Method for activating passenger protection measures in a motorized vehicle based on signals of at least one right-hand and at least one left-hand upfront sensor and at least one centrally located crash sensor - Patent 7329963

Abstract

A method for actuating occupant protection means in a motorized vehicle based on signals from at least one right side and at least one left side upfront sensor and at least one center-located crash sensor. The present application describes a method for activating occupant protection means in a motorized vehicle based on signals from at least one right and at least one left upfront sensor (FCS_L, FCS_R) and at least one crash sensor (G) located in the center of the vehicle (1), where the signals are compared to thresholds, based on which a crash type and a crash threshold are determined, and multiple trigger paths with different judgment conditions are envisaged, based on which a decision is made to activate the occupant protection system. In one corresponding trigger path, early activation of the preselected occupant protection means is performed immediately when the signal of one of the two upfront sensors (FCS_L) exceeds the second threshold value (th2) relative to the signal of the central sensor (G), i.e. when the signal of the other upfront sensor (FCS_R) is still below the first threshold value (th1) relative to the signal of the central sensor (G) and the signal of the upfront sensor (FCS_L), which has exceeded the second threshold value (th2) relative to the signal of the central sensor (G), exceeds a predetermined characteristic curve (th3).

Description

[Technical field]

[0001] The present invention relates to On the right At least one of, And, On the left At least one No.A The top front sensor signal, as well as ,car Located in the center of both At least one The present invention relates to a method according to the preamble of claim 1 for activating occupant protection means in a motorized vehicle on the basis of a signal from a crash sensor. [Background technology]

[0002] On the right At least one of, And, On the left a signal of at least one up-front sensor; and ,car Located in the center of both At least one The actuation of passenger protection means in motor vehicles based on a signal from a crash sensor has been known for decades, but in this case, the signal is compared with a threshold value, and the crash type and the crash threshold are determined. also triggers certain passenger protection measures mosquito, In order to satisfy the requirements for determining non-triggering and the trigger timing, multiple trigger paths with different criteria are provided. Indeed, since the signal behavior between the activation case and the non-activation case partially overlaps, and since the activation decision must be made at the earliest possible timing, and for that purpose, the cases must be classified, numerous trigger paths and their respective optimizations are required. As the central collision sensor, an acceleration sensor that is usually built into the control device of the occupant protection system at the center of the vehicle is used, but it may also be used in conjunction with other control devices. or It is also conceivable to use central acceleration sensors in the sensor cluster. As so-called up-front sensors, i.e. sensors provided at the front of the vehicle, for example in the bumper, various forms of crash sensors are known other than acceleration sensors, such as pressure sensors for capturing pressure changes due to a crash in a cavity, for example a flexible tube.

[0003] EP 1028039 A2 discloses, for example, an occupant protection system operation control device for controlling the operation of an occupant protection system mounted on a vehicle when the vehicle collides with an obstacle, and the operation control device includes a plurality of up-front sensors, i.e., collision sensing means arranged at various positions in the front area of ​​the vehicle. Note that a collision type identification means for identifying a vehicle collision type based on values ​​captured by a plurality of collision capture means is already known. Here, the collision type identification means identifies the collision type as an oblique collision when there is a time difference between the rises of the values ​​captured by the left and right collision capture means after the vehicle collides.

[0004] EP 2504201 A1 proposes a method for recognizing the width of a collision area of ​​an object in the front area of ​​a vehicle, comprising the step of receiving a first deformation element signal representative of the change in the distance between the components of a first deformation element arranged in the left front area of ​​the vehicle, and further comprising the step of receiving a second deformation element signal representative of the change in the distance between the components of a second deformation element arranged in the right front area of ​​the vehicle. Both deformation elements with corresponding sensors are also embodiments of an upfront sensor.

[0005] An offset impact of an object having a narrow impact region relative to the vehicle is recognized if the first deformation element signal differs from the second deformation element signal by more than a predefined threshold level. [Prior art documents] [Patent documents]

[0006] [Patent Document 1] EP 1028039 A2 [Patent Document 2] EP 2504201 A1 Summary of the Invention [Problem to be solved by the invention]

[0007] The object of the present invention is therefore to provide a method for further increasing safety in road traffic, which allows early and safe activation of selected occupant protection means with appropriate intensity in specific oblique collision events, without further adaptation in typical deactivation cases or in previously known total activation cases. Oblique collision events with high collision energies, i.e. events with high relative velocities between the impacting objects, require a special optimization of the protective effect of certain occupant protection means, i.e. earlier activation than previously known collision scenarios and trigger paths define. [Means for solving the problem]

[0008] Such high energy oblique impact events typically lead to full deployment of all occupant protection measures in the ensuing crash sequence, but conventional trigger paths and criteria are not suited to the early deployment decisions required for certain occupant protection measures.

[0009] According to the invention, this object is achieved by means of the features recited in the independent claims. Further embodiments of the invention result from the dependent claims, although combinations of the individual features and also further forms of the individual features are possible.

[0010] The main idea of ​​the invention is to evaluate the signals of both up-front sensors in comparison with the central sensor and then to further evaluate the results of this comparison for both up-front sensors.

[0011] Trigger path according to the present invention in teeth , selection Passenger protection measures adopted But in the following case: one The other Upfront Sensor The signal is compared to the central sensor signal. , while still below the first threshold, the signal of the other of the two up-front sensors increases relative to the signal of the central sensor. The second threshold already Exceed If , moreover, the second threshold is exceeded for the signal of the central sensor. The above The up-front sensor signal is Prescribed Characteristic curve too Exceed In case Leave 、 Early activation Again, it should be noted that, of course, typically there will be several different trigger paths, the thresholds of which will be different from those which activate in other operating cases.

[0012] In this case, the specified The characteristic curve shows that the signal of the central sensor is At least a certain From the threshold Also small In the meantime, Preferably, the device has at least a first section, In the section, one of the two up-front sensors exceeds the second threshold and the other up-front sensor is below the first threshold. case It works in some cases, but not others. case In this section, the trigger path and the do No operation is performed. stomach. In addition, the signal from the central sensor Prescribed As soon as the threshold is exceeded, the do At least one further section is also provided that is inhibited from operation.

[0013] The reason behind this limitation is that, while selective early activation of certain occupant protection measures is not necessary above a certain level of the crash severity progression, there is a risk that the respective signal itself may reach the activation range for various other crash cases.

[0014] In one development, in addition to the two sections: There is also a central section, in which The value of the central sensor is As it increases, Upfront Center If the threshold is exceeded, operation will be performed. The second threshold is also high. do. In other words, two The sections transition into each other through this central section.

[0015] It should be noted that the signals of both up-front sensors are preferably integrated by short-term integration and the signal of the central sensor is double integrated and the signals thus obtained are compared and evaluated. From a purely physical point of view, it may be difficult to imagine that such unequal processing would make sense for collision detection, but in this case it is advantageous.

[0016] This method is for drivers Airbags and / also The passenger airbag has multiple Step Our number one Step, and the up-front sensor detects a sideways motion on the side that indicates a signal of the corresponding magnitude. Airbags and / or To deploy window airbags Preferably used .

[0017] Likewise, the control unit for the occupant protection means has connection means for the corresponding occupant protection means and connection means for the signals of at least two upfront sensors and of at least one central crash sensor, and storage means containing an algorithm for carrying out the method according to the invention, in which algorithm further trigger paths are obviously also implemented. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0018] The invention will be explained in more detail below by way of examples and with reference to the drawings. Figure 1A shows the configuration of an occupant protection system for a motor vehicle, which is known per se, and which comprises a central control unit ACU for the occupant protection means and which incorporates at least one crash sensor G as well as an up-front sensor FCS_R arranged on the right side and an up-front sensor FCS_L arranged on the left side in relation to the direction of travel. or Further sensors may also be mounted centrally, in particular sensors that do not have a sensitivity axis oriented exclusively in the direction of travel, but in the method according to the invention only the signal components in the direction of travel of these sensors are taken into account.

[0019] The various occupant protection means within the vehicle are not shown for the sake of simplicity, but are themselves known from the prior art.

[0020] Firstly, in figure 1A a 90km / h (=kph) oblique crash event is visualized diagrammatically, the corresponding signal progression being shown below in figures 2 and 3. Figure 1B shows in more detail the configuration of a crash test, the so-called "oblique test", in which airbags for lateral protection of the body, in particular the head, are activated, particularly preferably early, once a certain intensity is exceeded, e.g. side airbags, window airbags or so-called "curtain airbags" or the like.

[0021] On the other hand, FIG. 1C shows a Small-Overlap Test (SOT), whose signal progression is illustrated in FIG.

[0022] In contrast, FIG. 1D shows a so-called “ODB” (Offset Deformable Barrier Test) that uses a deformable barrier, impinging only on a portion of it, and whose signal progression is illustrated in FIG.

[0023] FIG. 1E, on the other hand, shows another oblique impact configuration, the signal progression of which is illustrated in FIG.

[0024] Figures 2A through 2C show the signals of both front sensors FCS_L and FCS_R, as well as the transition of the double integral value X derived in the central airbag control unit ACU of the central collision sensor G, in a very early and very short time frame from 0 to 35 ms from the start of the collision in a very critical oblige test. As described at the beginning, the signals are not compared with a threshold value with respect to time, but are evaluated by comparison with the signal of the central collision sensor. Thus, Figures 2D and 2E show the value X of the double integral of the central collision sensor plotted on the X-axis, and the value of the short-term integral of each front sensor on the Y-axis. That is, the signal transition changes from the perspective of the transition with respect to the signal of the central collision sensor. Figures 2A through 2E merely illustrate and visualize the derivation of a summary based on the respective temporal transitions of the sensor signals related to the collision event.

[0025] Figures 3A through 3D schematically illustrate the evaluation of the summary below. Figures 3A and 3C show the transition of the short-term integral of the signal FCS_L of the left front sensor, and Figures 3B and 3D show the transition of the short-term integral of the signal FCS_R of the right front sensor.

[0026] At that time, Figures 3A and 3B illustrate the evaluation focusing on the offset characteristics of the first and second threshold values (th1 < th2). In the side where the collision occurred - in this example, the left side - the signal must exceed the second threshold value, that is, the higher threshold value th2 (shown as a bar-dot-bar line in the figure). On the opposite side - in this example, the right side - the signal is less than the first threshold value th1 (shown as a dotted line in the figure). To avoid complexity, only the corresponding threshold values are shown in Figures 3A and 3B. Needless to say, functionally, the signal is evaluated in parallel with respect to all threshold values. Although the second threshold value is also very low, in the comparison with the signal of the central sensor G, that is, the signal ACU X, it indicates a very high collision severity very early.

[0027] In the preferred embodiment shown here, a lower limit Xmin and an upper limit Xmax are additionally used for this trigger path. The lower limit Xmin is used to smooth out signal fluctuations that cannot be explained physically, especially at the beginning of a crash. also is used to erase and avoid malfunctions.

[0028] On the other hand, the upper limit Xmax restricts the use of this trigger path to very severe special oblique impact events. Figures 3A and 3B can be interpreted as a sort of offset mapping, but this alone is not sufficient to distinguish the cases, and further criteria for assessing the boundaries of the severity of oblique impacts and their relationship to other offset cases are shown separately in Figures 3C and 3D to avoid clutter.

[0029] Thus, in order to trigger this particular occupant protection measure, which should be activated particularly early, the signal of the upfront sensor which has been more directly impacted (in the case of Figs. 1 to 3, FCS_L) must exceed a second threshold value (th2) relative to the signal of the central sensor (G), and Prescribed The characteristic curve (th3) must also be exceeded.

[0030] Prescribed The characteristic curve (th3) clearly distinguishes the dotted activation area from the other non-activation areas in this trigger path. In other words, if there is a particularly large signal corresponding to the central sensor in the later collision course, it goes without saying that an activation leading to the total activation of all occupant protection systems is carried out. Prescribed The characteristic curve is optimized for particularly early activation in severe oblique crash events.

[0031] In a preferred embodiment, the characteristic curve th3 is a curve in which the signal of the central sensor (G) is at least Prescribed While it is less than the threshold (2,5) To, a first section (th3.1) in which the action in this section th3.1 is performed if one of the two upfront sensors (FCS_L) also exceeds the characteristic curve th3. It is mentioned again for the sake of completeness that all three criteria, i.e. not only the characteristic curve th3 but also that the relevant upfront sensor (FCS_L) exceeds the second threshold value (th2) while the other upfront sensor (FCS_R) is below the first threshold value (th1), must of course be fulfilled, otherwise the section (th3.1) will not perform this trigger path and the action via it, as already explained in relation to Figures 3A and 3B, separated there for ease of understanding.

[0032] In this embodiment, the signal of the central sensor (G) is Prescribed At least one further section (th3.3) is provided in which actuation via the trigger path is inhibited as soon as a threshold value is exceeded.

[0033] Furthermore, in addition to these two sections, Figures 3C and 3D show Another central section, th3.2, is also shown. In this central section, Center sensor (G) for As the value increases, the up-front sensors (FCS_L, FCS_R) for , as specified in the figure, the second threshold above which action is taken is also high. 。

[0034] As already explained, Figs. 3A to 3D Selected Passenger protection measures, especially early To Very serious diagonal collisions to operate Here is a typical transition. In particular, the driver's seat and / also The passenger airbag has multiple Step Our number one Step Only activates the side / window airbags on the side where the up-front sensor (FCS_L) indicates a signal of the appropriate magnitude. 。That is, Fig. 3A shows the corresponding function transition F left, as well as exceeding the higher second threshold, while Fig. 3B shows that the right upfront sensor signal is in the corresponding region between Xmin and Xmax below the first threshold. Also, as shown in Fig. 3C, the function transition for the left side meets the characteristic curve th3 for values ​​of ACU X=2-4. Fig. 3D is drawn only for completeness and does not represent the present embodiment. or The actual time course and amplitude level are taken from a real simulation, but are merely an example and are essentially intended to illustrate the function.

[0035] The following Figures 4 onwards further outline different crash transitions of the exemplary embodiment with the aim of explaining in more detail the functions and limitations of the activation decisions in this activation case, with reference to Figures 3A to 3D which have already been described in detail.

[0036] Figures 4A to 4D show the so-called "SOT64kph" and "small overlap test" of Figure 1C. In other words, a considerable speed. or , but does not have an equivalent component laterally to the direction of travel, indicating a frontal collision in which a particularly sensitive trigger path should not be used. Similarly, here too, the signal curve exceeds the second threshold value th2 in FIG. 4A on the impacted left side, but the third characteristic curve th3 does not fulfill the condition that the left side of the vehicle is within the activation window (dot pattern) even though the severity of the central sensor becomes significant later in the crash course - in this case another trigger path intervenes.

[0037] Moreover, Figures 4B and 4D show atypical signals on the right side that have not actually been impacted and can only be explained by indirect deformations of the front of the vehicle, but which cannot be ignored, but which are not even partially included in the actuation decision at all due to the limit Xmin. It is important to mention again that in this example it is not enough to say that the characteristic curve th3 (here in Figure 4D) is exceeded, but that th2 must also be triggered, especially on the relevant side - although in Figure 4B this is not fulfilled.

[0038] Figures 5A to 5D show the so-called "64kph ODB = Offset Deformable Barrier Test" (see Figure 1D) which fails all three criteria significantly and is a clear non-operational case in all four figures as there is no early onset in the signal due to the deformability.

[0039] On the other hand, in the case of the oblique collision according to FIG. 1E shown in FIGS. 6A to 6D, the up-front sensor shows a significantly recognizable peak even though the vehicle is traveling at a low speed of "only" 40 km / h. Case distinction It is very difficult to determine whether the right side of the vehicle is hit first. Here, the opposite, i.e. left, upfront sensor shows a peak first, atypically, even though it does not reach the second threshold th2, whereas the hit right side does (FIG. 6B). In FIG. 6C, the trigger region (dotted line) is entered on the side that was not actually hit (first), but the second threshold is not exceeded on that side (here, the right side), i.e., in FIG. 6D, the progression remains below the characteristic curve th3, so that not only is it below the threshold th1, but in particular the activation condition th3 is not met and the offset criterion is not met. Overall, this test once again shows well the relationship between the three evaluation criteria. This application relates to the invention described in the claims, but also includes the following as other aspects. 1. right Side At least one up-front sensor (FCS_R) and one left At least one No.AThe signal from the top front sensor (FCS_L), and ,car Both (1) are located in the center At least one A vehicle collision sensor (G) is used to activate a vehicle occupant protection means in a motor vehicle. 1. A method comprising: Multiple signal but The collision type and the collision threshold are then compared. The percentage Issued 、 Multiple trigger paths with different decision conditions Established These Judgment conditions Based on this, the decision to activate the passenger protection system is made. 、 The method In , One Trigger Path So, in the following case: While the signal of one up-front sensor (FCS_R) is still below the first threshold (th1) with respect to the signal of the central sensor (G), Of both up-front sensors The other up-front sensor When the signal from the (FCS_L) sensor exceeds the second threshold (th2) with respect to the signal from the central sensor (G), already Exceed If so, In addition , the signal from the central sensor (G) exceeds the second threshold (th2). The other The signal from the up-front sensor (FCS_L) Further, a certain Characteristic curve (th3) too Exceed If: The passenger protection measures selected for the flight were activated early. The method according to claim 1, 2. The predetermined Characteristic curve (th3) teeth , The above The signal from the central sensor (G) is at least Prescribed While it is smaller than the threshold, At least one first section (th3.1), this first In the section In that case, The up-front sensor (FCS_L) that exceeds the second threshold (th2) also exceeds the characteristic curve (th3.1). R If so, execute operation. death ,and, The above The signal from the central sensor (G) Prescribed As soon as the threshold is exceeded, the do At least one further section whose operation is inhibited (th3.3) having child 2. The method according to claim 1, characterized in that 3. In addition to these two sections hand , Further, a central section (th3.2) is provided, and in the central section (th3.2), Center sensor (G )of Value is As it increases , corresponding up-front sensor (FCS_L, FCS_R) If the limit is exceeded, operation will be performed. The threshold (th3.2) is also high. Ruko 3. The method according to claim 2, characterized in that 4. The signals of both up-front sensors (FCS_L, FCS_R) are integrated by short-term integration, while the signal of the central sensor (G) is double integrated. The signals thus obtained are compared with each other and evaluated. 4. The method according to claim 1, further comprising: 5. Selected Passenger protection Steps , driver's seat and / also The passenger airbag has multiple Step Our number one Step, In addition, the up-front sensor (FCS_L) indicates a signal of the corresponding magnitude on the side or 4. The method according to claim 1, further comprising the step of: 6. 10. The method according to claim 9, further comprising providing a lower threshold value (Xmin) for the signal (X) of the central sensor (G), below which no action is taken. 7. A control unit (ACU) for the occupant protection means, connection means for the signals of at least two upfront sensors (FCS_L, FCS_R) and of at least one central crash sensor (G), and memory means containing an algorithm for implementing the method according to one of the above. 8. A motor vehicle equipped with occupant protection means, at least two up-front sensors (FCS_L, FCS_R) and at least one central crash sensor (G), and a control unit (ACU) implementing an algorithm for carrying out the method according to one of the above.

Claims

1. A method for activating occupant protection means in a motorized vehicle based on signals from at least one up-front sensor (FCS_R) on the right side and at least one up-front sensor (FCS_L) on the left side, and a signal from at least one crash sensor (G) disposed in the center of the vehicle (1), comprising: The plurality of signals are compared to thresholds to determine a crash type and a crash threshold therefrom; A plurality of trigger paths having different judgment conditions are provided, and the operation of the occupant protection system is determined based on the judgment conditions. In the method, In one trigger path, if: If the signal of one of the upfront sensors (FCS_R) is still below the first threshold value (th1) with respect to the signal of the central sensor (G), while the signal of the other of the two upfront sensors (FCS_L) already exceeds the second threshold value (th2) with respect to the signal of the central sensor (G), In addition, if the signal of the other up-front sensor (FCS_L) exceeds the second threshold value (th2) relative to the signal of the central sensor (G), it also exceeds a predetermined characteristic curve (th3): wherein the selected passenger protection means is activated early.

2. The predetermined characteristic curve (th3) is at least one first section (th3.1) in which the signal of the central sensor (G) is at least smaller than a predefined threshold value, and in which the operation is performed if the up-front sensor (FCS_L) which exceeds a second threshold value (th2) also exceeds the characteristic curve (th3.1), and at least one further section (th3.3) in which actuation via the trigger path is inhibited as soon as the signal of the central sensor (G) is greater than a predefined threshold value.

2. The method of claim 1 .

3. 3. The method according to claim 2, characterized in that in addition to the two sections, a central section (th3.2) is provided, in which, as the value of the central sensor (G) increases, the threshold values ​​(th3.2) of the corresponding up-front sensors (FCS_L, FCS_R), above which an operation is performed, also increase.

4. The signals of both up-front sensors (FCS_L, FCS_R) are integrated by short-term integration, while the signal of the center sensor (G) is double integrated, The signals thus obtained are compared with each other and evaluated.

4. The method according to claim 1, wherein the first and second electrodes are arranged in a first direction.

5. A method according to any one of claims 1 to 3, characterized in that the selected occupant protection means includes a first stage of multiple stages of driver and / or passenger airbags, and a side or window airbag on the side on which the upfront sensor (FCS_L) indicates a signal of the appropriate magnitude.

6. The method according to claim 4, characterized in that the selected occupant protection means includes a first stage of multiple stages of driver and / or passenger airbags, and a side or window airbag on the side on which the upfront sensor (FCS_L) indicates a signal of the appropriate magnitude.

7. 4. The method according to claim 1, further comprising providing a lower threshold value (Xmin) for the signal (X) of the central sensor (G), below which no action is taken.

8. 5. The method according to claim 4, further comprising providing a lower threshold value (Xmin) for the signal (X) of the central sensor (G), below which no action is taken.

9. 6. The method according to claim 5, further comprising providing a lower threshold value (Xmin) for the signal (X) of the central sensor (G), below which no action is taken.

10. A control unit (ACU) for the occupant protection means, connection means for the signals of at least two upfront sensors (FCS_L, FCS_R) and of at least one central crash sensor (G), and storage means containing an algorithm for implementing the method according to one of claims 1 to 3.

11. A control unit (ACU) for the occupant protection means, connection means for the signals of at least two upfront sensors (FCS_L, FCS_R) and of at least one central crash sensor (G), and storage means containing an algorithm for implementing the method according to claim 4.

12. A control unit (ACU) for the occupant protection means, connection means for the signals of at least two upfront sensors (FCS_L, FCS_R) and of at least one central crash sensor (G), and storage means containing an algorithm for implementing the method according to claim 5.

13. A control unit (ACU) for the occupant protection means, connection means for the signals of at least two upfront sensors (FCS_L, FCS_R) and of at least one central crash sensor (G), and storage means containing an algorithm for implementing the method according to claim 7.

14. A control unit (ACU) for the occupant protection means, connection means for the signals of at least two upfront sensors (FCS_L, FCS_R) and of at least one central crash sensor (G), and storage means containing an algorithm for implementing the method according to claim 8.

15. A motor vehicle equipped with occupant protection means, at least two up-front sensors (FCS_L, FCS_R) and at least one central crash sensor (G), and a control unit (ACU) implementing an algorithm for implementing the method according to one of claims 1 to 3.

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