VEHICLE AND METHOD FOR CONTROLLING THE SAME

Abstract

Vehicle (10), comprising: an airbag system (100) with a collision sensor (110) and an airbag control unit (120) configured to control the deployment of an occupant restraint device (140) based on a signal output by the collision sensor (110); and an active hood system (200) comprising a pedestrian detection sensor (210), a control unit (220) for an active hood configured to control the use of an active hood (240, 250) on the basis of a signal output by the pedestrian detection sensor (210), and a memory (230) configured to record the operating time of the active hood (240, 250), wherein the airbag system (100) is configured to transmit status information about the state of the occupant restraint device (140) to the active hood system (200) via a vehicle communication network, and the active hood system (200) is set up to determine a reference time (time zero) for recording the trigger time of the active hood (240, 250) based on the status information of the occupant restraint device (140).

Description

BACKGROUND 1. Area

[0001] The present disclosure relates to a vehicle and a method for controlling the same, in particular a vehicle capable of synchronizing a reference time for recording data from an event data recorder (EDR) contained in an airbag system with a reference time for recording a trigger time of an active hood, and a method for controlling the same. 2. Description of the state of the art

[0002] A vehicle is equipped with an airbag system that reduces the impact on a vehicle occupant in the event of an accident.

[0003] A vehicle accident recording device (i.e., an event data recorder (EDR)) is included as a module of an airbag system and is used as a device to record driving information of a vehicle based on the triggering time of an occupant protection device (e.g., an airbag, a seatbelt pretensioner, etc.).

[0004] Recently, active hood systems have been used in vehicles, which are designed to forcibly raise an active (engine) hood in the event of a collision between a pedestrian and a vehicle by activating an actuator in order to absorb the impact of the pedestrian.

[0005] In order to accurately determine the situation at the time of an accident, the activation time of the active hood must also be recorded in the recording device.

[0006] However, since the active hood system and the airbag system each have their own electronic control units (devices), the reference time for recording the activation time of the active hood and the reference time for data recording of the EDR must be synchronized.

[0007] From DE 102 47 670 A1 a vehicle is known, comprising: an airbag system with a collision sensor and an airbag control unit which is configured to control the triggering of an occupant restraint device on the basis of a signal issued by the collision sensor; and an active hood system which includes a pedestrian detection sensor, a control unit for an active hood which is configured to control the use of an active hood on the basis of a signal issued by the pedestrian detection sensor.

[0008] DE 10 2004 034 062 A1 discloses a protection system for road users and a method for controlling this protection system. Depending on the level of danger, protective devices for pedestrians and / or vehicle occupants are activated.

[0009] DE 10 2021 112 158 A1 also shows a device for the protection of a pedestrian and a control method for this.The pedestrian protection device comprises: a front object detection unit configured to detect an object located in front of a vehicle; a collision detection unit configured to detect a collision of a vehicle; a protection module control unit configured to activate a protection module to protect a pedestrian when the pedestrian collides with the vehicle; and a control unit configured to determine the object located in the front area as a hood-lifting object based on a detection result of the front object detection unit, in order to recognize the collision as a hood-lifting object collision based on a detection result of the collision detection unit, and to operate the protection module control unit in the event of a hood-lifting object collision. OVERVIEW

[0010] The purpose of the present disclosure is therefore to provide a vehicle and a method for controlling it which are capable of synchronizing a reference time for the data recording of an event data recorder (EDR) and a reference time for recording a trigger time of an active hood.

[0011] The problem is solved by a vehicle having the features of claim 1 and a method having the features of claim 11. Advantageous further developments are found in the sub-claims.

[0012] Further aspects of the revelation are partly explained in the following description and partly evident from the description or can be learned through practical application of the revelation.

[0013] According to one aspect of the disclosure, a vehicle is provided which includes: an airbag system with a collision sensor and an airbag control unit which is configured to control the deployment of an occupant restraint device based on a signal issued by the collision sensor;and an active hood system comprising a pedestrian detection sensor, an active hood control unit configured to control the deployment of an active hood based on a signal output by the pedestrian detection sensor, and a memory configured to record an active hood deployment time, wherein the airbag system is configured to transmit state information about a state of the occupant restraint device to the active hood system via a vehicle communication network, and the active hood system is configured to determine a reference time (time zero) for recording the active hood deployment time based on the state information of the occupant restraint device.

[0014] The airbag system can be configured so that, if the vehicle's acceleration exceeds a first threshold, it sets the occupant restraint system to a wake-up state, and if the vehicle's acceleration exceeds a second threshold that is greater than the first threshold, it sets the occupant restraint system to a trigger state.

[0015] The active hood system can be configured to determine a time at which the status information of the occupant restraint system corresponding to the waking state is received as a reference time.

[0016] The active hood system can be set up to record the active hood's activation time based on the reference point in response to receiving status information from the occupant restraint device that corresponds to the activation state.

[0017] The airbag system can be configured to trigger the occupant restraint device if the vehicle's acceleration exceeds the second threshold.

[0018] The airbag system and the active hood system can be connected via fixed wiring, and the airbag system can be configured to transmit an impact signal issued by the airbag control unit to the active hood system via the fixed cable.

[0019] The active hood system can be set up if the status information of the occupant restraint system is not received via the vehicle communication network for a preset time, in order to determine the reference time based on the impact signal.

[0020] The active hood system can determine a reference point at which the duty cycle of the impact signal is changed.

[0021] The active hood system can be configured to determine the reference point, in case the occupant restraint device is not triggered, based on a time at which a trigger signal for the active hood is issued.

[0022] The airbag system can be configured to transmit the status information of the occupant restraint system to the active hood system at predetermined intervals via the vehicle communication network.

[0023] According to one aspect of the disclosure, a method for controlling a vehicle is provided, comprising: an airbag system including a collision sensor and an airbag control unit configured to control the deployment of an occupant restraint device based on a signal output by the collision sensor; and an active hood system comprising a pedestrian detection sensor, an active hood control unit configured to control the deployment of an active hood based on a signal output by the pedestrian detection sensor, and a memory configured to record an active hood deployment time, wherein the method includes: transmitting state information about a state of the occupant restraint device from the airbag system to the active hood system via a vehicle communication network;and determining a reference time (time zero) by the active hood system to record the active hood's activation time based on the occupant restraint device's status information.

[0024] The procedure may further include: determining the state of the occupant restraint device by the airbag system as a wake-up state when an acceleration value of the vehicle exceeds a first threshold, and determining the state of the occupant restraint device as a trigger state when the acceleration value of the vehicle exceeds a second threshold that is greater than the first threshold.

[0025] Determining the reference time for recording the active hood's activation time by the active hood system based on the occupant restraint system's state information may include determining a time by the active hood system at which the occupant restraint system's state information corresponding to the wake-up state is received as the reference time.

[0026] The procedure may further include the active hood system recording the activation time of the active hood based on the reference point in response to receiving the status information from the occupant restraint device corresponding to the activation state.

[0027] The procedure may further include the airbag system triggering the occupant restraint device when the vehicle's acceleration value exceeds the second threshold.

[0028] The procedure may further include the airbag system transmitting an impact signal issued by the airbag control unit to the active hood system via fixed wiring.

[0029] The procedure may further include the active hood system determining the reference time based on the impact signal if the status information of the occupant restraint device is not received via the vehicle communication network for a predetermined period of time.

[0030] Determining based on the impact signal can include determining a time point at which a duty cycle of the impact signal is changed, as a reference point.

[0031] The method may further include determining the reference time by the active hood system based on an output time of a trigger signal for triggering the active hood when the occupant restraint device is not triggered.

[0032] The transmission of the status information of the occupant restraint device by the airbag system to the active hood system via the vehicle communication network may include the transmission of the status information of the occupant restraint device by the airbag system to the active hood system via the vehicle communication network at preset intervals. BRIEF DESCRIPTION OF THE DRAWING FIGURES

[0033] These and / or other aspects of the disclosure will be evident and easier to understand from the following description of the embodiments in conjunction with the accompanying drawing figures: Fig. Figure 1 is a view showing the external appearance of a vehicle according to one embodiment; Fig. 2 is a control block diagram showing a vehicle according to one embodiment; Fig. 3 and Fig. 4 are flowcharts showing a method for controlling a vehicle according to one embodiment; Fig. 5 is an example of status information from an occupant restraint device that is transmitted to an active hood system via a vehicle communication network; and Fig. Figure 6 is an example of an impact signal that is transmitted to an active hood system via a fixed cable. DETAILED DESCRIPTION

[0034] The advantages and features of the embodiments, as well as the methods for their realization, become clear with reference to the accompanying drawings and the following detailed embodiments. However, the present invention concept is not limited to the embodiments described here, but can be implemented in various forms. The exemplary embodiments serve to explain the present invention concept to those skilled in the art. The scope of protection of the present invention concept is defined by the accompanying claims.

[0035] The terms used here are briefly explained and the designs are described in detail.

[0036] Although the terms used here are selected from among the general terms currently widely used in consideration of the functions in embodiments, these may be modified according to the intentions or customs of those skilled in the art or the emergence of new technologies. Furthermore, in specific cases, some terms may be chosen arbitrarily by the applicants. In this case, the meanings of these terms will be described in a corresponding description of the embodiments. Therefore, the meanings of the terms used here should be interpreted based on the essential meanings of the terms and the content of this entire description, and not just the terms themselves.

[0037] When a particular part in this description "includes" a particular component, this means that another component may be included without excluding any other component, unless otherwise defined. Furthermore, terms used in this description such as "part," "module," and "unit" refer to a unit for processing at least one function or operation and may be implemented by software, a hardware component such as a field-programmable gate array (FPGA) or an application-specific integrated circuit (ASIC), or a combination of software and hardware. However, the terms "part," "module," "unit," and the like are not limited to software or hardware. "Part," "module," "unit," and the like may be set up in a recording medium that can be addressed or set up to be played back on at least one processor.Examples of the terms "part," "module," "unit," and the like therefore include software components, object-oriented software components, components such as class components and task components, processes, functions, properties, procedures, subroutines, segments in program code, drivers, firmware, microcode, circuits, data, databases, data structures, tables, arrays, and variables. Components and modules can be further subdivided into a smaller number of components and modules so that the respective components and modules can be combined with respect to functionality.

[0038] The following section describes in detail embodiments of a vehicle and a method for controlling it, with reference to the accompanying drawings. Furthermore, parts of the drawings that are irrelevant to the description have been omitted to clarify the embodiments.

[0039] Fig. Figure 1 is a view showing the external appearance of a vehicle according to one embodiment, and Fig. Figure 2 is a control block diagram showing a vehicle according to one embodiment.

[0040] According to the Fig. 1 and Fig. 2 comprises a vehicle 10 according to one embodiment an airbag system 100, an occupant restraint device 140, an active hood system (AHS) 200 and active hoods 240 and 250.

[0041] The airbag system 100 can include at least one collision sensor 110, one airbag control unit (ACU) 120 and one event data recorder (EDR) 130.

[0042] The at least one collision sensor 110 can measure an acceleration value of the vehicle 10, and for this purpose the collision sensor 110 can include an acceleration sensor.

[0043] The at least one collision sensor 110 can, for example, include at least one front collision sensor at the front of the vehicle 10 and / or at least one side collision sensor on the side of the vehicle 10.

[0044] According to one embodiment, the front collision sensor can measure a longitudinal acceleration value of the vehicle 10, and the side collision sensor can measure a lateral acceleration value of the vehicle 10.

[0045] The airbag control unit (hereinafter referred to as ACU) 120 can control the triggering of the occupant restraint device 140 based on a signal output by the at least one collision sensor 110.

[0046] For example, the ACU 120 can control the triggering of the occupant restraint device 140 based on an acceleration value of the vehicle 10 measured by the at least one collision sensor 110.

[0047] The ACU 120 can detect a collision based on the measured value of the collision sensor 110 and, in the event of a detected collision, output a control signal (hereinafter referred to as the trigger signal) to trigger the occupant restraint device 140.

[0048] For example, the ACU 120 can trigger the occupant restraint device 140 if the vehicle's acceleration exceeds a threshold. The threshold could be, for example, a change in speed of 8 km / h within 150 ms.

[0049] For example, the ACU 120 can issue a trigger signal to activate the occupant restraint device 140 in response to a change in the speed of the vehicle 10 of 8 km / h or more within 150 ms in the longitudinal or transverse direction of the vehicle 10.

[0050] The occupant restraint device 140 may include an airbag device and / or a seat belt tensioner device.

[0051] The airbag device comprises an inflation device that is activated by a trigger signal issued by the ACU 120, a mounting plate for attaching the inflation device, an airbag that is inflated by the nitrogen gas generated by the inflation device, and a padding cover that is attached to the front of the airbag to be slashed when the airbag is deployed.

[0052] The belt tensioner can include an ignition device and a piston attached to a seat belt which, upon receiving a trigger signal issued by the ACU 120, pulls a belt backward from an exit side of the belt from which the belt is issued.

[0053] The Event Data Recorder (hereinafter referred to as EDR) 130 can receive various types of data from different sensors and / or electronic control units attached to the vehicle 10. For example, the EDR 130 can receive vehicle speed, throttle position, accelerator pedal position, brake switch position, engine speed per minute (RPM), steering wheel angle, anti-lock braking system (ABS) operation, electronic power steering (EPS) operation, seat belt fastening in the driver's (and front passenger's) seat, warning light illumination status, vehicle rollover angle, number of starts, longitudinal speed change, lateral speed change, airbag deployment information, and seat belt pretensioner deployment information.

[0054] The EDR 130 can be a module of the Airbag System 100 or a module separate from the Airbag System 100.

[0055] The EDR 130 can include a volatile and a non-volatile memory, wherein data can be temporarily stored in the volatile memory for a specific period of time while being continuously updated, and data can be recorded in the non-volatile memory that is stored for a predetermined period based on a trigger time of the occupant restraint device 140.

[0056] For example, the EDR 130 can enable the storage of data for a period of five seconds before a reference time (time zero), i.e., a time at which the ACU 120 issues a trigger signal, and of data for a period of one second after the reference time in the non-volatile memory.

[0057] The AHS 200 can include a pedestrian detection sensor 210, an active hood control unit 220 and a memory 230.

[0058] The pedestrian detection sensor 210 can detect a collision between the vehicle 10 and a pedestrian located in front of the vehicle 10. For this purpose, the pedestrian detection sensor 210 can be located near a bumper at the front of the vehicle 10.

[0059] The pedestrian detection sensor 210 can include an impact force sensor that can detect a collision between the vehicle 10 and a pedestrian in front of the vehicle 10. The impact force sensor can include any type of sensor whose reading changes in response to physical contact between the front of the vehicle 10 and a pedestrian.

[0060] The impact force sensor can, for example, include a fiber optic sensor and / or a pressure sensor.

[0061] In general, the pedestrian detection sensor 210 of the active hood system 200, unlike the impact sensor 110 of the airbag system 100, cannot measure the acceleration value of the vehicle 10.

[0062] Accordingly, the control unit 220 for active hoods cannot record any information about the acceleration value of the vehicle 10.

[0063] The control unit 220 for active hoods can control the use of the active hoods 240 and 250 based on a signal output by the pedestrian detection sensor 210.

[0064] If, for example, the pedestrian detection sensor 210 is designed as a fiber optic sensor, the control unit 220 for active hoods can output a control signal (hereinafter referred to as the trigger signal) to extend the active hoods 240 and 250 when the change in light intensity detected by the fiber optic sensor exceeds a threshold value.

[0065] Another example: If the pedestrian detection sensor 210 is a pressure sensor, the control unit 220 for active hoods can output a trigger signal to trigger the active hoods 240 and 250 if the pressure change detected by the pressure sensor exceeds a threshold value.

[0066] In this case, the active hoods 240 and 250 can comprise a hood 250 for shielding an engine compartment and / or a trunk at the front of the vehicle 10 and an actuator 240 for raising the hood 250.

[0067] The actuator 240 can be provided in at least one unit at the lower end section of the engine hood 250 in order to raise the engine hood 250 of the vehicle 10.

[0068] In addition, the actuator 240 can include a gunpowder actuator for the rapid release of the active hoods 240 and 250.

[0069] The control unit 220 for active hoods can determine, based on a signal issued by the pedestrian detection sensor 210, whether a collision has occurred between the vehicle 10 and a pedestrian, and, if it is determined that a collision has occurred between the vehicle 10 and the pedestrian, issue a trigger signal to ignite the gunpowder actuator 240 in order to deploy the active hoods 240 and 250.

[0070] Furthermore, the control unit 220 for active hoods can only extend the active hoods 240 and 250 if the vehicle speed 10 is within a preset speed range. The preset speed range can be, for example, 25 km / h to 50 km / h.

[0071] Memory 230 can record the operating time of the active hoods 240 and 250.

[0072] Memory 230 can, for example, record the time at which active hoods 240 and 250 were deployed.

[0073] According to the embodiment, the memory 230 can establish a reference time (time zero) based on a time at which the control unit 220 for active hoods outputs a trigger signal for the use of the active hoods 240 and 250, and can use the reference time to detect the time of use of the active hoods 240 and 250.

[0074] Memory 230 can include volatile memory and / or non-volatile memory, and the operating time of the active hoods 240 and 250 can be recorded in the non-volatile memory.

[0075] The airbag system 100 and the active hood system 200 can communicate with each other via a vehicle communication network NT according to the embodiment.

[0076] The vehicle communication network (NT) can use communication protocols such as Media Oriented Systems Transport (MOST) with a communication speed of up to 24.5 megabits per second (Mbps), FlexRay with a communication speed of up to 10 Mbps, Controller Area Network (CAN) with a communication speed of 125 kbps (kilobits per second) to 1 Mbps, a Local Interconnect Network (LIN) with a communication speed of 20 kbps, and so on. Such a vehicle communication network (NT) can use not only a single communication protocol, such as MOST, FlexRay, CAN, or LIN, but also a variety of communication protocols.

[0077] According to one exemplary embodiment, the vehicle communication network NT can refer to a CAN communication network.

[0078] For example, the airbag system 100 can transmit status information from the occupant restraint system 140 to the active hood system 200 via the vehicle communication network NT.

[0079] According to another embodiment, the airbag system 100 and the active hood system 200 can be connected to each other via a fixed wiring connection and exchange different types of information directly via the fixed wiring connection.

[0080] For example, the airbag system 100 can transmit an impact signal issued by the ACU 120 to the active hood system 200 via the wiring.

[0081] As described above, the airbag system 100 and the active hood system 200 contain separate control units (e.g. the ACU 120 and the active hood control unit 220) and each have different conditions under which the occupant restraint device 140 and the active hoods 240 and 250 respectively are triggered.

[0082] Since the pedestrian detection sensor 210 included in the active hood system 200 is not equipped with an acceleration sensor, it is also not easy to align a reference time for storing the EDR 130 with a reference time for storing the operating time of the active hoods 240 and 250.

[0083] The following describes a method for controlling a vehicle 10 that is capable of determining a reference time for recording the EDR 130 and a reference time for storing a trigger time of the active hoods 240 and 250 with reference to the Fig. to synchronize 3 to 6.

[0084] Fig. 3 and Fig. 4 are flowcharts showing a method for controlling a vehicle according to one embodiment, Fig. 5 is an example of status information from an occupant restraint device that is transmitted to an active hood system via a vehicle communication network, and Fig. 6 is an example of an impact signal (or its output) that is transmitted to an active hood system via fixed wiring.

[0085] Depending on the type of accident, only the Airbag System 100, only the Active Hood System 200, or both the Airbag System 100 and the Active Hood System 200 may be in operation.

[0086] This means that, depending on the type of accident, only the occupant restraint device 140, only the active hoods 240 and 250, or both the occupant restraint device 140 and the active hoods 240 and 250 can be put into operation.

[0087] In Fig. Figure 3 is a method for controlling the vehicle 10 according to an embodiment in the case that only the active hoods 240 and 250 are triggered.

[0088] With reference to Fig. 3. The control unit 220 for active hoods can output a trigger signal to trigger the active hoods 240 and 250 if a trigger condition of the active hoods 240 and 250 is met (YES in operation 500).

[0089] The active hood system 200 can determine a reference time based on the time of output of the trigger signal (510), and the memory 230 can record an operating time of the active hoods 240 and 250 based on the reference time (520).

[0090] For example, memory 230 can record the difference between a time at which a trigger signal is received from the control unit 220 for active hoods and a time at which a signal is generated when the active hoods 240 and 250 are extended.

[0091] If the occupant restraint device 140 is not triggered, the active hood system 200 can determine the reference time itself and record the trigger time of the active hoods 240 and 250 according to the reference time.

[0092] In Fig. 4 describes a method for controlling the vehicle 10 according to an embodiment in the case that both the occupant restraint device 140 and the active hoods 240 and 250 are triggered.

[0093] The EDR 130 records data for periods before and after an accident, based on a point in time at which a collision occurred (hereinafter referred to as the collision time). The collision time can be set as the reference point (time zero), and the EDR 130 can store vehicle 10 driving data based on the reference point.

[0094] If the active hoods 240 and 250 are triggered after a collision, the trigger time of the active hoods 240 and 250 must also be recorded. However, if the reference time for data recording of the EDR 130 differs from the reference time for recording the trigger time of the active hoods 240 and 250, it is difficult to accurately identify the situations before and after a collision, especially the trigger time of the active hoods 240 and 250 in relation to the collision time.

[0095] To remedy the defect, the vehicle's airbag system 100 can, according to one embodiment, transmit status information from the occupant restraint device 140 to the active hood system 200 via the vehicle communication network NT. According to one embodiment, the airbag system 100 can transmit the status information from the occupant restraint device 140 to the active hood system 200 via the vehicle communication network NT after each preset interval (e.g., 100 ms).

[0096] The status information of the occupant restraint system 140 can contain information about whether the occupant restraint system 140 is in a wake-up state and / or a tripped state.

[0097] In particular, if the acceleration value of the vehicle 10 exceeds a first threshold, the ACU 120 can determine the state of the occupant restraint device 140 as a wake-up state, and if the acceleration value of the vehicle 10 exceeds a second threshold that is greater than the first threshold, it can determine the state of the occupant restraint device 140 as a trigger state.

[0098] The second threshold may refer to a state in which the occupant restraint device 140 is triggered, and the first threshold may refer to a state in which the occupant restraint device 140 is not triggered, but a collision accident is reliably estimated.

[0099] The second threshold could, for example, include a change in speed of 8 km / h within 150 ms and the first threshold a change in speed of 0.8 km / h within 20 ms.

[0100] It is possible that the occupant restraint system 140 does not reach the activation state in the wake-up state, however, the occupant restraint system 140 has passed through the wake-up state in the activation state.

[0101] That is, in an initial stage of a collision of the vehicle 10, the state of the occupant restraint device 140 can be determined as a wake-up state, and when the collision of the vehicle 10 is severe enough that the occupant restraint device 140 must be triggered, the occupant restraint device 140 can be determined as a trigger state.

[0102] Since the states of the occupant restraint device 140 are divided into two states, the vehicle 10 can, according to the embodiment, select a time of a relatively weak collision as a reference time.

[0103] According to one embodiment, the EDR 130 can record information about a time at which the state of the occupant restraint device 140 is determined to be a wake-up state, or it can specify a time at which the state of the occupant restraint device 140 is determined to be a wake-up state as a reference time for recording.

[0104] Fig. Figure 5 shows an example of a communication message issued by the airbag system 100 via the vehicle communication network NT.

[0105] A message (e.g. ACU_01_100ms) containing status information of the occupant restraint device 140 can contain two signals (e.g. ACU_EvtTrigSta and ACU_WakeUpSta) that indicate the states of the occupant restraint device 140.

[0106] This means that the status information of the occupant restraint device 140 can contain a signal (hereinafter referred to as "ACU_WakeUpSta signal") that indicates whether the occupant restraint device 140 is in a wake-up state, and a signal (hereinafter referred to as "ACU_EvtTrigSta signal") that indicates whether the occupant restraint device 140 is in a tripped state.

[0107] For example, if the value of the ACU_WakeUpSta signal is 0x0, the occupant restraint device 140 can be in a non-wake state, and if the value of the ACU_WakeUpSta signal is 0x1, the occupant restraint device 140 can be in a wake state. If the value of the ACU_EvtTrigSta signal is 0x0, the occupant restraint device 140 can be in a non-triggered state, and if the value of the ACU_EvtTrigSta signal is 0x1, the occupant restraint device 140 can be in a triggered state.

[0108] The active hood system 200 can receive the status information of the occupant restraint device 140 from the airbag system 100 via the vehicle communication network NT (1000).

[0109] The airbag system 100 can output the status information of the occupant restraint device 140 at each preset time interval (e.g. 100 ms), but cannot output the status information of the occupant restraint device 140 if the power line is damaged by an impact.

[0110] If a collision occurs involving the vehicle 10 and the power line is damaged before the status information of the occupant restraint device 140 corresponding to a wake-up or trigger state is output, the airbag system 100 may not output the status information of the occupant restraint device 140 corresponding to the wake-up or trigger state.

[0111] Accordingly, if the active hood system 200 does not receive the status information from the occupant restraint device 140 within a preset time (e.g. 100 ms) (JA in operation 1100), it can determine the reference time (time zero) for recording the trigger time of the active hoods 240 and 250 based on an impact signal transmitted by the airbag system 100 via a fixed wiring (1150).

[0112] Specifically, this means that in a state where the occupant restraint device 140 is not triggered, the impact signal issued by the airbag system 100 may have a duty cycle corresponding to a first preset duty cycle (e.g. 80%) (see Fig. 6).

[0113] On the other hand, the duty cycle of the impact signal issued by the airbag system 100 in a state in which the occupant restraint device 140 is triggered can be a second preset duty cycle (e.g. 20%) that is shorter than the first preset duty cycle.

[0114] Accordingly, the active hood system 200 can determine the time of change of the duty cycle of the impact signal as a reference time for recording the operating time of the active hoods 240 and 250.

[0115] Since, for example, the duty cycle of the impact signal decreases after a time t1 at which the occupant restraint system 140 is triggered, the active hood system 200 can determine a time at which a rising edge of an impact signal whose duty cycle has changed is detected as a reference time.

[0116] As another example, the active hood system 200 can detect a time t1 at which a falling edge immediately before a rising edge of an impact signal whose duty cycle has been changed is recognized as a reference time.

[0117] Memory 230 of the active hood system 200 can record the deployment time (trigger time) of active hoods 240 and 250 based on the reference time (1500). For example, memory 230 can record "+1s" if active hoods 240 and 250 are deployed one second after the reference time, and "-1s" if active hoods 240 and 250 are deployed one second before the reference time.

[0118] Furthermore, the memory 230 can record the deployment state of the active hoods 240 and 250 as "not triggered" if the active hoods 240 and 250 are not triggered regardless of the reference time.

[0119] If the active hood system 200 receives the status information of the occupant restraint device 140 within the preset time (e.g. 100 ms) (No in operation 1100), the active hood system 200 can determine the reference time (time zero) for recording the trigger time of the active hoods 240 and 250 based on the status information of the occupant restraint device 140.

[0120] In particular, when determining that the state of the occupant restraint device 140 is a wake-up state, based on the state information of the occupant restraint device 140 (Yes in operation 1200), the active hood system 200 can determine the time at which the state information of the occupant restraint device 140 is received as the reference time (1400).

[0121] This means that the active hood system 200 can determine the time at which the status information corresponding to a wake-up state of the occupant restraint system 140 is received as a reference time.

[0122] For example, the active hood system 200 can define a time at which a message ACU_01_100ms, in which a signal ACU_WakeUpSta has the value 0×1 and a signal ACU_EvtTrigSta has the value 0x0, is received as a reference time.

[0123] Furthermore, the active hood system 200 can determine a reference time when the status information of the occupant restraint device 140 corresponding to a wake-up state is received for the first time.

[0124] For example, if a message ACU_01_100ms, in which a signal ACU_WakeUpSta has the value 0×1 and a signal ACU_EvtTrigSta has the value 0x0, is received twice in succession, the active hood system 200 can set the time at which the message was first received as the reference time.

[0125] Furthermore, when receiving status information from the occupant restraint system 140 corresponding to a wake-up state and a trigger state, without receiving status information from the occupant restraint system 140 corresponding to a wake-up state, the active hood system 200 can set the time at which the status information from the occupant restraint system 140 corresponding to the wake-up state and the trigger state is received as the reference time.

[0126] For example, when receiving a message ACU_01_100ms in which a signal ACU_WakeUpSta has a value of 0×1 and a signal ACU_EvtTrigSta has a value of 0×1, without receiving a message ACU_01_100ms in which a signal ACU_WakeUpSta has a value of 0×1 and a signal ACU_EvtTrigSta has a value of 0x0, the active hood system 200 can determine the time at which the message ACU_01_100ms in which the signal ACU_WakeUpSta has the value 0×1 and the signal ACU_EvtTrigSta has the value 0×1 is received as a reference time.

[0127] The active hood system 200 can initialize the reference time if, within a preset time after receiving status information from the occupant restraint device 140 corresponding to a deployment state, no status information corresponding to a wake-up state is received from the occupant restraint device 140. This is because if the status information corresponding to a deployment state from the occupant restraint device 140 is not output by the airbag system 100, the vehicle's driving information 10 is not recorded in the EDR 130.

[0128] For example, after receiving a message ACU_01_100ms in which a signal ACU_WakeUpSta has a value of 0x1 and a signal ACU_EvtTrigSta has a value of 0x0, the active hood system 200 can initialize the reference time after one second has elapsed in which no message ACU_01_100ms in which a signal ACU_WakeUpSta has a value of 0x0 and a signal ACU_EvtTrigSta has a value of 0x1 is received within one second.

[0129] The active hood system 200 can, in response to receiving status information from the occupant restraint device 140 corresponding to a trigger state (Yes in operation 1300), record the trigger time of the active hoods 240 and 250 based on the reference time (1500).

[0130] That is, in response to the receipt of status information from the occupant restraint device 140 corresponding to a trigger state, the memory 230 can record the trigger time of the active hoods 240 and 250 by using the time at which status information from the occupant restraint device 140 corresponding to a wake-up state is first received as a reference time.

[0131] For example, if a message ACU_01_100ms is received in which a signal ACU_WakeUpSta has a value of 0×1 and a signal ACU_EvtTrigSta has a value of 0×0, and then another message ACU_01_100ms is received in which a signal ACU_WakeUpSta has a value of 0×1 and a signal ACU_EvtTrigSta has a value of 0×1, the active hood system 200 can record the deployment time of the active hoods 240 and 250 by using the time in which the message ACU_01_100ms, in which a signal ACU_WakeUpSta has a value of 0×1 and a signal ACU_EvtTrigSta has a value of 0x0, has a value of 0x0.

[0132] As described above, according to the embodiment, the vehicle 10 outputs the status information of the occupant restraint device 140 via the vehicle communication network NT in such a way that the reference time for recording driving information of the vehicle 10 by the EDR 130 can be synchronized with the reference time for recording the trigger time of the active hoods 240 and 250 of the memory 230.

[0133] Furthermore, in the vehicle 10 according to the embodiment, even if the power line of the ACU 120 is damaged by a strong impact and the ACU 120 does not output the status information of the occupant restraint device 140 via the vehicle communication network NT, the reference time for recording driving information of the vehicle 10 by the EDR 130 can be synchronized with the reference time for recording the triggering time of the active hoods 240 and 250 of the memory 230 by outputting an impact signal via the hard wiring.

[0134] Some of the components of vehicle 10 may refer to a software component and / or a hardware component, such as a Field Programmable Gate Array (FPGA) and an Application Specific Integrated Circuit (ASIC).

[0135] Meanwhile, the disclosed embodiments can be embodied in the form of a recording medium that stores instructions which can be executed by a computer. The instructions can be stored in the form of program code and, when executed by a processor, generate a program module for carrying out the operations of the disclosed embodiments. The recording medium can be designed as a computer-readable recording medium.

[0136] Computer-readable recording media includes all types of recording media in which instructions are stored that can be decoded by a computer, e.g., read-only memory (ROM), random access memory (RAM), magnetic tape, magnetic disk, flash memory, optical data storage device, and the like.

[0137] As can be seen from the above explanations, a reference time for recording the trigger time of the active (engine) hood can be determined using the information provided by the airbag system without requiring any change to the hardware configuration.

Claims

[1] Vehicle (10), comprising: an airbag system (100) with a collision sensor (110) and an airbag control unit (120) configured to control the deployment of an occupant restraint device (140) based on a signal output by the collision sensor (110); and an active hood system (200) comprising a pedestrian detection sensor (210), a control unit (220) for an active hood configured to control the use of an active hood (240, 250) on the basis of a signal output by the pedestrian detection sensor (210), and a memory (230) configured to record the operating time of the active hood (240, 250), wherein the airbag system (100) is configured to transmit status information about the state of the occupant restraint device (140) to the active hood system (200) via a vehicle communication network, and the active hood system (200) is set up to determine a reference time (time zero) for recording the trigger time of the active hood (240, 250) based on the status information of the occupant restraint device (140). [2] Vehicle according to claim 1, wherein the airbag system (100) is configured to: Determining the state of the occupant restraint device (140) as a wake-up state in response to an acceleration value of the vehicle (10) that exceeds a first threshold value, and Determining the state of the occupant restraint device (140) as a trigger state in response to the acceleration value of the vehicle (10) exceeding a second threshold that is greater than the first threshold. [3] Vehicle according to claim 2, wherein the active hood system (200) is configured to determine a time at which the status information corresponding to the wake-up state of the occupant restraint system (140) is received as a reference time. [4] Vehicle according to claim 3, wherein the active hood system (200) is configured to record the release time of the active hood (240, 250) based on the reference point in response to the receipt of the status information of the occupant restraint device (140) according to the release state. [5] Vehicle according to claim 2, wherein the airbag system (100) is configured to trigger the occupant restraint device (140) when the acceleration value of the vehicle (10) exceeds the second threshold value. [6] Vehicle according to claim 1, wherein the airbag system (100) and the active hood system (200) are connected to each other via a fixed wiring, and the airbag system (100) is configured to transmit a crash output issued by the airbag control unit (120) to the active hood system (200) via the fixed wiring. [7] Vehicle according to claim 6, wherein the active hood system (200) is configured to determine the reference time based on the crash output if the status information of the occupant restraint device (140) is not received via the vehicle communication network for a preset time. [8] Vehicle according to claim 7, wherein the active hood system (200) is configured to determine a reference time at which a duty cycle of the crash output is changed. [9] Vehicle according to claim 1, wherein the active hood system (200) is configured to determine the reference time based on a time at which a trigger signal for triggering the active hood (240, 250) is issued when the occupant restraint device (140) is not triggered. [10] Vehicle according to claim 1, wherein the airbag system (100) is configured to transmit the status information of the occupant restraint device (140) to the active hood system (200) at preset intervals via the vehicle communication network. [11] A method for controlling a vehicle (10) comprising: an airbag system (100) with a collision sensor (110) and an airbag control unit (120) configured to control the deployment of an occupant restraint device (140) based on a signal output by the collision sensor (110); and an active hood system (200) with a pedestrian detection sensor (210), an active hood control unit (220) configured to control the deployment of an active hood (240, 250) based on a signal output by the pedestrian detection sensor (210), and a memory (230) configured to record a deployment time of the active hood (240, 250), the method comprising: Transmission of status information about the state of the occupant restraint device (140) by the airbag system (100) to the active hood system (200) via a vehicle communication network; and Determining a reference time (time zero) for recording the active hood release time (240, 250) by the active hood system (200) based on the status information of the occupant restraint device (140). [12] The method of claim 11, further comprising: Determining the state of the occupant restraint device (140) by the airbag system (100) as a wake-up state in response to the fact that an acceleration value of the vehicle (10) exceeds a first threshold, and determining the state of the occupant restraint device (140) as a trigger state in response to the fact that the acceleration value of the vehicle (10) exceeds a second threshold that is greater than the first threshold. [13] Method according to claim 12, wherein determining the reference time for recording the trigger time of the active hood (240, 250) by the active hood system (200) on the basis of the state information of the occupant restraint device (140) comprises determining a time at which the state information of the occupant restraint device (140) corresponding to the wake-up state is received as a reference time by the active hood system (200). [14] Method according to claim 13, further comprising recording the release time of the active hood (240, 250) by the active hood system (200) in response to receiving the status information of the occupant restraint device (140) corresponding to the release state, based on the reference time. [15] Method according to claim 12, further comprising triggering the occupant restraint device (140) by the airbag system (100) when the acceleration value of the vehicle (10) exceeds the second threshold value. [16] Method according to claim 11, further comprising transmitting a crash output issued by the airbag control unit (120) through the airbag system (100) to the active hood system (200) via a fixed wiring. [17] Method according to claim 16, further comprising determining the reference time by the active hood system (200) based on the crash output signal when the status information of the occupant restraint device (140) is not received via the vehicle communication network for a preset time. [18] Method according to claim 17, wherein determining based on the crash output includes determining a time point at which a duty cycle of the crash output is changed as a reference time point. [19] Method according to claim 11, further comprising determining the reference time by the active hood system (200) based on an output time of a trigger signal for triggering the active hood (240, 250) when the occupant restraint device (140) is not triggered. [20] Method according to claim 11, wherein the transmission of the status information of the occupant restraint device (140) by the airbag system (100) to the active hood system (200) via the vehicle communication network comprises the following: Transmission of the status information of the occupant restraint device (140) by the airbag system (100) to the active hood system (200) via the vehicle communication network at preset intervals.

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