A vehicle safety system that executes an integrated active-passive frontal impact control algorithm

Abstract

To provide a vehicle safety system including both active and passive components.SOLUTION: A vehicle safety system for assisting to protect a vehicle occupant in the case of frontal collision includes a controller, one or more crash sensors for sensing the frontal collision, and an active sensor for detecting objects in a path of a vehicle. The controller is configured to implement crash discrimination metrics that detect occurrence of the frontal collision in response to signals received from the crash sensors. The crash discrimination metrics implement thresholds for determining whether the signals received from the crash sensors indicate the occurrence of the frontal collision. The controller is configured to execute algorithm that uses information obtained from the active sensor to detect the object in the path of the vehicle and to select the thresholds implemented in the crash discrimination metrics in response to detecting the object.SELECTED DRAWING: Figure 8

Description

Background Art

[0001]

[0001] Modern vehicles include various systems that help provide occupant safety. These vehicle safety systems can include passive safety systems and / or active safety systems. Generally speaking, a passive safety system is a reactive system that provides occupant protection in response to the detection of an event where it is desirable to protect the occupants, such as a vehicle collision. On the other hand, an active safety system attempts to predict the occurrence of an event where it is desirable to protect the occupants and take proactive avoidance measures.

[0002]

[0002] Passive safety systems include one or more passive safety devices, such as airbags and seatbelt retractors, that are operable to help protect the vehicle's occupants. These vehicle safety systems utilize an airbag control unit that is operably connected to various collision sensors, such as airbags, as well as accelerometers and pressure sensors. In response to a determination of a collision scenario based on information provided by the collision sensors, the airbag control unit operates to deploy the airbag by activating an inflator that injects an inflation fluid into the airbag. When inflated, the driver's side and passenger side airbags help protect the occupants from impacts with vehicle components, such as the vehicle's instrument panel and / or steering wheel.

[0003]

[0003] An active safety system uses sensing devices such as cameras, radars, lidars, and ultrasonic transducers to determine the state around the vehicle. In response to the sensed state, the vehicle warning system can provide warnings to the driver visually, acoustically, or tactilely. This may apply, for example, to blind spot detection, lane departure, forward / rear object detection, passing vehicle detection, and pedestrian detection. The active safety system also uses the sensed state to actively operate vehicle control, such as active cruise control, active braking, and active steering, in response to lane departure and the like. The sensing devices used in the active safety system each have specific advantages.

[0004]

[0004] Cameras are very effective for object detection. When arranged to view from multiple angles, cameras supply the vehicle with information that can be used by the artificial intelligence algorithms of the vehicle safety system to detect external objects such as other vehicles, pedestrians, or objects such as trees or trash cans along the roadside. The camera can accurately measure the angle, thereby enabling the vehicle safety system to recognize early whether an approaching object will enter the vehicle's path. By using both long-distance and short-distance zooms in combination with a wide variety of wide and narrow fields of view, the camera becomes an important tool for safety functions such as collision avoidance, adaptive cruise control, automatic braking systems, and lane departure prevention assistance functions.

[0005]

[0005] Radar sensors detect objects using an echo system, which is beneficial in cases of poor visibility that could potentially impair the effectiveness of cameras. Radar sensors emit electromagnetic waves and receive the "echoes" that bounce back from surrounding objects. Radar sensors are particularly effective at determining the distance and speed of objects such as vehicles and pedestrians relative to the vehicle. Since they function regardless of weather, lighting, or visibility conditions, radar sensors are ideal for distance maintenance, issuing collision warnings, blind spot detection, emergency braking, and the like.

[0006]

[0006] The lidar sensor also applies the principle of echo and uses laser pulses instead of radio waves. The lidar sensor records distance and relative speed with the same level of accuracy as radar. In addition, the lidar sensor can also recognize object types and the angles between objects with a much higher level of accuracy. Therefore, by using the lidar sensor, even in the dark, more complex traffic situations can be recognized. Different from cameras and radar sensors, the lidar sensor can record the 360° vehicle environment, so the viewing angle is not important. High-resolution 3D solid lidar sensors can depict pedestrians and small objects three-dimensionally.

Summary of the Invention

[0007]

[0007] The present invention relates to a vehicle safety system including both active and passive components. As used herein, "active safety" is used to refer to technologies that assist in preventing collisions, i.e., "collision avoidance", and "passive safety" is used to refer to components of a vehicle, such as airbags, seat belts, and the physical structure of the vehicle (e.g., a crumple zone) that helps protect the occupants in response to the detection of a collision event.

[0008]

[0008] The passive safety system includes one or more sensors, such as accelerometers and / or pressure sensors, configured to sense the occurrence of a collision event. The controller receives signals from the sensors, determines or discriminates the occurrence of a collision based on the signals, and is configured to deploy one or more actuatable safety devices, such as airbags and / or seat belt pretensioners / retractors, in response to the detected collision.

[0009]

[0009] Active safety systems such as collision avoidance systems are designed to prevent vehicle collisions or reduce their severity by detecting imminent collisions using radar (all-weather), lidar (LIDAR), cameras (using image recognition), or combinations thereof. In response to the detection of an imminent collision, the collision avoidance system can create operator warnings (visual, acoustic, tactile), and can also activate active safety means such as automatic emergency braking and / or automatic steering avoidance to avoid or mitigate the collision.

[0010]

[0010] For example, a collision avoidance system can execute automatic emergency braking to detect a possible frontal collision and activate the vehicle braking system to decelerate the vehicle for the purpose of avoiding or mitigating the collision. When an imminent collision is detected, the collision avoidance system provides a warning to the driver. As the collision approaches, the collision avoidance system begins to act automatically and autonomously by applying emergency braking without driver input.

[0011]

[0011] An active safety system can be a stand-alone system or a subsystem that utilizes components of another system, such as a driver assistance system (DAS), that provides driver assistance functions such as adaptive cruise control, lane departure, blind spot monitoring, parking assist, etc., using camera, radar, lidar data. These components can also be used to provide autonomous driving capabilities.

[0012]

[0012] According to the present invention, the information obtained from the active safety system is used to improve the frontal collision discrimination implemented by the passive safety system in order to improve the responsiveness of the vehicle safety system.

[0013]

[0013] According to one aspect, a vehicle safety system that helps protect vehicle occupants during a frontal collision includes a controller, one or more collision sensors that sense a frontal collision, and an active sensor that detects an object in the path of the vehicle. The controller is configured to introduce a collision discrimination metric that detects the occurrence of a frontal collision in response to a signal received from the collision sensors. The collision discrimination metric introduces a threshold value for determining whether the signal received from the collision sensors indicates the occurrence of a frontal collision. The controller is configured to execute an algorithm that uses the information obtained from the active sensor to detect an object in the path of the vehicle and, in response to the detection of the object, selects the threshold value introduced in the collision discrimination metric.

[0014]

[0014] According to another aspect, alone or in combination with any of the other aspects, the algorithm executed by the controller can be further configured to select misuse boxes associated with the selected threshold value introduced by the collision discrimination metric based on the information obtained from the active sensor.

[0015]

[0015] According to another aspect, alone or in combination with any of the other aspects, the algorithm executed by the controller can be further configured to determine the object type of the object, determine the estimated severity of the impact with the object, and select the threshold value introduced in the collision discrimination metric in further response to at least one of the object type and the estimated severity.

[0016]

[0016] According to another aspect, alone or in combination with any of the other aspects, the object type can be a car, a truck, a barrier, or a pole.

[0017]

[0017] According to another aspect, alone or in combination with any of the other aspects, the algorithm executed by the controller can be configured to determine the estimated severity by introducing a metric for determining the estimated severity based on the relative speed between the object and the vehicle.

[0018]

[0018] According to another aspect, alone or in combination with any of the other aspects, the vehicle safety system can also include at least one operable safety device comprising an airbag having a two-stage inflator and a seat belt pretensioner. The algorithm executed by the controller is configured to determine to perform one of the operations of not activating either the seat belt pretensioner or the inflator, activating only the seat belt pretensioner, activating the first stage of the seat belt pretensioner and the inflator, and activating the seat belt pretensioner, the first stage of the inflator, and the second stage of the inflator in response to the estimated severity.

[0019]

[0019] According to another aspect, alone or in combination with any of the other aspects, the algorithm executed by the controller can be further configured to select a misuse box associated with a selection threshold introduced by a collision discrimination metric in response to at least one of an object type and an estimated severity.

[0020]

[0020] According to another aspect, alone or in combination with any of the other aspects, the algorithm executed by the controller can be further configured to determine the estimated severity by evaluating an estimated severity discrimination metric that compares the relative speed and displacement of an object with respect to the vehicle.

[0021]

[0021] According to another aspect, alone or in combination with any of the other aspects, the collision sensor can include a front crash zone sensor (CZS). The collision discrimination index can include a CZS switching discrimination index for evaluating the CZS acceleration value to determine whether it exceeds the CZS switching threshold. The collision discrimination index can include individual indices associated with each object type determined by an algorithm. Each of the individual indices can include a normal threshold and misuse box, and a CZS switching threshold and misuse box. The CZS switching threshold and misuse box can be introduced by the collision discrimination index when the CZS switching discrimination index determines that it exceeds the CZS switching threshold. The normal threshold and misuse box can be introduced when the CZS switching threshold is not exceeded. The collision discrimination index can further include a normal preset threshold and misuse box, and a CZS switching preset. The CZS switching preset threshold and misuse box can be introduced by the collision discrimination index when the CZS switching discrimination index determines that it exceeds the CZS switching threshold and the algorithm detects an object within the vehicle's path. The normal preset threshold and misuse box can be introduced when the CZS switching threshold is not exceeded and the algorithm detects an object within the vehicle's path.

[0022]

[0022] According to another aspect, alone or in combination with any of the other aspects, an algorithm executed by a controller can identify an object, determine whether a lateral position of the object relative to the vehicle is within a predetermined threshold, evaluate a time-to-collision (TTC) discrimination index for determining whether a relative speed between the object and the vehicle exceeds a predetermined threshold indicating an imminent collision, and evaluate a longitudinal distance collision discrimination index for determining whether a longitudinal position of the object relative to the vehicle exceeds a predetermined threshold indicating an imminent collision, so as to be configured to detect an object within the vehicle's path.

[0023]

[0023] According to another aspect, alone or in combination with any of the other aspects, the algorithm executed by the controller identifies the state of an object, determines whether the calculated collision probability is higher than a predetermined collision probability, and determines whether the relative speed between the object and the vehicle exceeds a predetermined threshold indicating that a collision is imminent, by evaluating a time-to-collision (TTC) discrimination metric for detecting an object within the vehicle's path.

[0024]

[0024] According to another aspect, alone or in combination with any of the other aspects, the collision sensor can be a component of a passive safety system that further includes at least one operable safety device. The passive safety system can be configured to respond to the occurrence of a vehicle collision by activating the safety device. The active sensor can be a component of an active safety system configured to predict the occurrence of a vehicle collision.

[0025]

[0025] According to another aspect, alone or in combination with any of the other aspects, the collision sensor can be at least one of a crash zone sensor and an airbag control unit (ACU) sensor in the form of an accelerometer that measures the acceleration of the vehicle along the longitudinal axis of the vehicle.

[0026]

[0026] According to another aspect, alone or in combination with any of the other aspects, the collision discrimination metric can have a value determined by comparing the acceleration measured by the collision sensor with displacement / movement or velocity with displacement / movement, and the collision discrimination metric can determine the occurrence of a frontal collision in response to its value exceeding a threshold.

[0027]

[0027] According to another aspect, alone or in combination with any of the other aspects, the active sensor can be a camera, and the information obtained from the active sensor can be the object type, the lateral position of the object, the time to collision (TTC) with the object, the relative speed between the object and the vehicle, and / or the longitudinal position of the object relative to the vehicle.

[0028]

[0028] According to another aspect, alone or in combination with any of the other aspects, an algorithm for detecting an object in the vehicle's path determines whether the object type is the recognized object type, determines whether the lateral position of the object is within a predetermined threshold range, and evaluates a TTC collision discrimination index for determining whether the TTC exceeds a predetermined threshold determined with respect to the relative speed between the object and the vehicle, thereby determining whether the TTC with the object is within a threshold indicating an imminent collision, and evaluates a longitudinal distance collision discrimination index for determining whether the longitudinal distance between the object and the vehicle exceeds a predetermined threshold determined with respect to the relative speed between the object and the vehicle, thereby determining whether the longitudinal position of the object relative to the vehicle is within a threshold indicating an imminent collision, and is configured to detect the object.

[0029]

[0029] According to another aspect, alone or in combination with any of the other aspects, the active sensor can be a radar sensor. The information obtained from the active sensor can be the state of the object, the collision probability, the time to collision (TTC) with the object, and the relative speed between the object and the vehicle.

[0030]

[0030] According to another aspect, alone or in combination with any of the other aspects, an algorithm for detecting an object in the vehicle path determines whether the state of the object is the recognized state of the object, determines whether the collision probability is higher than a predetermined threshold probability, and evaluates a TTC collision discrimination index for determining whether the TTC exceeds a predetermined threshold determined with respect to the relative speed between the object and the vehicle, thereby determining whether the TTC with the object is within a threshold indicating an imminent collision, and is configured to detect the object.

[0031]

[0031] According to another aspect, alone or in combination with any of the other aspects, the recognized state of the object can be a forward state, a reverse state, a lateral state, a stationary state, or a moving state.

[0032]

[0032] According to another aspect, alone or in combination with any of the other aspects, the active sensor can be at least one of a camera, a radar sensor, and a light detection and ranging (LIDAR) sensor.

[0033]

[0033] According to another aspect, alone or in combination with any of the other aspects, the controller can be an airbag controller unit (ACU).

Brief Description of the Drawings

[0034]

Figure 1

[0034] It is a schematic diagram showing a vehicle including a vehicle safety system according to an example configuration.

Figure 2

[0035] It is a schematic diagram showing an active safety control algorithm executed in a vehicle safety system.

Figure 3

Figure 4

Figure 5

Figure 6

[0036] It is a schematic diagram showing the adjustment of a collision signal executed in a vehicle safety system.

Figure 7

[0037] Figure 7A is a schematic diagram showing known collision discrimination criteria introduced into a vehicle safety system. Figure 7B is a schematic diagram showing known collision discrimination criteria introduced into a vehicle safety system.

Figure 8

[0038] FIG. 8A is a schematic diagram showing a collision discrimination index including an active switching mechanism introduced into a vehicle safety system. FIG. 8B is a schematic diagram showing a collision discrimination index including an active switching mechanism introduced into a vehicle safety system.

DETAILED DESCRIPTION OF THE INVENTION

[0035]

[0039] In this specification, reference may be made to the left and right sides of the vehicle. These references should be understood to refer to the forward direction of vehicle movement. Thus, a reference to the "left" side of the vehicle means corresponding to the driver's seat side ("DS") of the vehicle. A reference to the "right" side of the vehicle means corresponding to the passenger seat side ("PS") of the vehicle.

[0036]

[0040] Also, in this specification, specific descriptions are made with respect to the vehicle axes, specifically, the X-axis, Y-axis, and Z-axis of the vehicle. The X-axis is an axis extending in the longitudinal direction at the center of the vehicle. The Y-axis is an axis extending in the lateral direction of the vehicle, perpendicular to the X-axis. The Z-axis is an axis extending vertically of the vehicle, perpendicular to both the X-axis and the Y-axis. The X-axis, Y-axis, and Z-axis intersect or approximate the center of gravity ("COG") of the vehicle.

[0037] Vehicle safety system

[0041] Referring to FIG. 1, by way of example, vehicle 12 includes vehicle safety system 10, which includes passive safety system 20 and active safety system 100. Passive safety system 20 includes an operable vehicle occupant protection device schematically shown at 14. Protection device 14 can include any operable vehicle occupant protection device, such as a front airbag, side airbag, curtain airbag, knee bolster airbag, operable seat belt pretensioner and / or retractor. Passive safety system 20 also includes an airbag electronic control unit (referred to herein as airbag controller unit (“ACU”)) 50 operably connected to protection device 14. ACU 50 operates to control the actuation of protection device 14 in response to vehicle states sensed via one or more sensors to which the ACU is operably connected.

[0038]

[0042] Passive safety system 20 includes a plurality of sensors, such as accelerometers and / or pressure sensors, that measure specific states of vehicle 12 and are used to determine whether to actuate vehicle occupant protection device 14. These sensors can be attached at various locations throughout vehicle 12, selected to enable the sensors to sense the specific vehicle states they are intended to. Herein, vehicle safety system 10 is described as including a plurality of collision sensors of different types and at different locations in vehicle 12. The collision sensors described herein do not necessarily enumerate all of the sensors included in vehicle safety system 10. The sensors described herein are only those utilized by the present invention to detect the occurrence of a frontal impact. Thus, one of ordinary skill in the art will recognize that vehicle safety system 100 can include any number of one or more other collision sensors of any type at any location in vehicle 12.

[0039]

[0043] The passive safety system 80 is introduced into the ACU 50 and used to detect the occurrence of a frontal vehicle impact. For this purpose, the vehicle safety system 10 includes a left crash zone sensor 60 and a right crash zone sensor 62. The left and right crash zone sensors 60, 62 are accelerometers configured to sense the acceleration of the vehicle and transmit signals indicative of their accelerations to the ACU 50. The ACU 50 is configured to determine whether the magnitude of the sensed acceleration meets or exceeds a threshold sufficient to indicate that a collision event has occurred, and in response to that determination, activate a safety device.

[0040]

[0044] In FIG. 1, the crash zone sensors 60, 62 are single-axis accelerometers configured to detect acceleration in a direction parallel to the longitudinal axis X, which is shown in its entirety by arrows LT_CZS and RT_CZS, respectively, as shown in the schematic representation of the sensors. The left and right crash zone sensors 60, 62 are each positioned at or near the left (DS) front corner and the right (PS) front corner of the vehicle 12. The left and right crash zone sensors 60, 62 can be mounted, for example, behind the front bumper 16 of the vehicle at these front corner positions. The ACU 50 includes an integrated two-axis accelerometer 52 that senses the vehicle acceleration along the X-axis and the Y-axis. These accelerations are shown as CCU_X and CCU_Y, respectively. VEH

[0041]

[0045] The vehicle safety system 10 is introduced and configured to cooperate with other vehicle systems. The ACU 50 can be operably connected to the vehicle body control module (BCM) 30, for example, via a vehicle controller area network (CAN) bus. The BCM 30 can communicate with other vehicle systems, such as chassis control, stability control, traction / skid control, antilock brakes (ABS), tire pressure monitoring system (TPMS), navigation system, instruments (speed, throttle position, brake pedal position, etc.), infotainment system, and other systems, via the CAN bus. Through the CAN bus interface, the ACU 50 can communicate with any of these external systems to send and receive data.

[0042]

[0046] Continuing to refer to FIG. 1, the active safety system 100 can be of a known configuration including one or more active safety system components configured to provide active safety functions in a known manner. The active safety system 100 can utilize components of a driver assistance system (DAS) that provide assistance to the vehicle operator during driving, as its name indicates. These components can help provide the functionality of the DAS, such as active cruise control, lane departure, blind spot monitoring, parking assist, etc. These components can further be used to provide autonomous driving capabilities and thus can provide a large amount of information regarding the vehicle's surroundings using artificial intelligence (AI) and other machine learning techniques. In the case of a collision avoidance function, the active safety system can provide collision warnings (acoustic, visual, tactile), automatic emergency braking, and automatic steering avoidance.

[0043]

[0047] The active safety system 100 includes components in the form of, for example, camera sensors, radar sensors, and lidar (light detection and ranging) sensors. The camera sensor 110 is mounted facing forward at a high position on the windshield 18, for example, behind or within the range of the rearview mirror. The radar sensor 120 can be mounted within the range of the bumper 16, for example, on the front surface of the grille. The lidar sensor 130 can be mounted on or near the roof 22 of the vehicle.

[0044]

[0048] The camera sensor 110 is effective in providing a wide field of view, along with the ability to identify various objects / obstacles with high accuracy. The camera can also determine whether an object / obstacle is within the path of the vehicle 12. The camera also requires good visibility and can withstand dark conditions, fog, rain, snow, etc. The radar sensor 120 cannot withstand poor visibility conditions but provides an accurate indication of the time to collision (TTC). However, the radar sensor 120 has low ability to distinguish different types of objects / obstacles and has no adaptability like that of a camera in determining whether an object / obstacle is within the path of the vehicle 12. The lidar sensor 130 provides 3D sensing capabilities regarding TTC and vehicle path determination, provides good object / obstacle recognition, and is robust in both good and poor visibility situations.

[0045]

[0049] The camera 110, radar sensor 120, and lidar sensor 130 can be connected to a separate controller, such as the DAS controller 140, which can communicate with the ACU 50 via the CAN bus. Alternatively, both active and passive safety functions can be handled by a single controller, such as the ACU 50, in which case the camera 110, radar sensor 120, and lidar sensor 130 can be directly connected to the ACU 50. These sensors monitor the area in front of the vehicle 12 within a predetermined field of view and range of the vehicle.

[0046]

[0050] The active safety system sensor provides information (such as signals, data, etc.) that can be used by a controller, such as the ACU 50, the DAS controller 140, or other controllers, to detect the presence of an object in the vehicle's path. By performing known methods such as artificial intelligence (AI) and other algorithms, the controller can determine information about the detected object, such as the object type, the longitudinal distance from the vehicle, the lateral position within the vehicle's path, the collision margin time with the vehicle, the relative speed with the vehicle, the state of the object (e.g., forward, reverse, sideways, moving, stationary, etc.), and the probability of a collision occurring.

[0047]

[0051] Figures 2 - 8 show control algorithms executed by the vehicle safety system 10 that assist in protecting vehicle occupants during a frontal impact with the vehicle 12, referred to herein as a frontal collision. The algorithms are executed by a vehicle controller, such as the ACU 50, that is operably connected to the safety device 14 and configured to activate the safety device in response to the detection of the occurrence of a frontal collision. According to the present invention, the control algorithms executed by the vehicle safety system 10 are configured to adjust or regulate the response of the passive safety system 20 to a frontal collision based on information obtained from the active safety system 100.

[0048] Overview of the control algorithm

[0052] Figure 2 shows an overview of control algorithm 150 executed by vehicle safety system 10 to assist in protecting vehicle occupants in response to the detection of a frontal collision. As shown in Figure 2, active safety signal 152 from active safety system 100 is provided to preset algorithm 170. Preset algorithm 170 includes collision discrimination algorithm 180, severity estimation algorithm 190, and object identification algorithm 200. As shown in Figure 2, collision discrimination algorithm 180 creates a preset detection flag 182. Severity estimation algorithm 190 creates a preset severity flag 192. Object identification algorithm 200 creates a preset object type flag 202.

[0049]

[0053] Control algorithm 150 also includes forward algorithm 210 that receives preset detection flag 182, preset severity flag 192, and preset object type flag 202 from preset algorithm 170. Forward algorithm 210 is a passive control algorithm that introduces an indicator / metric used to determine whether to deploy safety device 14 based on signals received from sensors. Forward control algorithm 210 adjusts these indicators based on flags 182, 192, 202 created by preset algorithm 170 in response to active safety signal 152. Forward control algorithm 210 creates individual misuse boxes for each object type, individual thresholds for each object type, and individual thresholds for each severity level.

[0050] Collision Discrimination

[0054] Figures 3 and 4 show a collision discrimination algorithm 180 that can be executed in the preset algorithm 170 of the control algorithm 150. The collision discrimination algorithms 180 in Figures 3 and 4 have different types of active safety sensors and corresponding inputs provided to the algorithms. The collision discrimination algorithms 180 in Figures 3 and 4 can be executed individually, in which case the individual algorithms determine the preset detection flag. The collision discrimination algorithms 180 in Figures 3 and 4 can also be executed in combination, in which case either or both algorithms determine the preset detection flag.

[0051]

[0055] The collision discrimination algorithm 180 in Figure 3 utilizes the active safety signal 152 as an input. In Figure 3, the active safety signal 152 is obtained from an active safety sensor in the form of a camera (see, for example, camera 110 in Figure 1). Examples of the active safety signal 152 include the following. Object type 154 Object lateral position 156 Time to collision (TTC) 158 Object relative velocity 160 Object longitudinal position 162

[0052]

[0056] The collision discrimination algorithm 180 uses the active safety signal 152 to determine whether preset conditions exist. If preset conditions exist, the collision discrimination algorithm 180 identifies the object type and determines that a collision is imminent. The collision discrimination algorithm 180 creates a preset detection flag 182 (see also Figure 2) in response to all of the following conditions being true (see AND gate 236). An object (block 220) identified as a vehicle, truck, barrier, pole, or "other" An object lateral position 154 greater than the minimum threshold and less than the maximum threshold (block 224) The TTC collision discrimination indicator indicating an imminent collision (indicator 228) Indicating an impending collision with the front-to-back distance collision discrimination index (index 232) ※Blocks 220, 224 and indices 228, 232 are latched in time by blocks 222, 226, 230, and 234, respectively. Therefore, if those conditions are met or are TRUE, they are latched TRUE over a predetermined period. These latched values are seen in AND block 236.

[0053]

[0057] AND gate 236 receives the latched values from blocks 222, 226, 230, and 234. When AND gate 236 is satisfied (TRUE), preset detection flag 182 is triggered (TRUE). Preset detection flag 182 is latched in time by block 238. Therefore, when AND block 236 is satisfied, preset detection flag 182 is maintained TRUE over a predetermined period.

[0054]

[0058] The collision discrimination algorithm 180 of FIG. 4 uses the active safety signal 152 as an input. In FIG. 4, the active safety signal 152 is obtained from an active safety sensor in the form of a radar sensor (see, for example, radar sensor 120 of FIG. 1). Examples of the active safety signal 152 include the following. State of the object 250 Collision probability 252 Time to collision (TTC) 254 Object relative velocity 256

[0055]

[0059] The collision discrimination algorithm 180 uses the active safety signal 152 to determine whether a preset condition exists. If a preset condition exists, the collision discrimination algorithm 180 identifies the object type and also determines that a collision is impending. The collision discrimination algorithm 180 creates a preset detection flag 182 (see also FIG. 2) in response to all of the following conditions being true (see AND gate 270). The state of an object identified as moving forward, backward, or stationary (block 258) Collision probability > threshold collision probability (block 262) The TTC collision discrimination index indicates an impending collision (index 266) ※ Block 258, 262, and index 266 are time-latched at blocks 260, 264, and 268 respectively. Therefore, if those conditions are met or are TRUE, they are time-latched TRUE for a predetermined period. These time-latched values are seen at AND block 270.

[0056]

[0060] AND gate 270 receives the time-latched values from blocks 260, 264, and 268. When AND gate 270 is satisfied (TRUE), the preset detection flag 182 (see also Figure 2) is triggered (TRUE). The preset detection flag 182 is time-latched at block 272. Therefore, when AND block 270 is satisfied, the preset detection flag 182 is maintained TRUE for a predetermined period. Severity estimation

[0057]

[0061] Figure 5 shows the severity estimation algorithm 190 part of the preset algorithm 170 part of the control algorithm 150. The severity estimation algorithm 190 evaluates the object relative velocity 300 (obtained from the active safety signal 152) and introduces a severity index 310 to determine whether it exceeds the severity threshold. The severity index 300 is made available (block 306) by the preset detection flag 182 (see Figures 3 and 4). The severity index 300 can include any number of severity levels. In the exemplary configuration of Figure 5, the severity index 300 includes four thresholds. Minimum severity (L0) Severity level 1 (L1) Severity level 2 (L2) Maximum severity (L3)

[0058]

[0062] The severity index 300 outputs the severity level, which is latched in block 312 in terms of time and output as the preset severity flag 192 (see also FIG. 2). As shown in the table of FIG. 5, the severity level of the preset severity flag 192 can be associated with the corresponding response of the passive safety system 20 (i.e., the deployment scheme for the safety device 14). For example, as shown in FIG. 5, these responses can be as follows. Minimum severity (L0) = No operation Severity level 1 (L1) = Seat belt pretensioner only Severity level 2 (L2) = Seat belt pretensioner and stage 1 of airbag inflator only Maximum severity (L3) = Seat belt pretensioner and stages 1 and 2 of airbag inflator

[0059] Object identification

[0063] FIG. 5 also shows the object identification algorithm 200 part of the preset algorithm 170 part of the control algorithm 150. The object identification algorithm 200 utilizes the object type 304 (obtained from the active safety signal 152) and the preset detection flag 182 (see FIGS. 3 and 4). The object type flag 202 is output in response to the AND gate 318 when the preset detection flag 182 is TRUE and when it is latched to the detected object type 314 at the time when the time latch 316 is detected. The object type 314 can be a car, a truck, a barrier, a pole, or "other" when none of them are detected.

[0060]

[0064] The object identification algorithm 200 outputs the object type flag 202 indicating the type of the determined object. These object types are shown in the table of FIG. 5 as follows. Object type 0 = Car Object type 1 = Truck Object type 2 = Barrier Object type 3 = Pole Object type 4 = Others Collision signal adjustment

[0061]

[0065] The collision signals CCU_1X, CZS_3X, and CZS_4X generated by the collision sensors 52, 60, and 62 are adjusted in a known manner for use by the vehicle safety system 10. As an example, FIG. 6 shows how the collision signals are adjusted for use in the control algorithm 150, specifically in the forward algorithm 210 (see FIG. 2). The collision signals CCU_1X, CZS_3X, and CZS_4X are first adjusted by the hardware low-pass filters (LPFs) respectively shown at 320, 322, and 324, and those signals are transmitted to the ACU 50 for further adjustment.

[0062]

[0066] As shown in block 330, the low-pass filtered CCU_1X is analog-to-digital (ADC) converted at a predetermined frequency / sampling rate. Other adjustments such as rail checking and bias adjustment can also be performed. The adjusted CCU_1X from block 330 can also be further adjusted by the high-pass filter processing (HPF) 322 and the low-pass filter processing (LPF) 334. The adjusted CCU_1X is provided to the mass-spring-damper (MSD) model 336, where mass-spring-damper modeling is used to create model values for the relative velocity (V_REL) and relative displacement or relative movement (X_REL) caused by the impact that produced the acceleration of CCU_1X. This can be done according to known modeling methods based on a particular vehicle architecture and based on an occupant having specified characteristics. Examples of this signal adjustment and modeling are described in detail in U.S. Patent No. 5,935,182 to Foo et al. and U.S. Patent No. 6,036,225 to Foo et al. The entire disclosures of these patents are incorporated herein by reference.

[0063]

[0067] As shown in block 340, the low-pass filtered CZS_3X is analog-to-digital (ADC) converted at a predetermined frequency / sampling rate. Other adjustments such as rail checks, and bias adjustments can also be performed. In block 342, a moving average of the adjusted CZS_3X from block 340 is calculated to create CZS_3X_AMA. Similarly, as shown in block 344, the low-pass filtered CZS_4X is analog-to-digital (ADC) converted at a predetermined frequency / sampling rate. Other adjustments such as rail checks, and bias adjustments can also be performed. In block 346, a moving average of the adjusted CZS_4X from block 344 is calculated to create CZS_4X_AMA.

[0064] Conventional switching collision determination

[0068] Figures 7A and 7B show a conventional frontal collision discrimination scheme that discriminates various frontal collision types using the adjusted collision signals V_REL, X_REL, CZS_3X_AMA, and CZS_4X_AMA determined in FIG. 6. FIG. 7A shows an ACU_X collision discrimination metric that uses only ACU_X, i.e., evaluates an index of V_REL vs. X_REL to determine whether a frontal collision has occurred. When the collision discrimination metric 350 exceeds a normal threshold, a frontal collision is detected and safety devices (airbag, seatbelt pretensioner) are deployed. The collision discrimination metric also introduces a misuse box to filter out vehicle misuse scenarios (e.g., off-road use, inattentive driving) from being identified as a collision. Thus, for a frontal collision to be detected, the metric must exit the misuse box and cross the normal threshold in any order. FIG. 7B shows a CZS switching metric 352 that is used to switch the collision threshold and misuse box introduced into the collision discrimination metric 350.

[0065]

[0069] The thresholds and misuse boxes shown in FIGS. 7A and 7B, as well as those shown in any other figures herein, are for illustrative purposes and are merely examples. One of ordinary skill in the art will recognize that the characteristics (e.g., shape, limits, ranges, number, etc.) of the thresholds and misuse boxes can vary significantly depending on various factors such as the specific vehicle platform into which the vehicle safety system 10 is introduced and the safety standards (e.g., NHTSA) for which the vehicle safety system is designed to meet.

[0066]

[0070] The frontal collision discrimination scheme may be required to detect the occurrence of various magnitudes represented by speed of various frontal collision types such as rigid barriers, poles, offsets, angled, and asymmetric. In order to be effective, the collision discrimination metric 350 must not only detect the occurrence of a collision, but also do so within a time frame in which the safety device can be deployed to provide effective passenger protection. Each collision type creates a metric with different signatures, some of which are shown in FIG. 7A. For some of these collision types, the normal threshold can be effective (``in time'') to detect the occurrence of a collision within the required period. For other collision types, the normal threshold may not be effective (``too late'') to detect the occurrence of a collision within the required period.

[0067]

[0071] Figure 7A shows exemplary metrics for three types of frontal collisions: high-speed rigid barrier impact, high-speed pole impact, and high-speed offset / angled / asymmetric impact. The high-speed rigid barrier impact can be, for example, a rigid barrier collision at 56 kilometers per hour with an offset of 0 degrees. The high-speed pole impact can be, for example, a pole collision at 48 kilometers per hour with an offset of 0 degrees. The offset impact can be, for example, a deformable barrier collision at 56 - 64 kilometers per hour with an offset of 40%. The vehicle safety system can be designed to meet various safety standards, such as those indicated by the National Highway Traffic Safety Administration (the "NHTSA") of the United States. The goal is for the collision discrimination metric 350 to detect as many of these as possible.

[0068]

[0072] As shown in Figure 7A, the normal threshold and normal misuse box are effective in discriminating high-speed rigid barrier impact events, i.e., the metric of in-time firing, as indicated by the asterisks so labeled. However, in both the case of high-speed pole impact and high-speed offset / angled / asymmetric impact, the normal threshold and normal misuse box are not effective, as indicated by the asterisks so labeled, and are metrics of late firing.

[0069]

[0073] To explain this, the conventional frontal collision discrimination scheme in Figures 7A and 7B introduces a CZS switching metric 352 (Figure 7B) to switch the collision threshold and misuse box introduced in the collision discrimination metric 350 (Figure 7A). As shown in Figure 7B, the CZS switching metric 352 uses a metric that evaluates CZS_3X_AMA / CZS_4X_AMA vs X_REL to determine whether to switch the threshold and misuse box introduced in the collision discrimination metric 350 (Figure 7A) from the normal threshold and misuse box to the switching threshold and misuse box. As shown in Figure 7B, the threshold is configured to avoid triggering in misuse events and small events such as low-speed rigid barrier impacts (e.g., a rigid barrier collision at 10 - 16 kilometers per hour with an offset of 0%).

[0070]

[0074] The CZS switching indicator 352 indicates a CZS switch (indicated by the star in FIG. 7B) when the indicator crosses a threshold. In the case of an event of a too-late launch in the collision discrimination indicator 350 (i.e., a high-speed pole impact and an offset / angled / asymmetric deformable barrier impact), the CZS switching indicator 352 indicates an earlier switching time. As a result, the CZS switching can be used to switch the threshold and misuse box introduced in the collision discrimination indicator 350 from the normal threshold and misuse box to the switching threshold and misuse box. As shown in FIG. 7A, the switching threshold launches within the time for both a high-speed pole impact and an offset / angled / asymmetric deformable barrier impact.

[0071] Active Switching

[0075] The forward algorithm 210 is shown in FIGS. 8A and 8B. The forward algorithm 210 executes the conventional switching collision discrimination algorithm described above. Advantageously, in addition to the CZS switching described above, the forward algorithm 210 also performs active threshold switching in response to the preset algorithm 170. More specifically, the forward algorithm 210 performs active threshold switching in response to the preset severity flag 192 and the object type flag 202 to adjust the collision discrimination indicator and the misuse box according to the proximity of the collision with the identified object and the predicted severity of the party with whom the collision occurs.

[0072]

[0076] Figures 8A and 8B illustrate a frontal collision discrimination scheme or method executed by the forward algorithm 210. The forward algorithm 210 performs active threshold switching on the collision discrimination metrics used to detect the occurrence of a frontal collision. The collision discrimination metrics utilize the adjusted collision signals V_REL, X_REL, CZS_3X_AMA, and CZS_4X_AMA determined in FIG. 6 to discriminate various frontal collision types. FIG. 8A shows the ACU_X collision discrimination metric 360 that uses only ACU_X, i.e., the metric that evaluates V_REL versus X_REL, to determine whether a frontal collision has occurred. FIG. 8B shows the CZS switching metric 390 used to switch the collision thresholds and misuse boxes introduced in the collision discrimination metric 350. As shown in FIGS. 8A and 8B, the metrics 360, 390 perform active switching in response to the preset severity flag 192 and the object type 202.

[0073]

[0077] Here, it is reiterated that the thresholds and misuse boxes shown in FIGS. 8A and 8B are for illustrative purposes only and are merely examples. One skilled in the art will recognize that the characteristics (e.g., shape, limits, range, number, etc.) of the thresholds and misuse boxes can vary significantly depending on various factors such as the specific vehicle platform in which the vehicle safety system 10 is introduced and the safety standards (e.g., NHTSA) for which the vehicle safety system is designed to meet.

[0074]

[0078] According to the present invention, the object type flag 202 operates to switch the collision determination and switching indicators 360, 390 based on the type of object identified by the object identification algorithm 200 (see FIG. 5). The object type flag 202 can operate to select the indicators 360, 390 introduced by the forward algorithm. In other words, the forward algorithm 210 can introduce multiple types of ACU_X collision determination indicators 360 and CZS switching indicators 390 associated with one of the object types identified by the object type flag 202. Referring to FIG. 5, these object types can be, for example, a car, a truck, a barrier, a pole, or others. Therefore, based on the object type flag, the forward algorithm 210 can select all the thresholds associated with the indicators based on the indicators 360, 390, and the flagged object type.

[0075]

[0079] Referring to FIG. 8A, the ACU_X collision determination indicator 360 introduces a stage 1 / pretensioner normal threshold 362 and a switching threshold 364. The ACU_X collision determination indicator 360 also includes a normal misuse box 374 and a switching misuse box 376. These normal / switching thresholds and misuse boxes correspond to those described above with reference to FIG. 7A. Whether the normal or switching threshold and the misuse box are used, particularly whether it crosses the CZS switching threshold 392, is determined according to the CZS switching indicator 390 (FIG. 8B). This corresponds to the CZS switching threshold described above with reference to FIG. 7B. When crossing the CZS switching threshold 392, the collision determination indicator 360 uses the switching threshold 364 and the switching misuse box 376.

[0076]

[0080] Here, it should be noted that the CZS switching indicator 390 shown in FIG. 8B actually represents two indicators, one using CZS_3X_AMA and the other using CZS_4X_AMA, as shown on the vertical axis of the indicator. Both indicators can perform the described CZS switching in the ACU_X collision determination indicator 360.

[0077]

[0081] According to the present invention, the thresholds introduced into the ACU_X collision discrimination index 360 and the CZS switching index 390 can also be switched to preset thresholds and corresponding misuse boxes in response to the preset severity flag 192. Which preset thresholds and misuse boxes the indices 360, 390 are switched to is determined according to the preset severity flag 192 determined by the severity estimation algorithm 190 (see FIG. 5). The switching thresholds and misuse boxes are shown in FIGS. 8A and 8B by dashed lines. Referring to FIG. 8A, the ACU_X collision discrimination index 360 includes a stage 1 / pretensioner normal preset threshold 366 and a corresponding normal preset misuse box 378, and a switching preset threshold 368 and a corresponding switching preset misuse box 380. Similarly, the CZS switching index 390 includes a CZS switching preset threshold 394.

[0078]

[0082] Whether the thresholds introduced into the ACU_X collision discrimination index 360 and the CZS switching index 390 are the preset thresholds 366, 368, 394 and the preset misuse boxes 378, 380 is determined according to the preset severity flag 192. The preset severity flag can be configured to indicate two or more severity levels. In the exemplary configuration shown in FIG. 5, there can be four severity levels: 0 = no operation, 1 = pretensioner only, 2 = pretensioner and inflator stage 1, and 3 = pretensioner and inflator stages 1 and 2. The indices 360, 390 can be individually configured to switch the preset thresholds and misuse boxes in response to any of the severity levels indicated by the preset severity flag 192.

[0079]

[0083] For example, referring to the ACU_X collision discrimination index 360, the switching threshold 364 can be switched to the switching preset threshold 368 and the switching preset misuse box 380 in response to the preset severity flag being ≧1. The stage 1 / pretensioner normal threshold 362 can be switched to the stage 1 / pretensioner normal preset threshold 366 and the normal preset misuse box 378 in response to the preset severity flag being ≧1. Referring to the CZS switching index 390, the CZS switching threshold 392 can be switched to the CZS switching preset threshold 394 in response to the preset severity flag being ≧1. As shown in FIGS. 8A and 8B, the switching threshold can have a magnitude that is smaller or larger than the corresponding normal threshold, but a reduced magnitude switching threshold is a more likely scenario. Similarly, the switching misuse boxes can be larger or smaller than their corresponding normal misuse boxes.

[0080]

[0084] From the above, it will be recognized that the forward algorithm 210 can introduce not only CZS switching, which helps to explain different front collision types based on passive sensing, but also active switching, by which the forward algorithm can explain the object type and the estimated collision severity based on active sensing.

[0081]

[0085] Referring to FIG. 8A, the ACU_X collision discrimination index 360 can also include a stage 2 threshold 370 for a safety system in which the airbag inflator is a two-stage inflator. The second stage of the airbag inflator is used for more severe collisions, which explains why the magnitude of the stage 2 threshold 370 is relatively large. In this configuration, the stage 1 / pretensioner normal threshold 362 is introduced to fire the first stage of the pretensioner and the airbag inflator. The stage 2 threshold 370 is introduced to fire the second stage of the airbag inflator after a predetermined time delay that can be, for example, 5 ms, 20 ms, 100 ms, etc. As shown in FIG. 8A, the ACU_X collision discrimination index 360 can also include a stage 2 preset threshold 372 that can be switched in response to a preset severity flag being a predetermined value such as ≧2, and thus in response to reducing the threshold for firing in stage 2 in response to a high-flagged collision severity level.

[0082]

[0086] Although not shown, the ACU_X collision discrimination index 360 can introduce misuse boxes corresponding to the stage 2 threshold 370 and the stage 2 preset threshold 372. However, due to the large magnitude required to trigger an event in stage 2, these misuse boxes may not be necessary.

[0083]

[0087] Referring to FIG. 8B, the CZS switching index 390 can also include a CZS special threshold 396 for a safety system in which the airbag inflator is a two-stage inflator. In this configuration, the CZS special threshold 396 can be introduced to adjust or regulate the firing delay between the first and second stages of the inflator. The delay can be increased or decreased in response to exceeding the CZS special threshold 396. As shown in FIG. 8B, the CZS switching index 390 can also include a CZS special preset threshold 398 that can be switched in response to a preset severity flag being a predetermined value such as ≧2, and thus in response to reducing the threshold for adjusting the firing delay in stage 2 in response to a high-flagged collision severity level.

[0084]

[0088] From the above description of the present invention, those skilled in the art will understand the improvements, changes, and modifications. Such improvements, changes, and / or modifications within the technical field are intended to be included within the scope of the appended claims. <Supplementary Note> [Embodiment 1] A vehicle safety system that helps protect vehicle occupants during a frontal collision, comprising a controller, one or more collision sensors that sense a frontal collision, and an active sensor that detects an object in the path of the vehicle, wherein the controller is configured to introduce a collision discrimination index for detecting the occurrence of a frontal collision in response to a signal received from the collision sensor, and the collision discrimination index introduces a threshold value for determining whether the signal received from the collision sensor indicates the occurrence of a frontal collision, and the controller is configured to execute an algorithm that uses the information obtained from the active sensor to detect an object in the path of the vehicle and selects the threshold value introduced in the collision discrimination index in response to the detection of the object. A vehicle safety system. [Embodiment 2] The vehicle safety system according to Embodiment 1, wherein the algorithm executed by the controller is further configured to select a misuse box associated with the selected threshold value introduced by the collision discrimination index based on the information obtained from the active sensor. [Embodiment 3] The algorithm executed by the controller determines the object type of the object, determines the estimated severity of the impact with the object, and is further configured to select the threshold value introduced in the collision discrimination index in response to at least one of the object type and the estimated severity. The vehicle safety system according to Embodiment 1. [Embodiment 4] The vehicle safety system according to Embodiment 3, wherein the object type includes one of a car, a truck, a barrier, and a pole. [Embodiment 5] The vehicle safety system according to Embodiment 3, wherein the algorithm executed by the controller is configured to determine the estimated severity by introducing an index for determining the estimated severity based on the relative speed between the object and the vehicle. [Embodiment 6] Further comprising at least one operable safety device including an airbag having a two-stage inflator and a seat belt pretensioner, and the algorithm executed by the controller, in response to the estimated severity, does not activate either the seat belt pretensioner or the inflator. Actuating only the seat belt pretensioner Actuating the first stage of the seat belt pretensioner and the inflator The vehicle safety system according to Mode 5, configured to perform one of the operations of actuating the seat belt pretensioner, the first stage of the inflator, and the second stage of the inflator [Mode 7] The vehicle safety system according to Mode 3, wherein the algorithm executed by the controller is further configured to select a misuse box associated with the selected threshold introduced by the collision discrimination index in response to at least one of the object type and the estimated severity [Mode 8] The vehicle safety system according to Mode 3, wherein the algorithm executed by the controller is further configured to determine the estimated severity by evaluating an estimated severity discrimination index that compares the relative speed and displacement of the object with respect to the vehicle [Mode 9] The collision sensor includes a front crash zone sensor (CZS) The collision discrimination index includes a CZS switching discrimination index for evaluating the CZS acceleration value to determine whether it exceeds the CZS switching threshold The collision discrimination index includes individual indices associated with each object type determined by the algorithm, and each individual index includes a normal threshold and a misuse box, and a CZS switching threshold and a misuse box. When the CZS switching discrimination index determines that the CZS switching threshold is exceeded, the CZS switching threshold and the misuse box are introduced by the collision discrimination index, and when the CZS switching threshold is not exceeded, the normal threshold and the misuse box are introduced The collision discrimination index further includes a normal preset threshold value, a misuse box, and a CZS switching preset, and when the CZS switching discrimination index determines that it exceeds the CZS switching threshold value, and when the algorithm detects the object within the path of the vehicle, the CZS switching preset threshold value and the misuse box are introduced by the collision discrimination index. When it does not exceed the CZS switching threshold value and the algorithm detects the object within the path of the vehicle, the normal preset threshold value and the misuse box are introduced. The vehicle safety system according to Form 1. [Form 10] The algorithm executed by the controller identifies the object, determines whether the lateral position of the object with respect to the vehicle is within a predetermined threshold value, evaluates a collision time-to-collision (TTC) discrimination index for determining whether the relative speed between the object and the vehicle exceeds a predetermined threshold value indicating that a collision is imminent, by evaluating a front-to-back distance collision discrimination index for determining whether the front-to-back position of the object with respect to the vehicle exceeds a predetermined threshold value indicating that a collision is imminent, is configured to detect an object within the path of the vehicle. The vehicle safety system according to Form 1. [Form 11] The algorithm executed by the controller identifies the state of the object, determines whether the calculated collision probability is higher than a predetermined collision probability, evaluates a collision time-to-collision (TTC) discrimination index for determining whether the relative speed between the object and the vehicle exceeds a predetermined threshold value indicating that a collision is imminent, is configured to detect an object within the path of the vehicle. The vehicle safety system according to Form 1. [Form 12] The collision sensor is a component of a passive safety system further including at least one operable safety device. The passive safety system is configured to respond to the occurrence of a vehicle collision by activating the safety device. The active sensor is a component of an active safety system configured to predict the occurrence of a vehicle collision. The vehicle safety system according to Form 1. [Form 13] The vehicle safety system according to Form 1, wherein the collision sensor includes at least one of a crash zone sensor and an airbag control unit (ACU) sensor in the form of an accelerometer that measures the acceleration of the vehicle along the longitudinal axis of the vehicle. [Form 14] The vehicle safety system according to Form 13, wherein the collision discrimination index has a value determined by comparing acceleration and displacement or velocity and displacement measured by the collision sensor, and the collision discrimination index determines the occurrence of a frontal collision in response to the value exceeding the threshold value. [Form 15] The vehicle safety system according to Form 1, wherein the active sensor includes a camera, and the information obtained from the active sensor includes the object type, the lateral position of the object, the time to collision (TTC) with the object, the relative velocity between the object and the vehicle, and the longitudinal position of the object with respect to the vehicle. [Form 16] The algorithm for detecting the object in the path of the vehicle determines whether the object type is the recognized object type, determines whether the lateral position of the object is within a predetermined threshold range, evaluates a TTC collision discrimination index for determining whether the TTC with the object exceeds a predetermined threshold determined with respect to the relative velocity between the object and the vehicle, thereby determining whether the TTC with the object is within a threshold indicating an imminent collision, evaluates a longitudinal distance collision discrimination index for determining whether the longitudinal distance between the object and the vehicle exceeds a predetermined threshold determined with respect to the relative velocity between the object and the vehicle, thereby determining whether the longitudinal position of the object with respect to the vehicle is within a threshold indicating an imminent collision, The vehicle safety system according to Form 5, which is configured to detect the object. [Form 17] The vehicle safety system according to Form 16, wherein the recognized object type includes a vehicle, a truck, a barrier, or a pole. [Form 18] The vehicle safety system according to Form 1, wherein the active sensor includes a radar sensor, and the information obtained from the active sensor includes the state of the object, the probability of collision, the time to collision (TTC) with the object, and the relative velocity between the object and the vehicle. [Form 19] The algorithm for detecting the object in the path of the vehicle determines whether the state of the object is the recognized state of the object, Determine whether the collision probability is higher than a predetermined threshold probability, By evaluating a TTC collision discrimination index for determining whether the TTC exceeds a predetermined threshold determined for the relative speed between the object and the vehicle, determine whether the TTC with the object is within a threshold indicating an imminent collision, The vehicle safety system according to Form 18, configured to detect the object. [Form 20] The vehicle safety system according to Form 19, wherein the state of the recognized object includes a forward state, a reverse state, a lateral state, a stationary state, or a moving state. [Form 21] The vehicle safety system according to Form 1, wherein the active sensor includes at least one of a camera, a radar sensor, and a lidar sensor. [Form 22] The vehicle safety system according to Form 1, wherein the controller includes an airbag controller unit (ACU).

Description of Symbols

[0085] 10 Vehicle safety system 12 Vehicle 14 Protection device, safety device 16 Front bumper 20, 80 Passive safety system 30 Vehicle body control module, BCM 50 Airbag controller unit, ACU 60, 62 Crash zone sensor 100 Active safety system 110 Camera sensor 120 Radar sensor 130 Lidar sensor 140 DAS controller 150 Control algorithm 152 Active safety signal 154, 314 Object type 156 Object lateral position 158, 254 Time to collision (TTC) 160, 256 Object relative velocity 170 Preset algorithm 180 Collision discrimination algorithm 182 Preset detection flag 190 Severity estimation algorithm 192 Preset severity flag 200 Object identification algorithm 202 Preset object type flag 210 Forward algorithm 228, 232, 266, 360, 390 Indicator 236, 270, 318 AND Gate 250 State of Object 252 Collision Probability 300 Severity Index 314 Object Type 316 Time Latch 350 Collision Discrimination Index 352, 390 CZS Switching Index 362 Stage 1 / Pretender Normal Threshold 364 Switching Threshold 366, 368, 394 Preset Threshold 370 Stage 2 Threshold 372 Stage 2 Preset Threshold 374 Normal / Misuse Box 376 Switching / Misuse Box 378, 380 Preset / Misuse Box 392 CZS Switching Threshold 396 CZS Special Threshold 398 CZS Special Preset Threshold 220, 222, 223, 224, 226, 230, 234, 236, 238, 340, 342, 344, 346, 258, 260, 262, 264, 268, 270, 272, 306, 312, 330, 340, 342, 344, 346 Blocks

Claims

1. A vehicle safety system for assisting in protecting vehicle occupants during a frontal collision, comprising: a controller; one or more collision sensors for sensing a frontal collision; an active sensor for detecting an object in the path of the vehicle, wherein the controller is configured to introduce a collision discrimination criterion for detecting the occurrence of a frontal collision in response to a signal received from the collision sensor, the collision discrimination criterion introducing a threshold for determining whether the signal received from the collision sensor indicates the occurrence of a frontal collision; the controller is configured to execute an algorithm for detecting an object in the path of the vehicle using information obtained from the active sensor and, in response to the detection of the object, selecting the threshold introduced in the collision discrimination criterion; the algorithm executed by the controller is further configured to select a misuse box associated with the selected threshold introduced by the collision discrimination criterion based on information obtained from the active sensor, the vehicle safety system.

2. The algorithm executed by the controller is further configured to: determine the object type of the object; determine the estimated severity of the impact with the object; select the threshold introduced in the collision discrimination criterion in further response to at least one of the object type and the estimated severity, the vehicle safety system according to claim 1.

3. The vehicle safety system according to claim 2, wherein the object type includes one of a car, a truck, a barrier, and a pole.

4. The algorithm executed by the controller is configured to determine the estimated severity by introducing a criterion for determining the estimated severity based on the relative speed between the object and the vehicle, the vehicle safety system according to claim 2.

5. further comprising at least one operable safety device having an airbag with a two-stage inflater and a seatbelt pretensioner, the algorithm executed by the controller, in response to the estimated severity: not activating either the seatbelt pretensioner or the inflater; activating only the seatbelt pretensioner; activating the first stage of both the seatbelt pretensioner and the inflater; The vehicle safety system according to claim 4, configured to determine to perform one of the operations of operating the seat belt pretensioner, the first stage of the inflator, and the second stage of the inflator.

6. A vehicle safety system for assisting in protecting vehicle occupants during a frontal collision, a controller, one or more collision sensors for sensing a frontal collision, and an active sensor for detecting an object in the path of the vehicle, wherein the controller is configured to introduce a collision discrimination index for detecting the occurrence of a frontal collision in response to a signal received from the collision sensor, and the collision discrimination index introduces a threshold value for determining whether the signal received from the collision sensor indicates the occurrence of a frontal collision, the controller is configured to execute an algorithm that uses the information obtained from the active sensor to detect an object in the path of the vehicle and selects the threshold value introduced into the collision discrimination index in response to the detection of the object, the algorithm executed by the controller is further configured to determine the estimated severity by evaluating an estimated severity discrimination index that compares the relative speed and displacement of the object with respect to the vehicle, the algorithm executed by the controller determines the object type of the object, determines the estimated severity of the impact with the object, and is further configured to select the threshold value introduced into the collision discrimination index in further response to at least one of the object type and the estimated severity, a vehicle safety system.

7. the collision sensor includes a front crash zone sensor (CZS), the collision discrimination index includes a CZS switching discrimination index for evaluating the CZS acceleration value to determine whether it exceeds a CZS switching threshold value. The collision discrimination index includes individual indices associated with each object type determined by the algorithm, and each individual index includes a normal threshold value and a misuse box, and a CZS switching threshold value and a misuse box, respectively. When the CZS switching discrimination index determines that it exceeds the CZS switching threshold value, the CZS switching threshold value and the misuse box are introduced by the collision discrimination index, and when it does not exceed the CZS switching threshold value, the normal threshold value and the misuse box are introduced. The collision discrimination index further includes a normal preset threshold value and a misuse box, and a CZS switching preset. When the CZS switching discrimination index determines that it exceeds the CZS switching threshold value, and when the algorithm detects the object within the path of the vehicle, the CZS switching preset threshold value and the misuse box are introduced by the collision discrimination index. When it does not exceed the CZS switching threshold value and the algorithm detects the object within the path of the vehicle, the normal preset threshold value and the misuse box are introduced. The vehicle safety system according to claim 1.

8. The algorithm executed by the controller identifies the object, determines whether the lateral position of the object with respect to the vehicle is within a predetermined threshold, evaluates a collision time-to-collision (TTC) discrimination index for determining whether the relative speed between the object and the vehicle exceeds a predetermined threshold indicating that a collision is imminent, by evaluating a front-to-back distance collision discrimination index for determining whether the front-to-back position of the object with respect to the vehicle exceeds a predetermined threshold indicating that a collision is imminent, The vehicle safety system according to claim 1, configured to detect an object within the path of the vehicle.

9. The algorithm executed by the controller identifies the state of the object, determines whether the calculated collision probability is higher than a predetermined collision probability, evaluates a collision time-to-collision (TTC) discrimination index for determining whether the relative speed between the object and the vehicle exceeds a predetermined threshold indicating that a collision is imminent, The vehicle safety system according to claim 1, configured to detect an object within the path of the vehicle.

10. A component of a passive safety system in which the collision sensor further comprises at least one operable safety device, the passive safety system being configured to respond to the occurrence of a vehicle collision by activating the safety device, and the active sensor being a component of an active safety system configured to predict the occurrence of a vehicle collision. The vehicle safety system according to claim 1.

11. A vehicle safety system that helps protect vehicle occupants during a frontal collision, A controller, One or more collision sensors that sense a frontal collision, An active sensor that detects an object in the path of the vehicle, The controller is configured to introduce a collision discrimination index for detecting the occurrence of a frontal collision in response to a signal received from the collision sensor, the collision discrimination index introducing a threshold value for determining whether the signal received from the collision sensor indicates the occurrence of a frontal collision, The controller is configured to execute an algorithm that uses the information obtained from the active sensor to detect an object in the path of the vehicle and selects the threshold value introduced into the collision discrimination index in response to the detection of the object, The collision sensor includes at least one of a crash zone sensor and an airbag control unit (ACU) sensor in the form of an accelerometer that measures the acceleration of the vehicle along the longitudinal axis of the vehicle, The collision discrimination index has a value determined by comparing acceleration and displacement or velocity and displacement measured by the collision sensor, and the collision discrimination index determines the occurrence of a frontal collision in response to the value exceeding the threshold value. Vehicle safety system.

12. The active sensor includes a camera, and the information obtained from the active sensor includes the object type of the object, the lateral position of the object, the time to collision (TTC) with the object, the relative velocity between the object and the vehicle, and the longitudinal position of the object with respect to the vehicle. The vehicle safety system according to claim 1.

13. The algorithm for detecting the object in the path of the vehicle, Determines whether the object type is the recognized object type, Determines whether the lateral position of the object is within a predetermined threshold range, Evaluating a TTC collision discrimination index for determining whether a collision margin time (TTC) with the object exceeds a predetermined threshold determined for the relative speed between the object and the vehicle, to determine whether the collision margin time (TTC) with the object is within a threshold indicating an imminent collision, By evaluating a longitudinal distance collision discrimination index for determining whether a longitudinal distance between the object and the vehicle exceeds a predetermined threshold determined for the relative speed between the object and the vehicle, to determine whether the longitudinal position of the object relative to the vehicle is within a threshold indicating an imminent collision, The vehicle safety system according to claim 4, configured to detect the object.

14. The vehicle safety system according to claim 13, wherein the recognized object type includes a vehicle, a truck, a barrier, or a pole.

15. The vehicle safety system according to claim 1, wherein the active sensor includes a radar sensor, and the information obtained from the active sensor includes the state of the object, the collision probability, the collision margin time (TTC) with the object, and the relative speed between the object and the vehicle.

16. The algorithm for detecting the object within the path of the vehicle, Determines whether the state of the object is the recognized state of the object, Determines whether the collision probability is higher than a predetermined threshold probability, Evaluating a TTC collision discrimination index for determining whether the TTC exceeds a predetermined threshold determined for the relative speed between the object and the vehicle, to determine whether the TTC with the object is within a threshold indicating an imminent collision, The vehicle safety system according to claim 15, configured to detect the object.

17. The vehicle safety system according to claim 16, wherein the recognized state of the object includes a forward state, a reverse state, a sideward state, a stationary state, or a moving state.

18. The vehicle safety system according to claim 1, wherein the active sensor includes at least one of a camera, a radar sensor, and a light detection and ranging (LiDAR) sensor.

19. The vehicle safety system according to claim 1, wherein the controller includes an airbag controller unit (ACU).

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