MOTOR VEHICLE AND METHOD FOR CONTROLLING THE SAME AS WELL AS AIRBAG CONTROL DEVICE

Abstract

Vehicle, including: a vehicle image recording device (40); a first battery (20); a power distribution device (30) which is configured to provide an IGN power source (31) and a BAT power source (32) from the first battery (20); a second battery (50); an airbag (70); and an airbag control unit (100) which is configured to receive power from the IGN power source (31) of the power distribution unit (30) and to trigger the airbag (70), wherein the airbag control unit (100) is further configured to receive power from the BAT power source (32) of the power distribution unit (30) when the vehicle is switched off, and to receive power from the second battery (50) when the first battery (20) is damaged, and wherein the second battery (50) is arranged to supply power to the driving image recording device (40).

Description

TECHNICAL AREA

[0001] The invention relates to a vehicle, a method for controlling the same and an airbag control device, and in particular to a vehicle with an airbag, a method for controlling the same and an airbag control device. BACKGROUND

[0002] Generally, a vehicle refers to a device for movement or transport intended to travel on a road or railway using fossil fuels, electricity, or similar sources of power. For example, a vehicle can be powered by an internal combustion engine.

[0003] The vehicle is entered by people, such as drivers and passengers. Therefore, the vehicle is designed with priority given to the safety of the people, including the driver and passengers.

[0004] In particular, the vehicle is equipped with an airbag that protects the lives of the driver and passengers in the event of a collision. The airbag can be electrically controlled by an airbag control unit (ACU).

[0005] The airbag control unit is an electrical device and only functions when it is powered. For example, the power supply to the airbag control unit can be interrupted even if the airbag is triggered by a severe primary impact of the vehicle. Consequently, the airbag may not deploy in a severe secondary impact because the airbag control unit is not functioning.

[0006] From DE 10 2017 126 071 A1, a vehicle is known comprising a first battery and a power distribution device configured to provide an IGN power source and a BAT power source from the first battery; a second battery; an airbag; and an airbag control device configured to receive power from the IGN power source of the power distribution device and to trigger the airbag, wherein the airbag control device is further configured to receive power from the BAT power source of the power distribution device when the vehicle is switched off, and to receive power from the second battery when the first battery is damaged.

[0007] The information disclosed in the preceding background section is intended to contribute to the background understanding of the present invention and should not be understood as an acknowledgment that this information constitutes part of the prior art. OVERVIEW

[0008] It is therefore the object of the present invention to provide a vehicle that is able to deploy an airbag even after an impact on the vehicle.

[0009] The problem is solved by a vehicle with the features of claim 1, a method for controlling the vehicle with the features of claim 10, and an airbag control device with the features of claim 14. Advantageous further developments are found in the dependent claims.

[0010] Additional aspects of the invention are partly set out in the following description, partly are obvious from the description, or can be learned by applying the invention in practice.

[0011] In accordance with an aspect of the invention, a vehicle comprises a vehicle image recording device; a first battery; a power distribution device configured to provide an IGN power source and a BAT power source on the side of the first battery; a second battery; an airbag; and an airbag control device configured to receive power from the IGN power source of the power distribution device and to deploy the airbag. The airbag control device may further be configured to receive power from the BAT power source of the power distribution device when the vehicle is switched off, and to receive power from the second battery when the battery is damaged, wherein the second battery is configured to supply power to the vehicle image recording device.

[0012] The airbag control unit may include a circuit configured to receive power from at least one of the power sources IGN, BAT and the second battery; or a control unit configured to receive power from the second battery based on a voltage from the IGN power source and a voltage from the BAT power source.

[0013] The controller can also be configured to receive power from the second battery if both the voltage of the IGN power source and the voltage of the BAT power source are below a predetermined reference voltage.

[0014] The airbag control unit may further include a first switch located between the second battery and the electrical circuit. The control unit may also be configured to activate the first switch in order to receive power from the second battery.

[0015] The airbag control unit may also include an emergency capacitor connected to the control unit. The control unit may also be configured to receive power from the emergency capacitor based on the voltage of the second battery.

[0016] The control unit can also be configured to receive power from the emergency capacitor if the voltage of the second battery is below the specified reference voltage.

[0017] The airbag control unit may further include a second switch located between the emergency capacitor and the control unit. The control unit may also be configured to activate the second switch to receive power from the emergency capacitor.

[0018] The first battery and the power distribution unit are located in the vehicle's engine compartment. The second battery is located in the vehicle's passenger compartment.

[0019] The vehicle may also be equipped with a vehicle image recording device. The second battery may be configured to supply power to the vehicle image recording device.

[0020] The second battery can be set up to be charged by the IGN power source.

[0021] In accordance with another aspect of the invention, a method for controlling a vehicle comprises a first battery, a power distribution device configured to provide an IGN power source and a BAT power source on the side of the first battery, a second battery configured to supply power to the vehicle image recording device, and an airbag. The method comprises receiving power from at least one of the IGN power sources of the power distribution device, the BAT power source of the power distribution device, or the second battery; and receiving power from the second battery based on a voltage of the IGN power source and a voltage of the BAT power source.

[0022] Receiving power from the second battery can include receiving power from the second battery when both the voltage of the IGN power source and the voltage of the BAT power source are below a predetermined reference voltage.

[0023] The procedure can also include receiving power from an emergency capacitor based on the voltage of the second battery.

[0024] Receiving power from the emergency capacitor may include receiving power from the emergency capacitor when the voltage of the second battery is below the specified reference voltage.

[0025] In accordance with another aspect of the invention, an airbag control device provided in a vehicle with a first battery, a power distribution device configured to provide an IGN power supply and a BAT power supply from the first battery, a second battery and an airbag, comprises a circuit configured to receive current from at least one of the IGN power sources of the power distribution device, the BAT power source of the power distribution device or the second battery; a control device configured to receive current from the IGN power source to deploy the airbag and, based on a voltage of the IGN power source and a voltage of the BAT power source, to receive current from the second battery;and an emergency capacitor connected to the control unit, the control unit further being configured to receive power from the emergency capacitor when the voltage of the second battery is below the specified reference voltage.

[0026] The controller can also be configured to receive power from the second battery if both the voltage of the IGN power source and the voltage of the BAT power source are below a predetermined reference voltage.

[0027] The airbag control unit may further include a first switch located between the second battery and the electrical circuit. The control unit may also be configured to activate the first switch in order to receive power from the second battery.

[0028] The airbag control unit may also include an emergency capacitor connected to the control unit. The control unit may also be configured to receive power from the emergency capacitor based on the voltage of the second battery.

[0029] The control unit can also be configured to receive power from the emergency capacitor if the voltage of the second battery is below the specified reference voltage.

[0030] The airbag control unit may further include a second switch located between the emergency capacitor and the control unit. The control unit may also be configured to activate the second switch to receive power from the emergency capacitor. BRIEF DESCRIPTION OF THE DRAWING FIGURES

[0031] These and / or other aspects of the invention will become apparent and easier to understand from the following description of the embodiments in conjunction with the accompanying drawing figures, in which: Fig. 1 is a view that represents a power supply to a vehicle according to an exemplary embodiment of the invention. Fig. Figure 2 is a view showing a simplified arrangement of the components of a vehicle according to an exemplary embodiment of the invention. Fig. Figure 3 is a view showing a configuration of an airbag control unit in a vehicle according to an exemplary embodiment of the invention. Fig. Figure 4 is a circuit diagram of an airbag control unit installed in a vehicle according to an exemplary embodiment of the invention. Fig. Figure 5 is a view showing a function of a processor included in a vehicle according to an exemplary embodiment of the invention. Fig. Figure 6 is a view illustrating the operation of an airbag control unit installed in a vehicle according to an exemplary embodiment of the invention. Fig. Figure 7 is a view showing a power management function of an airbag control unit in a vehicle according to an exemplary embodiment of the invention. DETAILED DESCRIPTION

[0032] The following detailed description is intended to help the reader gain a comprehensive understanding of the processes, devices, and / or systems described herein. Accordingly, various changes, modifications, and equivalents to the processes, devices, and / or systems described herein are suggested to those skilled in the art. The sequence of processing operations described is an example; however, the sequence of operations is not limited to that described herein and may be modified to the extent technically known, with the exception of operations that necessarily occur in a specific order.

[0033] Furthermore, corresponding descriptions of known functions and constructions can be omitted in order to increase clarity and conciseness.

[0034] In addition, exemplary embodiments are described in more detail below with reference to the accompanying drawings. However, these exemplary embodiments can be embodied in many different ways and should not be interpreted as being limited to the embodiments described here. These embodiments are provided in such a way that this invention is comprehensive and complete, and that those skilled in the art fully understand the exemplary embodiments. The same numerals denote identical elements throughout.

[0035] It is assumed that, although the terms "first," "second," etc., can be used here to describe different elements, these elements are not intended to be restricted by these terms. These terms are only used to distinguish one element from another. In the form used here, the term "and / or" includes all combinations of one or more of the elements listed here.

[0036] It is assumed that when an element is described as "connected" or "coupled" to another element, it can be directly connected or coupled to the other element, or there can be intervening elements. Conversely, when an element is described as "directly connected" or "directly coupled" to another element, there are no intervening elements.

[0037] The terminology used here serves only to describe certain embodiments and is not intended to be restrictive. Where used here, the singular forms "ein", "eine" and "der / die / das" are intended to include the plural forms as well, unless the context clearly indicates otherwise.

[0038] Reference is now made in detail to the exemplary embodiments of the invention, which are illustrated by way of example in the accompanying drawing figures, whereby identical reference numerals consistently refer to identical elements.

[0039] The phrase “at least one of a, b and c” should be understood to include only a, only b, only c, both a and b, both a and c, both b and c or all of a, b and c.

[0040] The functional principles and embodiments according to the invention are described below with reference to the attached drawing figures.

[0041] Fig. Figure 1 is a view showing a power supply to a vehicle according to an exemplary embodiment of the invention, and Fig. Figure 2 is a view showing a simplified arrangement of components of a vehicle according to an exemplary embodiment of the invention.

[0042] A vehicle 1 may comprise a body that forms its external appearance and accommodates a driver and / or luggage, a chassis that includes components of the vehicle 1 except for the body, and electrical equipment that protects the driver and provides comfort.

[0043] Referring to Fig. The vehicle 1 can include an engine 11, a generator 12, a first battery 20, a power distribution device (e.g., an electrical junction box) 30, a vehicle image recording device 40, a second battery 50, and an airbag control unit 100. These electrical devices can communicate with each other via a vehicle communication network NT. For example, the electrical devices can send and receive data via Ethernet, Media Oriented Systems Transport (MOST), FlexRay, Controller Area Network (CAN), Local Interconnect Network (LIN), and the like.

[0044] The engine 11 can generate motive power through the explosive combustion of fuel, and this motive power can be transmitted to the wheels. In this case, some of the torque generated by the engine 11 can be supplied to the generator 12, and the generator 12 can convert the engine 11's motive power into electrical current (hereinafter also referred to as "power"). Some of the power generated by the generator 12 can be supplied to the electrical equipment of the vehicle 1, and another portion of the power can be stored in the vehicle 1's first battery 20.

[0045] Generator 12 can generate electrical current, i.e., power, from the rotational force of motor 11. Generator 12 can include a rotor that rotates with the axis of rotation of motor 11 and a stator attached to the chassis. The rotor can rotate with the axis of rotation of motor 11 and generate a rotating magnetic field. The stator can include a stator coil, and a current is induced in the stator coil by the rotating magnetic field of the rotor. The current induced in the stator coil allows generator 12 to supply power to the first battery 20. In other words, generator 12 can supply electrical current to the first battery 20.

[0046] The first battery 20 can store electrical current generated from the motive power of the motor 11 and supply this current to the electrical equipment of the vehicle 1. While the vehicle 1 is in motion, the generator 12 can convert the rotational energy of the motor 11 into electrical current (electrical energy), and the first battery 20 can receive and store this electrical energy from the generator 12. If the power consumed by the electrical equipment of the vehicle 1 while the vehicle 1 is in motion exceeds the power generated by the generator 12, the first battery 20 can supply power to the electrical equipment of the vehicle 12. Furthermore, the first battery 20 can supply power to the electrical equipment of the vehicle 1 when the vehicle is parked and the motor 11 is switched off.

[0047] The first battery 20 can include a battery sensor. The battery sensor can detect the output (output voltage, output current, etc.) of the first battery 20. Based on the output voltage, output current, and temperature of the first battery 20, the battery sensor can generate battery data. For example, based on the output voltage, output current, and temperature of the first battery 20, the battery sensor can determine the state of charge (SoC) of the first battery 20. The SoC of the first battery 20 indicates the level of electrical energy stored in the first battery 20. The SoC generally has a value from 0% to 100% and indicates the degree to which the first battery 20 is charged between a state of full discharge (0%) and a state of full charge (100%).

[0048] The power distribution unit 30 can distribute / supply power from the generator 12 and / or the first battery 20 to the electrical equipment. For example, the power distribution unit 30 can allow or interrupt the power supply from the generator 12 and / or the first battery 20 to the electrical equipment.

[0049] The power distribution unit 30 can provide different types of power depending on the vehicle's starting state.

[0050] For example, the power distribution unit 30 can provide an IGN power source 31, a BAT power source 32, and an ACC power source 33. The BAT power source 32, the IGN power source 31, and the ACC power source 33 can be supplied via different lines.

[0051] The term “IGN” is an abbreviation for “ignition” and the term “BAT” is an abbreviation for “battery”.

[0052] The BAT power source 32 can be a power supply that is always fed by the first battery 20. The electrical devices connected to the BAT power source 32 can always be powered by the first battery 20, unless the first battery 20 is completely discharged.

[0053] The IGN power source 31 is a power source that is supplied by the first battery 20 when the vehicle 1 is started. When a key of the vehicle 1 is in the "ON" position (i.e., inserted into a keyhole), the ignition of the vehicle 1 is switched on and the IGN power source 31 can be activated. Furthermore, in the case of an electronic key, when an ignition button of the vehicle 1 is pressed while the vehicle 1 is braking (the driver presses a brake pedal), the ignition of the vehicle 1 is switched on and the IGN power source 31 can be activated.

[0054] The electrical devices connected to the IGN power source 31 may only receive power from the first battery 20 when the ignition of vehicle 1 is switched on, and do not receive power from the first battery 20 when the ignition of vehicle 1 is not switched on.

[0055] The ACC power source 33 is a power source capable of supplying power to the electrical devices of vehicle 1 when the vehicle's ignition is not switched on. When the vehicle's key is inserted into the keyhole in the "ACC" position, the ACC power source 33 can be activated as long as the vehicle's ignition is not switched on. Furthermore, in the case of an electronic key, if the vehicle's ignition button is pressed while the vehicle is not braking (a state in which the driver is not pressing the brake pedal), the ACC power source 33 can be activated when the vehicle's ignition is not switched on.

[0056] The electrical devices connected to the IGN power source 31 can be powered by the first battery 20 while the vehicle key 1 is in the “ACC” position.

[0057] The vehicle image recording device 40 can record the front and / or rear of the vehicle 1 and store the recorded image data. The vehicle image recording device 40 can, for example, comprise a camera for capturing the front and / or rear of the vehicle 1 and for acquiring image data, a processor for processing the image data, a memory for storing the processed image data, and the like.

[0058] The vehicle image recording device 40 can be used as evidence of an incident / accident involving vehicle 1. The vehicle image recording device 40 can record an accident image generated while vehicle 1 is in motion, and it can also record an accident image generated while vehicle 1 is parked. Therefore, the vehicle image recording device 40 can capture not only the front and / or rear of vehicle 1 while it is moving, but also the front and / or rear of vehicle 1 while it is parked.

[0059] As described above, it may be necessary for the vehicle image recording device 40 to be supplied with power both when the ignition of vehicle 1 is switched on and when the ignition of vehicle 1 is switched off.

[0060] However, if the vehicle image recording device 40 is powered by the BAT power source 32, the first battery 20 can be completely discharged while the ignition of the vehicle 1 is switched off. Since the vehicle image recording device 40 also operates when the ignition of the vehicle 1 is switched off, as described above, the current consumption of the vehicle image recording device 40 increases if the vehicle 1 is left off for an extended period, and the first battery 20 can be completely discharged.

[0061] To prevent the discharge of the first battery 20, the driving image recording device 40 can receive current from the IGN power source 31 and / or the BAT power source 32 when the ignition of the vehicle 1 is switched on, and can receive current from the second battery 50, which is provided separately from the first battery 20, when the ignition of the vehicle 1 is switched off.

[0062] The second battery 50 can store electrical energy supplied by the first battery 20 and / or the generator 12 and supply electrical current to the driving image recording device 40. The second battery 50 can be charged by being supplied with power from the first battery 20 while the ignition of the vehicle 1 is switched on, and the second battery 50 cannot be charged while the ignition of the vehicle 1 is switched off, and can supply power to the driving image recording device 40.

[0063] The airbag control unit 100 can deploy the airbag, which can protect the driver from impact if the vehicle 1 collides with an obstacle. The airbag control unit 100 can receive a signal from an impact sensor indicating the impact with the obstacle and, in response to the impact signal, trigger a chemical reaction in a sodium azide-containing fuse. The chemical reaction of the sodium azide produces nitrogen, and the airbag can then be deployed.

[0064] The airbag control unit 100 can be powered by the IGN power source 31.

[0065] The IGN power source 31 can only be supplied when the ignition of vehicle 1 is switched on; however, the ignition of vehicle 1 can be switched off if vehicle 1 collides with an obstacle. Therefore, the IGN power source 31 can be deactivated when the ignition of vehicle 1 is switched off. If the airbag control unit 100 is supplied only by the IGN power source 31, the airbag control unit 100 cannot function due to the deactivation of the IGN power source 31, and the airbag cannot deploy.

[0066] To prevent the airbag from failing to deploy due to the deactivation of IGN power source 31, the airbag control unit 100 can be powered by both IGN power source 31 and BAT power source 32. In other words, if IGN power source 31 is deactivated, the airbag control unit 100 can receive power from BAT power source 32.

[0067] As in Fig. As shown in Figure 2, the first battery 20 and the power distribution device 30 are usually located at the front of the vehicle 1. In particular, the first battery 20 and the power distribution device 30 can be arranged in an engine compartment of the vehicle 1.

[0068] Since the first battery 20 and the power distribution unit 30 are located in the engine compartment of the vehicle 1, there is a risk of damage to the first battery 20 or the power distribution unit 30 in the event of a frontal collision of the vehicle 1.

[0069] If the first battery 20 or the power distribution unit 30 is damaged, not only the IGN power source 31 but also the BAT power source 32 will be deactivated. If the airbag control unit 100 is only powered by the IGN power source 31 and the BAT power source 32, the airbag control unit 100 may not function and the airbag may not deploy due to the deactivation of the IGN power source 31 and the BAT power source 32.

[0070] To prevent the airbag from failing to deploy due to the deactivation of the IGN power source 31 and the BAT power source 32, the airbag control unit 100 can be powered by both the IGN power source 31 and the BAT power source 32 as well as by the second battery 50.

[0071] As in Fig. As shown in Figure 2, the second battery 50, together with the vehicle image recording device 40, can be housed in a passenger compartment of the vehicle 1. Therefore, even in a frontal collision of the vehicle 1, it is unlikely that the second battery 50, located in the cabin of the vehicle 1, will be damaged. The probability of the second battery 50 being damaged is at least lower than the probability of the first battery 20 and the power distribution device 30 located in the engine compartment being damaged.

[0072] If both the IGN power source 31 and the BAT power source 32 are deactivated, the airbag control unit 100 can receive power from the second battery 50.

[0073] Furthermore, the airbag control unit 100 may include an emergency capacitor to prepare for damage to the second battery 50. If the IGN power source 31, the BAT power source 32, and the second battery 50 are all deactivated, the airbag control unit 100 can receive power from the emergency capacitor.

[0074] The following describes in more detail the configuration and operation of the Airbag Control Unit 100.

[0075] Fig. Figure 3 is a view showing a configuration of an airbag control unit installed in a vehicle according to an exemplary embodiment of the invention. Fig. Figure 4 is a circuit diagram of an airbag control unit installed in a vehicle according to an exemplary embodiment of the invention. Fig. Figure 5 is a view illustrating a function of a processor included in a vehicle according to an exemplary embodiment of the invention, and Fig. Figure 6 is a view illustrating an operating mode of an airbag control unit included in a vehicle according to an exemplary embodiment of the invention.

[0076] As in Fig. As shown in Figure 3, the vehicle 1 can include a collision sensor 60, an airbag 70 and the airbag control unit 100.

[0077] The collision sensor 60 can detect the collision between the obstacle and the vehicle 1. For example, the collision sensor 60 can include an acceleration sensor that measures the acceleration of the vehicle 1 due to the collision with the obstacle, or a jerk sensor that measures a change in the acceleration of the vehicle 1 due to the collision with the obstacle. Alternatively, the collision sensor 60 can include a pressure sensor that detects a change in pressure due to the collision with the obstacle.

[0078] The collision sensor 60 can provide the airbag control unit 100 with information about the collision with the obstacle (change in acceleration, speed or pressure).

[0079] Airbag 70 is an airbag designed to protect the driver from impact when vehicle 1 collides with an obstacle. When the obstacle collides with vehicle 1, a chemical reaction occurs in the sodium azide fuse, triggered by the airbag control unit 100, and nitrogen is injected into the airbag 70. The nitrogen-filled airbag 70 prevents the driver from colliding directly with the vehicle body.

[0080] The airbag control unit 100 can trigger the airbag 70 in response to an output signal from the collision sensor 60. The airbag control unit 100 can, for example, determine whether the airbag 70 should be triggered based on a change in acceleration output by the collision sensor 60, and can trigger the airbag 70 if the change in acceleration is greater than or equal to a reference value.

[0081] The airbag control unit 100 can include a circuit 120, an emergency capacitor 130 and a control unit 110.

[0082] The circuit 120 can be powered by the IGN power source 31, the BAT power source 32, the second battery 50 or the emergency capacitor 130 and can supply the received power to components included in the airbag control unit 100 (e.g. a collision sensor, an airbag drive unit, a communication interface, a memory and a control unit).

[0083] For example, circuit 120 can include a variety of resistors and a variety of diodes to protect the circuit from overcurrent, as in Fig. Figure 2 shows that the BAT power source 32 and the IGN power source 31 are integrally connected to the first and second control circuits 112 and 113, and the second battery 50 can be connected to the first and second control circuits 112 and 113 via the first switch 121. The power applied to a high voltage between the BAT power source 32 and the IGN power source 31 can supply power to the airbag control unit 100. When the first switch 121 is in the "on" position, the second battery 50 can supply power to the airbag control unit 100.

[0084] The circuit 120 can supply information BV1 about the voltage of the BAT power source 32, information IGN about the voltage of the IGN power source 31, information VZP about the voltage input to the airbag control unit 100 and information BV2 about the voltage of the second battery 50 to the control unit 110.

[0085] The emergency capacitor 130 can be charged during vehicle 1 startup by supplying power from the IGN power source 31. If the IGN power source 31 and the BAT power source 32 are deactivated, and the second battery 50 is damaged, the emergency capacitor 130 can supply power to the components included in the airbag control unit 100 for a short time.

[0086] The emergency capacitor 130 can consist of a large-capacity capacitor, such as a standard capacitor, and can be connected to the circuit 120 via the second switch 131. The emergency capacitor 130 can supply power to the airbag control unit 100 when the second switch 131 is in the "on" position.

[0087] The control unit 110 can process the output signal from the collision sensor 60 and output a control signal to control the airbag 70. For example, the control unit 110 can receive information about the change in acceleration from the collision sensor 60 and determine this change. The control unit 110 can compare this change in acceleration with the reference value and, if the change in acceleration is greater than or equal to the reference value, output the control signal to deploy the airbag 70.

[0088] The controller 110 can include a communication interface 115, a memory 114, the first and second control circuits 112 and 113, and a processor 111.

[0089] The communication interface 115 can include a CAN transceiver that receives a communication signal from other electrical devices of the vehicle 1 via the vehicle communication network NT and transmits the communication signal to other electrical devices of the vehicle 1, as well as a communication controller that controls the operation of the transceiver.

[0090] The CAN transceiver can receive information about the second battery 50 from the vehicle image recording device 40 via the vehicle communication network NT. For example, the CAN transceiver can receive identification information about the second battery 50 and the state of charge (SoC) of the second battery 50 from the vehicle image recording device 40.

[0091] As such, the airbag control unit 100 can communicate with electrical devices such as the vehicle image recording device 40 via the communication interface 115.

[0092] Memory 114 can store control programs and / or control data for controlling the airbag control unit 100.

[0093] Memory 114 can supply programs and / or data to processor 111 according to a memory control signal from processor 111. For example, memory 114 can temporarily store communication data received via communication interface 115.

[0094] Memory 114 can include volatile memory such as static random access memory (S-RAM), dynamic random access memory (D-RAM), and non-volatile memory such as read-only memory (ROM), erasable programmable read-only memory (EPROM), electrically erasable programmable read-only memory (EEPROM), and the like.

[0095] Furthermore, the memory 114 can include a semiconductor device (SSD: Solid State Drive), a magnetic disk drive (HDD: Hard Disc Drive) and the like, and store various data for controlling the deployment of the airbag 70.

[0096] The processor 111 and the first / second control circuits 112 and 113 can generate the control signal according to the execution programs and control data stored in the memory 114.

[0097] The first control circuit 112 can process data according to the programs provided from the memory 114 and generate the control signal according to the processing result.

[0098] The first control circuit 112 can process the acceleration change received from the collision sensor 60 and generate the control circuit for controlling the airbag 70 according to the acceleration change. For example, the first control circuit 112 can compare the acceleration change with the reference value and generate the control signal for triggering the airbag 70 in response to the acceleration change being greater than or equal to the reference value.

[0099] The second control circuit 113 can provide redundancy for the first control circuit 112. In other words, the second control circuit 113 can be a backup circuit for the first control circuit 112 and take over the function of the first control circuit 112 if the first control circuit 112 fails or stops.

[0100] Processor 111 can process data according to the program provided by memory 114 and generate the control signal according to the processing result. Processor 111 can include various logic circuits and operational circuits.

[0101] The processor 111 can receive information BV1 about the voltage of the BAT power source 32, information IGN about the voltage of the IGN power source 31, information VZP about the input voltage of the airbag control unit 100 and information BV2 about the voltage of the second battery 50 from the circuit 120 and can determine the states of the BAT power source 32, the IGN power source 31 and the second battery 50 based on the received information BV1, IGN, VZP and BV2.

[0102] As in Fig. As shown in Figure 5, the processor 111 can comprise an IGN power state determination module 111A, a BAT power state determination module 111B, a second battery identification module 111C, and a second battery state determination module 111D. The IGN power state determination module 111A, the BAT power state determination module 111B, the second battery identification module 111C, and the second battery state determination module 111D can be a program stored in the processor 111 or a logic circuit built into the processor 111.

[0103] The IGN state monitoring module 111A can determine the voltage of the IGN power supply 31 based on the IGN voltage information and, based on this voltage, determine whether the IGN power supply 31 is disabled. For example, if the voltage of the IGN power supply 31 is 8 V or more and 16 V or less, the IGN state monitoring module 111A can determine that the IGN power supply 31 is in its normal state. If the voltage of the IGN power supply 31 is less than 8 V, the IGN state monitoring module 111A can determine that the IGN power supply 31 is disabled.

[0104] The BAT state determination module 111B can determine the voltage of the BAT power source 32 using the information BV1 about the voltage of the BAT power source 32 and, based on the voltage of the BAT power source 32, determine whether the BAT power source 32 is deactivated. For example, if the voltage of the BAT power source 32 is 8 V or more and 16 V or less, the BAT state determination module 111B can determine the normal state of the BAT power source 32. If the voltage of the BAT power source 32 is less than 8 V, the BAT state determination module 111B can determine that the BAT power source 32 is deactivated.

[0105] The second battery identification module 111C can identify the second battery 50 based on information about the second battery 50 received from the driving image recording device 40 via the communication interface 115.

[0106] The second battery condition monitoring module 111D can determine the output voltage of the second battery 50 based on information BV2 about the voltage of the second battery 50 and information about the second battery 50 received via the communication interface 115. Furthermore, the second battery condition monitoring module 111D can determine whether the second battery 50 is damaged based on the voltage of the BAT power source 32. For example, if the voltage of the second battery 50 is 8 V or more and 16 V or less, the second battery condition monitoring module 111D can determine that the second battery 50 is in its normal condition.

[0107] If the voltage of the second battery 50 is less than 8 V, the second battery condition monitoring module 111D can detect damage to the second battery 50.

[0108] Based on the deactivation of the IGN power source 31 and / or the BAT power source 32, the processor 111 can operate in a first emergency mode or a second emergency mode, as shown in Fig. 6 shown.

[0109] The processor 111 can operate in a normal mode, while the IGN power source 31 is activated during driving.

[0110] In normal mode, the processor 111 can switch off the first switch 121 to disconnect the power supply to the second battery 50, and switch off the second switch 131 to disconnect the power supply to the emergency capacitor 130. The airbag control unit 100 can receive power from the higher voltage power source under IGN power source 31 and BAT power source 32.

[0111] Processor 111 can operate in the first emergency mode if the IGN power source 31 is deactivated due to a collision involving vehicle 1 while driving. Specifically, if the ignition of vehicle 1 is switched off, processor 111 can operate in the first emergency mode.

[0112] In the first emergency mode, the processor 111 can switch off the first and second switches 131, thus disconnecting the power to the second battery 50 and the emergency capacitor 130. The airbag control unit 100 can receive power from the BAT power source 32.

[0113] The processor 111 can operate in the second emergency mode if the IGN power source 31 is deactivated due to a collision of vehicle 1 while driving or if an event is triggered while parked. In particular, the processor 111 can operate in the second emergency mode if the first battery 20 of vehicle 1 is damaged.

[0114] In the second emergency mode, the processor 111 can activate the first switch 121, so that the airbag control unit 100 receives power from the second battery 50. The airbag control unit 100 can be powered by the second battery 50. In the second emergency mode, the airbag control unit 100 can be powered by the second battery 50 for approximately 3 minutes.

[0115] Furthermore, the processor 111 can operate in the second emergency mode if the change in speed of vehicle 1 is greater than or equal to a threshold value when vehicle 1 collides. For example, the processor 111 can activate the first switch 121 if the change in speed of vehicle 1 is 8 km / h or more when vehicle 1 collides. When the first switch 121 is activated, the airbag control unit 100 can receive power from the higher-voltage power source listed below: IGN power source 31, BAT power source 32, and second battery 50.

[0116] Furthermore, if the processor 111 detects that the second battery 50 is damaged, it can activate the first switch 121, so that the power from the emergency capacitor 130 is supplied to the airbag control unit 100. If the second switch 131 is activated, the airbag control unit 100 can be powered by the emergency capacitor 130 for approximately 150 ms.

[0117] Fig. Figure 7 is a view showing a power management function of an airbag control unit in a vehicle according to an exemplary embodiment of the invention.

[0118] Referring to Fig. Section 7 describes the power management operation 1000 of the airbag control unit 100.

[0119] The airbag control unit 100 can be powered by the IGN power source 31 (1010).

[0120] In normal mode, the controller 110 can receive power from both IGN power source 31 and BAT power source 32. Specifically, the controller 110 can be powered by the higher voltage source available at IGN power source 31 and BAT power source 32.

[0121] The airbag control unit 100 can determine whether the IGN power source 31 is deactivated (1020).

[0122] If vehicle 1 collides with the obstacle while driving, the ignition of vehicle 1 can be switched off. If the ignition of vehicle 1 is switched off, the IGN power source 31 can be deactivated.

[0123] While receiving power from the IGN power source 31, the controller 110 can detect the voltage of the IGN power source 31 and use this voltage to determine whether the IGN power source 31 is deactivated. For example, if the voltage of the IGN power source 31 is 8 V or more and 16 V or less, the controller 110 can determine whether the IGN power source 31 is functioning normally. If the voltage of the IGN power source 31 is less than 8 V, the controller 110 can detect that the IGN power source 31 is deactivated.

[0124] If the IGN power source 31 has not been deactivated (NO in 1020), the airbag control unit 100 can continue to receive power from the IGN power source 31.

[0125] If the IGN power source 31 is deactivated (JA in 1020), the airbag control unit 100 can receive power from the BAT power source 32 (1030).

[0126] If the IGN power source 31 is deactivated, the controller 110 can switch to the first emergency mode. In the first emergency mode, the controller 110 can receive power from the BAT power source 32.

[0127] The airbag control unit 100 can determine whether the BAT power source 32 is deactivated (1040).

[0128] If vehicle 1 collides with the obstacle while driving, the first battery 20 of vehicle 1 may be damaged. If the first battery 20 of vehicle 1 is damaged, the IGN power source 31 and the BAT power source 32 may be deactivated.

[0129] While receiving power from the BAT power source 32, the controller 110 can detect the voltage of the BAT power source 32 and use this voltage to determine whether the BAT power source 32 is deactivated. For example, if the voltage of the BAT power source 32 is 8 V or more and 16 V or less, the controller 110 can determine whether the BAT power source 32 is functioning normally. If the voltage of the BAT power source 32 is less than 8 V, the controller 110 can determine that the BAT power source 32 is deactivated.

[0130] If the BAT power source 32 has not been deactivated (NO in 1040), the airbag control unit 100 can continue to receive power from the BAT power source 32.

[0131] If the BAT power source 32 is deactivated (JA in 1040), the airbag control unit 100 can determine if the second battery 50 is damaged (1050).

[0132] If the IGN power source 31 and the BAT power source 32 are deactivated, the controller 110 can switch to the second emergency mode. In the second emergency mode, the controller 110 can determine whether the second battery 50 is damaged.

[0133] If vehicle 1 collides with the obstacle while driving, the first battery 20 and the second battery 50 of vehicle 1 may be damaged. If both the first battery 20 and the second battery 50 of vehicle 1 are damaged, the power supply to the IGN power source 31, the BAT power source 32, and the second battery 50 may all be disabled.

[0134] The controller 110 can detect the voltage of the second battery 50 and use this voltage to determine whether the second battery 50 is damaged. For example, if the voltage of the second battery 50 is 8 V or more and 16 V or less, the controller 110 can determine whether the second battery 50 is functioning normally. If the voltage of the second battery 50 is less than 8 V, the controller 110 can detect damage to the second battery 50.

[0135] If the second battery 50 is not damaged (NO in 1050), the airbag control unit 100 can receive power from the second battery 50 (1060).

[0136] To receive power from the second battery 50 in the second emergency mode, the control unit 110 can switch on the first switch 121. When the first switch 121 is switched on, the airbag control unit 100 can be powered by the second battery 50.

[0137] The second battery 50 can be located in the cabin of vehicle 1 together with the vehicle image recording device 40. Even in a frontal collision of vehicle 1, the possibility of damage to the second battery 50 located in the cabin of vehicle 1 is low. Therefore, the second battery 50 can supply power to the airbag control unit 100 more stably than the first battery 20.

[0138] If the second battery 50 is damaged (JA in 1050), the airbag control unit 100 can receive power from the emergency capacitor 130 (1070).

[0139] To receive power from the emergency capacitor 130 in the second emergency mode, the control unit 110 can switch on the second switch 131. When the second switch 131 is switched on, the airbag control unit 100 can be supplied with power from the emergency capacitor 130 for a short time (e.g. 150 ms).

[0140] Since the emergency capacitor 130 is located in the airbag control unit 100, it is less likely to be damaged in a frontal collision of the vehicle 1. Therefore, the emergency capacitor 130 can provide the airbag control unit 100 with a stable power supply for a short period.

[0141] According to embodiments of the invention, the vehicle can also trigger an airbag after the impact on the vehicle.

[0142] Exemplary embodiments of the invention have been described above. In the exemplary embodiments described above, some components may be implemented as a "module." Here, the term "module" means, but is not limited to, a software and / or hardware component, such as a field-programmable gate array (FPGA) or an application-specific integrated circuit (ASIC), that performs certain tasks. A module may advantageously be configured to reside on the addressable storage medium and to run on one or more processors.

[0143] A module can, for example, comprise components such as software components, object-oriented software components, class components, and task components, as well as processes, functions, attributes, procedures, subroutines, program code segments, drivers, firmware, microcode, circuits, data, databases, data structures, tables, arrays, and variables. The operations provided by the components and modules can be combined into fewer components and modules or further subdivided into additional components and modules. Furthermore, the components and modules can be implemented to run on one or more CPUs within a device.

[0144] Under these conditions, and in addition to the exemplary embodiments described above, embodiments can thus be implemented by means of computer-readable code / instructions in / on a medium, e.g., a computer-readable medium, to control at least one processing element for implementing any exemplary embodiment described above. The medium can correspond to any medium(s) that permits the storage and / or transmission of the computer-readable code.

[0145] The computer-readable code can be recorded on a medium or transmitted over the internet. The storage medium can include read-only memory (ROM), random access memory (RAM), read-only memory (CD-ROM), magnetic tapes, floppy disks, and optical recording media. The storage medium can also be a non-volatile, computer-readable medium. The media can also be a distributed network, so that the computer-readable code is stored or transmitted and executed in a distributed manner. Furthermore, the processing element could, for example, include at least one processor or at least one computer processor, and the processing elements can be distributed and / or contained in a single device.

[0146] While exemplary embodiments relating to a limited number of embodiments have been described, those skilled in the art will immediately recognize that other embodiments can be developed without departing from the scope of protection disclosed herein. Accordingly, the scope of protection should be limited only by the appended claims.

Claims

[1] Vehicle, comprising: a vehicle image recording device (40); a first battery (20); a power distribution device (30) which is configured to provide an IGN power source (31) and a BAT power source (32) from the first battery (20); a second battery (50); an airbag (70); and an airbag control unit (100) which is configured to receive power from the IGN power source (31) of the power distribution unit (30) and to trigger the airbag (70), wherein the airbag control unit (100) is further configured to receive power from the BAT power source (32) of the power distribution unit (30) when the vehicle is switched off, and to receive power from the second battery (50) when the first battery (20) is damaged, and wherein the second battery (50) is arranged to supply power to the driving image recording device (40). [2] Vehicle according to claim 1, wherein the airbag control device (100) comprises: a circuit (120) configured to receive power from at least one of the IGN power sources (31), BAT power sources (32), or the second battery (50); and a control unit (110) which is set up, based on a voltage of the IGN power source (31) and a voltage of the BAT power source (32), to receive power from the second battery (50). [3] Vehicle according to claim 2, wherein the control unit (110) is further configured to receive power from the second battery (50) when both the voltage of the IGN power source (31) and the voltage of the BAT power source (32) are less than a predetermined reference voltage. [4] Vehicle according to claim 3, wherein: the airbag control unit (100) further comprises a first switch (121) which is arranged between the second battery (50) and the circuit (120), and the control unit (110) is further configured to turn on the first switch (121) to receive power from the second battery (50). [5] Vehicle according to claim 4, wherein: the airbag control unit (100) further comprises an emergency capacitor (130) which is connected to the control unit, and The control unit (110) is further equipped to receive current from the emergency capacitor (130) based on the voltage of the second battery (50). [6] Vehicle according to claim 5, wherein the control unit (110) is further configured to receive current from the emergency capacitor (130) when the voltage of the second battery (50) is below the predetermined reference voltage. [7] Vehicle according to claim 6, wherein: the airbag control unit (100) further comprises a second switch (131) which is arranged between the emergency capacitor (130) and the control unit (110), and the control unit (110) is further configured to switch on the second switch (131) to receive power from the emergency capacitor (130). [8] Vehicle according to claim 1, wherein: the first battery (20) and the power distribution unit (30) are located in an engine compartment of the vehicle and the second battery (50) is located in a passenger compartment of the vehicle. [9] Vehicle according to claim 1, wherein the second battery (50) is arranged to be charged by the IGN power source (31). [10] Method for controlling a vehicle, wherein the vehicle comprises a first battery (20), a power distribution device (30) configured to provide an IGN power source (31) and a BAT power source (32) on the side of the first battery (20), a second battery (50) configured to supply power to the driving image recording device (40), and an airbag (70), wherein the method comprises: Receiving power from at least one of the IGN power sources of the power distribution unit (30), the BAT power source of the power distribution unit (30), or the second battery (50); and Receiving power from the second battery (50) based on a voltage of the IGN power source (31) and a voltage of the BAT power source (32). [11] Method according to claim 10, wherein receiving current from the second battery (50) comprises receiving current from the second battery (50) when both the voltage of the IGN power source (31) and the voltage of the BAT power source (32) are below a predetermined reference voltage. [12] Method according to claim 11, further comprising: Receiving power from an emergency capacitor (130) based on a voltage from the second battery (50). [13] Method according to claim 12, wherein receiving current from the emergency capacitor (130) comprises receiving current from the emergency capacitor (130) when the voltage of the second battery (50) is below the predetermined reference voltage. [14] Airbag control unit (100) provided in a vehicle, comprising a first battery (20), a power distribution unit (30) configured to provide an IGN power source (31) and a BAT power source (32) from the first battery (20), a second battery (50) and an airbag (70), wherein the airbag control unit (100) comprises: a circuit (120) which is configured to receive power from at least one of the IGN power source (31) of the power distribution unit (30), BAT power source (32) of the power distribution unit (30) or the second battery (50); a control unit (110) configured to receive current from the IGN power source (31) to deploy the airbag (70), and, based on a voltage from the IGN power source (31) and a voltage from the BAT power source (32), to receive current from the second battery (50); and an emergency capacitor (130) connected to the control unit (110), wherein the control unit (110) is further configured to receive power from the emergency capacitor (130) when the voltage of the second battery (50) is below the specified reference voltage. [15] Airbag control device according to claim 14, wherein the control (110) is further configured to receive current from the second battery (50) when both the voltage of the IGN power source (31) and the voltage of the BAT power source (32) are less than a predetermined reference voltage. [16] Airbag control device according to claim 15, wherein: the airbag control unit (100) further comprises a first switch (121) which is arranged between the second battery (50) and the circuit (120), and the control unit (110) is further configured to turn on the first switch (121) to receive power from the second battery (50). [17] Airbag control device according to claim 14, wherein: the airbag control unit (100) further comprises a second switch (131) which is arranged between the emergency capacitor (130) and the control unit (110), and the control unit (110) is further configured to switch on the second switch (131) to receive power from the emergency capacitor (130).

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