Method of determining the lateral velocity of a vehicle during abnormal driving situations

• US 8,862,333 B2
• Filed: 07/16/2010
• Issued: 10/14/2014
• Est. Priority Date: 07/16/2009
• Status: Active Grant

• Current Assignee: Continental Automotive Systems, Inc. (Continental AG)
• Original Assignee: Continental Automotive Systems, Inc. (Continental AG)
• Inventors: Andres, Robert M., Faisst, Holger, Mertz, Eric, Steurer, Helmut
• Primary Examiner(s): ARTHUR JEANGLAUDE, GERTRUDE
• Application Number:
  US13/383,862
• Publication Number:
  US 20120209476A1
• Time in Patent Office: 1,551 Days
• Field of Search: 701/1, 701/41, 701/45, 701/46, 701/70, 701/71, 701/74, 701/79, 701/29.1, 180/197, 180/170, 180/232, 180/268, 340/426.16, 340/438, 340/439
• US Class Current: 701/45
• CPC Class Codes: B60W 40/109 Lateral acceleration
• CPC Class Codes: G01M 17/0078 Shock-testing of vehicles

Abstract

Disclosed is a method to determine a vehicle'"'"'s lateral velocity during abnormal driving situations of a vehicle during controlled side-impact or rollover crash tests that involve the pulling of a vehicle sideways into an object. A high-resolution, low-range, lateral accelerometer is integrated to determine the lateral velocity. Furthermore, is a method to initiate the integration of the acceleration signal and a method to stop and reset the integration. The method recognizes special conditions associated with abnormal driving situations like controlled crash tests, and therefore will not be active during normal operating conditions. The method also includes a means to handle offset tolerances associated with accelerometers by finding the sensor'"'"'s zero-g point while the vehicle is at rest.

Claims

1. A method of determining a lateral velocity during abnormal driving situations of a vehicle, such as during a controlled vehicles crash test, from a lateral acceleration signal, the method comprising:

detecting an abnormal driving situation by at least one of the following events;

a) vehicle speed information delivered from CAN is lower than a predescribed value,

b) number of revolutions of an engine is lower than a predescribed value or the engine is off,

c) number of revolutions of vehicle wheels are lower than a predescribed value,

d) transmission gear is consistent with a prescribed test set-up,

e) a parking brake is engaged, and

f) vehicle travel distance during a current key cycle is lower than a predescribed value;

calculating an initial zero-g-point value from the lateral acceleration signal if an abnormal driving situation is detected;

detecting a lateral acceleration signal over a minimum threshold and start an integration of the lateral acceleration signal and compare an average value calculated from the integrated lateral acceleration signal with the calculated initial zero-g-point value; and

if the average value differs from the calculated initial zero-g-point value by more than a predefined threshold use the actual integrated lateral acceleration signal as valid lateral velocity and continue the integration until a predefined stopping condition has been reached.

2. The method of claim 1, wherein after the predefined stopping condition has been reached, the lateral velocity is dwelled for a predefined time and than the lateral velocity is reset or reduced stepwise.

3. The method of claim 1, wherein the integration of the acceleration signal is at least one of clipped to a maximum value or limited by an maximum time of integration.

4. The method of claim 1, wherein the calculation of the initial zero-g-point value is stopped and no valid lateral velocity is submitted, if during the calculation the lateral acceleration signal increases over a predefined value.

5. The method of claim 1, wherein the determination of the lateral velocity from a the lateral acceleration signal is stopped responsive to another crash algorithm becoming active.

6. The method of claim 1, wherein after the stopping condition, the integrated signal is compared with an predefined threshold and if the integrated signal is less than this threshold, the initial zero-point-value is recalculated or corrected.

7. The method of claim 1, wherein the integration is stopped, if the average value differs from the calculated initial zero-g-point less than a predefined threshold.

8. The method of claim 1, wherein the method is used for activating passenger safety devices.

9. A control unit for controlling passenger safety devices of a vehicle comprising;

a processor for processing a method of determining lateral velocity during abnormal driving situations of a vehicle, such as during a controlled vehicles crash test, from a lateral acceleration signal, the method comprising;

detecting an abnormal driving situation by at least one of the following events;

a) vehicle speed information delivered from CAN that is lower than a predescribed value,

b) a number of revolutions of a vehicle engine is lower than a predescribed value or the engine is off,

c) a number of revolutions of vehicle wheels are lower than a predescribed value,

d) a transmission gear is consistent with a prescribed test set-up,

e) a parking brake is engaged,

f) car travel distance during a current key cycle is lower than a predescribed value;

calculating an initial zero-g-point value from the lateral acceleration signal if an abnormal driving situation is detected;

detecting a lateral acceleration signal over a minimum threshold and start an integration of the lateral acceleration signal and compare an average value calculated from the integrated lateral acceleration signal with the calculated initial zero-g-point value; and

if the average value differs from the calculated initial zero-g-point value by more than a predefined threshold use the actual lateral acceleration integrated signal as valid lateral velocity and continue the integration of the lateral acceleration signal until a predefined stopping condition has been reached.