Method and system for controlling the deployment of an external inflatable pedestrian safety structure fitted to a vehicle, and pedestrian protection equipment incorporating this system.

Abstract

A method for controlling the deployment of an external inflatable safety structure (1) fitted to a vehicle, comprising a step of detecting the sudden appearance of an obstacle (39), based on signal processing from one or more sensors (32), and a step of identifying this obstacle as a pedestrian, based on signal processing from one or more sensors. This method further comprises a step of calculating a deployment strategy for the inflatable structure (1), leading to the generation of signals (41, 47) for the selective control of filling a plurality of inflatable bags and positioning of this inflatable structure (1). Fig 3

Description

Title of the invention: Method and system for controlling the deployment of an external inflatable pedestrian safety structure fitted to a vehicle, and pedestrian protection equipment integrating this system. Field of the invention

[0001] The present invention relates to a method for controlling the deployment of an external inflatable safety structure, in particular a pedestrian structure, equipping a vehicle.

[0002] It also relates to a system for controlling the deployment of an external inflatable pedestrian safety structure, implementing the control method according to the invention, as well as an external inflatable pedestrian safety structure integrating such a system.

[0003] The field of the invention is that of the safety of pedestrians in situations of being struck or knocked down by autonomous, semi-autonomous or delegated driving vehicles, individual or collective, or by guided vehicles such as trams. By pedestrian safety, we mean the protection of people but the field of the invention also covers the handling of all types of animal obstacles, inert objects. State of the art

[0004] The considerable development of vehicles with delegated driving tending towards autonomous or semi-autonomous cars and autonomous shuttles leads to raising the question of pedestrian safety increasingly. This question also arises with the strong development of trams and guided mobility systems in the heart of urban areas.

[0005] Driving assistance and autonomous driving will drastically reduce the severity of car accidents. However, in cities in particular, the coexistence of pedestrians and all kinds of mobility devices (bicycles, scooters, etc.) will maintain significant risks of interaction between these various circulating elements.

[0006] These shocks, generally at moderate speed <40Km / h, when they are not fatal, are very disabling for the victims for many years.

[0007] Until now, automobile manufacturers have mainly focused on designing vehicle fronts that reduce the severity of pedestrian impact, which has also led to a relative standardization of vehicle grilles, which have become substantially vertical. Furthermore, some manufacturers have proposed hood lifting mechanisms using pyrotechnic charges. adapted, external airbags for vehicles, but these systems actually provide a function of absorbing the impact of only the upper parts of a pedestrian on the bodywork of a vehicle without systematically managing to retain this pedestrian on the vehicle, thus causing a risk of further accidents.

[0008] US patent 7,630,806 discloses a pedestrian detection and protection system, implementing an external inflatable structure fitted to a vehicle. This detection and protection system comprises a deployable airbag at the front of the vehicle, designed to absorb the impact of a pedestrian against the hood of the vehicle and a net designed to retain this pedestrian and thus prevent him from passing over the vehicle. This system is controlled from a processing of signals from sensors and analyzed by a shape recognition system which can integrate artificial intelligence processes.

[0009] US patent 5,377,108 discloses an impact prediction system fitted to a motor vehicle and implementing a neural network. In the event of an impact prediction, this prediction system controls the deployment of an airbag or inflatable cushion in advance.

[0010] These prior art systems, however, have the disadvantage of not allowing personalized support for a pedestrian before their impact against the vehicle, and risk having limited protection effectiveness.

[0011] The aim of the present invention is to overcome these drawbacks by proposing a method for controlling the deployment of an external inflatable safety structure, which performs an impact prediction associated with personalized recognition of a pedestrian and controls this inflatable structure in such a way that the pedestrian is taken care of and retained within the inflatable structure until the vehicle stops. This method more generally makes it possible to deal with the case of obstacles such as pedestrians, people, animals or objects outside the vehicle and whose interaction is unavoidable.

[0012] The aim is thus to propose a method and a system for controlling an external inflatable safety structure which, like the seat belt in the vehicle, can take charge of pedestrians in the most common accidents, which, when they are not fatal, significantly disrupt the lives of the victims. Summary of the invention

[0013] This objective is achieved with a method for controlling the orientation and deployment of an external inflatable safety structure equipping a vehicle, comprising:

[0014] - a step of detecting the sudden appearance of a pedestrian in front of said vehicle, from processing signals from one or more sensors fitted to said vehicle, leading to the production of detection data,

[0015] - a step of identifying said pedestrian as being a human being, an animal or inert object, from processing of signals from one or more sensors among said plurality of sensors, leading to the production of dynamic spatial identification and location data.

[0016] According to the invention, this method further comprises a step of calculating a strategy for positioning the module and for deploying the external inflatable structure, from the identification data and the dynamic spatial location data, leading to the generation of selective control signals (i) for dynamic positioning of the external inflatable structure, and (ii) for filling a plurality of inflatable bags constituting the external inflatable safety structure.

[0017] Advantageously, the deployment method according to the invention further comprises a classification step comprising processing of the detection and / or identification data, arranged so as to classify from among a plurality of categories of obstacles and predetermined configurations said pedestrian thus identified in a category of pedestrian obstacle with the corresponding deployment strategy.

[0018] In a particular embodiment of the invention, particularly suitable for use on road vehicles, the detection and identification steps are carried out within a driving assistance system fitted to the vehicle.

[0019] The deployment method according to the invention can then be implemented during an automatic emergency braking sequence initiated in response to detection of a pedestrian obstacle in front of the vehicle.

[0020] The classification step may further advantageously include processing of experience data previously stored in a learning database on board the vehicle or accessible remotely from this vehicle.

[0021] The learning database can advantageously be supplied, via a communication network to which the vehicle is connected, with experience data collected in a community of vehicles equipped with pedestrian protection systems implementing the deployment control method according to the invention. The connection can be periodic or requested by the deployment control system or by a remote management system intended to ensure an update of a fleet of vehicles thus equipped. This data must be validated beforehand by the manufacturer or the appropriate authority.

[0022] The steps of classification and calculation of deployment strategy can be carried out within an artificial intelligence system embedded in the vehicle.

[0023] According to another aspect of the invention, a system is proposed for controlling the deployment of an external inflatable safety structure equipping a vehicle, implementing the method according to the invention, this system comprising:

[0024] - means for detecting a sudden appearance of a pedestrian obstacle in front of the vehicle, from processing signals from one or more sensors fitted to this vehicle, leading to the production of detection data,

[0025] - means for identifying the pedestrian as a human being, an animal or inert object, from processing signals from one or more sensors among the plurality of sensors, and to produce identification data and dynamic spatial location data.

[0026] According to the invention, this module positioning and deployment control system further comprises means for calculating a positioning and deployment strategy as a function of the dynamic spatial identification and location data and for generating selective control signals for dynamic positioning of the external inflatable structure and filling of a plurality of inflatable bags constituting this inflatable structure.

[0027] The deployment control system may further advantageously comprise means for classifying the pedestrian in his environment into a pedestrian category from among a plurality of predetermined pedestrian categories, and the means for calculating the deployment strategy are programmed to take into account the pedestrian category resulting from this classification.

[0028] The detection means and the identification means can advantageously be integrated within a driving assistance system fitted to the vehicle.

[0029] In a particular form of the invention, the deployment control system may further comprise a learning database on board the vehicle or remotely accessible from this vehicle, designed to store experience data usable by the classification means.

[0030] It is also possible to provide that the deployment control system according to the invention is connected to a remote experience sharing system within a community of vehicles provided with pedestrian protection equipment integrating deployment control systems according to the invention.

[0031] The classification means and the deployment strategy calculation means can advantageously be integrated within an artificial intelligence system on board the vehicle.

[0032] According to yet another aspect of the invention, there is provided pedestrian protection equipment intended to equip a vehicle, implementing the control method according to the invention, this equipment comprising:

[0033] - a device for dynamically positioning said external inflatable structure by report to said vehicle, and

[0034] - an external inflatable safety structure arranged to be deployed from the front of the vehicle in response to detection and identification of a pedestrian obstacle suddenly appearing in front of said vehicle,

[0035] - a gas generating device provided for inflating said external inflatable structure security.

[0036] The external inflatable structure advantageously comprises a plurality of inflatable bags, the respective fillings of which with gas from the gas generator are selectively controlled according to a deployment strategy calculated from detection and / or identification data of the pedestrian in his environment, so as to receive and retain this pedestrian for a predetermined duration within the external inflatable structure.

[0037] Several embodiments of selective bag filling control can be envisaged. Some bags can be directly connected to a gas generator. Other bags receive inflation gas from an adjacent bag.

[0038] Selective commands can be activated: - either by design, - either in the form of a pre-programmed command before deployment, - or by controlling the components during all phases of implementation of the protection system, - either by combination of these three activation modes.

[0039] According to the invention, the implementation of the protection system can be controlled from a control module implementing a deployment strategy calculated by an artificial intelligence system on board the vehicle.

[0040] Thus, the deployment control method according to the invention is based on deep learning thanks to dynamic development tests, simulations carried out from these tests and a pooling of experiences from the same group or a similar group. The control system is therefore enriched and increases its performance throughout the life of the vehicle. This approach also makes it possible to deal with other configurations: high-speed impacts, animals or objects, for example bicycles, already or not yet listed, obstacles themselves in motion.

[0041] This control method applies to any type of vehicle, in particular having a vertical grille, but also to any type of mobile machinery such as shuttles, trams or buses. The control system according to the invention is open and it constitutes its database in a single set comprising the cumulative experience of the data and measurements carried out on the vehicle and those of the same category, communicating with each other during the development phase and during its operational life.

[0042] This database can advantageously include all of the dynamic tests carried out in development on the different types of mannequins and the different types of vehicles, and all of the modeling carried out using multi-physics simulation tools.

[0043] The deployment control system according to the invention can integrate data from its own experience and that of its communicating group. In particular, in the future, vehicles will be less and less individual but more generally collective, favoring a pooling of data.

[0044] Thus the quality of the identification of the human obstacle or not, is enriched by the experience of the entire group, but also by the adaptation of the protection system to each identified case. Thanks to artificial intelligence and deep learning, the safety of people will thus be constantly improved. Definitions

[0045] The following are definitions of terms used in the following description to designate components of the protective equipment and deployment control system according to the invention: Pedestrian#:

[0046] A person on foot, alone or in a group, standing or on the ground. The technical service provided to the pedestrian may here extend to users of a bicycle or any other individual mode of transport, to animals or to inert objects. Protection module#:

[0047] A housing containing the inflatable structure and the gas generation system fixed to a vehicle. External inflatable structure#:

[0048] A set of airbags which can communicate with each other and whose inflation can be selectively controlled. Airbag:

[0049] An inflatable envelope, of variable shape, for example tubular shape, capable of receiving an inflation gas and capable of communicating with one or more other bag(s) according to a deployment strategy. Deployment Strategy#:

[0050] A set of control signals for valves, filling valves or vents and actuators. Valve#:

[0051] a controlled gas passage opening / closing system arranged between a conduit for supplying an inflation gas and an inflatable bag or between two bags. These valves can be equipped with a non-return device as required. All the valve controls are connected by wire or any other connection system including fluidic, or by wireless means using standard radio communication techniques. In a particular embodiment, the energy for activating the control of a valve is provided by a capacitor, via a known bus system. The activation order is transmitted by an electronic chip, a wire ensuring the charging of the capacitors, the control of the quality of the circuits and the transmission of the orders to the chip. Valve or vent#:

[0052] A static gas passage opening / closing system, arranged between a conduit for supplying an inflation gas and an inflatable bag or between two bags, which is normally in closed mode by a seal (non-communicating) and which switches to open mode (communicating) in response to a pressure greater than a predetermined pressure level. The valve or vent can also be made in the form of a calibrated leak to delay the pressurization of the downstream bag. Gas generator#:

[0053] A pyrotechnic or non-pyrotechnic gas generation system. The deployment of the structure is ensured by the gas generator. Some bags are pressurized by gases from other bags beyond the operation of the generator. In some cases external generators can be used. Detailed technical description

[0054] The invention will be better understood in light of the detailed description which follows, with reference to the figures below:

[0055] [Fig-1] [Fig.l] schematically illustrates a pedestrian protection system according to the invention in deployed mode, equipping a motor vehicle,

[0056] [Fig.2] [Fig.2] schematically illustrates a pedestrian protection system according to the invention in deployed mode, equipping a bus,

[0057] [Fig.3] [Fig.3] is a functional diagram of an exemplary embodiment of a system deployment control according to the invention,

[0058] [Fig.4] [Fig.4] is a block diagram of pedestrian protection equipment according to the invention, in a collaborative configuration,

[0059] [Fig.5] [Fig.5] schematically illustrates a first configuration - in two parts - of an external inflatable safety structure, implemented in pedestrian protection equipment according to the invention,

[0060] [Fig.6] [Fig.6] schematically illustrates a second configuration - in three parts - of an external inflatable safety structure, implemented in pedestrian protection equipment according to the invention,

[0061] [Fig.7]

[0062] [Fig.8] Figures 7 and 8 schematically illustrate a kinematics of taking in loading of a pedestrian by an external inflatable safety structure of pedestrian protection equipment according to the invention,

[0063] [Fig 9A] [Fig 9A] schematically represents the geometric structure of an external inflatable structure implemented in pedestrian protection equipment according to the invention,

[0064] [Fig 9B] [Fig 9B] is a timing diagram illustrating selective control of specific parts of the inflatable structure of [Fig 9A], in the case of handling a large man,

[0065] [Fig 10A] [Fig 10A] schematically illustrates the areas of the inflatable structure of [Fig 9A], which will be activated in the event of detection and handling of a woman of small size or build,

[0066] [Fig 10B] [Fig 10B] is a timing diagram illustrating selective control of specific parts of the inflatable structure of [Fig 9A], in the case of handling a small woman,

[0067] [Fig 11 A] [Fig 11 A] schematically illustrates the areas of the inflatable structure of [Fig 9A], which will be activated in the event of detection and handling of a child,

[0068] [Fig 1 IB] [Fig 1 IB] is a timing diagram illustrating selective control of specific parts of the inflatable structure of [Fig 9A], in the case of taking charge of a small child,

[0069] [Fig. 12] [Fig. 12] schematically illustrates several basic geometries for produce an external inflatable safety structure implemented in pedestrian protection equipment according to the invention,

[0070] [Fig 13 A]

[0071] [Fig 13B]

[0072] [Fig 13C] Figures 13A, 13B and 13C illustrate practical examples of the production of an external inflatable safety structure,

[0073] [Fig. 14] [Fig. 14] schematically illustrates a particular embodiment of a pedestrian protection module integrating a gas generator and an inflatable structure in folded mode,

[0074] [Fig. 15] [Fig. 15] schematically illustrates a particular embodiment box containing the gas generator and on which the inflatable structure and the supply valves are fixed,

[0075] [Fig. 16] [Fig. 16] schematically illustrates a particular embodiment of a inflatable structure equipped with controlled valves, and

[0076] [Fig 17A]

[0077] [Fig 17B] Figures 17A and 17B respectively illustrate an example of integration of a pedestrian protection module in the front face of a vehicle and the deployment of the external inflatable structure initially contained in the pedestrian protection module.

[0078] The embodiments described below being in no way limiting, it will be possible in particular to consider variants of the invention comprising only a selection of described characteristics, isolated from the other described characteristics (even if this selection is isolated within a sentence comprising these other characteristics), if this selection of characteristics is sufficient to confer a technical advantage or to differentiate the invention compared to the state of the prior art. This selection comprises at least one characteristic, preferably functional without structural details, or with only a part of the structural details if this part only is sufficient to confer a technical advantage or to differentiate the invention compared to the state of the prior art.

[0079] Protective equipment according to the invention can equip a light motor vehicle ([Fig.l]) or a public transport vehicle 30 ([Fig.2]). In the first case, this protective equipment comprises a protection module 2 integrated in the front face of the vehicle and provided to carry out the deployment and appropriate positioning of an inflatable structure 1. In the second case, the protective equipment comprises a protection module integrated in the front face of the transport vehicle 30 and provided with a mechanical deployment part 20 movable in translation and actuated to deploy and appropriately position an inflatable structure 10.

[0080] The protective equipment can be positioned dynamically by means of electromechanical, mechatronic or fluidic actuators. This protective equipment can be secured to a ball joint providing three degrees of freedom and itself operable in translation from the front of the vehicle.

[0081] With reference to [Fig. 3], a deployment control system 3 according to the invention, integrated into pedestrian protection equipment of a vehicle, comprises a detection unit 30 programmed to deliver detection data 31 of a pedestrian obstacle suddenly appearing in front of the vehicle, from the processing of signals from a set 32 ​​of sensors equipping the vehicle.

[0082] The control system 3 further comprises a unit 33 for identifying this obstacle 39 as being a pedestrian and for determining the kinematics relative to the vehicle of this pedestrian thus identified. This identification unit 33 processes the data detection 31 and delivers in return identification data 34 and kinematic data 35.

[0083] It should be noted that the detection 30 and identification 33 units may be integral parts of a driving assistance system 36 equipping the vehicle.

[0084] The control system 3 further comprises a classification unit 37 provided for processing the detection 31 and identification 34 data in order to classify the obstacle 39 thus detected and identified into a given pedestrian category 38 from among a predetermined set of pedestrian categories.

[0085] The classification unit 37 and the identification unit 33 supply a unit 4 for calculating a deployment strategy which is programmed to deliver selective control signals for positioning 47 an external inflatable safety structure 1 equipping the vehicle, and for filling 41 a set of airbags 42 constituting this 1.

[0086] It should be noted that the classification unit 37 and the calculation unit 4 can be an integral part of the same calculator within the control system 3. One could even envisage a total or partial integration of the detection, identification, classification and calculation units, within a single integrated electronic component.

[0087] With reference to [Fig.4], the calculation unit 4 implements a database 40 and a communication module 44, via one or more wireless communication networks 42, with a server 43 operating in “cloud” mode 45.

[0088] The database 40 is arranged to store learning data collected (i) during development and evaluation phases of pedestrian protection systems or (ii) from pedestrian obstacle detection events and deployment of inflatable structures in connected vehicles 46 equipped with pedestrian protection systems, or (iii) from data collected via one or more wireless communication networks 42, with a server 43 operating in “cloud” mode 45.

[0089] The calculation unit 4 implements artificial intelligence techniques exploiting (i) learning data stored in the database 40, (ii) data delivered by the classification unit 37, and (iii) kinematic data delivered by the identification unit 33. The calculation unit 4 generates in return a sequence of signals 41, 47 for selective control of the entire protection system.

[0090] The deployment control system according to the invention as illustrated by figures 3 and 4 is connected to a vision system 32 equipping the vehicle and which may comprise:

[0091] - short and long range front cameras

[0092] - infrared cameras (0-30m)

[0093] - Lidars (O-lOOm)

[0094] - ultrasonic sensors (proximity)

[0095] - Radars (30 100m)

[0096] - ultrasonic sensors (proximity)

[0097] In certain cases and for greater reliability and speed, the control system according to the invention may also have its own means for day and night vision. For example, a camera placed at the top of the windshield can follow the movement of the pedestrian during the implementation phase of the protection system.

[0098] The deployment control system 3 as shown schematically in [Fig.3] continuously receives and analyzes data from the vehicle and its environment. When it identifies a dangerous situation, it can then trigger an avoidance maneuver, emergency braking and, if necessary, initiate the successive phases of deployment of the protection systems.

[0099] These phases are activated by electrical signals delivered by the automated system depending on the situation analyzed by it. Thanks to the analysis of all the data received before and during a critical event by the different sensors of the control system of an autonomous vehicle or the driving assistance system of a mobile system, the automated system provides a specific response to each accident configuration.

[0100] This positioning and deployment control system, thanks to its Artificial Intelligence, controls the activation in space and time (spatio-temporal) of a single protection system or a combination of several protection systems with which the vehicle is equipped.

[0101] Unlike prior art systems that trigger the activation of the airbags once and for all based on predefined algorithms upon detection of the impact, the deployment control system adjusts the response of the protection system based on information received before and during the impact.

[0102] Information from sensors equipping the driving assistance system of a vehicle can intervene on the pedestrian protection equipment itself after its deployment. For example, a camera placed at the top of the windshield can intervene in the implementation and deployment of the inflatable structure.

[0103] All of this data is merged and pooled in the deployment control system according to the invention.

[0104] Thus the deployment control system according to the invention is constantly enriched and improved with everyone's experience. Initially, the deployment control system will determine the speed at impact with the vehicle. If this is not zero, it activates the pedestrian protection system.

[0105] Multi-sensor data are merged for pedestrian obstacle identification. They must be consistent across different sources. Only data that is necessary or contributes to pedestrian obstacle identification is processed.

[0106] The identification unit 33 as shown in [Fig.3] is for example configured to carry out the following operations: - location of the pedestrian obstacle: X / Y / Z coordinates (or p / 0 / q>), - identification of the nature of the pedestrian obstacle: child, woman, man, other: animal, object, etc., - body type identification: tall, fat, short: estimation of height and weight, - detection of the position of the pedestrian obstacle: standing, lying down, leaning, crouching, in profile, in the air, - motion detection: on foot, by bicycle, Segway, roller skates, skateboard or skateboard, motorcycle, or any other means of transport, - Trajectory estimation: facing, perpendicular, parallel, or angle relative to the car's trajectory, - determination of relative speed with respect to the vehicle and position at t=0.5s for example, - identification of elements of the nearby landscape, nature and trajectory: car, truck, motorcycle / bicycle, sidewalk, wall etc., - determination of the vehicle's attitude in relation to the ground, - possibly, followed by the pedestrian's kinematics.

[0107] With reference to [Fig. 5], the inflatable structure 1 comprises a first part IA consisting of a set of adjacent inflatable bags 5 parallel to each other so as to create an inflatable mattress and a second part 1B consisting of an inflatable bag 50 arranged transversely against an end edge of this mattress. To obtain an enveloping effect, the bag arches under the effect of pressure with reference to figure 5b, this effect being obtained by an anisotropic structure of the bag with a different thickness between the front and rear face.

[0108] As will be described below with reference to [Fig. 12], the airbags 5 are arranged so that they can communicate with each other from inlet ports provided with a valve / vent or a valve.

[0109] It should be noted that the valves and valves / vents can be replaced by independent gas generators.

[0110] In another configuration of an inflatable structure implemented in pedestrian protection equipment according to the invention, illustrated by figures 6.1 and 6.2, the inflatable structure 6 comprises a first central part or bag 6A, a second upper part or upper bag 6B (identical to part IB of [Fig.5](a)) and a third lower part or lower bag 6C.

[0111] The first and third parts or bags 6A, 6C have an inflatable mattress structure. The part or bag 6A is analogous to the part 1A of [Fig.5](a) while the second part or bag 6B is identical to the part 1B of [Fig.5](a). The two parts or bags 6A, 6C are pressurized independently via separate valves.

[0112] An additional bag 60 may also be provided to enclose the bag 6C to give it additional rigidity; it may be anisotropic like the bag 6B.

[0113] The rigidity provided by the U-shaped bag of C makes it possible to maintain in the inflatable structure a person whose center of gravity after support is below the kneecap. This can be designed to raise the lower part of the bag. This device is also capable of supporting people on the ground.

[0114] As illustrated above, the inflatable structures 6A or 6A+6C can be anisotropic to obtain a curved shape of the structures; this configuration is favorable in the event of a risk of projection. The upper surface is reinforced relative to the inner surface. This reinforcement can be modulated to favor certain areas. Similarly, the structure can be trapezoidal with reference to Figure 13.

[0115] More generally, the geometry of the bags of the inflatable structure can be adapted depending on the vehicle or a particular strategy. Different adaptations can be envisaged within the framework of the present invention. For example, the presence in the inflatable structure of transverse bags in the middle of the inflation zone can prove favorable.

[0116] It may also be provided, with reference to [Fig.6].2, that the bags 6A and 6C are partially overlapped in order to ensure better protection of the pedestrian by the inflatable structure 6 in its center.

[0117] The IB or 6B bags may be extended laterally and they may be anisotropic to "raise" the bag.

[0118] The inflatable structures used in pedestrian protection equipment consist of generally cylindrical bags assembled and communicating via regulated vents.

[0119] As an example, the inflatable structure of Figure 5a consists of a main structure IA with dimensions 140X 220 cm which comprises 14 tubular bags with a length of 220 cm and a diameter of 6 cm. A 4 cm strip joins the bags together.

[0120] The inflatable structure of [Fig.6] consists of two bags 6A; 6C with nominal dimensions of 110x140cm. Bags 6A and 6C can overlap at their intersection, to create a reinforced protection zone at this critical point, with reference to figures 6.2 and 15.

[0121] One of the preferred solutions for the construction of these bags is to preform the bags from two strips of fabric ([Fig. 12]). The intermediate parts between the bags 120 are sealed but these welds are not continuous, and passages are provided to position the valves or vents ensuring communication between the bags 120' (figure 12B). The folds can be symmetrical 121, 122 ([Fig.l2](A)) or asymmetrical 123, 124 (figures 12(C) and 12(D)). In the latter case, the distance between bags can be reduced to ensure bending of the inflatable structure, with reference to [Fig.l2](F).

[0122] The shape of the bag IB shown in [Fig.5] is anisotropic according to a configuration illustrated by [Fig.l2](E). The bag IB is rigid on the front face, flexible on the rear face. It folds into the upper part of the central bags to close the inflatable structure ([Fig.5](b)), thus allowing the pedestrian to be held on the inflatable structure (not shown). Other technologies for bending the inflatable structure are possible, in particular that shown in [Fig.l2](f).

[0123] The IB bag is pressurized in correlation with the pedestrian's kinematics.

[0124] [Fig. 16] illustrates an example of valve distribution: four or five valves V1 transmit the gases from the gas generator (not shown) to the four or five central bags of the inflatable structure. These bags communicate with each other by free passages between the bags. Four valves V2 supply the first two side bags 16B, the others communicate with each other by free passages. Valves V4 supply bag 16A. The same applies to bag 16C with valves V3.

[0125] Figures 13A, 13B and 13C illustrate different possibilities for shaping the inflatable structures. It is thus possible to provide a trapezoidal shape by progressively widening the inter-bag strips (13B). With two canvases of different thicknesses, it is possible to curve / bend the inflatable structure 137, with reference to [Fig 13C].

[0126] The bags can be made of PVC (Polyvinyl Chloride) or any other materials of the type used for the production of Zodiac® type inflatable boats. Other materials are possible, for example Nylon 6x6 coated with Neoprene or Silicone. In some cases polyurethane can also be used.

[0127] In another configuration, the bags alone are placed inside a fabric matrix ensuring the shape of the inflatable structure. The fabric matrix adjusts to the mechanical protection needs of the bags and the desired shapes. In this case, Nylon 6x6 coated with Neoprene or silicone binder is preferred, but polyurethane is also possible. This technique makes it possible to separate the pressurization function from those of the mechanical strength and the shape of the inflatable structure. This configuration makes it possible to use materials with different roughnesses.

[0128] With reference to figures 14 and 15, the protection module 14 contains an inflatable structure 141, 142 and a gas generator 15 packaged in a sealed box 143 secured to the module 14 and on which the inflatable structure 141, 142 is fixed.

[0129] The protection module is fixed to a ball joint secured to the vehicle, possibly by means of a jack (figures 1 and 2) and which allows its controlled spatial orientation in x,y,z.

[0130] The housing 143 containing the gas generator has the shape of a prism with a triangular section ([Fig.l5](a)). A first face 150 ([Fig.l5](b)) of this housing 143 constitutes a first plate supporting the different valves which communicate with the bags of the lower part 141 and 151 of the inflatable structure.

[0131] The bags, of the type described in figures 5 or 6, are folded longitudinally in three. A first group of four or five central bags receive the gases directly through the valves VI, while groups of four or five bags respectively, folded over this first group, will be supplied by four valves or vents V2.

[0132] The inflatable structure shown in [Fig. 14] is folded into two coils ("mother-in-law's tongue"), one deploying forwards guided by a platform created when the module is opened, the other deploying upwards towards the hood of the vehicle.

[0133] Thus the inflatable structure is designed to deploy first axially then laterally. The other bags 16A, 16C of the structure are supplied by the vents or valves V3 and V4.

[0134] The protection module has dimensions of 40 cmX20 cm, depth of 20 to 30 cm. This shape can be adjusted to the configuration of the front face of the vehicle, as illustrated in figures 17A and 17B. Gas generators

[0135] To ensure the deployment of the structure, several technologies are possible:

[0136] - the gas generator comprises as its only propellant composition the ballistic characteristics are adjusted to ensure complete combustion in over 50 milliseconds;

[0137] - the gas generator comprises a single composition consisting of a mixture of at least one oxidizing charge and at least one reducing charge, the decomposition of which is controlled by an energizing device configured to ensure complete generation of gases in more than 50 milliseconds;

[0138] - the gas generator comprises a first chamber containing solid propellant, and a second chamber containing a second composition consisting of a mixture of at least one oxidizing charge and at least one reducing charge, said solid propellant forming a block whose thickness and chemical characteristics are adjusted to ensure complete combustion of the gases in more than 50 milliseconds.

[0139] For example, the gas generator has the following characteristics:

[0140] [Tables 1] Primary loading Propellant 1133 mass 8g Secondary loading Mixture 18g NH4NO3 and 4g Guanidine Nitrate Operating time 300 ms

[0141] This latter solution has the advantage of delivering chemically neutral gases without dust.

[0142] Compressed gases or a compressor can also be used alone or in addition to a gas generator described above.

[0143] As an example, the pressures in the protective equipment described are for the module 1MPA, (10 bars), and for the bags 0.02 to 0.05 MPA relative in terms of the ratio of the external pressure to the internal pressure.

[0144] We will now describe, with reference to figures 7 and 8, a process for deploying pedestrian protection equipment integrated into a vehicle 10, after detection of a pedestrian in the person of an adult 7.

[0145] The detection systems equipping the vehicle 10, such as cameras, lidars and radars, have previously detected a pedestrian. Algorithms installed in a computing unit within the driving assistance system of the vehicle 10 have identified this pedestrian as being an adult human 7. The kinematics of this human have been determined relative to that of the vehicle 10. The detection and identification data have made it possible to classify the pedestrian in a category for which experience data have been previously stored in a database embedded in the vehicle 10. The computing unit then generates, depending on the classification category, selective control signals to a safety module arranged in the front face of the vehicle 10.

[0146] This safety module is fixed on a ball joint, which itself can be positioned on a jack which moves it forward, with reference to [Fig.2].

[0147] The time required for the initial deployment of the inflatable structure 1 must be such that this inflatable structure is deployed before reaching the pedestrian. When the lower part 71 comes into contact with the lower part of the pedestrian's body, the latter tilts onto the central part 72 of the inflatable structure 1 and is pressed against it due to the speed of the vehicle 10.

[0148] In a second step, with reference to [Fig.8], the bag 1B of the inflatable structure 1 is deployed so as to protect the head of the pedestrian 7 and keep him on the vehicle until it stops.

[0149] Many other deployment strategies can be envisaged within the framework of the present invention.

[0150] Thus, in a practical case, after identifying a risk of collision, and implementing an avoidance maneuver with, in addition, the activation of emergency braking, the system identifies the collision with a pedestrian as inevitable.

[0151] The orders of magnitude of the kinematics of a shock are:

[0152] - at a speed of 35 km / h or approximately 10 km / s, in emergency braking in the Under ordinary conditions, the stopping time is estimated at 1 to 1.5s, and the stopping distance is estimated at 4.5 to 6m,

[0153] - the deployment time of the inflatable structure is 300ms its internal pressure, 0.12-0.15MPA,

[0154] - the inflatable structure ball joint is located 0.5m from the ground, the angle is 30° by relative to the vehicle axis, which brings the point of contact between the pedestrian and the inflatable structure 1 m from the vehicle,

[0155] - the order to activate the inflatable structure is given 4m from the vehicle, 400ms before impact if there was no protection system.

[0156] The kinematic vision data provided by the system allows the stopping distance to be calculated. If this is not sufficient to avoid the collision, the protection system must be activated.

[0157] As will be shown below, it is possible to reduce the system activation time to 150ms. In this case the order to activate the inflatable structure is given 2.5m from the vehicle, 250ms before the impact if there was no protection system.

[0158] The cumulative experience of the effective use of pedestrian protection equipment and the exchange of experiences will lead to an improvement of the deployment control system according to the invention. By way of non-limiting example, the inflatable structure implemented in the following three examples illustrated by FIGS. 9A, 9B, 10A, 10B, 11A, 11B, consists of a central part consisting of two independent bags 9A 9C supplied by valves VI, four lateral parts 9DS, 9DI, 9ES, 9EI supplied by valves V2. The space between two bags is reduced to obtain an enveloping effect according to [Fig.l2](F), and two axial structures or axial bags 9B 9F on either side of the central part, supplied by valves V3 and V4.

[0159] We will thus describe, with reference to Figures 9A and 9B, a process of selective deployment of an external inflatable structure within pedestrian protection equipment according to the invention, in a situation of identification of an adult male. The configuration studied can be that of an adult 7 of 1.75m, 80 kg, immobile centered substantially on the vehicle, at a distance of 4 m from the car. Emergency braking is triggered and the initial speed of the vehicle is 35 km / h.

[0160] With reference to [Fig 9B], at an initial instant To, a selective control of the valves V1 is considered to inflate from the gas generator only the upper and lower central parts 9A, 9C. At the same time or previously, a selective control has oriented the module axially and laterally to optimize the handling of the pedestrian. The inflatable structure 9 comes into contact at an instant T1 with a pedestrian obstacle, typically a man 7. At an instant T2 separated from the instant T1 by a few tens of milliseconds, the man 7 is held against the two inflated central parts 9A, 9C which have an initial angle a relative to the road. At a following instant T3, the inflatable structure 9 tilts towards the hood of the vehicle at a second angle [3.At a following instant T4 determined by the computing unit, the valves V4 are selectively controlled to cause the inflation of the upper end portion 9B and thus retain the man 7 and prevent him from moving forward. At a following instant T5 also determined by the computing unit, the valves V2 are then selectively controlled to inflate the lateral portions 9D and 9E which are arranged to fold back towards the central portions 9A, 9C until at least partially enveloping the man 7 (instant T6). Finally, the computing unit issues at a time T7 a selective command to the valves V3 to inject gas into the lower end portion 9F until it inflates and thus prevent the man 7 being supported from sliding downwards.

[0161] The selective control can modify the sequence of operations in order and duration. For example, the control of valve V3 can be activated with that of valve V1 if the inflatable structure must be reinforced to support the pedestrian.

[0162] We will now describe, with reference to figures 10A and 10B, an example of implementation of pedestrian protection equipment incorporating the inflatable structure of [Fig 9A], in the case of detection and handling of a woman of small size or small build 1.6m 60kg by an inflatable structure of the type described above.

[0163] The prior identification of this pedestrian obstacle will have led to its classification in a specific category which will correspond to a particular selective control of the valves equipping the structure.

[0164] This pedestrian obstacle will be distinguished from the “tall man” pedestrian obstacle mainly by the fact that its pelvis is located lower and its weight is lower. To ensure effective protection of this pedestrian obstacle, it is important that it can be well supported by the inflatable structure and does not bounce against it.

[0165] For this purpose, after impact, when the relative pedestrian-vehicle speed is zero, the valves V2 of the bags 9D, 9E will open to reduce the overpressure in the bag 9A. and thus avoid rebound. In this configuration, the camera located at the rearview mirror is particularly useful.

[0166] To keep the small pedestrian on the vehicle, the swelling of the lower end part 9F will be favored.

[0167] Thus, it is considered that at a time T10, in response to an identification of the pedestrian obstacle 8 and its classification in the “small woman” category, the computing unit has issued a selective command for positioning the module and the valves V1 controlling the inflation of the lower central part 9C. At a time T11, this lower central part 9C, inflated to a pressure level sufficient to ensure a predetermined rigidity, comes into contact with the lower limbs of the pedestrian obstacle 8. A few milliseconds later, at a time T12, valves VI controlling the inflation of the upper central part 9A are commanded to accommodate the body of the pedestrian 8. The inflatable structure 9 tilts (time T13) by dynamic effect, while valves V3 for inflating the lower end part 9F are activated to hold the pedestrian 8 on the inflatable structure 9.At a time T14, the lateral parts 9D, 9E are then inflated by selective control of the valves V2 so as to favor a greater inflation of an impact zone 80 adapted to the morphology of the human obstacle 8 taken into account.

[0168] We will now describe, with reference to figures 1 1A and 1 1B, a particular example of taking charge of a pedestrian identified and classified as a small child 0.70m, 1 l-12Kg by an inflatable structure of the type described above.

[0169] In this configuration, it is vital that the child does not pass under the vehicle. For this, at a time T20, the lower central 9C and lower end 9F parts respectively are inflated by activation of valves VI so as to constitute a barrier (time T21) and a selectively inflated zone 110 against which the child 11 will place itself at the moment of contact (time T22). and be substantially lifted either by the ball joint, or / or by an anisotropic U-shaped lateral bag 60 [Fig.6] At the same time, the lower lateral parts 9DI, 9EI are inflated so as to completely surround the child 11 and thus protect it as best as possible against external risks.

[0170] In a configuration corresponding to a child pedestrian, for example a 10-year-old child (1.30m, 30 kg), the bag deploys, but the person's center of gravity is close to the kneecap. In order for the child's center of gravity to be above the kneecap, and therefore to secure the child's tipping onto the hood, at the moment of contact (time T22), the latter must be substantially raised. This can be achieved either by the kneecap, or / or by an anisotropic U-shaped lateral bag 60, with reference to [Fig.6].

[0171] At the same time, the lower side parts 9DI, 9EI are inflated so as to completely surround the child 11 and thus protect him as best as possible against external risks. Use case 1

[0172] We consider an inflatable structure of the type shown in [Fig. 16] or in [Fig.5], of dimension 140X 220 cm. This structure comprises 14 tubular bags of diameter 6 cm and length 220 cm; The controlled valves are indicated by V1 and V3 with reference to [Fig. 16], while the others are unregulated valves. The valves V4 are holes calibrated to delay the pressurization of the bag 16A.

[0173] The pedestrian considered in this use case is an adult 1.75m tall, weighing 75kg, standing facing the vehicle.

[0174] The deployment order is given when the pedestrian is 4m from the vehicle at an initial time T=0 and the vehicle is at 35Km / h. The stopping distance of the vehicle is greater than this distance.

[0175] The orders are as follows: - adjust the module position and activate the gas generator, - activate valves VI, decide for valves V3 depending on the configuration.

[0176] The inflatable structure which is operational and comes into contact with the pedestrian T=300ms. The bag 16A is progressively pressurized from the other bags of the main structure or by an independent generator.

[0177] The pedestrian falls onto the inflatable structure and his head is in contact at T=450-500ms with the inflatable structure.

[0178] The vehicle stops at T=1000ms

[0179] In this case the selective control carries out the following steps:

[0180] - selection of the initiation delay of the gas generator coupled with the valves VI,

[0181] - module position correction order,

[0182] - opening or not of valve V3 depending on the configuration of the pedestrian's weight, of the roughness of the ground analyzed by the detection means. Use case 2

[0183] We consider the same configuration as in use case 1 but the pedestrian is in motion and the deployment control system provides for it to be offset from the center of the vehicle.

[0184] The ball joint will ensure the position of the module according to the direction of the vehicle and laterally to center the inflatable structure on the pedestrian. The system can also have the V2 valves controlled and favor one side first. Use case 3

[0185] We consider the same configuration as in use case 1 with an inflatable structure of the type described in [Fig.6] or in figures 17A, 17B.

[0186] The deployment order T =0 is given when the pedestrian is 2.5m from the vehicle.

[0187] The orders are as follows:

[0188] - adjust the module position and activate the gas generator,

[0189] - activate valves V1C and valves V3. Inflatable structure C is operational and comes into contact with the pedestrian at a time T=150ms.

[0190] - activate the valves V1B, so that the bag 16A is gradually pressurized.

[0191] The pedestrian then falls onto the inflatable structure and his head is in contact at a time T=300-350ms

[0192] The vehicle stops at a time T+1000ms.

[0193] The selective control then no longer has any orders to give. Use case 4

[0194] In this latter configuration, the system uses a camera placed at the rearview mirror of a vehicle equipped with protective equipment according to the invention, to optimize the deployment of the bags with the kinematics of the pedestrian. Depending on the morphology and weight of the pedestrian, it is possible to stiffen or soften the bag 16B and to optimize the inflation of the bag 16A.

[0195] The protective equipment according to the invention can thus handle the following configurations;

[0196] - the pedestrian is moving relative to the vehicle (jogging),

[0197] - the pedestrian is moving relative to the vehicle bicycle, roller skates, scooter, monowheels,

[0198] Other pedestrian obstacle configurations can be considered: group of several pedestrians, person with stroller or pram...

[0199] We will now describe schematically, with reference to figures 17A and 17B, an example of installation of pedestrian protection equipment 146 according to the invention in the front face of a vehicle 17. This protection equipment 146 is arranged at a height of approximately 50 cm from the ground, immediately behind the upper part 170 of the grille of the vehicle 17.

[0200] The pedestrian protection equipment 146 comprises, within a sealed enclosure, 171 the two rolled-up parts 141, 142 of the inflatable structure and a gas generator module 143 housed in a prismatic-shaped housing and containing a gas generator and an inflation plate to which the different bags of the two parts 141, 142 are fixed.

[0201] When the deployment control system (not shown in figures 17A, 17B) equipping the vehicle 17 transmits control signals to the protection equipment 146 in response to an identification of a pedestrian obstacle, the gas generator module is moved by one or more actuators (not shown) so as to ensure appropriate positioning of the inflatable structure, the two main parts of which 141, 142 are selectively and progressively inflated from the gas generator via the valves arranged on the two plates of the generator module 143.

[0202] The lower part 141 is rigidly inflated in such a way that it extends from the upper part of the grille to the ground in order to ensure safe reception of the pedestrian while the upper part 142 is rigidly inflated in such a way that it extends from the upper part of the grille substantially to the top of the windshield in order to prevent the pedestrian from coming into contact with this windshield.

[0203] Of course, the invention is not limited to the examples which have just been described and many other configurations are conceivable within the scope of the present invention. In particular, the external inflatable structure may comprise a number of bags different from that which has just been described. The dimensions of these bags may also be adapted to specific uses. Furthermore, the number of valves or valves may be different from that which has just been described and adapted to the number and configuration of the bags constituting the external inflatable structure. The speeds and distances are given only as examples; the protection system may be adapted to any moving object and within a wide range of speeds.

[0204] The obstacles that can be handled by pedestrian protection equipment according to the invention are not limited to standing or lying human pedestrians, but can also include animals or objects of any kind suddenly finding themselves in front of a vehicle.

[0205] Finally, the deployment control system according to the invention can also be implemented to selectively control the inflation of airbags inside the passenger compartment of the vehicle, which can thus benefit from the artificial intelligence capabilities used for the selective control of external inflatable structures.

Claims

Claims

1. Pedestrian protection module (14) integrated into the front face of a vehicle (17), containing: - an external inflatable safety structure (1, 6, 9, 141-142) arranged to be deployed from the front of said vehicle (3, 10, 30, 17) in response to detection and identification of a pedestrian (39, 7, 8, 11) suddenly appearing in front of said vehicle (3, 10, 30, 17), - a gas generating device (15) provided for inflating said external inflatable safety structure (1, 6, 9, 141-142), and - a system for controlling deployment of said external inflatable safety structure, this pedestrian protection module being arranged (i) to be moved, in response to a deployment command, beyond the front face of said vehicle (17) and (ii) to be dynamically positioned so that the inflated structure (141-142) collects said pedestrian, characterized in that the external inflatable structure (1, 6, 9, 141-142) comprises a plurality of inflatable bags (1A-1B,6A-6B-6C) whose respective inflations by gas from said gas generator (15) are selectively controlled according to a deployment strategy calculated by the deployment control system (3) from detection and / or identification data of said pedestrian (39, 7, 8, 11), so as to receive and retain for a predetermined duration said pedestrian (39, 7, 8, 11) within said external inflatable structure (1, 6, 9, 141-142).,

2. Pedestrian protection module according to claim 1, characterized in that the airbags are provided with filling valves connected to the gas generating device and selectively controlled from the deployment control system.

3. Pedestrian protection module according to claim 2, characterized in that it further comprises an actuator device for dynamically positioning said protection module and orienting it axially and laterally so as to optimize the handling of the pedestrian.

4. Pedestrian protection module according to claim 3, characterized in that the dynamic positioning actuator device comprises a mechanical deployment part movable in translation and actuated to deploy and position the inflatable structure in response to a deployment command.

5. Pedestrian protection module according to one of claims 3 or 4, characterized in that the dynamic positioning actuator device comprises an electromechanical actuator.

6. Pedestrian protection module according to any one of claims 3 to 5, characterized in that the dynamic positioning actuator device comprises a mechatronic actuator.

7. Pedestrian protection module according to any one of claims 3 to 6, characterized in that the dynamic positioning actuator device comprises a fluidic actuator.

8. Pedestrian protection module according to any one of claims 3 to 7, characterized in that the actuator device comprises an actuated ball joint secured to the vehicle and providing three degrees of freedom, said ball joint itself being actuable in translation from the front of said vehicle.

9. Pedestrian protection module according to any one of the preceding claims, characterized in that it comprises a housing (143) containing the gas generator, said housing having a first face constituting a first plate supporting several filling valves associated with bags in a lower part of the inflatable structure.

10. Pedestrian protection module according to any one of the preceding claims, characterized in that it integrates the inflatable structure in a folded form in two windings, one being designed to deploy forwards guided by a platform created when the module is opened, the other being designed to deploy upwards towards the hood of the vehicle.

11. Pedestrian protection module according to claim 10, characterized in that the initially folded inflatable structure is designed to deploy first axially and then laterally.

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