Control device and method for triggering passenger protection devices

• US 8,648,704 B2
• Filed: 09/30/2008
• Issued: 02/11/2014
• Est. Priority Date: 11/28/2007
• Status: Expired due to Fees

• Current Assignee: Robert Bosch GmbH
• Original Assignee: Robert Bosch GmbH
• Inventors: Melchert, Jens, Lang, Gunther
• Primary Examiner(s): Lim, Steven
• Assistant Examiner(s): Fan, Hongmin
• Application Number:
  US12/739,636
• Publication Number:
  US 20100231401A1
• Time in Patent Office: 1,960 Days
• Field of Search: 340/669, 340/436, 340/467, 702/45, 702/104, 701/45, 701/36, 180/271, 180/282, 280/728.1
• US Class Current: 340/467
• CPC Class Codes: B60R 2021/0117 Noise
• CPC Class Codes: B60R 21/013 including means for detecting collisions, impending collisions or roll-over
• CPC Class Codes: B60W 2050/0215 Sensor drifts or sensor failures

Abstract

A method and a control device for triggering passenger protection devices are provided, the passenger protection devices being triggered as a function of a first acceleration signal and/or a driving dynamics signal. The acceleration signal is corrected by an offset by a comparison with the driving dynamics signal.

Claims

1. A control device for triggering a passenger protection device, comprising:

a first interface adapted to provide at least one first acceleration signal of an airbag acceleration sensor system;

a second interface adapted to provide at least one driving dynamics signal of a driving dynamics system that is separate from the airbag acceleration sensor system;

an evaluation circuit adapted to trigger the passenger protection device as a function of at least one of the at least one first acceleration signal and the at least one driving dynamics signal; and

an offset correction circuit adapted to correct the at least one first acceleration signal by an offset that is obtained by calculating a difference between the at least one driving dynamics signal and one of the at least one first acceleration signal and a value calculated from the at least one first acceleration signal.

2. The control device as recited in claim 1, further comprising:

a deactivation circuit adapted to deactivate the offset correction circuit as a function of at least one threshold comparison of the at least one first acceleration signal, and maintain a correction value, which was reached prior to the threshold comparison.

3. The control device as recited in claim 1, wherein the at least one driving dynamics signal is at least one second acceleration signal.

4. The control device as recited in claim 3, wherein:

the offset is obtained by calculating the difference between the at least one first and the at least one second acceleration signal; and

the offset correction circuit has an element for calculating the difference between the at least one first and the at least one second acceleration signal, and a threshold decision element for the difference.

5. The control device as recited in claim 1, wherein the offset is obtained by calculating the difference between the at least one driving dynamics signal and the value calculated from the at least one first acceleration signal, which value is calculated at the offset correction circuit by integrating the at least one first acceleration signal to obtain a speed value, the at least one driving dynamics signal then being an intrinsic speed of the vehicle.

6. The control device as recited in claim 4, wherein low-pass filtering is provided upstream from the element for forming the difference, which has a time constant that is shorter than that of a sensor-internal offset regulation performed independently of the correction by the offset correction circuit, so that the low-pass filtering is performed at a faster rate than the sensor-internal offset regulation.

7. The control device as recited in claim 2, wherein the threshold comparison is performed in such a way that the offset correction circuit is deactivated when the at least one first acceleration signal one of amounts to more than 2 g or amounts to more than a specified noise threshold.

11. The method as recited in claim 7, wherein the offset correction circuit is deactivated when the at least one first acceleration signal amounts to more than the specified noise threshold, which lies in an order of magnitude of a highest at least one first acceleration signal achievable by driving maneuvers.

13. The method as recited in claim 1, wherein the at least one driving dynamics signal has a finer resolution than the at least one first acceleration signal.

14. The method as recited in claim 1, wherein the driving dynamics system is an electronic stability system that uses the at least one driving dynamics signal to perform electronic stability control.

8. A method for triggering a passenger protection device, comprising:

triggering the passenger protection device as a function of at least one of;

i) at least one first acceleration signal, and ii) at least one driving dynamics signal of a driving dynamics system that is separate from a sensor system that generates the at least one first acceleration signal; and

correcting the at least one first acceleration signal by an offset that is obtained by calculating a difference between the at least one driving dynamics signal and one of the at least one first acceleration signal and a value calculated from the at least one first acceleration signal.

9. The method as recited in claim 8, wherein the at least one driving dynamics signal is at least one second acceleration signal, the method further comprising:

obtaining the offset by calculating the difference between the at least one first and the at least one second acceleration signal; and

supplying the difference between the at least one first and the at least one second acceleration signal to a threshold decision element.

10. The method as recited in claim 8, further comprising:

deactivating the offset correction if the at least one first acceleration signal lies one of above 2 g or above a specified noise threshold.

12. The method as recited in claim 10, the offset correction is deactivated when the at least one first acceleration signal lies above the specified noise threshold, which lies in an order of magnitude of a highest at least one first acceleration signal achievable by driving maneuvers.

15. The method as recited in claim 8, wherein the at least one driving dynamics signal has a finer resolution than the at least one first acceleration signal.

16. The method as recited in claim 8, wherein the driving dynamics system is an electronic stability system that uses the at least one driving dynamics signal to perform electronic stability control.