Crash pulse energy algorithm for an inflatable restraint system

• US 7,539,568 B2
• Filed: 03/25/2003
• Issued: 05/26/2009
• Est. Priority Date: 06/03/2002
• Status: Expired due to Fees

• Current Assignee: Continental Automotive Systems, Inc. (Continental AG)
• Original Assignee: Continental Automotive Systems US Incorporated (Continental AG)
• Inventors: Andres, Robert M.
• Primary Examiner(s): Nguyen; Cuong H
• Application Number:
  US10/396,649
• Publication Number:
  US 20030222441A1
• Time in Patent Office: 2,254 Days
• Field of Search: 701 45- 47, 180/268, 180/271, 180/282, 180/734, 280/734, 280/728.1, 340/436, 340/903, 340/438, 340/286.01
• US Class Current: 701/45
• CPC Class Codes: B60R 2021/0006 Lateral collision
• CPC Class Codes: B60R 2021/01322 comprising variable thresholds, e.g. depending from other collision parameters
• 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 21/01332 by frequency or waveform analysis

Abstract

An air bag system (12) includes a controller (14), a remote satellite sensor (16), and a deployable air bag (18). Controller logic for deployment discrimination of an impact event sensitizes an airbag deployment command in response to signals from the satellite sensor. The logic determines a crash-pulse energy term (CPE) which discriminates impact signals which are particularly useful for identifying side impact events.

Claims

1. A method of sensitizing an air bag deployment threshold comprising the steps of:

(1) measuring a first acceleration;

(2) measuring a second acceleration in a direction generally opposite the first acceleration;

(3) measuring a third acceleration;

(4) determining if the first acceleration exceeds a predetermined acceleration;

(5) comparing the third acceleration to a reference value, the reference value having a magnitude origin biased in the direction of, and defined in part as a percentage of the second acceleration; and

(6) increasing a crash-pulse energy term in response to the third acceleration increasing above the predetermined acceleration relative to the magnitude origin of said step (5).

2. A method as recited in claim 1, further comprising the step of:

initiating a predetermined time period in response to said step (4) when a peak of the first acceleration is determined.

3. A method as recited in claim 1, further comprising the step of:

setting the magnitude origin of the reference value to the greater of;

100 percent of the first acceleration;

or a percentage of the first acceleration if the first acceleration is in an anti-crash direction.

4. A method as recited in claim 1, further comprising the step of:

(7) initiating an increase in the crash-pulse energy term in response to the third acceleration increasing above the second acceleration.

5. A method as recited in claim 1, further comprising the step of:

(7) terminating the increase in the crash-pulse energy term in response to detecting a peak of the third acceleration.

6. A method as recited in claim 1, further comprising the step of:

identifying the crash-pulse energy term reaching a predetermined value; and

deploying an air bag in response to the crash-pulse energy term reaching the predetermined value.

7. A method as recited in claim 1, further comprising the step of:

increasing a sensitivity of an airbag deploy command in response to an increase in the crash-pulse energy term.

8. A method as recited in claim 1, further comprising the step of:

increasing the likelihood of an airbag deploy command in response to an increase in the crash-pulse energy term.

9. A method as recited in claim 1, wherein the first, second and third acceleration are in a lateral vehicle direction.

10. A method as recited in claim 1, further comprising the step of:

setting the magnitude origin of the reference value to 100 percent of the first acceleration.

11. A method of sensitizing an air bag deployment threshold comprising the steps of:

(1) measuring a first acceleration;

(2) determining whether the first acceleration exceeds a predetermined acceleration;

(3) measuring a second acceleration, the second acceleration in a direction generally opposite the first acceleration;

(4) measuring a third acceleration, the third acceleration in a direction generally the same as the first acceleration;

(5) comparing the third acceleration to a reference value, the reference value having a magnitude origin biased in the direction of, and defined in part as a percentage of the second acceleration; and

(6) increasing a crash-pulse energy term in response to the third acceleration increasing above the predetermined acceleration relative to the magnitude origin of said step (5).

12. A method as recited in claim 11, further comprising the step of:

increasing the crash-pulse energy term only in response to said step (6) occurring within a predetermined time period.

13. A method as recited in claim 11, further comprising the step of:

increasing the likelihood of a side airbag deploy command in response to an increase in the crash-pulse energy term.

14. A method as recited in claim 11, further comprising the step of:

setting the magnitude origin of the reference value to the greater of;

100 percent of the first acceleration;

or a percentage of the first acceleration if the first acceleration is in an anti-crash direction.

15. A method as recited in claim 11, further comprising the step of:

terminating the increase in the crash-pulse energy term in response to identifying a peak in the third acceleration.

16. A method as recited in claim 15, further comprising the step of:

initiating a time period in response to identifying a peak in the third first acceleration.

17. A method as recited in claim 11, further comprising the step of:

increasing the likelihood of an airbag deploy command in response to an increase in the crash-pulse energy term.