Rollover-sensing system for a vehicle and method of operating the same

• US 20030004627A1
• Filed: 06/28/2001
• Published: 01/02/2003
• Est. Priority Date: 06/28/2001
• Status: Active Grant

• Current Assignee: Robert Bosch Corporation (Robert Bosch GmbH)
• Original Assignee: Robert Bosch Corporation (Robert Bosch GmbH)
• Inventors: Williams, Kyle W., Stuetzler, Frank-Juergen
• Granted Patent: US 6,560,519 B2
• Time in Patent Office: Days
• US Class Current: 701/45
• CPC Class Codes: B60R 2021/0018 Roll-over
• CPC Class Codes: B60R 2021/01306 monitoring vehicle inclination
• CPC Class Codes: B60R 2021/01322 comprising variable thresholds, e.g. depending from other collision parameters
• CPC Class Codes: B60R 2021/01325 Vertical acceleration
• CPC Class Codes: B60R 2021/01327 Angular velocity or angular acceleration
• CPC Class Codes: B60R 21/0132 responsive to vehicle motion parameters , e.g. to vehicle longitudinal or transversal deceleration or speed value
• CPC Class Codes: B60R 21/0133 by integrating the amplitude of the input signal
• CPC Class Codes: B60R 21/01338 using vector analysis
• CPC Class Codes: B60R 21/33 Arrangements for non-electric triggering of inflation electrical circuits for triggering safety arrangements B60R21/01
• CPC Class Codes: B60W 2720/14 Yaw
• CPC Class Codes: B60W 2720/16 Pitch
• CPC Class Codes: B60W 2720/18 Roll
• CPC Class Codes: B60W 30/04 related to roll-over prevention

Abstract

A method and system of activating a safety device of a vehicle having x, y and z-axes. The method includes generating a y-acceleration signal representative of the acceleration of the vehicle in the y-axis, generating an angular-rate signal representative of the angular velocity of the vehicle with respect to the x-axis, calculating a vehicle angle having a relationship to the angular-rate signal and being representative of the angle of the vehicle about the x-axis, determining an angular-rate threshold having a relationship to the vehicle angle and the y-acceleration signal, comparing the angular-rate signal to the angular-rate threshold, and activating a safety device when the magnitude of the angular-rate signal is greater than the angular-rate threshold.

Claims

1. A method of activating a safety device of a vehicle having x, y, and z-axes, the method comprising:

generating a y-acceleration signal representative of the acceleration of the vehicle in the direction of the y-axis;

generating an angular-rate signal representative of the angular velocity of the vehicle about the x-axis;

calculating a vehicle angle having a relationship to the angular-rate signal, and being representative of the angle of the vehicle about the x-axis;

calculating an angular-rate threshold having a relationship to the vehicle angle and the y-acceleration signal;

comparing the angular-rate signal to the angular-rate threshold; and

activating a first safety device when the magnitude of the angular-rate signal is greater than the angular-rate threshold.

2. A method as set forth in claim 1 further comprising activating a second safety device when the magnitude of the angular-rate signal is greater than the angular-rate threshold.

3. A method as set forth in claim 2 wherein the first safety device is a seat-belt restraint system, and wherein the second safety device is an air-bag deployment system.

4. A method as set forth in claim 1 wherein calculating an angular-rate threshold includes

providing a y-acceleration selection value;

obtaining a first threshold value having a relationship to the vehicle angle;

obtaining a second threshold value having a second relationship to the vehicle angle, the second threshold value being less than the first threshold value;

setting the angular-rate threshold to the second threshold value if the magnitude of the y-acceleration signal is less than the y-acceleration selection value; and

setting the angular velocity threshold to the second threshold value if the magnitude of the y-acceleration signal is greater than the y-acceleration selection value.

5. A method as set forth in claim 1 wherein calculating an angular-rate threshold includes

obtaining a first threshold value having a relationship to the angle;

obtaining a second threshold value having a relationship to the angle, the second threshold value being less than the first threshold value; and

interpolating the angular-rate threshold between the first and second threshold values based on a magnitude of the y-acceleration signal.

6. A method as set forth in claim 5 wherein interpolating the angular-rate threshold is performed using linear interpolation.

7. A method as set forth in claim 1 wherein the method further comprises generating a z-acceleration signal representative of the acceleration of the vehicle in the direction of the z-axis, and wherein calculating an angular-rate threshold includes calculating an angular-rate threshold having a relationship to the angle, the y-acceleration signal, and the z-acceleration signal.

8. A method as set forth in claim 7 wherein calculating an angular-rate threshold having a relationship to the angle, the y-acceleration signal, and the z-acceleration signal includes:

obtaining a first threshold value;

obtaining a second threshold value less than the first threshold value;

modifying the first threshold value based on the z-acceleration signal; and

modifying the second threshold value based on the z-acceleration signal.

9. A method as set forth in claim 1 wherein calculating an angular-rate threshold includes setting the angular-rate threshold to a maximum threshold if the vehicle angle is less than a minimum angle.

10. A method as set forth in claim 1 wherein the method includes providing a y-acceleration threshold, and wherein comparing the angular-rate signal to the angular-rate threshold occurs when the magnitude of the y-acceleration signal is greater than the y-acceleration threshold.

11. A method as set forth in claim 10 wherein the method further includes:

calculating a second angular-rate threshold having a relationship to the vehicle angle; and

comparing the angular-rate to the second angular-rate threshold when the magnitude of the y-acceleration signal is less than the acceleration threshold.

13. A vehicle as set forth in claim 12 wherein the microcontroller is further operable to generate a second output signal when the magnitude of the angular-rate signal is greater than the angular-rate threshold for a continuous time period, and wherein the vehicle further comprises a second safety-device connected to the frame and coupled to the microcontroller, the second safety-device being activatable in response to receiving the second output signal.

14. A vehicle as set forth in claim 13 wherein the first safety device is a seat-belt restraint system, and wherein the second safety-device is an air-bag deployment system.

15. A vehicle as set forth in claim 12 wherein the microcontroller calculates an angular-rate threshold by being further operable to

obtain a first threshold value having a relationship to the vehicle angle,

obtain a second threshold value having a relationship to the vehicle angle, the second threshold value being less than the first threshold value,

set the angular-velocity threshold to the first threshold value if the magnitude of the y-acceleration signal is less than a y-acceleration selection value, and

set the angular-velocity threshold to the second threshold if the magnitude of the y-acceleration signal is greater than the y-acceleration selection value.

16. A vehicle as set forth in claim 12 wherein the microcontroller calculates an angular-rate threshold by being further operable to

obtain a first threshold value having a relationship to the vehicle angle,

obtain a second threshold value having a relationship to the vehicle angle, the second threshold value being less than the first threshold value;

and

interpolate the angular-rate threshold between the first and second threshold values based on a magnitude of the y-acceleration signal.

17. A vehicle as set forth in claim 16 wherein the interpolating of the angular-velocity is performed by linear interpolation.

18. A vehicle as set forth in claim 12 wherein the vehicle further includes a second accelerometer connected to the frame, the accelerometer being operable to generate a z-acceleration signal correlated with the acceleration of the vehicle in a z-axis, wherein the microcontroller calculates an angular-rate threshold by being further operable to calculate an angular-rate threshold having a relationship to the angle, the y-acceleration signal, and the z-acceleration signal.

19. A vehicle as set forth in claim 18 wherein the microcontroller calculates of an angular-rate threshold having a relationship to the angle, the y-acceleration signal, and the z-acceleration signal by being further operable to

obtain a first threshold value having a relationship to the vehicle angle,

obtain a second threshold value having a relationship to the vehicle angle, the second threshold value being less than the first threshold value,

modify the first threshold value based on the z-acceleration signal;

and

modify the second threshold value based on the z-acceleration signal.

20. A vehicle as set forth in claim 12 wherein the microcontroller calculates an angular-rate threshold by being further operable to set the angular-rate threshold to a maximum threshold if the vehicle angle is less than a minimum angle.

21. A vehicle as set forth in claim 12 wherein the microcontroller is further operable to

provide a y-acceleration threshold, and

compare the angular-rate signal to the angular-rate threshold when the magnitude of the y-acceleration signal is greater than the y-acceleration threshold.

22. A vehicle as set forth in claim 21 wherein the microcontroller is further operable to

calculate a second angular-rate threshold having a relationship to the vehicle angle;

and

compare the second angular-rate signal to the second angular-rate threshold when the magnitude of the y-acceleration signal is less than the y-acceleration threshold.

24. A system as set forth in claim 23 wherein the microcontroller is further operable to generate a second output when the magnitude of the angular-rate signal is greater than the angular-rate threshold for a continuous time period.

25. A system as set forth in claim 23 wherein the microcontroller calculates an angular-rate threshold by being further operable to

obtain a first threshold value having a relationship to the vehicle angle,

obtain a second threshold value having a relationship to the vehicle angle, the second threshold value being less than the first threshold value,

set the angular-velocity threshold to the first threshold value if the magnitude of the y-acceleration signal is less than a y-acceleration selection value, and

set the angular-velocity threshold to the second threshold if the magnitude of the y-acceleration signal is greater than the y-acceleration selection value.

26. A system as set forth in claim 23 wherein the microcontroller calculates an angular-rate threshold by being further operable to

obtain a first threshold value having a relationship to the vehicle angle,

obtain a second threshold value having a relationship to the vehicle angle, the second threshold value being less than the first threshold value;

and

interpolate the angular-rate threshold between the first and second threshold values based on a magnitude of the y-acceleration signal.

27. A system as set forth in claim 26 wherein the interpolating of the angular-velocity is performed by linear interpolation.

28. A system as set forth in claim 23 wherein the system further includes a second accelerometer being operable to generate a z-acceleration signal correlated with the acceleration of the vehicle in a z-axis, wherein the microcontroller calculates an angular-rate threshold by being further operable to calculate an angular-rate threshold having a relationship to the angle, the y-acceleration signal, and the z-acceleration signal.

29. A system as set forth in claim 28 wherein the microcontroller calculates of an angular-rate threshold having a relationship to the angle, the y-acceleration signal, and the z-acceleration signal by being further operable to

obtain a first threshold value having a relationship to the vehicle angle,

obtain a second threshold value having a relationship to the vehicle angle, the second threshold value being less than the first threshold value,

modify the first threshold value based on the z-acceleration signal;

and

modify the second threshold value based on the z-acceleration signal.

30. A system as set forth in claim 23 wherein the microcontroller calculates an angular-rate threshold by being further operable to set the angular-rate threshold to a maximum threshold if the vehicle angle is less than a minimum angle.

31. A system as set forth in claim 23 wherein the microcontroller is further operable to

provide a y-acceleration threshold, and

compare the angular-rate signal to the angular-rate threshold when the magnitude of the y-acceleration signal is greater than the y-acceleration threshold.

32. A system as set forth in claim 31 wherein the microcontroller is further operable to

calculate a second angular-rate threshold having a relationship to the vehicle angle;

and

compare the second angular-rate signal to the second angular-rate threshold when the magnitude of the y-acceleration signal is greater than the y-acceleration threshold.

12. A vehicle having x, y, and z-axes, the vehicle comprising:

a frame;

an accelerometer connected to the frame, the accelerometer being operable to generate a y-acceleration signal representative of the acceleration of the vehicle in the direction of the y-axis;

an angular-rate sensor connected to the frame, the angular-rate sensor being operable to generate an angular rate signal representative of the angular velocity of the vehicle about the x-axis;

a microcontroller connected to the frame, and coupled with the accelerometer and the angular-rate sensor, the microcontroller being operable to

receive the y-acceleration signal and the angular-rate signal,

calculate a vehicle angle having a relationship to the angular-rate signal and being representative of the angle of the vehicle about the x-axis,

calculate an angular-rate threshold having a relationship to the vehicle angle and the y-acceleration signal,

compare the angular-rate signal to the angular-rate threshold, and

generate an output signal when the magnitude of the angular-rate signal is greater than the angular-rate threshold; and

a safety device connected to the frame and coupled to the microcontroller, the safety-device being activatable in response to receiving the output signal.

23. A rollover sensing system for a vehicle having x, y and z-axes, the system comprising:

an accelerometer being operable to generate a y-acceleration signal representative of the acceleration of the vehicle in the direction of the y-axis;

an angular-rate sensor being operable to generate an angular rate signal representative of the angular velocity of the vehicle about the x-axis;

a microcontroller coupled with the accelerometer and the angular-rate sensor, the microcontroller being operable to

receive the y-acceleration signal and the angular-rate signal,

calculate a vehicle angle having a relationship to the angular-rate signal and being representative of the angle of the vehicle about the x-axis,

calculate an angular-rate threshold having a relationship to the vehicle angle and the y-acceleration signal,

compare the angular-rate signal to the angular-rate threshold, and

generate an output when the magnitude of the angular-rate signal is greater than the angular-rate threshold.

33. A method of sensing the occurrence of a rollover event for a vehicle having x, y, and z axes, the method comprising:

determining a y-acceleration of the vehicle in the direction of the y-axis;

determining an angular-rate of the vehicle about the x-axis;

determining a vehicle angle of the vehicle about the x-axis;

determining an angular-rate threshold having a relationship to the vehicle angle and the y-acceleration signal;

comparing the magnitude of the angular rate to the angular-rate threshold; and

generating an output signal when the magnitude of the angular rate is greater than the angular-rate threshold.

34. A method as set forth in claim 33 wherein determining an angular-rate of the vehicle includes sensing an angular rate of the vehicle about the x-axis, generating an angular rate signal having a relationship to the sensed angular rate, and filtering the angular rate signal, and wherein determining a y-acceleration includes sensing a y-acceleration of the vehicle in the direction of the y-axis, generating a y-acceleration signal having a relationship to the sensed y-acceleration, and filtering the y-acceleration signal.

35. A method as set forth in claim 33 wherein determining a vehicle angle includes calculating the vehicle angle using a relationship to the angular rate.

36. A method as set forth in claim 33 and further comprising:

providing a time period;

increasing a counter when the magnitude of the angular rate is greater than the angular-rate threshold; and

generating a second output signal when the counter is greater than the time period.

37. A method as set forth in claim 36 wherein the vehicle includes first and second safety devices, and wherein the method further comprises:

providing the first output signal to a first safety device; and

providing the second output signal to a second safety device.

38. A method as set forth in claim 33 wherein determining an angular velocity threshold includes:

providing a y-acceleration selection value;

determining a first threshold value having a relationship to the vehicle angle;

determining a second threshold value having a second relationship to the vehicle angle, the second threshold value being less than the first threshold value;

setting the angular velocity threshold to the second threshold value if the magnitude of the y-acceleration is greater than the y-acceleration value;

setting the angular velocity threshold to the second threshold value if the magnitude of the y-acceleration is less than the y-acceleration value.

39. A method as set forth in claim 33 wherein determining an angular-rate threshold includes

determining a first threshold value having a relationship to the angle;

determining a second threshold value having a relationship to the angle, the second threshold value being less than the first threshold value; and

interpolating the angular-rate threshold between the first and second threshold values based on a magnitude of the y-acceleration signal.

40. A method as set forth in claim 39 wherein interpolating the angular-rate threshold is performed using linear interpolation.

41. A method as set forth in claim 33 wherein the method further comprises determining a z-acceleration of the vehicle in the direction of the z-axis, and wherein determining an angular-rate threshold includes determining an angular-rate threshold having a relationship to the angle, the y-acceleration, and the z-acceleration.

42. A method as set forth in claim 41 wherein determining an angular-rate threshold having a relationship to the angle, the y-acceleration, and the z-acceleration includes:

determining a first threshold value;

determining a second threshold value greater than the first threshold value;

modifying the first threshold value based on the z-acceleration; and

modifying the second threshold value based on the z-acceleration.

43. A method as set forth in claim 33 wherein determining an angular-rate threshold includes:

setting the angular-rate threshold to a maximum threshold if the vehicle angle is less than a minimum angle.

44. A method as set forth in claim 33 wherein the method includes providing a y-acceleration threshold, and wherein comparing the angular-rate to the angular-rate threshold occurs when the magnitude of the y-acceleration is greater than the y-acceleration threshold.

45. A method as set forth in claim 44 wherein the method further includes:

determining a second angular-rate threshold having a relationship to the vehicle angle; and

comparing the magnitude of the angular-rate to the second angular-rate threshold when the magnitude of the y-acceleration signal is less than the acceleration threshold.

47. A system as set forth in claim 46 wherein the trip criteria module includes

a first magnitude value module that receives the angular rate signal and produces an angular-rate magnitude,

a second magnitude value module that receives the vehicle angle and produces a vehicle-angle magnitude,

a third magnitude value module that receives the y-acceleration signal and produces a y-acceleration magnitude,

an analysis module that generates an angular rate threshold having a relationship to the vehicle-angle magnitude and the y-acceleration magnitude, and

a comparator that compares the angular-rate threshold to the angular-rate magnitude and generates.

48. A system as set forth in claim 47 wherein the analysis module includes

a first look-up table that receives the vehicle-angle magnitude and generates a first threshold value having a relationship to the vehicle-angle magnitude,

a second look-up table that receives the vehicle-angle magnitude and generates a second threshold value having a relationship to the vehicle-angle magnitude, the second threshold value being less than the first threshold value, and

a continuously variable threshold module that receives the vehicle-angle magnitude, the first threshold, and the second thresholds, and interpolates the angular-rate threshold between the first and second thresholds based on the y acceleration magnitude.

49. A system as set forth in claim 48 wherein the interpolation is a linear interpolation.

50. A system as set forth in claim 48 wherein the system further comprises a second accelerometer being operable to generate a z-acceleration signal representative of the acceleration of the vehicle in the direction of the z-axis, wherein the analysis module generates an angular rate threshold having a relationship to the vehicle-angle magnitude, the y-acceleration magnitude, and the z-acceleration.

51. A system as set forth in claim 50 wherein the analysis module further includes a first z-factor module that receives the first threshold value and the z-acceleration magnitude, and modifies the first threshold value based on the z-acceleration magnitude.

52. A system as set forth in claim 51 wherein the analysis module further includes a second z-factor module that receives the second threshold value and the z-acceleration magnitude, and modifies the second threshold value based on the z-acceleration magnitude.

53. A system as set forth in claim 46 wherein the analysis module includes

a first look-up table that receives the vehicle angle and generates a first threshold value having a relationship to the vehicle angle,

a second look-up table that receives the vehicle angle and generates a second threshold value having a relationship to the vehicle angle, the second threshold value being greater than the first threshold value, and

a continuously variable threshold module that receives the vehicle angle, and the first and second thresholds, sets the angular-rate threshold to the first value if the y-acceleration is less than a y-acceleration selection value, and sets the angular-rate threshold to the second value if the y-acceleration is greater than a y-acceleration selection value.

46. A rollover-sensing system for a vehicle including x, y, and z-axes, a frame, and a safety-device connected to the frame, the system comprising:

an accelerometer being operable to generate a y-acceleration signal representative of the acceleration of the vehicle in the direction of the y-axis;

an angular-rate sensor being operable to generate an angular rate signal representative of the angular velocity of the vehicle about the x-axis;

a processing unit and memory coupled with the accelerometer and the angular-rate sensor, the memory including one or more software modules having instructions that are executable by the processing unit, the software modules including

an integrator that receives the angular rate signal and calculates a vehicle angle;

a trip criteria module that receives the angular rate signal, vehicle angle, and y-acceleration signal, analyzes the angular rate signal, vehicle angle, and y-acceleration signal to generate a first output signifying a trip rollover event.