Vehicle crash sensing system

• US 6,023,664 A
• Filed: 10/15/1997
• Issued: 02/08/2000
• Est. Priority Date: 10/16/1996
• Status: Expired due to Fees

• Current Assignee: Automotive Systems Laboratory, Incorporated (Ningbo Junsheng Investment Group Co., Ltd.)
• Original Assignee: Automotive Systems Laboratory, Incorporated (Ningbo Junsheng Investment Group Co., Ltd.)
• Inventors: Bennet, Jeffrey S.
• Primary Examiner(s): ASSOUAD, PATRICK J
• Application Number:
  US08/950,639
• Time in Patent Office: 846 Days
• Field of Search: 702/141, 701/45, 701/47, 701/70, 340/467, 340/669, 324/162, 180/282, 73/488, 73/514.91
• US Class Current: 702/141
• 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 21/01338 using vector analysis
• CPC Class Codes: G01P 15/18 in two or more dimensions

Abstract

A vehicle crash sensing system for making omnidirectional acceleration measurements comprises 1) an assembly (26) of at least three preferably self-testable accelerometers (10, 12, 14) mounted in an array on a substantially common plane (16) with axes (18, 20, 22) both skewed relative to one another and intersecting a region near a point, and 2) an electronic control module (30). The accelerometer signals (A, B, C) provide a redundant measure of the associated acceleration vector (R). The magnitudes of components for associated acceleration basis vectors are calculated from the accelerometer signals (A, B, C) and used in the detection of crashes for associated safety restraint systems (801, 802, 803, 804). Algorithms (500, 600, 700) in the electronic control module remove accelerometer offset, determine if the acceleration measurements are self-consistent whereby the measurement of acceleration from one accelerometer is consistent with a corresponding estimate thereof based upon measurements of acceleration from the other accelerometers, control self-testing, detect crashes using only self-consistent acceleration measurements, and activate associated safety restraint systems (801, 802, 803, 804) as appropriate.

Claims

1. An acceleration sensor, comprising:

a. a plurality of at least three substantially co-planar accelerometers with axes both skewed relative to one another and intersecting a region near a point;

b. a means for determining at least one acceleration basis value from at least one of said plurality of acceleration measurements; and

c. a means for outputting at least one of said acceleration basis values.

2. The acceleration sensor as recited in claim 1, further comprising:

d. a means for estimating the acceleration for one of said accelerometers from acceleration measurements of the other of said accelerometers;

e. a means for comparing said estimated acceleration for said one of said accelerometers with the measurement from said one of said accelerometers; and

f. a memory which stores an error threshold value, whereby said means for outputting at least one of said acceleration basis values is inhibited if said estimated acceleration for said one of said accelerometers differs from the measurement from said one of said accelerometers by more than said error threshold.

3. The acceleration sensor as recited in claim 1, further comprising:

d. a means for determining from said acceleration measurements from each unique pair of accelerometers a plurality of associated components of an acceleration basis vector; and

e. a memory which stores an error threshold value, whereby said means for outputting at least one of said acceleration basis values is inhibited if said plurality of associated components of said acceleration basis vector differ from one another by more than said error threshold.

4. The acceleration sensor as recited in claim 1, further comprising a means for detecting if any of said accelerometers is faulty, whereby if one of said accelerometers is faulty then said means for determining at least one acceleration basis value relies only upon one or more acceleration measurements from the other of said accelerometers which are not faulty.

5. An apparatus for controlling the activation of a safety restraint system, comprising:

a. a plurality of at least three substantially co-planar accelerometers with axes both skewed relative to one another and intersecting a region near a point;

b. a means for determining at least one acceleration basis value from at least one of said plurality of acceleration measurements;

c. a means for selecting time series elements of at least one of said acceleration basis values; and

d. a means for determining if the safety restraint system should be activated based upon said time series.

6. The apparatus for controlling the activation of a safety restraint system as recited in claim 5, further comprising a memory which stores an error threshold, whereby acceleration basis values for which said estimated acceleration for said one of said accelerometers differs from the measurement from said one of said accelerometers by more than said error threshold are not included in said time series.

7. The apparatus for controlling the activation of a safety restraint system as recited in claim 5, further comprising a memory which stores an error threshold, whereby acceleration basis values for which said plurality of associated components of said acceleration basis vector differ from one another by more than said error threshold are not included in said time series.

8. The apparatus for controlling the activation of a safety restraint system as recited in claim 5, further comprising a means for detecting if any of said accelerometers is faulty, whereby if one of said accelerometers is faulty then said means for determining at least one acceleration basis value relies only upon one or more acceleration measurements from the other of said accelerometers which are not faulty.

9. A method of sensing acceleration, comprising:

a. making measurements of acceleration from a plurality of at least three substantially co-planar accelerometers with axes both skewed relative to one another and intersecting a region near a point;

b. determining at least one acceleration basis value using said measurements of acceleration from at least one of said plurality of accelerometers; and

c. outputting at least one of said acceleration basis values.

10. The method of sensing acceleration as recited in claim 9, further comprising:

d. estimating the acceleration for one of said accelerometers from acceleration measurements of the other of said accelerometers; and

e. comparing said estimated acceleration for said one of said accelerometers with the measurement from said one of said accelerometers, whereby said outputting at least one of said acceleration basis values is inhibited if said estimated acceleration for said one of said accelerometers differs from the measurement from said one of said accelerometers by more than an error threshold.

11. The method of sensing acceleration as recited in claim 9, further comprising the determination from said acceleration measurements from each unique pair of accelerometers a plurality of associated components of an acceleration basis vector, whereby said outputting at least one of said acceleration basis values is inhibited if said plurality of associated components of said acceleration basis vector differ from one another by more than an error threshold.

12. The method of sensing acceleration as recited in claim 9, further comprising the detection of whether any of said accelerometers is faulty, whereby said determining of said acceleration basis values relies only upon one or more acceleration measurements from the other of said accelerometers which are not faulty.

13. A method of controlling the activation of a safety restraint system, comprising:

a. making measurements of acceleration from a plurality of at least three substantially co-planar accelerometers with axes both skewed relative to one another and intersecting a region near a point;

b. determining at least one acceleration basis value using said measurements of acceleration from at least one of said plurality of accelerometers; and

c. determining if the safety restraint system should be activated based upon the time series of said basis values.

14. The method of controlling the activation of a safety restraint system as recited in claim 13, whereby acceleration basis values for which an estimated acceleration for said one of said accelerometers differs from said measurement from said one of said accelerometers by more than an error threshold are not included in said time series.

15. The method of controlling the activation of a safety restraint system as recited in claim 13, whereby acceleration basis values for which a plurality of associated components of said acceleration basis vector differ from one another by more than an error threshold are not included in said time series.

16. The method of controlling the activation of a safety restraint system as recited in claim 13, whereby if one of said accelerometers is faulty then said means for determining at least one acceleration basis value relies only upon one or more acceleration measurements from the other of said accelerometers which are not faulty.

17. The method of controlling the activation of a safety restraint system as recited in claim 13 further comprising the removal of offset from said acceleration measurements.

18. The method of controlling the activation of a safety restraint system as recited in claim 14 further comprising the removal of offset from said acceleration measurements.

19. The method of controlling the activation of a safety restraint system as recited in claim 15 further comprising the removal of offset from said acceleration measurements.

20. The method of controlling the activation of a safety restraint system as recited in claim 16 further comprising the removal of offset from said acceleration measurements.