Data processing: vehicles – navigation – and relative location – Vehicle control – guidance – operation – or indication – Vehicle subsystem or accessory control
Utility Patent
1998-08-21
2001-01-02
Louis-Jacques, Jacques H. (Department: 3661)
Data processing: vehicles, navigation, and relative location
Vehicle control, guidance, operation, or indication
Vehicle subsystem or accessory control
C701S036000, C280S734000, C280S735000, C180S282000, C340S436000, C307S010100
Utility Patent
active
06169946
ABSTRACT:
BACKGROUND AND SUMMARY OF THE INVENTION
This application claims the priority of German Application No. 197 36 328.8, filed Aug. 21, 1997, the disclosure of which is expressly incorporated by reference herein.
The invention relates to a device for controlling accident protection triggering devices in motor vehicles, with a transverse sensor that outputs a transverse measured value characteristic of the transverse acceleration combined with the transverse tilt of the vehicle to a control device that is connected with the transverse sensor in a data-transmitting fashion, by which control device the transverse measured value can be evaluated and an accident protection triggering device can be actuated depending on the evaluation. The invention also relates to a method for controlling accident protection triggering devices in motor vehicles when there is danger of a rollover.
Devices for controlling accident protection triggering devices when there is a risk of the vehicle overturning are currently employed in convertible automobiles for controlling extendable roll bars. The extension of the roll bars is reversible and has relatively little adverse effect on the occupants of the vehicle so that it is possible to extend the roll bar even when it cannot be determined exactly whether the vehicle is actually overturning or not. The requirements for conventional devices as regards possible improper triggering are therefore not particularly high.
FIG. 3
shows a conventional prior art device
100
for controlling a triggering device
101
for a roll bar. According to this figure, this device
100
has a transverse sensor
102
(bubble level sensor). The sensor
102
outputs a transverse measured value that is characteristic of the transverse acceleration combined with the transverse tilt of the vehicle to a control device
103
linked with transverse sensor
102
so that data is transmitted. Via the control device
103
, the transverse measured value can be evaluated and the roll bar triggering device
101
can be actuated to activate a roll bar system
104
depending on the evaluation. Device
100
also has a lengthwise (longitudinal) sensor
105
with the same design as the transverse sensor
102
, with-lengthwise sensor
105
being likewise linked with control device
103
so that data can be transmitted between them. This is done in such fashion that it outputs to control device
103
a characteristic lengthwise measured value for the lengthwise acceleration in combination with the lengthwise tilt of the vehicle. The control device
103
also evaluates the lengthwise measured value and actuates roll bar triggering device
101
as a function of this evaluation. The terms “lengthwise acceleration” and “lengthwise tilt” refer to the acceleration acting in the direction of the lengthwise or longitudinal axis of the vehicle in a system of coordinates that is integral with the vehicle and/or the tilt of the vehicle relative to the horizontal plane that takes place when the vehicle rotates around its transverse axis. The lengthwise tilt results, depending on the location of the lengthwise sensor on the vehicle, from the pitch angle of the vehicle (the angle between the lengthwise axis of the vehicle body and the lengthwise axis of the road) and the angle between the lengthwise axis of the road and the horizontal plane (the lengthwise sensor is mounted integrally with the chassis). The terms “transverse acceleration” and “transverse tilt” refer to the acceleration acting transversely to the lengthwise direction of the vehicle in a system of coordinates that is integral with the vehicle and/or the tilt of the vehicle relative to the horizontal plane that takes place when the vehicle is rotated around its lengthwise axis. The transverse tilt, depending on the location of the transverse sensor on the vehicle, results from the roll angle of the vehicle (the angle between the transverse axis of the vehicle body and the transverse axis of the road) and the angle between the transverse axis of the road and the horizontal plane (the transverse sensor is mounted on the vehicle body), or merely as the angle between the transverse axis of the road and the horizontal plane (the transverse sensor is mounted integrally with the chassis).
In addition to the transverse and lengthwise sensors
102
and
105
respectively, the conventional device
100
also has a G sensor
106
which detects a lifting movement of the vehicle from the ground and then outputs a characteristic signal to control device
103
which then actuates roll bar triggering device
101
.
A conventional prior art bubble level sensor that can be used both as a lengthwise and a transverse sensor
102
and
105
respectively is shown schematically in FIG.
4
. The bubble level sensor has two hollow cylindrical parts (bubble levels)
200
′ and
200
″ respectively, with the lengthwise axes of their cylinders located symmetrically with respect to one another relative to a vertical axis and each being inclined at an angle &ggr;
k
to the horizontal, with the lengthwise axis of each cylinder lying in a plane with the vertical axis. These bubble levels
200
′,
200
″ are partially filled with liquid, with a gas bubble
201
′,
201
″ also being located in each of the bubble levels. The gas bubble, depending on the angular position of the lengthwise axis of the cylinder relative to the horizontal, assumes a certain position in bubble level
200
′ and/or
200
″. In the lengthwise direction of the respective bubble level
200
′ or
200
″, an optical device is located at a central position by which it can be determined when gas bubble
201
′,
201
″ is located in the middle as viewed in the lengthwise direction of bubble level
200
′ and/or
200
″. The optical device has an LED
202
′ and/or
202
″ and a phototransistor
203
located opposite the LED. When the bubble level sensor is located with its axis of symmetry parallel to the vertical axis of the coordinate system integral with the vehicle and with bubble levels
200
′,
200
″ inclined parallel to the transverse direction of the vehicle, a transverse tilt of the vehicle means that the respective bubble
201
′ or
201
″, depending on the direction of transverse tilting, moves in the respective bubble level
200
′ and/or
200
″. As soon as the vehicle is tilted at an angle &ggr;
k
which represents the critical angle at which overturning of the vehicle can be expected, one gas bubble or the other
200
′ or
200
″, depending on the direction of transverse tilt, will be located in the middle of the respective bubble level
200
′ or
200
″, with this condition being detected by the optical device and transmitted to control device
103
. The control device
103
in turn actuates roll bar triggering device
101
. With bubble level sensors thus located, acceleration in the transverse direction of the vehicle is also detected since gas bubbles
201
′,
201
″ move in the respective bubble levels
200
′,
200
″ because of their lower inertia by comparison with the liquid, when the vehicle rounds a curve, in response to the magnitude and direction of the resultant centrifugal force. In this way, a transverse measured value is recorded that is characteristic of the transverse acceleration combined with the transverse inclination of the vehicle and in this case is an angle measurement value. If the optical device detects that one of gas bubbles
201
′,
201
″, because of a transverse acceleration and/or a transverse tilt of the vehicle, is located in the middle position in the respective bubble level
200
′,
200
″ corresponding to the reaching of critical angle &ggr;
k
, the roll bar triggering device
101
will be actuated. This bubble level sensor is also used in accordance with the same measuring principle for the lengthwise direction in which, as described above, it inputs a characteristic lengthwise measu
Bayerische Motoren Werke Aktiengesellschaft
Evenson, McKeown, Edwards & Lenahan P.L.L.C.
Louis-Jacques Jacques H.
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