Occupant-restraining system for a vehicle

Abstract

The invention relates to an occupant-restraining system for a motor vehicle, comprising a pre-crash sensor unit (26) which carries out a crash detection and estimates the severity of the crash during a pre-crash phase (ΔtP), a crash sensor unit (41) which detects the course of a crash, in particular the actual crash scenario (SC), during an in-crash phase (ΔtC), and a controller (25) which is connected to the pre-crash sensor unit (26) and the crash sensor unit (41) so as to transmit signals, wherein the controller (25) actuates the restraining means (19, 21, 23) during the pre-crash phase (ΔtP) and / or during the in-crash phase (ΔtC) in order to achieve an optimal restraining effect for the vehicle occupant (3).

Description

[0001] Description Occupant restraint system for a vehicle The invention relates to an occupant restraint system for a vehicle according to the preamble of claim 1 or claim 7. In a conventional restraint system, an individualization for the occupants can be carried out in the event of a frontal crash. In this individualization, for example, the current occupant position in the seat and / or the classification of the occupants (e.g. small, light woman vs. large, heavy man) and also the actual crash severity (minor rear-end collision vs. severe crash impact) can be taken into account. For example, the prior art can provide a restraint system with switchable belts which has two force levels in which, for example, a small woman H3-5% (e.g. detected by a seat position sensor) receives a different force level from the belt than an average man H3-50%.Further personalization of restraint systems in frontal crashes is possible through the adaptability of driver or front passenger airbags. Here, by opening additional vent holes and / or by widening the cross-section of existing vent holes, different pressure conditions can be created in the airbag for small, light people than, for example, for large, heavy people. Furthermore, due to the sensors in the crash, a distinction is only made between fast and slow crash progression. As a result, appropriate actions for the restraint system could currently only be carried out during the crash and not before the crash, and appropriate measures for controlling the restraint system in the crash could not be planned in the pre-crash phase. DE 2007015768 B4 discloses a method for operating an airbag with an impact detection device and / or a device for occupant or object detection.The focus of this method is on controlling the airbags based on pre-crash information. The method determines a threshold value for a pre-crash confidence factor. The pre-crash sensors provide only limited information about the crash process (e.g., no pulse profile). DE 2007015768 B4 does not use a fully electric belt tensioner, but only electric motor retractors. DE 102014219294 A1 discloses a method for controlling an adaptive safety device. In this method, adaptive airbags can be controlled via a valve in the gas generator. Belts and belt tensioners are mentioned as additional restraint systems. DE 102017213914 A1 discloses a method for controlling at least one occupant protection device for a vehicle during a collision.The input data are the kinetic occupant energy to be dissipated, a still available relevant vehicle deformation path, and / or an available displacement path of the occupant relative to the vehicle. In the method, a restraint force is determined based on this input data. WO 00 / 30903 A1 discloses a method for detecting the severity of a vehicle collision. In the method, a crash severity is determined during a crash event. In addition, the method uses crash sensors (acceleration sensors) to determine the crash severity. Furthermore, the restraint systems are only activated during the crash phase. The object of the invention is to provide an occupant restraint system for a motor vehicle in which, compared to the prior art, an optimal restraint effect for the vehicle occupant can be achieved in a simple manner. This object is achieved by the features of claim 1 or claim 7.Preferred developments of the invention are disclosed in the subclaims. The invention is based on individualized control of the restraint system in a frontal crash, preferably depending on a predicted or estimated crash severity, the occupant classification, and the occupant's set seating position. The invention provides intelligent and dynamic adjustment of the restraint means. For this purpose, occupant data, such as the occupant's height, seating position, age, and weight, are provided. Based on the occupant data, which is determined, for example, by the multifunction interior camera, and the crash severity from the predictive crash severity estimator, the restraint system is controlled in a situation-adapted manner in a frontal crash. The load on the occupant is thus reduced to the lowest possible level.Against this background, the invention is based on an occupant restraint system for a motor vehicle, comprising: a pre-crash sensor system that performs crash detection and estimates the crash severity in a pre-crash phase; a crash sensor system that detects a crash progression, in particular an actual crash scenario, in an incrash phase; and a control unit that is in signal communication with the pre-crash sensor system and the crash sensor system. The control unit controls the restraint means of the restraint system in the pre-crash phase (and in the incrash phase) in order to achieve an optimal restraint effect for the vehicle occupant. According to the characterizing part of claim 1, the restraint system comprises: a position detection module with which an occupant position in the vehicle seat can be detected; and / or an occupant detection module with which the occupant data, i.e., height, age, weight, and / or gender, of the vehicle occupant can be detected.The control unit can control the restraint devices taking into account the occupant data and / or the occupant position. The invention preferably utilizes the following components: a predictive crash severity estimator for identifying the crash type, crash severity, and crash pulse; an interior camera for occupant classification; a fully electric belt tensioner and / or an end fitting tensioner with adaptive control of the belt forces. Furthermore, the occupant data are taken into account when designing the restraint system. Furthermore, the control unit of the restraint system can have a pre-crash algorithm and an crash algorithm. In the restraint system according to the invention, the restraint devices are controlled situation-dependently and personalized. The belt force level and the adaptability of the airbags are regulated depending on the seating position, the occupant size, and the crash severity, thus achieving optimal restraint effectiveness for the occupant.The interior camera can determine the height, seating position, age, and weight of the occupants. The interior camera also verifies whether the occupant is sitting in a normal position or in a forward or deviating seating position. The pre-crash sensors are required to bring an occupant not in a normal position into this position in good time before the crash, using a reversible, fully electric belt tensioner, in the event of a crash detection, to ensure optimal protection from the restraint systems. The crash severity estimator, an additional pre-crash system, is used to estimate a crash scenario before the crash impact, i.e., to classify the respective crash type and severity.Based on the classification of the crash severity estimator, the classification of the occupants (height, age, weight, gender) and the seating position of the occupants, an ideal belt force for the fully electric belt tensioner (and / or the end fitting tensioner) and the deployment strategy or deployment times for at least one adaptive airbag are calculated using a pre-crash algorithm and possibly applied before the crash impact. During the crash impact, an actual crash scenario, i.e. the real crash pulse of the vehicle, is determined via the crash sensors (by upfront sensors and airbag control unit). This real crash pulse is then compared at all times with the estimated crash pulse from the crash severity estimator and the ideal belt force and the deployment times of the adaptive airbags are adaptively adjusted using a second algorithm (incrash algorithm). Different expansion stages and / or deployment times of the adaptive airbags are possible for the restraint system according to the invention.Variants may be provided in which certain sensors or components are omitted. Three possible alternatives are presented below as examples: In the first variant, the predictive crash severity estimator and the fully electric belt tensioner are omitted, so that the pre-crash algorithm for preconditioning the restraint systems is not applied. Based on the occupant classification (height, weight, age) and the occupant position (seat adjustment) and the information from the crash algorithm (fast or slow crash progression), the ignition times of the airbags and the switching times of the switchable belts are then individually determined. For example, for a heavy and tall man (H3-95%) in a rear seating position, the airbags will be deployed later and the belts will not be activated or will only be activated at a later time than for an average man (H3-50%) in a middle seating position.A second variant includes the predictive crash severity estimator in addition to the first variant. This allows the ignition times for the airbags and switching times for the adaptive belts to be calculated in a simplified pre-crash algorithm, which in turn must be checked in the incrash algorithm and adjusted if necessary. The difference from the first variant is that for more crash scenarios (such as slow and fast crash progression), the respective ignition times and switching times are determined before the crash. The third variant again dispenses with the pre-crash algorithm, including the crash severity estimator, and uses the fully electric belt tensioner instead. This allows the incrash algorithm to control individual belt force curves, which are calculated depending on the occupant classification, occupant position, and crash progression.However, this only allows a distinction to be made between slow and fast crash progression, which limits the choice of belt force progression. All three alternatives presented involve compromises that therefore do not lead to an optimal solution for the occupants. Key aspects of the invention are highlighted in detail below: The position detection module can be a camera, in particular a multifunctional interior camera, with which the occupant's seating position can be detected. If the actual seating position data deviates from a normal seating position, the vehicle occupant can be brought into their normal seating position in the pre-crash phase by means of a reversible, fully electric belt tensioner acting as a pre-crash actuator. The detection module for recording the occupant data can also be a multifunctional interior camera, for example. This can optically detect the occupant.The occupant image can be evaluated in a downstream image evaluation process to generate the occupant data. In one technical implementation, the restraint system can have a crash severity estimator. This can estimate a crash scenario, in particular a crash pulse, in the pre-crash phase based on the data acquired by the pre-crash sensors. The control unit can control the restraint means taking this estimated crash scenario into account. The following is preferably provided as the restraint means: a seat belt, to which a fully electric belt tensioner and / or end fitting tensioner acting as a pre-crash or crash actuator is assigned, and / or at least one adaptive airbag whose gas generator acts as a pre-crash or crash actuator. The belt tensioner can preferably be an electronically controllable, electric-motor-driven reversible belt tensioner.In the event of a pre-crash or crash, this can adjust the belt force exerted on the occupant to a predefined force level. Alternatively and / or in addition to the inventive aspects described above, a further core of the invention is described below: The control unit can have a pilot control unit that determines a pre-crash data profile based on the crash scenario estimated in the crash severity estimator. Using the pre-crash data profile, the control unit can control the restraint devices in order to pre-adjust them in the pre-crash phase. According to the characterizing part of claim 7, the control unit can have a correction module in addition to the pilot control unit. Using the correction module, the pre-crash data profile can be corrected into an incrash data profile, so that in the incrash phase (i.e., after the time of the crash), the control unit can control the restraint devices using the incrash data profile.In one technical implementation, the control unit can have a comparator module. This can determine a deviation during the crash phase between the crash scenario estimated by the crash severity estimator and an actual crash scenario determined by a crash sensor system. If a significant deviation is present, the correction module can adapt the pre-crash data profile to the incrash data profile. An exemplary embodiment of the invention is described below with reference to the attached figures. There show: Figures 1 and 2 the structure and mode of operation of the occupant restraint system according to the invention. Figure 1 shows a schematic diagram of a vehicle interior 1 with a driver 3 who is secured to the driver's seat 7 by a seat belt 5. The seat belt 5 is a three-point seat belt consisting of a lap belt section and a shoulder belt section.The lap belt portion of the safety belt 5 runs between lower attachment points, of which only one attachment point is shown in Figure 1, which can be released via a belt tongue and a belt buckle. The shoulder belt portion of the safety belt 5 is guided diagonally from a lower attachment point over the chest area of ​​the driver 3 to an upper deflection fitting 15 on an upper edge of the backrest of the driver's seat 7. The shoulder belt portion runs beyond the deflection fitting 15 to an electric motor-reversible belt tensioner 19. In the event of crash-related activation, the electric motor-reversible belt tensioner 19 sets a restraining force F (Figure 2) exerted on the vehicle occupant 3 to a predefined force level, specifically by displacing the vehicle occupant 3 by a belt force limiting travel.Alternatively and / or in addition to the fully electric belt tensioner 19, an end fitting tensioner (not shown) may be provided. As can be further seen from Figure 1, an electrically operated seat control unit 21 (only indicated) is provided, with which both the driver's seat 7 can be adjusted in the vehicle's longitudinal direction x and its backrest can be adjusted in inclination. Furthermore, a driver airbag module 23 is installed in a steering wheel 6 of the vehicle; its airbag protects the occupant's head from impact with the instrument panel or the steering wheel 6 in the event of a frontal crash. The fully electric belt tensioner 19, the seat control unit 21, and a gas generator (not shown) of the airbag module 23 operate in a pre-crash phase Δt. P (Figure 2) and in an incrash phase Δt C (Figure 2) (ie after the crash time t C) as pre-crash or crash actuators, which can be controlled by a control unit 25 with a data set or data profile. The control unit 25, together with the restraint devices 19, 21, 23, is a component of an occupant restraint system, which is indicated in Figure 1 as a block diagram to the extent necessary for understanding the invention. Accordingly, the occupant restraint system has a crash severity estimator CSS. This is used to estimate Δt in the pre-crash phase. P a crash scenario S P estimated, based on data recorded by a pre-crash sensor system 26. In addition, the occupant restraint system has a crash sensor system 41, which during the crash phase Δt C an actual crash scenario S C or an actual force pulse is recorded. The crash scenario S estimated by the crash severity estimator CSS PIncludes the crash severity, the crash type, and a crash pulse. The occupant restraint system also has a position detection module 27 and an occupant detection module 29. The position detection module 27 detects an occupant position in the vehicle seat 7, while the occupant detection module 29 detects occupant data, i.e., the height, weight, age, and / or gender of the vehicle occupant 3. In Figure 1, the two detection modules 27, 29 are signal-connected to a multifunction interior camera 31, which optically detects the vehicle occupant 3 and / or the vehicle seat 7. The occupant data and the seat position data are generated from the captured camera images in the respective detection module 27, 29 in an image analysis. In Figure 1, the control unit 25 is divided into a pilot control unit 33 and a control unit 35.The control unit 35 is in turn composed of a correction module 37 and a comparator module 39, which can be implemented technically using an incrash algorithm. The crash severity estimator CSS, the position detection module 27, and the occupant detection module 29 are connected to the signal input of the pilot control unit 33. The pilot control unit 33 has a pre-crash algorithm that calculates the pre-crash based on the estimated crash scenario S. P , the occupant position recorded by the position detection module 27 and the occupant data recorded by the occupant detection module 29, a pre-crash data profile x P , y P , e.g. P generated, with which the restraint devices 19, 21, 23 in the pre-crash phase Δt Pare preconditioned. As can be seen from Figure 1, the correction module 37 of the control unit 35 is interposed in the signal path between the pilot control unit 33 and the restraint devices 19, 21, 23. With the correction module 37, the pre-crash data profile x P , y P , e.g. P to an Incrash data profile x C , y C , e.g. C correctable, so that during the incrash phase Δt C the restraint devices 19, 21, 23 with the Incrash data profile x C , y C , e.g. C For this correction, a deviation ΔS between the crash scenario S estimated by the crash severity estimator CSS and the crash severity estimator 39 is to be calculated using the comparator module 39. P and an actual crash scenario S C which is determined by the crash sensor system 41. If there is a significant deviation ΔS, the pre-crash data profile x P , y P , e.g. Pfrom correction module 37 to Incrash data profile x in , y in , e.g. in modified. Based on the crash severity estimator CSS and the two detection modules 27, 29, the pilot control unit 33 generates Δt at a very early point in time, i.e. during the pre-crash phase P , the pre-crash data profile x P , y P , e.g. P , which enables a targeted preconditioning of the restraint devices 19, 21, 23. This means that at the crash time t C and at the beginning of the incrash phase Δt C a control intervention of the control unit 35 to determine the pre-crash data profile x P , y P , e.g. P to the Incrash data profile x C , y C , e.g. Cto correct, only required in exceptional cases. In the event of a crash, the following control sequences are possible: In a first constellation, no significant deviation ΔS is detected in the comparator module 39 between the estimated crash scenario S P and the actual crash scenario S C In this case, the restraint devices 19, 21, 23 are deactivated at the time of the crash t C and at least at the beginning of the incrash phase Δt C with the pre-crash data profile x P , y P , e.g. P controlled without any control intervention by the control unit 35. However, if necessary, the control unit 35 can perform a readjustment at any time. In a second constellation, a significant deviation ΔS is determined in the comparator module 39, so that the correction module 37 calculates the pre-crash data profile x P , y P , e.g. P using the Incrash algorithm into the Incrash data profile x C , y C , e.g.C modified, which can also be subjected to readjustment at any time. In a third constellation, after the end of the pre-crash phase, Δt P a vehicle crash has been prevented. The control unit 25 can therefore, after the pre-crash phase Δt P the restraint devices 19, 21, 23 return to their initial position, for example, without any readjustment being carried out by the control unit 35. Figure 2 shows, as an example, a temporal belt force curve of the fully electric belt tensioner 19 during the pre-crash phase Δt P and during the incrash phase Δt C Accordingly, the belt force F is already in the pre-crash phase Δt P preconditioned to a fixed force level. The force level remains constant both at the time of crash t C as well as at the beginning of the incrash phase Δt C unchanged. Only during the further course of the incrash phase Δt Cthe belt force F is adapted by means of the incrash algorithm of the control unit 35 of the control unit 25.

[0002] List of reference symbols 5 Safety belt 6 Steering wheel 7 Vehicle seat 15 Deflector 19 Fully electric belt tensioner 21 Seat control unit 23 Airbag module 25 Control unit 26 Pre-crash sensor system 27 Position detection module 29 Occupant detection module 31 Multifunctional interior camera 33 Pre-control unit 35 Control unit 37 Correction module 39 Comparator module 41 Crash sensor system CSS Crash severity estimator Δt P Pre-crash phase t C Crash time Δt C Incrash phase x P , y P , e.g. P Pre-crash data profile x C , y C , e.g. C Incrash data profile S P estimated crash scenario S C actual crash scenario ΔS deviation

Claims

1. Occupant restraint system for a motor vehicle, comprising a pre-crash sensor system (26) which, in a pre-crash phase (Δt P ) carries out a crash detection and an estimation of the crash severity, with a crash sensor system (41) which in an incrash phase (Δt C ) a crash history, in particular an actual crash scenario (S C ), and with a control unit (25) which is in signal connection with the pre-crash sensor system (26) and with the crash sensor system (41), wherein the control unit (25) in the pre-crash phase (Δt P ) and / or in the incrash phase (Δt C) controls the restraint means (19, 21, 23) of the restraint system in order to achieve an optimal restraint effect for the vehicle occupant (3), characterized in that the restraint system has the following: - a position detection module (27) with which an occupant position in the vehicle seat (7) can be detected; and / or - an occupant detection module (29) with which the occupant data, i.e. height, age, weight and / or gender, of the vehicle occupant (3) can be detected, and in that in particular the control unit (25) controls the restraint means (19, 21, 23) taking into account the occupant data and / or the occupant position.

2. Occupant restraint system according to claim 1, characterized in that the position detection module (27) has a camera (31), in particular a multifunctional interior camera, for detecting a seating position of the occupant (3). 3.Occupant restraint system according to claim 1 or 2, characterized in that the occupant detection module (29) has a camera (31), in particular a multifunctional interior camera, for detecting the occupant data.

4. Occupant restraint system according to one of the preceding claims, characterized in that the restraint system has a crash severity estimator (CSS) which, in the pre-crash phase (Δt), P ) based on the data recorded by the pre-crash sensors (26) a crash scenario (S P ), and in particular that the control unit (25) activates the restraint means (19, 21, 23) taking into account the estimated crash scenario (S P ).

5. Occupant restraint system according to one of the preceding claims, characterized in that the following is provided as restraint means: - a safety belt (5), to which a fully electric belt tensioner (19) and / or an end fitting tensioner is assigned as a pre-crash or crash actuator; - at least one adaptive airbag (23), whose gas generator acts as a pre-crash or crash actuator, and / or - the vehicle seat (7), whose seat control unit (21) acts as a pre-crash or crash actuator.

6. Occupant restraint system according to claim 5, characterized in that the belt tensioner (19) is an electronically controllable, electric-motor-reversible belt tensioner which, in the event of a pre-crash or crash, adjusts the belt force (F) exerted on the occupant to a predefined force level.Occupant restraint system for a motor vehicle, in particular according to one of the preceding claims, with restraint means (19, 21, 23) which can be controlled by a control unit (25) with a data profile, and with a crash severity estimator (CSS) which, in a pre-crash phase (Δt. P ) a crash scenario (S P ), wherein the control unit (25) has a pilot control unit (33) which, at least on the basis of the estimated crash scenario (S P ) a pre-crash data profile (x P , y P , e.g. P ) with which the restraint means (19, 21, 23) in the pre-crash phase (Δt P ) are presettable, characterized in that the control unit (25) has a correction module (37) with which the pre-crash data profile (x P , y P , e.g. P ) into an Incrash data profile (x C , y C , e.g. C ) is correctable, so that in the incrash phase (Δt C) the control unit (25) the restraint means (19, 21, 23) with the incrash data profile (x C , y C , e.g. C ) controls.

8. Occupant restraint system according to claim 7, characterized in that the control unit (25) has a comparator module (39) which in the incrash phase (Δt C ) a deviation (ΔS) between the crash scenario (S P ) and an actual crash scenario (S C ) is determined, and that the correction module (37) in the event of a significant deviation (ΔS) the pre-crash data profile (x P , y P , e.g. P ) to the Incrash data profile (x C , y C , e.g. C ) adapts.

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