplied to the at least one restraint logic circuit from the energy reserve.
Advantageously, the chargeable energy reserve comprises a second capacitor or a further battery. Preferably, power is supplied to the at least one restraint logic circuit from the reserve battery only when it is determined that the vehicle will imminently be involved in a crash or other hazardous situation.
Conveniently, the arrangement further comprises at least one crash sensor, the at least one crash sensor being powered from the same source as the at least one restraint logic circuit.
Advantageously, the arrangement further comprises a further energy reserve, with power for the at least one deployment circuit being provided by the further energy reserve.
Preferably, the arrangement further comprises an emergency telematic system for broadcasting an emergency message from the vehicle after it has been determined that the vehicle has been involved in a crash situation, the emergency telematic system having a connection to the main vehicle power supply, and being arranged to be powered by the reserve battery in the event of interruption of the power supply from the main vehicle power supply.
In order that the present invention may be more readily understood, embodiments throughout will now be described, by way of example, with reference to the following figures, in which:
Figures 1 to 6 are schematic views of components for systems embodying the present invention.
The present invention applies particularly, but not exclusively, to vehicles in which an emergency telematic system is provided. An emergency telematic system, sometimes known as an "e-Call" system, is adapted to send a message to an emergency centre after it has been determined that the vehicle has been involved in a crash. The message generally includes information which will be useful to emergency services, such as the time of the crash, the location of the crash (as determined by an on-board positioning system such as GPS), information regarding the vehicle safety systems that were triggered during the crash, and so on.
It will be appreciated that, in the case of the vehicle's main battery being damaged or disconnected during a crash or other accident, it is important that the e-Call capability of the vehicle is still able to function. For this reason, an e-Call system will usually have a reserve battery that serves as a backup power source for the e-Call system in case of loss of power from the vehicle's main battery.
With reference firstly to figure 1 , a schematic view of certain systems of a motor vehicle are shown. The systems include restraint control circuits 1 which may include, but are not limited to, crash sensors 1a, control logic 1b for controlling the activation of a restraint device, and one or more deployment circuits 1 c, to trigger deployment of the restraint device.
A restraint supply selector 2 is provided, to select the source of power that will be used for the restraint control circuits 1.
The vehicle further comprises an e-Call system 3, for generating an emergency signal to send to an emergency centre after it is determined that the vehicle has been involved in a crash situation. An e-Call supply selector 4 is also provided, to select the power supply that will be used for the e-Call system 3.
As discussed above, the vehicle has a main power supply, which is delivered by the vehicle's main battery 5. A reserve power supply 6, in the form of a reserve battery, is also provided, preferably in the vicinity of the restraint supply selector 2 and the e-Call supply selector 4. The reserve power supply 6 comprises a battery, which is able to generate electrical current, and does not simply comprise a capacitor, which is generally only operable to store deliver electrical charge.
The vehicle's main battery 5 is connected to the restraint supply selector 2 and also to the e-Call supply selector 4. The reserve power supply 6 is also connected both to the restraint supply selector 2 and to the e-Call supply selector 4.
Optionally, there may be a connection 6a between the vehicle's main battery 5 and the reserve power supply 6, to recharge the reserve power supply 6. The reserve power supply 6 need not be a rechargeable battery, however, and if the reserve power supply 6 is not a rechargeable battery then this optional connection will not be provided.
Turning to figure 2, greater detail is shown for a first embodiment for the invention. In the restraint supply selector 2 and the e-Call supply selector 4, switching arrangements are provided to alternate between input power delivered to the main vehicle battery 5 and from the reserve power supply 6 with input power from either source being delivered to the restraint control circuits 1 or to the e-Call system 3 as appropriate.
The e-Call supply selector 4 is configured so that power will be supplied to the e-Call system 3 from the vehicle's main battery 5 unless the power from the main battery 5 fails. In this case, the e-Call supply selector 4 will switch to receive power from the reserve power supply 6.
With regard to the restraint control circuits 1 , a restraint control supply circuit 7 is further provided, with power to the restraint control supply circuit 7 being provided from the restraint supply selector 2. An energy reserve 8, in the form of a capacitor, is connected to the restraint control supply circuit 7, and is arranged to be charged with electrical charge, from whichever power supply (i.e. the vehicle main battery 5 or reserve power supply 6) has been selected by the restraint supply selector 2. The restraint control supply circuit 7 is also adapted to supply power to the restraint control circuits 1 (i.e. the crash sensors 1a, the control logic 1b and the one or more deployment circuits 1c).
If there is no power supply to the restraint control supply circuit 7, power may be supplied to the restraint control circuits 1 directly from the energy reserve 8.
It will be appreciated that providing a reserve power supply that is shared between some or all of the restraint control circuits 1 and the e-Call system 3 is an efficient arrangement, which reduce the space and weight required to accommodate these components on board the vehicle.
In preferred embodiments, the restraint supply selector 2 will switch from the main vehicle power supply 5 to the reserve power supply 6 if there is a failure in the vehicle power supply of a duration which exceeds a predetermined threshold time T. In preferred embodiments of the invention, the threshold T is equal to, or approximately equal to, 150ms.
If there is a failure in the main vehicle power supply 5 for a time which is less than the threshold T, then power to the restraint control circuits 1 will be provided directly from the energy reserve 8. If the main vehicle power supply 5 is restored before the expiry of the threshold time T, then the reserve power supply 6 will not be used, and power to the restraint control circuits 1 will be restored directly from the vehicle main power supply 5, through the restraint supply selector 2 and the restraint control supply circuit 7. In addition, the energy reserve 8 will be re-charged from the main vehicle power supply 5.
The use of this time threshold T, combined with the presence of the energy reserve 8, helps to prevent unnecessary depletion of the reserve power supply 6, and it is envisaged that this will be particularly useful where the reserve power supply 6 comprises a battery that is not a rechargeable battery.
Referring to figure 3, it can be seen that this power supply scheme may also be employed for the provision of power to the restraint control circuits 1 , in circumstances where an e-Call system 3 is not provided, or is not associated with the reserve power supply 6 that is provided for the restraint control circuits 1.
Turning to figure 4, a schematic view of components according to a further embodiment of the invention is shown. This embodiment corresponds to the embodiment described above, except that the restraint supply selector 2 will switch from the main vehicle power supply 5 to the reserve power supply 6 if the main power supply 5 fails for a time exceeding the threshold T, and it is determined by one or more crash sensors 16 that a crash situation is imminent.
In circumstances where the main power supply 5 fails for a time which is less that the threshold time T, or in cases where it has not been determined that a crash is imminent, the energy reserve 8 is used to provide power to the restraint control circuits 1 , and it will be appreciated that this helps in further limiting drainage of the reserve power supply 6.
Once again, this embodiment may be used in circumstances where an e-Call system 3 is present, or if an e-Call system 3 is not provided.
Referring to figure 5, a schematic view is shown of components in accordance with a further embodiment of the invention. This embodiment is similar to those described above, except that the energy reserve 8 is provided only for providing power to the crash sensors 1a and to the control logic 1b. In addition, a further energy reserve 9, in the form of a further capacitor, is provided to supply power to the one or more deployment circuits 1c. In certain embodiments, power to the one or more deployment circuits 1c is provided directly from the restraint control supply selector 2 and restraint control supply circuit 7, unless there is a failure in the vehicle main power supply 5, in which the further energy reserve 9 is used to power the one or more deployment circuits 1c. In preferred embodiments of the invention, however, the one or more deployment circuits 1c are only powered by the further energy reserve 9. Thus, if it is determined by the control logic 1b that the restraint device must be activated, no matter how the control logic 1b is powered, the activation of the deployment circuits 1c to activate the restraint system is powered by the further energy reserve 9. The further energy reserve may alternatively comprise a further battery.
It will be appreciated that this modification simplifies the overall design, and also reduces potential drainage of the reserve power supply 6. This will be particularly the case in vehicles where the reserve power supply 6 is shared with an e-Call system 3. Once the vehicle has been involved in a crash, it is important that power is available to the e-Call system 3 to transmit an emergency message for a reasonable length of time following the crash, for instance ten seconds. It will therefore be understood that it is important for the reserve power supply 6 to be able to supply power for a reasonable length of time, in circumstances where the e-Call system 3 cannot be powered by the vehicle's main battery 5 due to damage or displacement. The less the reserve power supply 6 is drained by the restraint control circuits 1 , therefore, the better.
As can be seen from figure 6, however, this scheme may also be used in circumstances where the reserve power supply 6 is not shared by an e-Call system 3. It will be appreciated that the present invention provides a power supply system which will allow the robust operation of certain vehicle systems even in the event of a serious crash, whilst also improving the reliability of these systems.
When used in this specification and claims, the terms "comprises" and "comprising" and variations thereof mean that the specified features, steps or integers are included. The terms are not to be interpreted to exclude the presence of other features, steps or components.
The features disclosed in the foregoing description, or the following claims, or the accompanying drawings, expressed in their specific forms or in terms of a means for performing the disclosed function, or a method or process for attaining the disclosed result, as appropriate, may, separately, or in any combination of such features, be utilised for realising the invention in diverse forms thereof.

Claims

_10Claims
1. A power supply arrangement for a vehicle, comprising: at least one deployment circuit for triggering the activation of an occupant restraint system; at least one restraint logic circuit for controlling the deployment circuit; a first capacitor to provide power for the deployment circuit; a main vehicle power supply, connected to the at least one restraint logic circuit for supplying power thereto and for charging the first capacitor; and a reserve battery for supplying power to the at least one restraint logic circuit in the event of the interruption of the supply of power from the main power supply to the at least one restraint logic circuit.
2. An arrangement according to claim 1 , wherein the reserve battery is non-chargeable.
3. An arrangement according to claim 1 , further comprising a chargeable energy reserve, separate from the reserve battery, connected to supply power to the at least one restraint logic circuit.
4. An arrangement accordingly to claim 3, wherein power is supplied to the at least one restraint logic circuit from the reserve battery if the supply of power from the main power supply to the at least one restraint logic circuit is interrupted for a length of time exceeding a threshold, and wherein, following interruption of the supply of main power and before the end of this threshold, power is supplied to the at least one restraint logic circuit from the energy reserve.
5. An arrangement according to claim 4, wherein the chargeable energy reserve comprises a second capacitor or a further battery.
6. An arrangement according to claim 4 or 5, wherein power is supplied to the at least one restraint logic circuit from the reserve battery only when it is determined that the vehicle will imminently be involved in a crash or other hazardous situation.
7. An arrangement according to any preceding claim, further comprising at least one crash sensor, the at least one crash sensor being powered from the same source as the at least one restraint logic circuit.
8. An arrangement according to any preceding claim, further comprising a further energy reserve, with power for the at least one deployment circuit being provided by the further energy reserve.
9. An arrangement according to any preceding claim, further comprising an emergency telematic system for broadcasting an emergency message from the vehicle after it has been determined that the vehicle has been involved in a crash situation, the emergency telematic system having a connection to the main vehicle power supply, and being arranged to be powered by the reserve battery in the event of interruption of the power supply from the main vehicle power supply.
PCT/SE2007/000948 2007-10-29 2007-10-29 A backup power supply arrangement to a deployment circuit for triggering the activation of an occupant restraint system WO2009058054A1 (en)

Priority Applications (1)

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PCT/SE2007/000948 WO2009058054A1 (en) 2007-10-29 2007-10-29 A backup power supply arrangement to a deployment circuit for triggering the activation of an occupant restraint system

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PCT/SE2007/000948 WO2009058054A1 (en) 2007-10-29 2007-10-29 A backup power supply arrangement to a deployment circuit for triggering the activation of an occupant restraint system

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3865352A1 (en) * 2020-02-14 2021-08-18 Veoneer Sweden AB Restraint control module

Citations (6)

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Publication number Priority date Publication date Assignee Title
EP0615887A1 (en) * 1993-03-18 1994-09-21 Delco Electronics Corporation Supplemental inflatable restraint system
EP0816186A1 (en) * 1996-07-01 1998-01-07 Motorola, Inc. Current limit controller for an air bag deployment system
US5995891A (en) * 1996-04-24 1999-11-30 Denso Corporation Automotive occupant restraint system with energy reserve circuit
US20020171293A1 (en) * 1999-12-16 2002-11-21 Walter Baumgartner Method for controlling the emergency power supply and the emergency power supply system, in particular for a vehicle occupant protection system
US6591176B1 (en) * 2002-09-11 2003-07-08 Ford Global Technologies, Llc Backup power supply for a crash notification system for an automotive vehicle and method of operating the same
US20040120382A1 (en) * 2002-12-19 2004-06-24 Bennett Paul T. Structure and method of thermally protecting power devices for airbag deployment

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0615887A1 (en) * 1993-03-18 1994-09-21 Delco Electronics Corporation Supplemental inflatable restraint system
US5995891A (en) * 1996-04-24 1999-11-30 Denso Corporation Automotive occupant restraint system with energy reserve circuit
EP0816186A1 (en) * 1996-07-01 1998-01-07 Motorola, Inc. Current limit controller for an air bag deployment system
US20020171293A1 (en) * 1999-12-16 2002-11-21 Walter Baumgartner Method for controlling the emergency power supply and the emergency power supply system, in particular for a vehicle occupant protection system
US6591176B1 (en) * 2002-09-11 2003-07-08 Ford Global Technologies, Llc Backup power supply for a crash notification system for an automotive vehicle and method of operating the same
US20040120382A1 (en) * 2002-12-19 2004-06-24 Bennett Paul T. Structure and method of thermally protecting power devices for airbag deployment

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3865352A1 (en) * 2020-02-14 2021-08-18 Veoneer Sweden AB Restraint control module

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