Method and system for restraint deployment using lateral kinetic energy

• US 8,244,437 B2
• Filed: 02/15/2010
• Issued: 08/14/2012
• Est. Priority Date: 02/15/2010
• Status: Active Grant

• Current Assignee: Ford Global Technologies, LLC (Ford Motor Company)
• Original Assignee: Ford Global Technologies, LLC (Ford Motor Company)
• Inventors: Le, Jialiang, Rao, Manoharprasad K., Clark, Todd
• Primary Examiner(s): Dickson, Paul N
• Assistant Examiner(s): Wilhelm, Timothy
• Application Number:
  US12/705,793
• Publication Number:
  US 20110202241A1
• Time in Patent Office: 911 Days
• Field of Search: 701 45- 47, 280/735, 340/436
• US Class Current: 701/46
• CPC Class Codes: B60R 2021/0006 Lateral collision
• CPC Class Codes: B60R 21/0134 responsive to imminent contact with an obstacle , e.g. using radar systems
• CPC Class Codes: B60R 21/0136 responsive to actual contact with an obstacle , e.g. to vehicle deformation, bumper displacement or bumper velocity relative to the vehicle monitoring crash strength in combination with passenger seat detection B60R21/01558

Abstract

A safety system for a motor vehicle has a yaw rate sensor for detecting a yaw rate of the vehicle and impact sensors for detecting a side impact. A control module calculates a lateral kinetic energy of the vehicle if the yaw rate exceeds a threshold value, and an occupant restraint is activated based upon the lateral kinetic energy and signals from the side impact sensors. The disclosed system and method provide for improved restraint deployment decisions when a vehicle has a lateral velocity associated with a high yaw rate, as may be the case during a spin or a skid.

Claims

1. A method comprising:

operating a safety system of a vehicle in an active safety mode;

comparing a vehicle yaw rate with a threshold value;

if the yaw rate exceeds the threshold value, changing operation of the safety system to a crash-imminent mode and calculating a vehicle lateral kinetic energy;

operating an impact sensor to detect a side impact; and

using the lateral kinetic energy and output from the impact sensor to control an occupant restraint.

2. The method according to claim 1 wherein the active safety mode comprises determining vehicle dynamic state variables at a first refresh rate, and the crash-imminent mode comprises determining vehicle dynamic state variables at a second refresh rate, the second refresh rate being faster than the first refresh rate.

3. The method according to claim 1 wherein the active safety mode comprises utilizing sensor signals in a first range of values, and the crash-imminent mode comprises utilizing sensor signals in a second range of values, the second range being higher than the first range.

4. The method according to claim 1 wherein calculating the lateral kinetic energy comprises performing an integration of a measured lateral acceleration of the vehicle, and the integration is performed using initial conditions existing at a time when the yaw rate exceeds the threshold value.

5. The method according to claim 1 wherein the yaw rate is determined by an inertial measurement unit.

6. The method according to claim 1 wherein the occupant restraint is a non-resettable restraint, and further comprising activating a resettable occupant restraint prior to activation of the non-resettable restraint.

7. The method according to claim 1 wherein the calculating the lateral kinetic energy and the controlling the activation of the occupant restraint are performed by a single control module.

8. The method according to claim 1 wherein the impact sensor is an accelerometer.

9. The method according to claim 1 wherein the impact sensor is an air pressure sensor disposed within a vehicle cavity.

10. A method of operating a safety system of a vehicle comprising:

generating signals indicating a dynamic state of the vehicle including a yaw rate and a lateral acceleration;

operating at least one active safety control system in an active safety mode using at least some of the signals;

comparing the yaw rate with a threshold value;

if the yaw rate exceeds the threshold value, entering a crash-imminent mode adapted for optimum control of passive safety systems, the crash-imminent mode including calculating a lateral kinetic energy of the vehicle using at least some of the signals;

operating an impact sensor to detect a side impact; and

using the lateral kinetic energy and output from the impact sensor to control an occupant restraint.

11. The method according to claim 10 wherein the active safety mode comprises determining vehicle dynamic state variables at a first refresh rate, and the crash-imminent mode comprises determining the vehicle dynamic state variables at a second refresh rate, the second refresh rate being faster than the first refresh rate.

12. The method according to claim 10 wherein the active safety mode comprises utilizing sensor signals in a first range of values, and the crash-imminent mode comprises utilizing sensor signals in a second range of values, the second range being higher than the first range.

13. The method according to claim 10 wherein the occupant restraint is a non-resettable restraint, and further comprising activating a resettable occupant restraint prior to activation of the non-resettable restraint.

14. A safety system for a motor vehicle comprising:

an active safety system;

a dynamics sensor detecting a vehicle yaw rate;

at least one control module operating in an active safety mode if the yaw rate is below a threshold value and changing operation to a crash-imminent mode if the yaw rate reaches the threshold value, the crash-imminent mode comprising calculating a vehicle lateral kinetic energy;

an impact sensor detecting a side impact; and

an occupant restraint activated based upon the lateral kinetic energy and signals from the impact sensor.

15. The apparatus according to claim 14 wherein the control module calculates the lateral kinetic energy by performing an integration of a measured lateral acceleration of the vehicle, and the integration is performed using initial conditions existing at a time when the yaw rate exceeds the threshold value.

16. The apparatus according to claim 14 wherein the active safety mode comprises determining vehicle dynamic state variables at a first refresh rate, and the crash-imminent mode comprises determining vehicle dynamic state variables at a second refresh rate, the second refresh rate being faster than the first refresh rate.

17. The apparatus according to claim 14 wherein the active safety mode comprises utilizing sensor signals in a first range of values, and the crash-imminent mode comprises utilizing sensor signals in a second range of values, the second range being higher than the first range.

18. The apparatus according to claim 14 wherein the dynamics sensor is an inertial measurement unit.

19. The apparatus according to claim 14 wherein the occupant restraint is a non-resettable restraint and further comprising a resettable occupant restraint activated prior to activation of the non-resettable restraint.

20. The apparatus according to claim 14 wherein the control module further controls the activation of the occupant restraint.