US20110254253A1 - Method for activating a restraint system in a vehicle - Google Patents
Method for activating a restraint system in a vehicle Download PDFInfo
- Publication number
- US20110254253A1 US20110254253A1 US13/090,106 US201113090106A US2011254253A1 US 20110254253 A1 US20110254253 A1 US 20110254253A1 US 201113090106 A US201113090106 A US 201113090106A US 2011254253 A1 US2011254253 A1 US 2011254253A1
- Authority
- US
- United States
- Prior art keywords
- activation
- impact speed
- crash
- speed value
- speed
- Prior art date
- Legal status (The legal status 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 status listed.)
- Abandoned
Links
Images
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
- B60R21/0132—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 vehicle motion parameters, e.g. to vehicle longitudinal or transversal deceleration or speed value
-
- 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
- B60R21/0132—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 vehicle motion parameters, e.g. to vehicle longitudinal or transversal deceleration or speed value
- B60R2021/01322—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 vehicle motion parameters, e.g. to vehicle longitudinal or transversal deceleration or speed value comprising variable thresholds, e.g. depending from other collision parameters
Definitions
- the present invention relates to a method for activating a restraint system in a vehicle.
- BACKGROUND INFORMATION A method for activating a restraint system in a vehicle is discussed in published unexamined German patent application document no. 197 24 101.
- the crash severity is estimated from the impact speed and vehicle stiffness data is taken into consideration, activation ultimately occurring as a function of a comparison of a threshold function and an acceleration signal or a quantity derived therefrom.
- the threshold function is determined according to an activation characteristic determined from crash tests for the particular vehicle.
- the exemplary method of the present invention for activating a restraint system in a vehicle having the features of the independent claim has the advantage that the activation times for quick and hard crashes are determined in an improved manner in accordance with the requirements, the transferability of activation performance to crash types or accident types in particular being able to be ensured with fewer crash tests.
- the core of the exemplary method is that there is a vehicle-dependent speed limit G after which a linear regression line no longer effectively describes the activation performance of the airbag. These linear regression lines are identified in crash tests and are entered in a speed activation time diagram.
- the exemplary method of the present invention allows for transferring the activation performance from the knowledge of the activation performance in the lower speed range to the speed range between speed limit G and speed P. This designates a speed range between 70 and 130 km/h, for example.
- the activation characteristic runs linearly between the first and the second impact speed value.
- Activation characteristic refers to the function that defines the relationship between impact speed and activation time for a given crash type. Every crash type may have its own activation characteristic.
- the activation characteristics may result from the requirements of the vehicle manufacturer. These requirements determine when the restraint arrangement, apparatus or structure, e.g. an airbag or a belt pretensioner, is to be activated in the event of a crash against a given barrier at a certain impact speed.
- crash and accident type refer for example to a front impact, an offset crash, a side impact, a rear impact, an impact against a hard barrier, an impact against a soft barrier, and a pole crash, as well as a rollover. Therefore, the accident type refers to the type of accident.
- a device for activating a restraint system including in particular a control unit that is connected to the corresponding sensors, e.g. a pre-crash sensor for detecting the impact speed and an inertial sensor for detecting the acceleration during a crash.
- the control unit then controls the restraint system accordingly.
- FIG. 1 shows a block diagram of the exemplary device of the present invention.
- FIG. 2 shows an impact speed activation time diagram
- FIG. 3 shows a further impact speed activation time diagram.
- the signal from an acceleration sensor or a plurality of acceleration sensors is evaluated.
- the values for this signal are determined from signal features. These values are compared with a threshold or a threshold function, and if they exceed this threshold, the restraint arrangement, apparatus or structure, e.g. a pyrotechnical belt pretensioner or a first or second-stage airbag, is activated.
- this threshold may be selected as a function of the impact speed.
- the characteristic of the threshold function depends on the vehicle characteristic.
- a grid lying in the speed activation time plane is needed to be able to establish the threshold function. Points of the grid are used as data points via which the threshold values are specified. This grid results from the activation characteristics explained in the following for certain speeds, the speed being 15, 20, 25, . . . , 70 km/h, for example.
- the activation characteristics are determined by linear regression lines in the currently used system. These lines result from the activation time required by the vehicle manufacturer for a performed crash test.
- the linear regression lines effectively describe the required activation performance in the speed range in which the crash tests are performed.
- Described less effectively is the performance in the higher speed range, i.e. for speeds between 70 and 130 km/h, and for quick, very hard crashes when the regression line provides very short activation times, e.g. less than 5 ms.
- the exemplary embodiment and/or exemplary method of the present invention provides for a vehicle-dependent speed limit G after which the linear regression line no longer effectively describes the activation performance of the airbag.
- a vehicle-dependent speed P starting at which the restraint arrangement, apparatus or structure is either activated at a fixed early instant or is not activated without detailed differentiation between the different crash types.
- the exemplary method described here provides for the transfer of the activation performance from the knowledge of the activation performance in the lower speed range to the speed range between speed limit G and speed P.
- FIG. 1 shows a block diagram of the exemplary device of the present invention.
- An environment sensor 1 is connected via a first data input to a control unit 3 .
- An acceleration sensor 2 is also connected to control unit 3 at a second data input.
- Control unit 3 is assigned a processor 4 , on which an algorithm for calculating the activation times of a restraint arrangement, apparatus or structure runs. Additional algorithms for controlling other restraint arrangements may also be processed.
- Control unit 3 is connected via a data output to restraint arrangement, apparatus or structure 5 .
- the restraint arrangement, apparatus or structure 5 may include for example airbags, belt pretensions, or a rollover bar and thus form the restraint system.
- Restraint arrangement, apparatus or structure 5 may be controlled either by control unit 3 or by a further control unit for the restraint arrangement, apparatus or structure. Only one environment sensor 1 and one acceleration sensor 2 are mentioned here as examples.
- Environment sensor 1 is a radar sensor or an ultrasound sensor or an optical sensor, for example.
- Acceleration sensor 2 is used as an impact sensor that determines the acceleration resulting from the impact.
- the exemplary method represented in the following for determining the activation characteristics is the basis for the algorithm running in control unit 3 .
- This method requires that the activation characteristics valid for the lower and middle speed range be given with respect to the crash type in question.
- the position of limit G also depends on the crash type. Therefore, it may be represented as a straight progression or as any other mathematical function in the speed activation time plane. For example, the limit may be selected such that it is essentially above the crash tests performed by the vehicle manufacturer.
- the linear activation characteristics effectively describe the activation performance for speeds below this limit.
- V max vehicle-dependent speed
- V max vehicle-dependent speed
- T max time interval
- the activation characteristics for every crash type may be specified for the speed range between this point P max and previously described limit G as follows for example: A line is selected between P max , and point of intersection S Crash-Type . Point S Crash-Type results as the point of intersection between limit G and the activation characteristic in the lower speed range for the crash type in question.
- Knowledge extracted from the crash test data is represented in the activation characteristics from the lower speed range. Since the activation characteristics are used to define points of intersection S crash-Type , the knowledge extracted from the crash tests is generalized for the top speed range. In addition, this sectionally linear approach allows the activation characteristics to also be generalized for crash types having fewer available crash tests. Moreover, this sectional approach has the advantage that the activation characteristics are selected to be steeper for the higher speed range than for the lower one. As a result, the characteristic curve corresponds better with the ideal, initially steep, then flatter curve. Therefore, the exemplary method of the present invention represents an optimum compromise between the transferability to other crash types and the quality of the description of the activation performance.
- FIG. 2 uses a speed activation time diagram to show the regression lines that describe the activation characteristics and are determined in different crash tests.
- the activation time is plotted in ms on the abscissa while the impact speed is indicated in km/h on the ordinate.
- Three linear regression lines drawn through measuring points for crash tests are shown here. Starting at limit 201 , the activation characteristics defined by the regression lines are no longer valid since the impact speed here is such that there are other properties. Significantly shorter activation times are to be provided in this case.
- FIG. 3 uses another speed activation time diagram to show the use of the impact speed values according to the exemplary embodiment and/or exemplary method of the present invention to control the activation performance accordingly.
- the activation time is plotted in ms on the abscissa while the impact speed is indicated in km/h on the ordinate.
- Three regression lines 301 , 302 , 303 are specified for three accident types. As soon as they intersect curve G, which defines the speed limit after which these regression lines no longer describe the required activation performance with sufficient accuracy, the slope of the individual regression lines changes. The slope changes such that they meet at point P max , which lies at 130 km/h in this instance, and after this speed a fixed activation time is provided.
- the range between speed limit G and point P max for the individual regression lines may also be interpolated by other curves, which then however entails greater calculational effort.
- the left regression line describes the earliest activation characteristic while right regression line 301 indicates the latest activation characteristics.
Abstract
A method for activating a restraint system in a vehicle, in which the restraint system is activated as a function of a speed, an activation characteristic, and at least one quantity derived from an acceleration signal, and in which the at least one quantity exceeds a threshold function that is set as a function of the impact speed and a required activation time. The activation characteristic of a particular accident type runs linearly to a first impact speed value. The activation characteristic runs with a second slope between the first impact speed and a second impact speed value, the first and the second impact speed value depending on the particular vehicle type.
Description
- This application is a divisional application of U.S. patent application Ser. No. 10/512,756, filed Oct. 25, 2004, which was a national-phase application based on international application PCT/DE03/01775 filed on May 30, 2003 and claimed the benefit of and priority of German Patent Application No. 102 45 781.6, which was filed in Germany on Oct. 1, 2002, the entire contents of all of which are expressly incorporated herein by reference.
- The present invention relates to a method for activating a restraint system in a vehicle.
- BACKGROUND INFORMATION A method for activating a restraint system in a vehicle is discussed in published unexamined German patent application document no. 197 24 101. In this context, the crash severity is estimated from the impact speed and vehicle stiffness data is taken into consideration, activation ultimately occurring as a function of a comparison of a threshold function and an acceleration signal or a quantity derived therefrom. The threshold function is determined according to an activation characteristic determined from crash tests for the particular vehicle.
- In contrast, the exemplary method of the present invention for activating a restraint system in a vehicle, having the features of the independent claim has the advantage that the activation times for quick and hard crashes are determined in an improved manner in accordance with the requirements, the transferability of activation performance to crash types or accident types in particular being able to be ensured with fewer crash tests. The core of the exemplary method is that there is a vehicle-dependent speed limit G after which a linear regression line no longer effectively describes the activation performance of the airbag. These linear regression lines are identified in crash tests and are entered in a speed activation time diagram. In addition, there is a vehicle-dependent speed after which the restraint arrangement, apparatus or structure is either activated at a fixed instant or is not activated without detailed differentiation between the accident or crash type. The exemplary method of the present invention allows for transferring the activation performance from the knowledge of the activation performance in the lower speed range to the speed range between speed limit G and speed P. This designates a speed range between 70 and 130 km/h, for example.
- It is believed that the measures and further refinements described herein provide advantageous improvements of the exemplary method for activating a restraint system described herein.
- It may be particularly advantageous that the activation characteristic runs linearly between the first and the second impact speed value. The crash test performed at 15, 20, 25 to 70 km/h, for example, result in an activation characteristic having linear properties. Activation characteristic refers to the function that defines the relationship between impact speed and activation time for a given crash type. Every crash type may have its own activation characteristic. The activation characteristics may result from the requirements of the vehicle manufacturer. These requirements determine when the restraint arrangement, apparatus or structure, e.g. an airbag or a belt pretensioner, is to be activated in the event of a crash against a given barrier at a certain impact speed. In this context, crash and accident type refer for example to a front impact, an offset crash, a side impact, a rear impact, an impact against a hard barrier, an impact against a soft barrier, and a pole crash, as well as a rollover. Therefore, the accident type refers to the type of accident.
- It may also be advantageous that a fixed activation time is used starting at second impact speed value (P). Starting at this impact speed, the crash is so hard that the restraint arrangement, apparatus or structure must be activated immediately.
- Finally, it may also be advantageous that a device for activating a restraint system is provided with the exemplary method of the present invention, the device including in particular a control unit that is connected to the corresponding sensors, e.g. a pre-crash sensor for detecting the impact speed and an inertial sensor for detecting the acceleration during a crash. The control unit then controls the restraint system accordingly.
-
FIG. 1 shows a block diagram of the exemplary device of the present invention. -
FIG. 2 shows an impact speed activation time diagram. -
FIG. 3 shows a further impact speed activation time diagram. - To control the restraint arrangement, apparatus or structure in a vehicle, the signal from an acceleration sensor or a plurality of acceleration sensors is evaluated. The values for this signal are determined from signal features. These values are compared with a threshold or a threshold function, and if they exceed this threshold, the restraint arrangement, apparatus or structure, e.g. a pyrotechnical belt pretensioner or a first or second-stage airbag, is activated. In the case of vehicles having a sensor for measuring impact speed, this threshold may be selected as a function of the impact speed. The characteristic of the threshold function depends on the vehicle characteristic. A grid lying in the speed activation time plane is needed to be able to establish the threshold function. Points of the grid are used as data points via which the threshold values are specified. This grid results from the activation characteristics explained in the following for certain speeds, the speed being 15, 20, 25, . . . , 70 km/h, for example.
- As shown above, the activation characteristics are determined by linear regression lines in the currently used system. These lines result from the activation time required by the vehicle manufacturer for a performed crash test. The linear regression lines effectively describe the required activation performance in the speed range in which the crash tests are performed.
- Described less effectively is the performance in the higher speed range, i.e. for speeds between 70 and 130 km/h, and for quick, very hard crashes when the regression line provides very short activation times, e.g. less than 5 ms.
- The activation performance in these crash situations is described better for example by a 1/x function or by an exponentially decreasing function. A regression analysis may be performed for these functions for crash types having numerous crash tests just like for the linear function. A disadvantage of these functions compared to the linear function may be that these functions may not be generalized as effectively for crash types having fewer crash tests.
- The exemplary embodiment and/or exemplary method of the present invention provides for a vehicle-dependent speed limit G after which the linear regression line no longer effectively describes the activation performance of the airbag. In addition, there is a vehicle-dependent speed P starting at which the restraint arrangement, apparatus or structure is either activated at a fixed early instant or is not activated without detailed differentiation between the different crash types. The exemplary method described here provides for the transfer of the activation performance from the knowledge of the activation performance in the lower speed range to the speed range between speed limit G and speed P.
-
FIG. 1 shows a block diagram of the exemplary device of the present invention. Anenvironment sensor 1 is connected via a first data input to acontrol unit 3. Anacceleration sensor 2 is also connected tocontrol unit 3 at a second data input.Control unit 3 is assigned aprocessor 4, on which an algorithm for calculating the activation times of a restraint arrangement, apparatus or structure runs. Additional algorithms for controlling other restraint arrangements may also be processed.Control unit 3 is connected via a data output to restraint arrangement, apparatus orstructure 5. The restraint arrangement, apparatus orstructure 5 may include for example airbags, belt pretensions, or a rollover bar and thus form the restraint system. - Restraint arrangement, apparatus or
structure 5 may be controlled either bycontrol unit 3 or by a further control unit for the restraint arrangement, apparatus or structure. Only oneenvironment sensor 1 and oneacceleration sensor 2 are mentioned here as examples. - However, more than one environment sensor and more than one acceleration sensor may be used.
Environment sensor 1 is a radar sensor or an ultrasound sensor or an optical sensor, for example.Acceleration sensor 2 is used as an impact sensor that determines the acceleration resulting from the impact. - The exemplary method represented in the following for determining the activation characteristics is the basis for the algorithm running in
control unit 3. This method requires that the activation characteristics valid for the lower and middle speed range be given with respect to the crash type in question. There is a vehicle-dependent limit G after which the linear activation characteristics only insufficiently describe the activation performance for higher speeds. The position of limit G also depends on the crash type. Therefore, it may be represented as a straight progression or as any other mathematical function in the speed activation time plane. For example, the limit may be selected such that it is essentially above the crash tests performed by the vehicle manufacturer. - The linear activation characteristics effectively describe the activation performance for speeds below this limit. There is also a vehicle-dependent speed Vmax, starting at which the restraint arrangement, apparatus or structure to be controlled is either activated at a fixed, early instant or is not activated regardless of the crash type. Starting at this speed Vmax, there is therefore only this instant Tmax for the activation decision and no real time interval as for lower speeds. The activation characteristics for every crash type may be specified for the speed range between this point Pmax and previously described limit G as follows for example: A line is selected between Pmax, and point of intersection SCrash-Type. Point SCrash-Type results as the point of intersection between limit G and the activation characteristic in the lower speed range for the crash type in question.
- Knowledge extracted from the crash test data is represented in the activation characteristics from the lower speed range. Since the activation characteristics are used to define points of intersection Scrash-Type, the knowledge extracted from the crash tests is generalized for the top speed range. In addition, this sectionally linear approach allows the activation characteristics to also be generalized for crash types having fewer available crash tests. Moreover, this sectional approach has the advantage that the activation characteristics are selected to be steeper for the higher speed range than for the lower one. As a result, the characteristic curve corresponds better with the ideal, initially steep, then flatter curve. Therefore, the exemplary method of the present invention represents an optimum compromise between the transferability to other crash types and the quality of the description of the activation performance.
-
FIG. 2 uses a speed activation time diagram to show the regression lines that describe the activation characteristics and are determined in different crash tests. The activation time is plotted in ms on the abscissa while the impact speed is indicated in km/h on the ordinate. Three linear regression lines drawn through measuring points for crash tests are shown here. Starting atlimit 201, the activation characteristics defined by the regression lines are no longer valid since the impact speed here is such that there are other properties. Significantly shorter activation times are to be provided in this case. -
FIG. 3 uses another speed activation time diagram to show the use of the impact speed values according to the exemplary embodiment and/or exemplary method of the present invention to control the activation performance accordingly. The activation time is plotted in ms on the abscissa while the impact speed is indicated in km/h on the ordinate. Threeregression lines right regression line 301 indicates the latest activation characteristics.
Claims (5)
1-4. (canceled)
5. A device for activating a restraint system in a vehicle, comprising:
an activating arrangement to activate the restraint system as a function of an activation characteristic and at least one quantity derived from an acceleration signal;
wherein the at least one quantity exceeds a threshold function that is set as a function of an impact speed and a required activation time, and
wherein a particular activation characteristic for an accident type runs linearly with a first slope to a first impact speed value and runs with at least one second slope between a first impact speed value and a second impact speed value, the first impact speed value and the second impact speed value depending on a particular vehicle type.
6. The device of claim 5 , wherein the activation characteristic between the first impact speed value and the second impact speed value runs linearly.
7. The device of claim 5 , wherein a fixed activation time is used starting at the second impact speed value.
8. The device of claim 6 , wherein a fixed activation time is used starting at the second impact speed value.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US13/090,106 US20110254253A1 (en) | 2002-10-01 | 2011-04-19 | Method for activating a restraint system in a vehicle |
Applications Claiming Priority (5)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE10245781.6 | 2002-10-01 | ||
DE10245781A DE10245781A1 (en) | 2002-10-01 | 2002-10-01 | Method for triggering a restraint system in a vehicle |
PCT/DE2003/001775 WO2004030999A1 (en) | 2002-10-01 | 2003-05-30 | Method for activating a restraint system in a vehicle |
US10/512,756 US7933702B2 (en) | 2002-10-01 | 2003-05-30 | Method for activating a restraint system in a vehicle |
US13/090,106 US20110254253A1 (en) | 2002-10-01 | 2011-04-19 | Method for activating a restraint system in a vehicle |
Related Parent Applications (2)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/DE2003/001775 Division WO2004030999A1 (en) | 2002-10-01 | 2003-05-30 | Method for activating a restraint system in a vehicle |
US10/512,756 Division US7933702B2 (en) | 2002-10-01 | 2003-05-30 | Method for activating a restraint system in a vehicle |
Publications (1)
Publication Number | Publication Date |
---|---|
US20110254253A1 true US20110254253A1 (en) | 2011-10-20 |
Family
ID=32010045
Family Applications (2)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US10/512,756 Expired - Fee Related US7933702B2 (en) | 2002-10-01 | 2003-05-30 | Method for activating a restraint system in a vehicle |
US13/090,106 Abandoned US20110254253A1 (en) | 2002-10-01 | 2011-04-19 | Method for activating a restraint system in a vehicle |
Family Applications Before (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US10/512,756 Expired - Fee Related US7933702B2 (en) | 2002-10-01 | 2003-05-30 | Method for activating a restraint system in a vehicle |
Country Status (4)
Country | Link |
---|---|
US (2) | US7933702B2 (en) |
EP (1) | EP1551670B1 (en) |
DE (2) | DE10245781A1 (en) |
WO (1) | WO2004030999A1 (en) |
Families Citing this family (11)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE10109043C1 (en) * | 2001-02-24 | 2002-07-25 | Bosch Gmbh Robert | Automobile passenger airbag release method has second release stage of 2-stage release dependent on at least 2 acceleration sensor criteria |
DE10246800A1 (en) * | 2002-10-08 | 2004-04-22 | Robert Bosch Gmbh | Device for controlling restraining system in a vehicle, controls second airbag stage depending on combination of at least one derived criterion, impact speed that device receives from pre-crash sensing arrangement |
JP3693053B2 (en) * | 2003-01-07 | 2005-09-07 | 日産自動車株式会社 | Vehicle collision state detection device |
US7370721B2 (en) * | 2004-12-03 | 2008-05-13 | Autoliv Asp, Inc. | Seatbelt tensioning device and method |
US20070232983A1 (en) * | 2005-09-30 | 2007-10-04 | Smith Gregory A | Handheld apparatus to deliver active agents to biological interfaces |
DE102009020074B4 (en) * | 2009-05-06 | 2016-12-01 | Continental Automotive Gmbh | Method for controlling motor vehicle occupant protection systems |
US20120239247A1 (en) * | 2011-03-16 | 2012-09-20 | General Dynamics Land Systems, Inc. | Systems and methods for active mitigation of sudden accelerative forces in vehicles |
CN102898527B (en) | 2011-07-25 | 2016-12-21 | 三星电子株式会社 | Fusion protein, pharmaceutical composition and prevention or the method for the treatment of cancer |
US20150066346A1 (en) * | 2013-08-28 | 2015-03-05 | Elwha LLC, a limited liability company of the State of Delaware | Vehicle collision management system responsive to a situation of an occupant of an approaching vehicle |
JP2015048835A (en) * | 2013-09-04 | 2015-03-16 | トヨタ自動車株式会社 | Fuel supply control device |
US9580033B2 (en) | 2013-11-20 | 2017-02-28 | Ford Global Technologies, Llc | Dual airbags in vehicle with reconfigurable interior |
Citations (42)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US5262949A (en) * | 1990-02-20 | 1993-11-16 | Zexel Corporation | Control system for vehicle safety device |
US5363301A (en) * | 1991-03-13 | 1994-11-08 | Zexel Corporation | Control system for vehicle safety device |
US5411289A (en) * | 1993-10-29 | 1995-05-02 | Morton International, Inc. | Air bag system for a motor vehicle |
US5546307A (en) * | 1989-05-30 | 1996-08-13 | Trw Vehicle Safety Systems Inc. | Method and apparatus for discriminating vehicle crash conditions |
US5587906A (en) * | 1994-06-13 | 1996-12-24 | Trw Inc. | Method and apparatus for sensing a vehicle crash condition using velocity enhanced acceleration crash metrics |
US5732374A (en) * | 1994-10-31 | 1998-03-24 | Daewoo Electronics Co., Ltd. | Method for judging collision with three directional accelerative signals and apparatus for performing the same |
US5746444A (en) * | 1996-09-27 | 1998-05-05 | Trw Inc. | Method and apparatus for single point sensing of front and side impact crash conditions |
US5802480A (en) * | 1993-11-15 | 1998-09-01 | Sensor Technology Co., Ltd. | Actuation apparatus for actuating the protective devices for the safety of vehicle occupants |
US5809439A (en) * | 1994-07-12 | 1998-09-15 | Autoliv Development Ab | Triggering device for a vehicle safety system with an acceleration sensor |
US5835007A (en) * | 1997-02-10 | 1998-11-10 | Delco Electronics Corporation | Method and apparatus for crash sensing using anticipatory sensor inputs |
US5999871A (en) * | 1996-08-05 | 1999-12-07 | Delphi Technologies, Inc. | Control method for variable level airbag inflation |
US6012008A (en) * | 1997-08-26 | 2000-01-04 | Scully; Robert L. | Method and apparatus for predicting a crash and reacting thereto |
US6037860A (en) * | 1997-09-20 | 2000-03-14 | Volkswagen Ag | Method and arrangement for avoiding and/or minimizing vehicle collisions in road traffic |
US6036225A (en) * | 1998-07-01 | 2000-03-14 | Trw Inc. | Method and apparatus for controlling an actuatable restraint device using crash severity indexing |
US6157880A (en) * | 1996-03-14 | 2000-12-05 | Autoliv Developement Ab | Crash detector responsive to a side impact |
US6186539B1 (en) * | 1998-07-01 | 2001-02-13 | Trw Inc. | Method and apparatus for controlling an actuatable restraint device using crash severity indexing and crush zone sensor |
US6199903B1 (en) * | 1998-04-17 | 2001-03-13 | Daimlerchrysler Ag | Method for triggering a two-stage air bag gas generator |
US6219605B1 (en) * | 1995-12-12 | 2001-04-17 | Trw Airbag Systems Gmbh & Co. Kg | Air bag system with variable activation time point |
US6275755B1 (en) * | 2000-01-18 | 2001-08-14 | Chung Shan Institute Of Sorence And Technology | Vehicle impact severity identification device |
US6278924B1 (en) * | 2000-04-19 | 2001-08-21 | Breed Automotive Technology, Inc. | Method of determining safety system deployment with crash velocity input |
US6295495B1 (en) * | 2001-04-24 | 2001-09-25 | Ford Global Technologies, Inc. | Method for multi-directional anticipatory arming of vehicle restraints |
US6301535B1 (en) * | 1999-10-26 | 2001-10-09 | Daimlerchrysler Corporation | Optimization of a single-point frontal airbag fire threshold |
US6330500B1 (en) * | 1987-05-16 | 2001-12-11 | Autoliv Japan., Ltd. | Actuation controller for air bag device |
US20020016658A1 (en) * | 1999-02-09 | 2002-02-07 | Toyota Jidosha Kabushiki Kaisha | Activation control apparatus of occupant safety system |
US6421591B1 (en) * | 1999-03-10 | 2002-07-16 | Volkswagen Ag | Method and arrangement for controlling activation of restraining devices in a motor vehicle |
US6420803B1 (en) * | 2000-03-22 | 2002-07-16 | The United States Of America As Represented By The Secretary Of The Navy | System for improving vehicle safety in crash situations |
US20020169535A1 (en) * | 2001-05-14 | 2002-11-14 | Katsuji Imai | Collision severity determining system |
US6512969B1 (en) * | 2001-08-23 | 2003-01-28 | General Motors Corporation | Vehicle sensing system using biased severity measure |
US20030051530A1 (en) * | 2001-08-16 | 2003-03-20 | Sybille Eisele | Device for impact detection in a vehicle |
US6549836B1 (en) * | 2000-06-07 | 2003-04-15 | Trw Inc. | Method and apparatus for controlling an actuatable restraint device using a velocity/displacement based safing function with immunity box |
US20030074111A1 (en) * | 2001-10-16 | 2003-04-17 | Mitsubishi Denki Kabushiki Kaisha | Collision type decision device |
US20030097212A1 (en) * | 1999-03-04 | 2003-05-22 | Michael Feser | Method and device for controlling the triggering of a motor vehicle occupant protection system |
US20030105569A1 (en) * | 2000-12-28 | 2003-06-05 | Michael Roelleke | Method for triggering means of restraint in a motor vehicle |
US20030139866A1 (en) * | 2002-01-23 | 2003-07-24 | Siemens Vdo Automotive Corporation | Method and apparatus for determining deployment of a safety restraint device in an occupant restraining system |
US20030139883A1 (en) * | 2002-01-16 | 2003-07-24 | Tetsuya Takafuji | Collision damage reduction system |
US6644688B1 (en) * | 1999-11-04 | 2003-11-11 | Automotive Systems Labortory, Inc. | Crash sensing system |
US6662092B2 (en) * | 2000-12-15 | 2003-12-09 | General Motors Corporation | Fuzzy logic control method for deployment of inflatable restraints |
US20040051632A1 (en) * | 2002-09-12 | 2004-03-18 | Sala Dorel M. | Dual sensor crash sensing system |
US6816766B2 (en) * | 2002-11-26 | 2004-11-09 | General Motors Corporation | Continuous collision severity prediction |
US20050010346A1 (en) * | 2001-11-13 | 2005-01-13 | Andrea Link | Method of determining the crash phases relevant to the triggering of a passive safety device in a vehicle |
US20050192731A1 (en) * | 2001-08-28 | 2005-09-01 | Sybille Eisele | Method for determining a trigger time for restraint means in a vehicle |
US7036845B2 (en) * | 2001-02-24 | 2006-05-02 | Robert Bosch Gmbh | Method of triggering at least one airbag in a vehicle |
Family Cites Families (30)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS4821456B1 (en) * | 1970-12-01 | 1973-06-28 | ||
US3851305A (en) * | 1971-05-28 | 1974-11-26 | Nissan Motor | Collision detecting system for a motor vehicle |
DE3924507A1 (en) | 1989-02-18 | 1990-08-23 | Bosch Gmbh Robert | METHOD FOR RELEASING RETENTION AGENTS |
US5613039A (en) * | 1991-01-31 | 1997-03-18 | Ail Systems, Inc. | Apparatus and method for motion detection and tracking of objects in a region for collision avoidance utilizing a real-time adaptive probabilistic neural network |
JP2765341B2 (en) * | 1992-02-14 | 1998-06-11 | 三菱自動車工業株式会社 | Vehicle suspension device |
DE4212421A1 (en) * | 1992-04-14 | 1993-10-28 | Bosch Gmbh Robert | Method and device for protecting vehicle occupants |
JP2799375B2 (en) * | 1993-09-30 | 1998-09-17 | 本田技研工業株式会社 | Anti-collision device |
US5394328A (en) * | 1994-02-25 | 1995-02-28 | Ford Motor Company | Method for activating an occupanct restraint in a vehicle |
DE4425846A1 (en) * | 1994-07-21 | 1996-01-25 | Telefunken Microelectron | Method for triggering side airbags of a passive safety device for motor vehicles |
KR970001747B1 (en) * | 1994-10-31 | 1997-02-15 | 대우전자 주식회사 | Air-bag device taking advantage of three direction speed reduction signal and variable standard value |
DE19647660B4 (en) * | 1996-11-19 | 2005-09-01 | Daimlerchrysler Ag | Tripping device for occupant restraint systems in a vehicle |
DE19724101A1 (en) | 1997-06-07 | 1998-12-10 | Bayerische Motoren Werke Ag | Process for controlling occupant safety devices as required |
JP3444344B2 (en) * | 1997-09-25 | 2003-09-08 | マツダ株式会社 | Vehicle airbag device |
JP3405173B2 (en) * | 1998-02-18 | 2003-05-12 | トヨタ自動車株式会社 | Ignition control method for vehicle occupant protection device |
US5964817A (en) * | 1998-11-09 | 1999-10-12 | Delco Electronics Corp. | Impact characterizing deployment control method for an automotive restraint system |
US6729646B1 (en) * | 1999-02-25 | 2004-05-04 | Siemens Vdo Automotive Corporation | Method and system for controlling a vehicle occupant safety system based on crash severity |
WO2001000955A1 (en) * | 1999-06-25 | 2001-01-04 | Mitsubishi Denki Kabushiki Kaisha | Automatic door lock releasing device |
US6397129B1 (en) * | 1999-11-01 | 2002-05-28 | Bombardier Inc. | Comfort monitoring system and method for tilting trains |
US6327528B1 (en) * | 2000-02-11 | 2001-12-04 | International Truck Intellectual Property Company L.L.C. | Method and apparatus for conditioning deployment of air bags on vehicle load |
AU2001255352A1 (en) * | 2000-04-11 | 2001-10-23 | American Calcar, Inc. | Gps publication application server |
US6489922B1 (en) * | 2000-04-22 | 2002-12-03 | American Gnc Corporation | Passive/ranging/tracking processing method for collision avoidance guidance and control |
DE10029061C2 (en) * | 2000-06-13 | 2003-12-11 | Breed Automotive Tech | Restraint |
JP3800007B2 (en) * | 2001-01-09 | 2006-07-19 | 日産自動車株式会社 | Braking control device |
US6776435B2 (en) * | 2001-04-09 | 2004-08-17 | Trw Inc. | Method and apparatus for controlling an actuatable restraining device using switched thresholds based on crush zone sensors |
US6529810B2 (en) * | 2001-04-09 | 2003-03-04 | Trw Inc. | Method and apparatus for controlling an actuatable restraining device using switched thresholds based on transverse acceleration |
EP1273930B1 (en) * | 2001-07-05 | 2004-11-03 | Ford Global Technologies, LLC | A method for collision avoidance and collision mitigation |
US6701238B2 (en) * | 2001-07-24 | 2004-03-02 | Siemens Vdo Automotive Corporation | Vehicle impact detection system and control method |
US20030120408A1 (en) * | 2001-12-20 | 2003-06-26 | Caruso Christopher Michael | Vehicle occupant restraint deployment safing system |
AU2003214228A1 (en) * | 2002-03-19 | 2003-10-08 | Automotive Systems Laboratory, Inc. | Vehicle rollover detection system |
WO2003081180A2 (en) * | 2002-03-19 | 2003-10-02 | Automotive Systems Laboratory, Inc. | Vehicle rollover detection system |
-
2002
- 2002-10-01 DE DE10245781A patent/DE10245781A1/en not_active Withdrawn
-
2003
- 2003-05-30 DE DE50312120T patent/DE50312120D1/en not_active Expired - Lifetime
- 2003-05-30 US US10/512,756 patent/US7933702B2/en not_active Expired - Fee Related
- 2003-05-30 WO PCT/DE2003/001775 patent/WO2004030999A1/en active Application Filing
- 2003-05-30 EP EP03797953A patent/EP1551670B1/en not_active Expired - Lifetime
-
2011
- 2011-04-19 US US13/090,106 patent/US20110254253A1/en not_active Abandoned
Patent Citations (42)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US6330500B1 (en) * | 1987-05-16 | 2001-12-11 | Autoliv Japan., Ltd. | Actuation controller for air bag device |
US5546307A (en) * | 1989-05-30 | 1996-08-13 | Trw Vehicle Safety Systems Inc. | Method and apparatus for discriminating vehicle crash conditions |
US5262949A (en) * | 1990-02-20 | 1993-11-16 | Zexel Corporation | Control system for vehicle safety device |
US5363301A (en) * | 1991-03-13 | 1994-11-08 | Zexel Corporation | Control system for vehicle safety device |
US5411289A (en) * | 1993-10-29 | 1995-05-02 | Morton International, Inc. | Air bag system for a motor vehicle |
US5802480A (en) * | 1993-11-15 | 1998-09-01 | Sensor Technology Co., Ltd. | Actuation apparatus for actuating the protective devices for the safety of vehicle occupants |
US5587906A (en) * | 1994-06-13 | 1996-12-24 | Trw Inc. | Method and apparatus for sensing a vehicle crash condition using velocity enhanced acceleration crash metrics |
US5809439A (en) * | 1994-07-12 | 1998-09-15 | Autoliv Development Ab | Triggering device for a vehicle safety system with an acceleration sensor |
US5732374A (en) * | 1994-10-31 | 1998-03-24 | Daewoo Electronics Co., Ltd. | Method for judging collision with three directional accelerative signals and apparatus for performing the same |
US6219605B1 (en) * | 1995-12-12 | 2001-04-17 | Trw Airbag Systems Gmbh & Co. Kg | Air bag system with variable activation time point |
US6157880A (en) * | 1996-03-14 | 2000-12-05 | Autoliv Developement Ab | Crash detector responsive to a side impact |
US5999871A (en) * | 1996-08-05 | 1999-12-07 | Delphi Technologies, Inc. | Control method for variable level airbag inflation |
US5746444A (en) * | 1996-09-27 | 1998-05-05 | Trw Inc. | Method and apparatus for single point sensing of front and side impact crash conditions |
US5835007A (en) * | 1997-02-10 | 1998-11-10 | Delco Electronics Corporation | Method and apparatus for crash sensing using anticipatory sensor inputs |
US6012008A (en) * | 1997-08-26 | 2000-01-04 | Scully; Robert L. | Method and apparatus for predicting a crash and reacting thereto |
US6037860A (en) * | 1997-09-20 | 2000-03-14 | Volkswagen Ag | Method and arrangement for avoiding and/or minimizing vehicle collisions in road traffic |
US6199903B1 (en) * | 1998-04-17 | 2001-03-13 | Daimlerchrysler Ag | Method for triggering a two-stage air bag gas generator |
US6036225A (en) * | 1998-07-01 | 2000-03-14 | Trw Inc. | Method and apparatus for controlling an actuatable restraint device using crash severity indexing |
US6186539B1 (en) * | 1998-07-01 | 2001-02-13 | Trw Inc. | Method and apparatus for controlling an actuatable restraint device using crash severity indexing and crush zone sensor |
US20020016658A1 (en) * | 1999-02-09 | 2002-02-07 | Toyota Jidosha Kabushiki Kaisha | Activation control apparatus of occupant safety system |
US20030097212A1 (en) * | 1999-03-04 | 2003-05-22 | Michael Feser | Method and device for controlling the triggering of a motor vehicle occupant protection system |
US6421591B1 (en) * | 1999-03-10 | 2002-07-16 | Volkswagen Ag | Method and arrangement for controlling activation of restraining devices in a motor vehicle |
US6301535B1 (en) * | 1999-10-26 | 2001-10-09 | Daimlerchrysler Corporation | Optimization of a single-point frontal airbag fire threshold |
US6644688B1 (en) * | 1999-11-04 | 2003-11-11 | Automotive Systems Labortory, Inc. | Crash sensing system |
US6275755B1 (en) * | 2000-01-18 | 2001-08-14 | Chung Shan Institute Of Sorence And Technology | Vehicle impact severity identification device |
US6420803B1 (en) * | 2000-03-22 | 2002-07-16 | The United States Of America As Represented By The Secretary Of The Navy | System for improving vehicle safety in crash situations |
US6278924B1 (en) * | 2000-04-19 | 2001-08-21 | Breed Automotive Technology, Inc. | Method of determining safety system deployment with crash velocity input |
US6549836B1 (en) * | 2000-06-07 | 2003-04-15 | Trw Inc. | Method and apparatus for controlling an actuatable restraint device using a velocity/displacement based safing function with immunity box |
US6662092B2 (en) * | 2000-12-15 | 2003-12-09 | General Motors Corporation | Fuzzy logic control method for deployment of inflatable restraints |
US20030105569A1 (en) * | 2000-12-28 | 2003-06-05 | Michael Roelleke | Method for triggering means of restraint in a motor vehicle |
US7036845B2 (en) * | 2001-02-24 | 2006-05-02 | Robert Bosch Gmbh | Method of triggering at least one airbag in a vehicle |
US6295495B1 (en) * | 2001-04-24 | 2001-09-25 | Ford Global Technologies, Inc. | Method for multi-directional anticipatory arming of vehicle restraints |
US20020169535A1 (en) * | 2001-05-14 | 2002-11-14 | Katsuji Imai | Collision severity determining system |
US20030051530A1 (en) * | 2001-08-16 | 2003-03-20 | Sybille Eisele | Device for impact detection in a vehicle |
US6512969B1 (en) * | 2001-08-23 | 2003-01-28 | General Motors Corporation | Vehicle sensing system using biased severity measure |
US20050192731A1 (en) * | 2001-08-28 | 2005-09-01 | Sybille Eisele | Method for determining a trigger time for restraint means in a vehicle |
US20030074111A1 (en) * | 2001-10-16 | 2003-04-17 | Mitsubishi Denki Kabushiki Kaisha | Collision type decision device |
US20050010346A1 (en) * | 2001-11-13 | 2005-01-13 | Andrea Link | Method of determining the crash phases relevant to the triggering of a passive safety device in a vehicle |
US20030139883A1 (en) * | 2002-01-16 | 2003-07-24 | Tetsuya Takafuji | Collision damage reduction system |
US20030139866A1 (en) * | 2002-01-23 | 2003-07-24 | Siemens Vdo Automotive Corporation | Method and apparatus for determining deployment of a safety restraint device in an occupant restraining system |
US20040051632A1 (en) * | 2002-09-12 | 2004-03-18 | Sala Dorel M. | Dual sensor crash sensing system |
US6816766B2 (en) * | 2002-11-26 | 2004-11-09 | General Motors Corporation | Continuous collision severity prediction |
Also Published As
Publication number | Publication date |
---|---|
DE50312120D1 (en) | 2009-12-24 |
DE10245781A1 (en) | 2004-04-15 |
WO2004030999A1 (en) | 2004-04-15 |
US20050143886A1 (en) | 2005-06-30 |
EP1551670B1 (en) | 2009-11-11 |
US7933702B2 (en) | 2011-04-26 |
EP1551670A1 (en) | 2005-07-13 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
US20110254253A1 (en) | Method for activating a restraint system in a vehicle | |
US6678599B2 (en) | Device for impact detection in a vehicle | |
US6169945B1 (en) | Process for controlling occupant safety devices corresponding to the requirements | |
US7671723B2 (en) | Device for activating an actuator system for protecting a pedestrian | |
US7616101B2 (en) | Device for monitoring the surroundings of a vehicle | |
EP1028039B1 (en) | Activation control apparatus of occupant safety system with a collision identifier | |
US20020134607A1 (en) | Method of impact detection for a motor vehicle | |
US6981565B2 (en) | Crash detection system including roll-over discrimination | |
US6324454B1 (en) | Activation control apparatus of occupant safety | |
US7321817B2 (en) | Automobile frontal collision location detection for coordinated activation of safety systems | |
US6728604B2 (en) | Collision type decision device | |
KR20020059636A (en) | Distributed electronic acceleration sensing for crash severity recognition | |
US8558732B2 (en) | Device for determining a relative speed between a vehicle and an impact object | |
EP1754634A1 (en) | Activation control apparatus for occupant protection apparatus | |
US7286920B2 (en) | Collision determining device | |
JP3632619B2 (en) | Occupant protection device starter | |
US5868427A (en) | Triggering circuit for a passenger restraint system | |
JP3204181B2 (en) | Vehicle collision determination method and collision determination device | |
JP2006513910A (en) | Device for driving and controlling restraint means in a vehicle | |
JP2004536742A (en) | Vehicle impact detection system and control method | |
US20060138758A1 (en) | Device for controlling a retaining system | |
JP2007508187A (en) | Device for driving and controlling human protection means | |
US20040026151A1 (en) | System for activating passenger-protecting device mounted on automotive vehicle | |
US7403635B2 (en) | Device and method for detection of an object or a person in the interior of a motor vehicle | |
CN115485171A (en) | Method for detecting a direction of a vehicle collision, method, device and vehicle for activating a vehicle collision protection system when a direction of a vehicle collision is detected |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
STCB | Information on status: application discontinuation |
Free format text: ABANDONED -- FAILURE TO RESPOND TO AN OFFICE ACTION |