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WO2004083002A1 - Dispositif pour actionner des elements de retenue - Google Patents

Dispositif pour actionner des elements de retenue Download PDF

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Publication number
WO2004083002A1
WO2004083002A1 PCT/DE2003/003497 DE0303497W WO2004083002A1 WO 2004083002 A1 WO2004083002 A1 WO 2004083002A1 DE 0303497 W DE0303497 W DE 0303497W WO 2004083002 A1 WO2004083002 A1 WO 2004083002A1
Authority
WO
WIPO (PCT)
Prior art keywords
sensor
sensors
dangerous situation
restraint means
algorithm
Prior art date
Application number
PCT/DE2003/003497
Other languages
German (de)
English (en)
Inventor
Ralf Maier
Original Assignee
Robert Bosch Gmbh
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch Gmbh filed Critical Robert Bosch Gmbh
Publication of WO2004083002A1 publication Critical patent/WO2004083002A1/fr

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
    • B60R21/01—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents
    • B60R21/013—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents including means for detecting collisions, impending collisions or roll-over
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
    • B60R21/01—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents
    • B60R21/013—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents including means for detecting collisions, impending collisions or roll-over
    • B60R21/0134—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents including means for detecting collisions, impending collisions or roll-over responsive to imminent contact with an obstacle, e.g. using radar systems

Definitions

  • the invention relates to a device for controlling restraint devices according to the type of the independent claim.
  • the device according to the invention for actuating restraint devices with the features of the independent patent claim has the advantage that the dangerous situation is recognized by at least one environmental sensor and / or a driving behavior detection. This makes it possible to switch the algorithm that is used to control the restraint means to be either more sensitive or more robust, depending on the driving situation. In particular, it is possible to react very early to such dangerous situations as rain or very sporty driving.
  • the driving behavior detection can advantageously be recognized on the basis of a transmission signal. If a sporty driving style is recognized as the transmission signal, the sensitivity could be reduced in order to prevent false tripping, for example due to uneven road surfaces. This creates a very intelligent algorithm that adapts to individual needs.
  • FIG. 1 is a block diagram of the device according to the invention.
  • FIG. 2 is a flowchart of the method on the inventive
  • Airbags have been part of the safety equipment of motor vehicles for years.
  • An algorithm is calculated in the software of the electrical control device to trigger the pyrotechnic system.
  • Input variables in this algorithm are usually sensor signals for detecting the crash severity, for example acceleration signals and pressure signals, as well as information about occupant occupancy and belt buckles.
  • Algorithms currently used are invariant to the driving situation before the crash. It is therefore difficult to prioritize between fast tripping times and the required robustness against false tripping for the application and the definition cannot be adapted while driving.
  • signals outside of the airbag system are therefore included in the decision of the algorithm, so that depending on the driving situation, it can react to the signals that are actually triggered, such as acceleration or pressure, either more sensitively or more robustly.
  • the signal from a rain sensor could be used to infer an increased risk of an accident, and the triggering characteristic curve could thus be shifted to "sensitive".
  • the sensitivity could be reduced via the "sporty driving style” gear signal in order to prevent false tripping due to uneven road surfaces.
  • FIG. 1 shows the device according to the invention in a block diagram.
  • a control device 10 for restraint devices is usually attached to the vehicle tunnel of a vehicle.
  • the control unit 10 is connected to a side impact sensor 13 via a first data input and to a side impact sensor 14 via a second data input.
  • the side impact sensors 13 and 14 are attached on opposite sides. It is possible that more than these two side impact sensors are provided, for example for plausibility checking or in order to be able to monitor several side parts of the vehicle more precisely.
  • Upfront sensors 11 and 12 are connected to the third and fourth data inputs of control unit 10.
  • the upfront sensors 10 and 12 are usually attached to the radiator of a vehicle. It is also possible to attach only a single upfront sensor, for example in the middle of the radiator cross member.
  • a rain sensor 15 is arranged at a fifth data input of the control device 10.
  • a transmission control 16 is connected to a sixth data input of the control device 10.
  • the transmission control 16 supplies the transmission control signal to the control device 10.
  • the control device 10 is connected to restraint means 17 via a data output. This includes airbags, belt tensioners and, if necessary, a roll bar.
  • the sensors 11 to 14 are acceleration sensors here. These acceleration sensors are usually made micromechanically. However, pressure or temperature sensors that are connected in a largely closed cavity can also be used as side impact sensors. These sensors then react to a deformation of the cavity, which leads to a reduction in volume. This change in volume is expressed in an adiabatic pressure increase, which the pressure sensor measures as a pressure sensor and the temperature sensor as a temperature increase.
  • the sensors 11 to 14 are usually made micromechanically. Acceleration sensors can also be located in the control unit 10 itself, in order, if necessary, to contribute as plausibility sensors or also to detect the direction of the crash.
  • the acceleration sensors are preferably arranged in the vehicle transverse direction in the case of side impact sensors and in the vehicle longitudinal direction in the case of the upfront sensors. If necessary, angular arrangements are possible which enable better detection of the crash direction.
  • the rain sensor 15 is, for example, an optical transmission sensor, although other measuring principles are also possible here.
  • the transmission control 16 supplies the transmission signal in order to be able to characterize the driving behavior.
  • the control unit 10 uses these signals of the connected modules in order to be able to control the restraint means 17 as a function of these signals.
  • control unit 10 has a processor and memory. If the rain sensor 15 reports that rain is detected, then there is a general danger situation and the triggering algorithm is activated accordingly in the control unit 10, for example by adding a surcharge to the triggering signals or a discounting the triggering thresholds. If the transmission signal 16 indicates sporty driving behavior, then the algorithm in the control unit 10 is switched to be less sensitive in order to avoid false tripping in the event of uneven road surfaces.
  • FIG. 2 shows the behavior of the device according to the invention in a flow chart.
  • An airbag algorithm 20 which runs in a processor in control unit 10, receives sensor signals relevant to triggering from sensors 11 to 14, environmental variables from rain sensor 15, whether or not there is rain, and transmission control 16, the driving behavior, for example whether there is a sporty driving behavior .
  • the algorithm is thus influenced by the environment variables and driving behavior in such a way that it depends on it and the trigger-relevant sensor signals may make a trigger decision and then trigger the restraining means 17. Further data such as occupant occupancy etc. are then also taken into account.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Air Bags (AREA)

Abstract

L'invention concerne un dispositif permettant d'actionner des éléments de retenue, qui tient compte, lors de l'actionnement desdits éléments de retenue, d'une situation à risque. Cette situation à risque est identifiée sur la base de variables concernant l'environnement et d'une tenue de route. Le détecteur d'environnement utilisé pour produire des variables concernant l'environnement est un capteur de pluie. La tenue de route peut être identifiée sur la base d'un signal de transmission.
PCT/DE2003/003497 2003-03-19 2003-10-18 Dispositif pour actionner des elements de retenue WO2004083002A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE2003112104 DE10312104A1 (de) 2003-03-19 2003-03-19 Vorrichtung zur Ansteuerung von Rückhaltemitteln
DE10312104.8 2003-03-19

Related Child Applications (3)

Application Number Title Priority Date Filing Date
US10509917 A-371-Of-International 2003-04-03
US10/509,917 A-371-Of-International US20050276813A1 (en) 2002-04-04 2003-04-03 Use of a lipopeptide or lipoprotein as an adjuvant in therapeutic or prophylactic vaccinations
US13/848,936 Continuation US10905761B2 (en) 2002-04-04 2013-03-22 Use of a lipopeptide or lipoprotein as an adjuvant in therapeutic or prophylactic vaccinations

Publications (1)

Publication Number Publication Date
WO2004083002A1 true WO2004083002A1 (fr) 2004-09-30

Family

ID=32920940

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/DE2003/003497 WO2004083002A1 (fr) 2003-03-19 2003-10-18 Dispositif pour actionner des elements de retenue

Country Status (2)

Country Link
DE (1) DE10312104A1 (fr)
WO (1) WO2004083002A1 (fr)

Families Citing this family (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102004032732B4 (de) * 2004-07-07 2009-12-03 Bayerische Motoren Werke Aktiengesellschaft Airbagauslöseelektronik für Fahrzeuge
DE102005036623B4 (de) 2005-08-04 2018-08-02 Volkswagen Ag Crash-Sensorvorrichtung und Verfahren zum Erfassen eines Crash-Ereignisses
DE102009000742B4 (de) 2009-02-10 2019-06-13 Robert Bosch Gmbh Verfahren und Steuergerät zur Anpassung einer Auslöseschwelle für die Auslösung eines Rückhaltemittels in einem Fahrzeug
DE102011075728B4 (de) 2011-05-12 2022-06-09 Robert Bosch Gmbh Verfahren und Steuergerät zur Veränderung einer Auslöseschwelle zumindest eines Personenschutzmittels eines Fahrzeugs
EP2591966B1 (fr) * 2011-11-11 2019-02-27 Volvo Car Corporation Système de sécurité d'un véhicule avec des éléments actifs et passifs de sécurité
DE102016215059A1 (de) 2016-08-12 2018-02-15 Bayerische Motoren Werke Aktiengesellschaft Fahrerlebnis-Einstellsystem sowie Verfahren zum Betreiben eines Fahrerlebnis-Einstellsystems sowie Fahrdynamikeinstellsystem

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19962800A1 (de) * 1998-12-25 2000-06-29 Takata Corp Sitzgurtsystem
EP1034985A2 (fr) * 1999-03-10 2000-09-13 Volkswagen Aktiengesellschaft Méthode et dispositif de commande d'un système de retenue d' un véhicule
US6257363B1 (en) * 1997-12-16 2001-07-10 Nsk Ltd. Automotive passenger restraint and protection apparatus
US20020014767A1 (en) * 1999-12-01 2002-02-07 Trw Occupant Restraint Systems Gmbh & Co. Kg Vehicle occupant restraint system

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6257363B1 (en) * 1997-12-16 2001-07-10 Nsk Ltd. Automotive passenger restraint and protection apparatus
DE19962800A1 (de) * 1998-12-25 2000-06-29 Takata Corp Sitzgurtsystem
EP1034985A2 (fr) * 1999-03-10 2000-09-13 Volkswagen Aktiengesellschaft Méthode et dispositif de commande d'un système de retenue d' un véhicule
US20020014767A1 (en) * 1999-12-01 2002-02-07 Trw Occupant Restraint Systems Gmbh & Co. Kg Vehicle occupant restraint system

Also Published As

Publication number Publication date
DE10312104A1 (de) 2004-09-30

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