Data processing: vehicles – navigation – and relative location – Vehicle control – guidance – operation – or indication – Vehicle subsystem or accessory control
Utility Patent
1998-06-08
2001-01-02
Cuchlinski, Jr., William A. (Department: 3661)
Data processing: vehicles, navigation, and relative location
Vehicle control, guidance, operation, or indication
Vehicle subsystem or accessory control
C701S036000, C701S046000, C180S271000, C180S272000, C280S734000, C280S735000
Utility Patent
active
06169945
ABSTRACT:
BACKGROUND AND SUMMARY OF THE INVENTION
This application claims the priority of German document number 19724101.8, filed Jun. 7, 1997, the disclosure of which is expressly incorporated by reference herein.
The invention relates to a process for controlling occupant safety devices which correspond to specific requirements while taking into account the occupant's expected movements relative to the vehicle.
These devices include not only air bags for various parts of the body, but also belt tightening devices, impact pads, etc. Controlling the safety devices in accordance with the specific requirements is an improvement over customarily rigid control systems which are oriented only to the characteristics of an average vehicle user.
In this context, it is known from German Patent Document DE 195 20 721 to perform an operation which corresponds to the requirements and a situation-adapted reaction of the control system assigned to the safety devices such that all possible factors, e.g, the seriousness of the accident, the occupant's position, the occupant's size, the occupant's measurements as well as the occupant's age and sex are taken into account. The seriousness of the accident is determined via a suitable pre-crash sensor system. As a function of existing values for the different factors, a pre-existing program is initiated and the safety device is controlled according to the program. The actual severity of the accident is not taken into account in this case. Because of the fixed program structure, controlling the occupant safety devices which meet the specific requirements can therefore not be achieved.
From European Patent Document EP 0 636 074B, it is known to trigger the safety devices in the event of a crash. In this case, the expected displacement of the occupant or his expected relative speed (with respect to the occupant compartment of the vehicle) is estimated via the output signal of an acceleration sensor. This process begins to operate only after a crash event has begun. Here, time-related problems may occur because the acceleration signal is only obtained via the actual accident. Furthermore, only this signal is used as the basis for the prediction and the program-controlled profile for triggering the safety devices.
Finally, it is known from U.S. Pat. No. 5,398,185 to determine the path of movement of the vehicle occupant or of the parts of his body before and during an accident. An example of this is to correspondingly control the safety devices via an on-board camera. In this case, a selective use of the different safety devices takes place such that they effectively protect the vehicle occupant. The actual course of movements is taken into account only to the extent that it determines the point in time at which the various safety devices are made operative.
It is an object of the invention to provide a process for controlling occupant safety devices according to the requirements via which the effectiveness of the safety devices is optimized.
This and other objects and advantages are achieved by utilizing a process for controlling occupant safety devices, in which an acceleration profile during the accident is used for predicting the further profile of the accident. Information concerning the probable accident event which exists, for example, at the start of the accident is not used for carrying out a defined program for triggering the safety devices. If at all, it is used for making a first selection concerning the first relevant program. The acceleration profile will then be examined during each phase of the accident. This occurs regardless of whether the accident profile “curve” determined at first or momentarily applicable is in fact valid (i.e., reflects the actual profile). If this is not the case, the profile “curve” is changed to the “correct” profile curve.
The basis of the selection or the change of the profile curve (relevant to the triggering of the safety devices) is the acceleration profile (=pattern). On the basis of this, it is also permitted to predict the occupant's movement relative to the vehicle interior. Via the comparison of the actual and the desired acceleration profile, it is possible to recognize whether the selected triggering strategy is, in fact, adapted to the accident event or whether it is necessary to forego the first selected triggering strategy in favor of a triggering strategy which provides better protection for the occupant.
As in the case of a crash simulation which is known per se and takes place outside the vehicle, the expected acceleration profile of a vehicle can be obtained by a corresponding on-line calculation. Computing expenditures can be significantly reduced if the expected acceleration profile of the vehicle is selected from stored acceleration profiles. The selection as well as the implementation of the on-line calculation can take place with the use of pre-crash sensors which are known per se.
As known per se from German Patent Document DE 195 20 721 A, information concerning the occupant and the vehicle is also used within the scope of the present application. As taught in the German document, this information can be stored before embarking on a journey. However, it is also possible to store it at an earlier point in time (for example, during an earlier journey) and to then retrieve it from the memory during the current journey. This may take place by a manual input or by a corresponding identification (for example, via a chip card).
However, it is also possible to use the occupant's behavioral parameters, which are automatically furnished by a corresponding sensor system for retrieval of the stored data or even for obtaining the actual data. This is possible without any conscious action by the vehicle occupant. Thus, a personality profile of the occupant can be obtained from the occupant's behavior before and during the start of the journey, or during the journey and his reaction to various driving situations. Furthermore, this personality profile can be matched with a stored personality profile of the occupant himself or of a standard person. Parameters which are relevant within the scope of the invention exist for this profile.
As a rule, the seriousness of the accident is determined via a pre-crash sensor system, particularly with respect to the speed and the collision site of another object in traffic or of a stationary obstacle. However, no information can be derived concerning the “flexibility” of the external object. This information results only from the actual accident event and can be used for adapting the triggering strategy while taking into account the indirectly determined actual seriousness of the accident to the respective accident event. As a result, the desired direction of movement can be determined in a precise manner and the triggering strategy during an accident can be further optimized.
Other objects, advantages and novel features of the present invention will become apparent from the following detailed description of the invention when considered in conjunction with the accompanying drawings.
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Bayerische Motoren Werke Aktiengesellschaft
Cuchlinski Jr. William A.
Evenson, McKeown, Edwards & Lenahan P.L.L.C.
Marc-Coleman Marthe
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