WO2005014343A1 - Dispositif de mesure d'acceleration pour un systeme de protection d'occupants et procede pour declencher un systeme de protection d'occupants - Google Patents

Dispositif de mesure d'acceleration pour un systeme de protection d'occupants et procede pour declencher un systeme de protection d'occupants Download PDF

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Publication number
WO2005014343A1
WO2005014343A1 PCT/DE2004/001204 DE2004001204W WO2005014343A1 WO 2005014343 A1 WO2005014343 A1 WO 2005014343A1 DE 2004001204 W DE2004001204 W DE 2004001204W WO 2005014343 A1 WO2005014343 A1 WO 2005014343A1
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WIPO (PCT)
Prior art keywords
vehicle
signal
acceleration
sensor
acceleration sensor
Prior art date
Application number
PCT/DE2004/001204
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German (de)
English (en)
Inventor
Günter Fendt
Reinhard HELLDÖRFER
Helmut Steurer
Heinz Bader
Andreas Bernitt
Original Assignee
Conti Temic Microelectronic 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 Conti Temic Microelectronic Gmbh filed Critical Conti Temic Microelectronic Gmbh
Priority to DE112004000041.6T priority Critical patent/DE112004000041B4/de
Publication of WO2005014343A1 publication Critical patent/WO2005014343A1/fr

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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
    • B60R2021/01122—Prevention of malfunction
    • B60R2021/01184—Fault detection or diagnostic circuits
    • B60R2021/0119—Plausibility check

Definitions

  • the invention relates to an acceleration measuring device for an occupant protection system according to the preamble of claim 1 and a method for triggering an occupant protection system according to claim 8.
  • acceleration sensors for measuring, detecting or recording (the terms are used synonymously below) an acceleration or the acceleration effect occurring in the event of a vehicle impact.
  • sensors arranged centrally in the vehicle which are often arranged together with a control unit in a central device, and further sensors, so-called satellite or assistance sensors, which are arranged decentrally or outsourced in the vehicle and are usually located near the outer skin of the vehicle Vehicle are arranged.
  • the acceleration-sensitive sensors are also called “acceleration sensors” in the following or are referred to even more briefly as “sensors”; their direction of sensitivity is also synonymously referred to as "sensitivity axis" or "direction of action”.
  • a direction parallel to the vehicle longitudinal axis in a forward direction of the vehicle is also referred to as the “x direction”, and a direction parallel to a vehicle transverse axis is also referred to as the “y direction”.
  • satellite sensors are attached, for example, in the vicinity of the front of the vehicle, in which case one speaks of “upfront sensors”.
  • satellite sensors are attached accordingly in the side skin of the vehicle, for example in the door area, and one then speaks of side sensors ,
  • the time available for activating the restraint means is one from the first contact side collision partner particularly short until full use of protective agents, due to the narrow crumple zone in the area of the vehicle side. It is therefore necessary to make a decision to deploy a protective agent such as an airbag as early as possible and to address the corresponding protective agent as quickly as possible.
  • a final evaluation of the signals of the acceleration sensors is required at a point in time at which the acceleration caused by the impact has usually not yet reached its maximum value.
  • the central control unit evaluates the detected acceleration signals of the sensors provided in the satellite sensors and those of the centrally arranged sensors in order to make a triggering decision.
  • DE 4425 846 A1 discloses a method for triggering side airbags in a safety device for motor vehicles, in which the information from sensors arranged centrally in the vehicle is linked to that from satellite sensors. Each of the sensor signals is then checked to determine whether it exceeds certain predefined threshold values and accordingly classifies them into acceleration classes. The class assignment of the sensor signals is evaluated by means of an evaluation matrix and, depending on the result, a trigger signal may be generated. The trigger matrix specifies which combination of the detected accelerations lead to a trigger signal and which combinations do not trigger the restraint device.
  • DE 101 14 277 C1 proposes a system for recognizing a side impact of a motor vehicle, in which a trigger decision is made on the basis of the temporal signal curves by means of a data processing device.
  • Satellite sensors are arranged asymmetrically with respect to the longitudinal axis of the vehicle, and the sensitivity directions of the sensors are oriented in either the longitudinal or transverse direction of the vehicle.
  • the asymmetrical arrangement of the sensors allows conclusions to be drawn as to the location of the impact and the amount and direction of the pulse transmission based on geometric considerations and the recorded signal profiles.
  • EP 866 971 B1 discloses a sensor arrangement for detecting an impact on a motor vehicle, in which a satellite sensor, which comprises two acceleration sensors with differently oriented sensitivity axes, is arranged in each left and right half of the vehicle, whereby each
  • Satellite sensor is sensitive to impacts (accelerations) on the vehicle at any angle with respect to the longitudinal axis of the vehicle, in particular impacts from the front and from the side.
  • the sensitivity directions are preferably aligned in a plane or direction defined by the vehicle longitudinal axis or the vehicle transverse axis.
  • the known acceleration measuring systems in which the sensitivity direction of the sensors is oriented in the vehicle longitudinal or vehicle transverse direction, have the disadvantage that only the acceleration signals or directions from a crash direction can be detected from the front or from the side.
  • a control unit for a vehicle occupant protection system to which acceleration sensors arranged on opposite vehicle edges are connected, which sense accelerations acting transversely to the longitudinal axis of the vehicle.
  • the signals from these two acceleration sensors are in the event of a side impact Relation to each other to check their function.
  • the acceleration sensor which is usually also provided in the centrally arranged control unit and is intended for sensing in the y direction, can be saved.
  • the two lateral acceleration sensors can also record acceleration values in the direction of the vehicle's longitudinal and transverse axes. In this case, they are inclined between 30 ° and 45 ° with respect to the vehicle's transverse axis.
  • Occupant protection systems focus on safety, especially the functional safety of the controlling elements that ultimately trigger the triggering decision.
  • the object of the present invention is therefore a
  • acceleration measuring device for an occupant protection system and a method for triggering an occupant protection system with which a better triggering behavior of the occupant protection system can be achieved, in particular a particularly high level of security against possible false tripping is given.
  • An essential idea of the invention is to use at least one outsourced sensor inclined to the longitudinal and transverse axes of the vehicle and to use its output signal in the event of an impact to check the plausibility of a signal from a central acceleration sensor. Due to the inclined arrangement, the outsourced sensor delivers an output signal that is sufficiently strong for further processing or evaluation in the event of a frontal as well as a side impact. Especially with one Side impact, the outsourced sensor generally delivers a much more meaningful signal than a centrally located sensor that is "further" from the point of impact. The signal from the outsourced sensor is therefore particularly well suited for plausibility checking and thus for increasing the triggering security of an occupant protection system.
  • the invention now relates specifically to an acceleration measuring device for an occupant protection system of a vehicle, with a control unit arranged centrally in the vehicle and having at least one central acceleration sensor, a sensor arrangement for detecting an impact with a direction in a movement plane of the vehicle, which is arranged outside the control unit, and comprises at least two devices for recording an acceleration each, each of the at least two devices comprising only one acceleration sensor with a sensitivity direction which lies in the plane of movement of the vehicle containing the vehicle longitudinal axis and the vehicle transverse axis, and the direction of sensitivity of each of the acceleration sensors in the plane of movement neither parallel nor is aligned perpendicular to the vehicle longitudinal axis, so that each acceleration sensor both accelerations in the direction parallel to the vehicle longitudinal axis and parallel z can detect ur vehicle transverse axis.
  • the control device is designed to generate a decision signal based on plausibility with at least one sensor signal from one of the two acceleration sensors of the at least two devices and the sensor signal from the central acceleration sensor. Due to the special alignment of the acceleration sensors, which deviates from the prior art, the sensor arrangement according to the invention has the advantage that each device (for example a satellite sensor) can detect acceleration effects in the vehicle longitudinal direction as well as in the vehicle transverse direction with only one acceleration-sensitive sensor element each of the two devices applies on its own. In addition to the signal from the sensor of the second device, the signal from the sensor of the second device provides a certain redundancy and the possibility of further improving the plausibility check of the signal from the sensor from the first device with the aid of the signal from the sensor from the second device.
  • the sensitivity direction of the first acceleration sensor of the first device and the sensitivity direction of the second acceleration sensor of the second device can have an angle ⁇ or ⁇ with respect to a forward direction of the vehicle characterized by an angle of 0 °, the angles ⁇ and ⁇ in each case in a range from above 0 ° to less than 90 °, in particular in a range from approximately 10 ° to approximately 80 °.
  • each of the two acceleration sensors of the at least two devices can detect the accelerations which occur in the event of a collision in the front region of the vehicle particularly efficiently, for example when an object impacts the vehicle from an angle.
  • angles ⁇ and ⁇ are chosen to be essentially equal to 45 °. Then the sensitivity of the (individual) sensor in each of the first and second devices for acceleration effects in the direction of the vehicle's longitudinal axis, as occurs in a frontal impact, is approximately the same as the sensitivity in the direction of the vehicle's transverse axis.
  • the devices are preferably arranged at two different locations in the vehicle, ie they are spatially far apart.
  • the devices are preferably arranged symmetrically to the longitudinal axis of the vehicle.
  • the first device can be arranged in the vicinity of a left vehicle outer skin and the second device in the vicinity of a right vehicle outer skin. This increases the sensitivity to detecting side impacts and increases the time available to make the trigger decision for side crashes.
  • the “outer floor area of the passenger compartment”, such as the seat cross members under the seats, can alternatively be selected.
  • the acceleration measuring device can comprise one, two or more further acceleration sensors, which are preferably arranged in pairs symmetrically to the longitudinal axis of the vehicle. This increases the redundancy and the possibilities for plausibility checks.
  • At least one of the two devices can be arranged essentially centrally in the vehicle.
  • the device can be arranged in a central control unit, which reduces the wiring effort in the vehicle.
  • Another aspect of the invention relates to an occupant protection system for a vehicle with an acceleration measuring device according to the invention and with at least one protective means for side impact protection in each half of the vehicle with respect to the longitudinal axis of the vehicle and at least one protective means for front impact protection.
  • the invention further relates to a method for triggering the above occupant protection system in a vehicle and with an acceleration measuring device according to the invention.
  • the method for triggering an occupant protection system comprises steps (A) deriving a first release signal by evaluating one Sensor signal of the first acceleration sensor or the sensor signal of the second acceleration sensor,
  • At least one of the release signals is derived by integrating an acceleration signal to generate a speed signal, comparing the speed signal with a threshold value and generating the release signal when the speed signal exceeds the threshold value.
  • the combination of the first release signal with at least the second release signal comprises a logical AND combination of the first and second release signals.
  • the first release signal can be derived from the signal of the first acceleration sensor and the second release signal from the signal of the second acceleration sensor.
  • the first release signal can be derived from the signal of the first acceleration sensor and the second release signal from the signal of a central acceleration sensor.
  • FIG. 1 shows a sensor arrangement for a motor vehicle for detecting an impact according to the prior art, for side and front crash detection
  • FIG. 2 shows a further sensor arrangement for a motor vehicle for detecting an impact according to the prior art, with a different sensitivity direction of the acceleration sensors in contrast to the arrangement from FIG. 1;
  • FIG. 3 shows an embodiment of a sensor arrangement for a motor vehicle for detecting an impact, as is used for an acceleration measuring device according to the invention
  • FIG. 4 shows an embodiment of an acceleration measuring device for a motor vehicle for detecting an impact according to the invention.
  • FIG. 5 shows a basic illustration of an evaluation device or a method for evaluating the signals from two acceleration sensors according to the invention.
  • the sensor arrangement comprises a central unit 130, in which an acceleration sensor 132 and an evaluation device (not shown) are arranged, as well as outsourced satellite sensors.
  • the satellite sensors comprise the satellite sensors 152, 154 and 156 (upfront sensors) which are mounted in the vicinity of the front of the vehicle and each have an acceleration sensor whose direction of sensitivity is oriented in the forward direction 44 (X direction), which is why one speaks of an x sensor.
  • the direction of sensitivity of the sensors in the upfront sensors 152, 154 and 156 are indicated in FIG. 1 by arrows.
  • the satellite sensors also include the device 112 located near the left outer skin of the vehicle, which comprises two acceleration sensors, of which the sensitivity direction of one sensor is oriented in the longitudinal direction of the vehicle and that of the other sensor for the y-sense in the transverse direction of the vehicle.
  • the satellite sensors further comprise a device 114, which is attached to the device 112 substantially symmetrically to the longitudinal axis of the vehicle in the vicinity of the right outer skin of the vehicle.
  • the device 114 like the device 112, comprises two acceleration sensors, of which the sensitivity direction of one sensor for x-sensing is oriented in the longitudinal direction of the vehicle and that of the other sensor for y-sensing in the transverse direction of the vehicle.
  • the direction of sensitivity of the sensors in devices 112 and 114 are indicated by arrows in FIG. 1.
  • the sensitivity directions of the upfront sensors 152, 154 and 156 are each aligned parallel to the longitudinal axis of the vehicle (in the x direction) and therefore cannot detect acceleration effects from a lateral direction, ie a direction in the vehicle transverse direction (y direction).
  • the side satellites 112 and 114 can detect acceleration effects in both the vehicle longitudinal and transverse directions, because they each have two sensors with mutually orthogonal sensitivity directions, one of which is oriented in the x direction and the other in the y direction.
  • the upfront sensors 152, 154 and 156 have the task of enabling an additional plausibility check for types of impact in the longitudinal direction of the vehicle. 2 shows another sensor arrangement for a motor vehicle according to the prior art. In particular, FIG.
  • the sensor arrangement of the vehicle 40 from FIG. 2 alternatively shows a first device 134 and a second device 136, in each of which two acceleration sensors are arranged.
  • the sensitivity direction of one sensor for x-sensing is oriented in the vehicle longitudinal direction (forward direction 44) and that of the other sensor for y-sensing in the vehicle transverse direction.
  • the sensitivity direction of one sensor is oriented at an angle of -45 ° to the forward direction 44 (to the vehicle longitudinal direction) and that of the other sensor is oriented at an angle of + 45 ° to the forward direction 44.
  • the direction of sensitivity of the sensors in devices 134 and 136 are indicated by arrows in FIG. 2.
  • the devices 134 and 136 are arranged, for example, centrally in the vehicle 40; however, devices 134 and 136 are not limited to this arrangement and can be located anywhere in the vehicle.
  • Devices with two sensors aligned parallel to the vehicle's longitudinal or vehicle transverse axis as in FIG the device 134 in the publications EP 434 679 B1 and US 5 737224.
  • Devices with two sensors aligned diagonally (+ 45 ° and -45 °) to the vehicle longitudinal or vehicle transverse axis, as in device 136, on the other hand, are proposed, for example, in documents EP 292 669 B1 and EP 311 039 A2.
  • FIG. 3 shows a sensor arrangement for a motor vehicle for detecting an impact, which has a first device 10 and a second device, each of which comprises only a single acceleration sensor 12 or 22 with a sensitivity direction 18 or 28.
  • the first device 10 has a first device 10 and a second device, each of which comprises only a single acceleration sensor 12 or 22 with a sensitivity direction 18 or 28.
  • Sensitivity direction 18 of the first device 10 and the second sensitivity direction 28 of the second device 20 are shown in FIG. 3 by a thick arrow.
  • the sensitivity directions 18 and 28 both lie in the plane in which the vehicle is moving and which contains the vehicle longitudinal axis 42 and the vehicle transverse axis 46.
  • the sensitivity direction 18 of the first device 10 is aligned neither parallel nor perpendicular to the longitudinal axis 42 of the vehicle, but rather in a direction defined by an angle ⁇ with respect to the forward direction (X direction) 44.
  • the direction of sensitivity 28 of the second device 20 is neither parallel nor perpendicular to the longitudinal axis 42 of the vehicle, but rather in a direction defined by an angle ⁇ with respect to the forward direction (X direction) 44.
  • the sensitivity direction 18 or 28 which is characterized by the angle oc or ⁇ with respect to the forward direction 44, is oriented such that, in particular, at a certain minimum angular distance from the forward direction 44 of the vehicle 40 and at a certain minimum angular distance from the transverse direction 46 of the vehicle 40 the acceleration sensor 12 or 22 can reliably detect accelerations in the direction parallel to the longitudinal axis 42 of the vehicle as well as perpendicular to it.
  • the minimum angular distance of the sensitivity direction 18 of the first device 10 with respect to a forward direction 44 is denoted by the symbol ⁇ 1 and represents a lower angle limit 14 for the angle ⁇ .
  • the minimum angular distance of the sensitivity direction 18 in relation to the transverse direction 48 perpendicular to the forward direction 44 is designated by the symbol ⁇ 2 and represents an upper angle limit 16 for the angle ⁇ .
  • Sensitivity direction 28 of the second device 20 with respect to the forward direction 44 is denoted by the symbol ⁇ 3 and represents a lower angle limit 24 for the angle ⁇ . Accordingly, the minimum angular distance of the sensitivity direction 28 with respect to the transverse direction 48 becomes perpendicular to the forward direction 44 by the symbol ⁇ 4 denotes and represents an upper angle limit 26 for the angle ⁇ .
  • Each of the sizes (minimum angular distances) ⁇ 1, ⁇ 2, ⁇ 3 and ⁇ 4 is greater than 0 °.
  • the angles ⁇ and ⁇ can be selected from a wide angular range, depending on the direction from which accelerations are to be detected with high sensitivity. If, for example, collisions or crashes from obliquely in front are to be detected with a high sensitivity, and a lower sensitivity of the sensors 12 and 22 is sufficient for the detection of pure side crashes, the angles and ⁇ can range from, for example, approximately 5 ° to approximately 20 ° can be selected. Incidentally, the angles and ß do not have to be the same, but can have different values, depending on the intended use. If a high sensitivity is important in the detection of side crashes, the angles ⁇ and ⁇ are chosen in a range from approximately 70 ° to approximately 90 °.
  • sensors 12 and 22 can be used to detect both acceleration components in the direction of the vehicle's longitudinal and transverse axes with a signal strength sufficient for further processing, in particular in order to be able to plausibility check the signals from centrally arranged acceleration sensors.
  • Conventional acceleration sensors can be used in devices 10 and 20 as long as the acceleration sensors have a directional characteristic with a pronounced main sensitivity direction.
  • ⁇ can be selected approximately equal to 45 ° and the angle ⁇ approximately equal to -45 ° with respect to the vehicle longitudinal axis 42. Then the sensitivity of the (individual) sensor in each of the first and second devices for acceleration effects in the direction of the vehicle's longitudinal axis, as occurs in a frontal impact, is approximately the same as the sensitivity in the direction of the vehicle's transverse axis.
  • the devices 10, 20 can be arranged at two different locations in the vehicle 40.
  • the devices 10, 20 can also be arranged symmetrically to the longitudinal axis 42 of the vehicle.
  • the functional reliability of the sensors 12, 22 is increased on the one hand, because it becomes less likely that the function of both sensors 12, 22 will be disturbed, damaged or fail at the same time, and removed, for example, by the outsourcing
  • the central point in the vehicle 40 increases the measurement sensitivity for an impact in the direction from the attachment location of a sensor 12, 22 to the central location in the vehicle 40, and the time available until the triggering decision of the restraint means is made.
  • the first device 10 is arranged in the vicinity of a left vehicle outer skin and the second device 20 is arranged in the vicinity of a right vehicle outer skin, because the crumple zone is particularly small in the event of a side impact. It is not necessary for the teaching of the invention to work, but the devices 10, 20 can advantageously also be arranged symmetrically to the longitudinal axis 42 of the vehicle.
  • the above-mentioned advantage of the invention is also obtained if at least one of the two devices 10, 20 is arranged essentially centrally in the vehicle.
  • the centrally arranged of the two devices can then be arranged in a housing together with an evaluation unit for the signals generated by acceleration sensors.
  • the sensor arrangement can additionally comprise one, two or more further acceleration sensors (not shown), the sensors preferably being arranged in pairs and / or symmetrically to the longitudinal axis of the vehicle.
  • FIG. 4 shows an acceleration measuring device with a sensor arrangement for a motor vehicle for detecting an impact, in addition to the devices 10 and 20 described in FIG. 3, includes a control unit 30 arranged centrally in the vehicle 40, which has a central acceleration sensor 32 arranged therein and with a Microprocessor ⁇ P 34 for evaluating the electrical signals generated by the acceleration sensors 12, 22 and 32 is connected in terms of communication. To supply the signals from the sensors to the microprocessor 34, the latter is electrically connected to the acceleration sensors 12, 22 and 32.
  • the central acceleration sensor 32 can be used in the evaluation and control unit 30 to generate a decision signal based on plausibility for triggering protective means.
  • the information about the type, strength, direction, etc. obtained from the evaluation of the signals from the sensors 12, 22 is additionally used to check the plausibility of the signal from the central acceleration sensor 32
  • the two sensors 12 and 22 thus enable the central acceleration sensor 32 and to be checked for plausibility thus increase the reliability of the trigger decision
  • FIG. 5 shows in a block diagram an evaluation device, the mode of operation and a principle of a method (algorithm) implemented therein for evaluating the acceleration signals and for generating a trigger signal are explained below.
  • the output signal a1 (t) of a first acceleration sensor here the sensor 12 of the first device 10
  • a device 50 for integration At the exit of the output signal a1 (t) of a first acceleration sensor, here the sensor 12 of the first device 10.
  • Integration device 50 has a speed signal v1 (t) available for further evaluation.
  • the speed signal v1 (t) is fed to a device 52 for comparison.
  • the comparison device 52 is also supplied with a threshold value 56, which can be set by a setting device 54 to suit certain requirements, such as the speed of the vehicle, and which is used as a criticality criterion or as a triggering threshold.
  • a threshold value 56 can be set by a setting device 54 to suit certain requirements, such as the speed of the vehicle, and which is used as a criticality criterion or as a triggering threshold.
  • a first release signal 58 is generated, which is fed to an occupant protection device 70.
  • the first release signal 58 is linked to at least one further release signal from another, independent evaluation channel to generate a trigger signal 74 for the restraint means of the occupant protection device 70.
  • the output signal a2 (t) of a second acceleration sensor is fed to a device 60 for integration in a second evaluation path (evaluation channel).
  • a speed signal v2 (t) is available at the output of the integration device 60 for further evaluation.
  • the speed signal v2 (t) is fed to a device 62 for comparison.
  • the comparison device 62 is also supplied with a threshold value 66, which can be variably set according to the requirements by an adjusting device 64 and as Criticalism criterion or as a trigger threshold is used.
  • a second release signal 68 is generated, which is also fed to the occupant protection device 70.
  • the second enable signal 68 is used for the plausibility check with the first
  • the signal of the second acceleration sensor 22 of the second device can also be evaluated.
  • the linking device 72 effects a logical “AND” for plausibility checking.
  • More than two evaluation channels can also be provided, for example by the signal from sensor 22 continuing to flow into the plausibility check.
  • An associated plausibility check can accordingly also include a linkage of more than two clearance signals generated in the evaluation channels.
  • the plausibility check and the resulting generation of the trigger signal is not limited to the logical AND combination of the two enable signals 58, 68, but also by comparing the independent, unprocessed acceleration signals a1 (t) and a2 (t) and / or further processed work signals can be carried out from the two evaluation channels.
  • reference numeral a1 (t) and a2 (t) and / or further processed work signals can be carried out from the two evaluation channels.

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  • Mechanical Engineering (AREA)
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Abstract

L'invention concerne un dispositif de mesure d'accélération pour un système de protection d'occupants d'un véhicule (40). Ce dispositif comprend : un appareil de commande (30), placé de manière centrale dans le véhicule (40) et comportant au moins un capteur d'accélération central (32) ; et un ensemble capteur servant à reconnaître une collision dans une direction située dans un plan de déplacement (X, Y) du véhicule, ledit ensemble étant placé à l'extérieur de l'appareil de commande (30) et comprenant au moins deux dispositifs (10,20) servant à capter chacun une accélération. Chacun de ces dispositifs (10, 20) ne comporte qu'un capteur d'accélération (12, 22) présentant une direction de sensibilité (18, 28) qui se trouve dans le plan de déplacement (X, Y) comprenant l'axe longitudinal (42) et l'axe transversal (46) du véhicule. La direction de sensibilité (18, 28) de chacun des capteurs d'accélération (12, 22) est orientée dans le plan de déplacement ni parallèlement ni perpendiculairement à l'axe longitudinal (42) du véhicule, de sorte que chaque capteur d'accélération (12, 22) puisse capter de manière fiable des accélérations aussi bien parallèles à l'axe longitudinal (42) que parallèles à l'axe transversal (46). L'appareil de commande (30) est conçu pour produire un signal de décision, sur la base d'une vraisemblance, au moyen d'au moins un signal d'un des deux capteurs (18, 28) desdits dispositifs (10, 20) et au moyen du signal du capteur d'accélération central (32).
PCT/DE2004/001204 2003-07-30 2004-06-09 Dispositif de mesure d'acceleration pour un systeme de protection d'occupants et procede pour declencher un systeme de protection d'occupants WO2005014343A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
DE112004000041.6T DE112004000041B4 (de) 2003-07-30 2004-06-09 Beschleunigungsmessvorrichtung für ein Insassenschutzsystem und Verfahren zur Auslösung eines Insassenschutzsystems

Applications Claiming Priority (2)

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DE10335169A DE10335169A1 (de) 2003-07-30 2003-07-30 Sensoranordnung für ein Kraftfahrzeug zum Erkennen eines Aufpralls, sowie ein dazugehörendes Auswerteverfahren für ein Insassenschutzsystem in einem Fahrzeug
DE10335169.8 2003-07-30

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Cited By (8)

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EP1607273A1 (fr) * 2004-06-19 2005-12-21 Robert Bosch Gmbh Dispositif et procédé pour la détection d'un accident dans un véhicule automobile
EP1842733A1 (fr) * 2006-04-04 2007-10-10 Robert Bosch Gmbh Procédé et dispositif de déclenchement d'un dispositif de retenue d'un véhicule
DE102006049121B3 (de) * 2006-10-18 2008-02-07 Siemens Ag Unfallerkennungsvorrichtung mit redundant angeordneten Beschleunigungssensoren zur Frontalaufprallerkennung in einem Kraftfahrzeug
WO2009003434A1 (fr) * 2007-07-04 2009-01-08 Conti Temic Microelectronic Gmbh Véhicule équipé d'un système de protection des occupants
US7744123B2 (en) 2005-05-10 2010-06-29 Trw Automotive U.S. Llc Method and apparatus for controlling an actuatable restraining device using XY side satellite accelerometers
CN112572489A (zh) * 2020-12-15 2021-03-30 神华铁路装备有限责任公司 车体加速度监测装置、***及25t轴重铝合金煤炭漏斗车
CN112697271A (zh) * 2020-12-15 2021-04-23 神华铁路装备有限责任公司 车辆振动监测设备、方法、***及铁路货车
CN112710866A (zh) * 2020-12-15 2021-04-27 神华铁路装备有限责任公司 摇枕加速度监测装置、***及25t轴重铝合金煤炭漏斗车

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Publication number Priority date Publication date Assignee Title
DE102004029818A1 (de) * 2004-06-19 2006-01-05 Robert Bosch Gmbh Airbag-System für ein Fahrzeug
DE102009056617B4 (de) 2009-12-02 2017-07-13 Audi Ag Kraftwagen mit einer Vorrichtung zum Erkennen eines Seitenaufpralls
DE102020125390A1 (de) 2020-09-29 2022-03-31 Kiekert Aktiengesellschaft Kraftfahrzeug-Schließvorrichtung

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