Method for actuating a reversible passenger protection system in a motor vehicle

• US 20040195030A1
• Filed: 05/13/2004
• Published: 10/07/2004
• Est. Priority Date: 05/02/2001
• Status: Active Grant

• Current Assignee: Daimler AG (Mercedes-Benz Group AG)
• Original Assignee: Daimler Chrysler Company LLC (Stellantis NV)
• Inventors: Justen, Rainer, Eberle, Walter, Woldrich, Markus, Roehm, Hans, Hinrichs, Wolfgang, Mammel, Bernd, Villino, Guido
• Granted Patent: US 7,178,622 B2
• Time in Patent Office: Days
• US Class Current: 180/271
• CPC Class Codes: B60R 2021/01252 Devices other than bags
• CPC Class Codes: B60R 2021/01259 Brakes
• CPC Class Codes: B60R 2021/01311 monitoring the braking system, e.g. ABS
• CPC Class Codes: B60R 2021/01313 monitoring the vehicle steering system or the dynamic control system
• CPC Class Codes: B60R 2021/01322 comprising variable thresholds, e.g. depending from other collision parameters
• CPC Class Codes: B60R 2022/469 reusable
• CPC Class Codes: B60R 21/013 including means for detecting collisions, impending collisions or roll-over
• 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 21/0134 responsive to imminent contact with an obstacle , e.g. using radar systems

Abstract

A method for actuating a reversible vehicle occupant protection device in a motor vehicle having a driving state sensor system and a reversible vehicle occupant protection device. The reversible vehicle occupant protection device can be triggered before the collision time and as a result moved into an effective position. For this purpose, the driving state data are monitored with respect to a state of emergency braking, and when the state of emergency braking is detected the vehicle occupant protection system is actuated. In addition, a state of oversteering and a state of understeering are determined by the data processing device. The reversible vehicle occupant protection system is actuated when the data processing device detects the state of emergency braking and/or the state of oversteering and/or the state of understeering.

Claims

1-13. -13 (canceled).

14. A method for actuating a reversible vehicle occupant protection system in a motor vehicle having a sensor system to sense a driving state and a reversible vehicle occupant protection system which can be triggered before a collision, the method comprising:

monitoring the driving state including a state of emergency braking, a state of understeering, and a state of oversteering;

activating said reversible vehicle occupant protection system if said state of emergency braking, and/or said state of understeering, and/or said state of oversteering is/are activated;

determining a direction from which a maximum hazard is expected based on the state of emergency braking, and/or the state of understeering, and/or the state of oversteering; and

actuating the reversible vehicle occupant protection system such that the protective effect is provided in accordance with the direction of maximum hazard.

15. The method of claim 14, further comprising:

determining a speed of said motor vehicle; and

triggering said reversible vehicle occupant protection system if the speed of the motor vehicle is at or above a minimum speed.

16. The method of claim 14, wherein monitoring the state of emergency braking comprises monitoring a first control signal generated by a brake boosting system which brings about an intervention into a brake system of said motor vehicle in predefined critical situations.

17. The method of claim 16, wherein monitoring the state of emergency braking further comprises monitoring a second control signal generated by a brake light switch of said motor vehicle.

18. The method of claim 14, wherein the states of understeering and oversteering are determined by evaluating the difference between an angle which describes a change in the actual direction of travel, and the steering angle (α

_L).

19. The method of claim 18, wherein the angle which describes the change in the actual direction of travel is determined from the wheel speed (V_R), the lateral acceleration (A_y), and the wheel base.

20. The method of claim 18, wherein the angle which describes the change in the actual direction of travel is determined from the wheel speed (V_R), the yaw rate (V_G), and the wheel base.

21. The method of claim 18, wherein the angle which describes the change in the actual direction of travel is the Ackermann angle.

22. The method of claim 14, wherein the state of oversteering is determined by evaluating an altitude angle.

23. The method of claim 22, wherein the altitude angle is determined from the wheel speed (V_R), the yaw rate (V_G), and the lateral acceleration (A_y).

24. The method of claim 18, wherein evaluating the difference between an angle which describes a change in the actual direction of travel, and the steering angle (α

_L) is a threshold value interrogation.

25. The method of claim 18, wherein evaluating the difference between an angle which describes a change in the actual direction of travel, and the steering angle (α

_L) is carried out using previous values of said difference.

26. The method of claim 14, wherein the reversible vehicle occupant protection system comprises an electric seat adjustment device and/or an electric adjustment device for orifices in the motor vehicle and/or a reversible seatbelt pretensioner and/or an electrically adjustable impact protection device.

27. A system, comprising:

a first device to generate a first signal related to a state of oversteering of a motor vehicle; and

an occupant protection device responsive to said first signal.

28. The system of claim 27, wherein said first device generates said first signal based a speed of said motor vehicle, a yaw rate of said motor vehicle, and a lateral acceleration of said motor vehicle.

29. The system of claim 28, further comprising a second device to generate a second signal related to said speed of said motor vehicle, a third device to generate a third signal related to said yaw rate of said motor vehicle, and a fourth device to generate a fourth signal related to said lateral acceleration of said motor vehicle.

30. The system of claim 27, wherein said first device generates said first signal based on an altitude angle of said motor vehicle.

31. The system of claim 27, wherein said occupant protection device comprises an electric seat adjustment device and/or an electric adjustment device for orifices in the motor vehicle and/or a reversible seatbelt pretensioner and/or an electrically adjustable impact protection device.

32. The system of claim 27, further comprising a second device to generate a second signal related to a state of understeering of said motor vehicle, wherein said occupant protection device is responsive to said second signal.

33. The system of claim 32, wherein said second device generates said second signal based on a speed of said motor vehicle, a steering angle of said motor vehicle, and a yaw rate of said motor vehicle.

34. The system of claim 33, further comprising a third device to generate a third signal related to said speed of said motor vehicle, a fourth device to generate a fourth signal related to said steering angle of said motor vehicle, and a fifth device to generate a fifth signal related to said yaw rate of said motor vehicle.

35. The system of claim 32, wherein said second device generates said second signal based on a speed of said motor vehicle, a steering angle of said motor vehicle, and a lateral acceleration of said motor vehicle.

36. The system of claim 35, further comprising a third device to generate a third signal related to said speed of said motor vehicle, a fourth device to generate a fourth signal related to said steering angle of said motor vehicle, and a fifth device to generate a fifth signal related to said lateral acceleration of said motor vehicle.

37. The system of claim 27, further comprising a second device to generate a second signal related to a state of emergency braking, wherein said occupant protection device is responsive to said second signal.

38. The system of claim 37, further comprising a third device to generate a third signal related to a state of a braking light, wherein said occupant protection device is responsive to said third signal.

39. A system, comprising:

a first device to generate a first signal related to a state of understeering of a motor vehicle; and

an occupant protection device responsive to said first signal.

40. The system of claim 39, wherein said first device generates said first signal based on a speed of said motor vehicle, a steering angle of said motor vehicle, and a yaw rate of said motor vehicle.

41. The system of claim 40, further comprising a second device to generate a second signal related to said speed of said motor vehicle, a third device to generate a third signal related to said steering angle of said motor vehicle, and a fourth device to generate a fourth signal related to said yaw rate of said motor vehicle.

42. The system of claim 39, wherein said first device generates said first signal based on a speed of said motor vehicle, a steering angle of said motor vehicle, and a lateral acceleration of said motor vehicle.

43. The system of claim 42, further comprising a second device to generate a second signal related to said speed of said motor vehicle, a third device to generate a third signal related to said steering angle of said motor vehicle, and a fourth device to generate a fourth signal related to said lateral acceleration of said motor vehicle.

44. A method comprising:

monitoring a state of oversteering and/or a state of understeering of a motor vehicle; and

activating a protection system based on said state of oversteering and/or said state of understeering.

45. The method of claim 44, further comprising:

monitoring a state of emergency braking of said motor vehicle; and

activating said protection system based on said state of emergency braking.