Method and system for controlling a vehicle occupant safety system based on crash severity

• US 6,729,646 B1
• Filed: 02/25/1999
• Issued: 05/04/2004
• Est. Priority Date: 02/25/1999
• Status: Expired due to Fees

• Current Assignee: Continental Automotive GmbH (Continental AG)
• Original Assignee: Siemens VDO Automotive Corporation (Siemens AG)
• Inventors: Morell, Scott
• Primary Examiner(s): Morris, Lesley D.
• Assistant Examiner(s): LUM VANNUCCI, LEE SIN YEE
• Application Number:
  US09/257,123
• Time in Patent Office: 1,895 Days
• Field of Search: 280/735, 701/45
• US Class Current: 280/735
• CPC Class Codes: B60R 2021/01315 monitoring occupant displacement
• 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 21/0133 by integrating the amplitude of the input signal
• CPC Class Codes: B60R 21/0156 by deceleration

Abstract

A method and system for controlling a vehicle occupant safety system based on crash severity. The system uses an acceleration signal indicating the acceleration of the vehicle upon occurrence of a crash to determine whether to trigger a restraint device. A controller implements a crash sensing algorithm to determine whether the severity of the crash warrants deployment of the safety restraint. The algorithm uses a predicted velocity and an acceleration peak time derived from the acceleration signal. The predicted velocity is indicative of the relative velocity between the passenger and the vehicle at a predetermined time following detection of a crash event. The acceleration peak time is the time period between peak acceleration values that correspond to contacting of significant structural elements of the vehicle, such as the bumper and the radiator. The two values are compared to their respective thresholds and if both of them exceed their thresholds then a deployment signal is generated to trigger the safety restraint.

Claims

1. A method of controlling a vehicle occupant safety restraint system including an airbag, said method comprising the steps of;

generating an acceleration signal indicative of vehicle acceleration;

determining a jerk signal from a slope of the acceleration signal;

determining a velocity signal by integrating the acceleration signal;

determining a predicted velocity indicative of a relative velocity between a passenger and the vehicle at a time equal to a present time plus an airbag inflation time in accordance with the velocity signal, the jerk signal, the acceleration signal and a deploy time period required to deploy the safety restraint system;

subtracting the predicted velocity from a velocity threshold to obtain a difference value and applying a weighting factor to the difference value to limit the predicted velocity to values between zero and one; and

generating a deployment signal to activate the occupant safety restraint system when the predicted velocity exceed the velocity threshold.

2. The method as in claim 1, further comprising the step of calculating the velocity threshold by determining a predicted displacement of the vehicle occupant, comparing the predicted displacement to a predetermined displacement threshold value, and adding to a predetermined velocity reference value a factor proportional to an amount that the predicted displacement exceeded the displacement threshold value.

3. The method as in claim 2, wherein said step of determining the predicted displacement of the vehicle occupant includes the steps of:

determining a velocity signal by integrating the acceleration signal;

determining a displacement signal by integrating the velocity signal; and

determining the predicted displacement value based upon the displacement signal, velocity signal, acceleration signal and a deploy time period required to deploy the safety restraint system.

4. A method of controlling a vehicle occupant safety restraint system including an airbag, said method comprising the steps of;

generating an acceleration signal indicative of vehicle acceleration;

determining a jerk signal from a slope of the acceleration signal,

determining a velocity signal by integrating the acceleration signal;

determining a predicted velocity in accordance with the velocity signal, the jerk signal, the acceleration signal and a deploy time period required to deploy the safety restraint system;

determining an acceleration peak time indicative of a time interval between a first maximum acceleration level and a second maximum acceleration level;

comparing the predicted velocity to a velocity threshold to obtain a difference value;

applying a weighting factor to the difference value to limit the predicted velocity to values with a predetermined range; and

comparing the acceleration peak time to a predetermined acceleration time threshold; and

generating a deployment signal to activate the occupant safety restraint system when the predicted velocity exceeds the velocity threshold and the acceleration peak time is less than the acceleration time threshold.

5. The method as in claim 4, wherein said comparing step comprises subtracting the predicted velocity from the velocity threshold to find a difference value;

and multiplying the difference value by a weighting factor to limit the predicted velocity to values between zero and one.

6. The method as in claim 5, wherein said comparing step comprises calculating the velocity threshold by determining a predicted displacement value of the vehicle occupant, comparing the predicted displacement value to a predetermined displacement threshold value, and adding to a predetermined velocity reference value a factor proportional to an amount that the predicted displacement value exceeded the displacement threshold value.

7. The method as in claim 6, wherein said step of determining the predicted displacement of the vehicle occupant includes the steps of:

determining a velocity by integrating the acceleration signal;

determining a displacement by integrating the velocity; and

determining the predicted displacement based upon the displacement, the velocity, the acceleration signal and a deploy time period required to deploy the safety restraint system.

8. The method as in claim 7, further comprising the steps of:

detecting a pole crash condition by

determining a minimum acceleration peak value;

determining whether a difference between the first maximum acceleration peak value and the minimum acceleration peak value is less than a predetermined difference; and

determining whether the second acceleration maximum peak value is greater than the first acceleration maximum peak value; and

generating a deployment signal if a pole crash condition is detected.

9. The method as in claim 4, wherein said step of comparing is further defined by subtracting the predicted velocity from the velocity threshold to find the difference value;

and multiplying the difference value by the weighting factor to limit the predicted velocity to values between zero and one.

10. A system for controlling a vehicle safety restraint system, comprising:

a sensor for sensing vehicle acceleration and generating an acceleration signal in response;

an occupant safety restraint device; and

a controller operatively connected to said sensor and said occupant safety restraint device, said controller adapted to calculate a predicted velocity indicative of the relative velocity between a passenger and the vehicle at a predetermined time following a crash event from said acceleration signal, and an acceleration peak time value, compare the predicted velocity to a velocity threshold, and the acceleration peak time value with a predetermined acceleration value; and

generate a deployment signal to activate said occupant safety restraint device when said predicted velocity exceeds said velocity threshold and said acceleration peak time value is less than said predetermined acceleration peak time threshold.

11. The system as in claim 10, wherein said controller is adapted to calculate the predicted velocity by determining a jerk signal from a slope of said acceleration signal, determining a velocity signal by integrating said acceleration signal, and developing said predicted velocity in accordance with said velocity signal, said jerk signal, said acceleration signal and a deploy time period required to deploy said occupant safety restraint device.

12. The system as in claim 11, wherein said controller is adapted to calculate said acceleration peak time value by detecting a first acceleration maximum peak value, detecting an acceleration minimum peak value when said acceleration signal decreases below said first acceleration maximum peak value by a predetermined value, and detecting a second acceleration maximum peak value.

13. The system as in claim 12, wherein said controller is adapted to compare said predicted velocity to said velocity threshold by calculating said velocity threshold, subtracting said predicted velocity from said velocity threshold to find a difference value, and multiplying said difference value by a weighting factor to limit said predicted velocity to values between zero and one.

14. The system as in claim 13, wherein said controller is adapted to calculate said velocity threshold by determining a predicted displacement of the vehicle occupant, comparing said predicted displacement to a predetermined displacement threshold value, and adding to a predetermined velocity reference value a factor equal to an amount that said predicted displacement exceeds said displacement threshold value.

15. The system as in claim 14, wherein said controller is adapted to determine said predicted displacement of the vehicle occupant by determining a velocity signal by integrating said acceleration signal, determining a displacement signal by integrating said velocity signal, and developing said predicted displacement value based upon said displacement signal, velocity signal, acceleration signal and a deploy time period required to deploy said occupant safety restraint device.

16. The system as in claim 15, wherein said controller detects whether a pole crash condition exists and generates said deployment signal if said pole crash condition is detected.

17. The system as in claim 16, wherein said controller detects a pole crash condition if a detected minimum acceleration peak value is less than a predetermined minimum value, a difference between said first maximum acceleration peak value and said minimum acceleration peak value exceeds a predetermined difference, and said second acceleration maximum peak value exceeds said first acceleration maximum peak value.