DE10153052A1 - Distributed control architecture for an occupant restraint assembly - Google Patents

Abstract

A modular, expandable, scalable occupant restraint system for an automobile has a central restraint control module (CRCM) and several restraint satellite modules (SRMs) (14a-14d) with which restraint devices such as airbags (16a) and seat belt tensioners (16c) and occupant condition sensors ( 18a-18d) are connected. Each SRM receives diagnostic signals from its associated restraint means and occupant condition sensors and receives an occupant condition signal from the occupant condition sensor. Each SRM transmits the signals to the CRCM, which also receives kinematic vehicle signals from collision sensors (20-26) and acts as a control center for the system. If the CRCM determines that a collision is occurring or imminent, it makes a restraint activation decision based at least in part on the occupant status signals and generates an activation signal that is transmitted to the SRMs and causes the SRMs to send a trigger pulse to the restraint. An SRM can be provided for each individual restraint, for each seat position or for several seat positions. This results in a distributed system architecture that is more easily scalable and expandable to add restraint devices to the system without major redesign of the CRCM or the entire restraint device system.

Description

The present invention relates to occupant restraint order for an automobile, especially a new type architecture for a control system through which a larger Flexibility and better expandability in the De sign of such restraint arrangements is achieved.

To serious injuries to vehicle occupants when together To prevent bumps with other objects is in Automobi len seat belts and airbags provided. In some newer ones Vehicles form the airbags and / or seat belt tensioners (seatbelt pretensioners) part of an occupant restraint systems, which includes a restraint control module (RCM) think. The RCM includes a microprocessor or integrated th circuit, which electronic input signals from various sensors such as collision sensors or Bele tion sensors and which receives the airbags and / or Belt tensioner triggers in a collision as required.

The RCM solves everyone in first generation airbag systems Airbag by sending a 12 V DC trigger pulse to an electrical detonator or squib out. The primer ignites a pyrotechnic device, which produces gas to inflate the airbag.  

With a recently proposed airbag system an on known as remote firing bus direction used in which an integrated master switch circuit (IC) in the RCM in a bidirectional digital commu nication with a slave IC, which is close to everyone Airbag primer is arranged. The RCM receives input such as airbag diagnosis and identification Formations from the slave TC. If the RCM determines that a Clash occurred and it was decided which one the airbag is to be deployed, then the master IC sends a digital "unfold" signal to the corresponding Sla ve ICs, whereupon this fires an ignition pulse to the squibs send to inflate the airbags. An example of a return holding arrangement using such a remote trigger sebusses is disclosed in US 5,882,034. The modification an occupant restraint system in view of this Remote trigger bus system, however, requires a complete one Redesign of the RCM and the activation areas of the Retention agent.

Different models of a particular vehicle type or egg depending on the specific platform Vehicle configuration with a different number of Restraint devices are equipped. For example, a Transporter, a station wagon or a sports utility vehicle (SUV: sport utility vehicle) with or without a third row of seats and associated restraint devices. At at their vehicles can use restraint systems for the non- Front occupants are offered as additional equipment. It is For example, it is also possible that a special type of vehicle initially with a given number of restraint devices goes into production with the intention of increasing the number in the future to increase years of model production. In each  In these cases it would be advantageous if a standardized RCM could be used in the vehicle platform for a simple and inexpensive expansion of the Sy is set up to an increase in the Number of restraint devices and associated occupants to deal with level sensors.

With increasing number of restraint devices in an Insas security system also takes the number of required connections with the RCM. For at least some of the The RCM will also take inputs from a seating position received multiple occupant condition sensors, such as for example game of a seat belt status sensor, a seat-related Occupant weight sensor or a seat rail position sor. If the RCM has one or more for each of the seating positions rere occupant condition sensor inputs, the Very large number of electrical connections to the RCM. This requires connectors with a large number of pins, wel che therefore require a considerable amount of space.

Accordingly, it is an object of the invention to a system architecture for an occupant restraint assembly to provide in which a single type of restraint control module (RCM) can be used as the only universal component in a restraint system Range of vehicles with different numbers and types of individual restraint devices.

Another object of this invention is to provide a Control architecture for an occupant restraint system be to ride, which is inherently flexible and expandable, and what therefore changes and expansions of the number and the type of restraint that is adaptable in a special vehicle type or used in a vehicle line  should be without significant sacrifices in terms of Space requirements or the cost of the system are required.

To solve these tasks, an occupant restraint system includes stem for one automobile several at different seat positions restraining means arranged inside the vehicle, ei NEN occupant condition sensor, the at least one of the Sitzpo sitions is assigned and an occupant status signal testifies to a crash sensor for monitoring kinemati parameters of the vehicle and / or objects in the vehicle Vehicle environment and to generate a kinematic Si gnals, a restraint satellite module (SRM) that works with the Occupant condition sensor for receiving the occupant condition Signals is connected and that with the restraint for Performing a diagnostic check is connected and a central restraint control module (CRCM), which is the kinematic signals from the collision sensor receives the occupant status signal from the SRM, an activation decision for the restraint based at least in part on the kinematic signal and hits the occupant status signal, an activation signal generated and the activation signal transmitted to the SRM, to cause the SRM to trigger on the back to produce retention aids. According to the invention, parts of the Functionality, which in the state of the art in the CRCM under brought to the SRMs. For every seating position and any individual restraint can be used as needed various SRMs are provided. This leads to a distributed system architecture that is scalable and easier is expandable to contain restraints without fundamentally new to be able to add the design of the CRCM to the system.

According to another feature of the invention, the SRM directs the Forward the results of the diagnostic review to the CRCM,  and the CRCM does an error management analysis, to determine whether the restraint functions normally ned. The CRCM generates a notification message about Display to vehicle occupants depending on the need Driver attentive to the condition of the restraint do.

According to a preferred embodiment of the invention, this is Vehicle with a series of inertia and collisions sensors and predictive collision sensors. ever a separate SRM is assigned to the seating position, which several restraint devices such as a front airbag, a Sei tenairbag and a seat belt tensioner is connected. each Sitting position SRM can also connect to multiple Insas have state sensors that correspond to the respective seat position are assigned.

The invention is described below with reference to the drawings explained in a playful way. Show it:

Figure 1 is a schematic representation of a vehicle equipped with an occupant restraint arrangement according to the invention.

Fig. 2 is a block diagram showing the overall system architecture of an occupant restraint assembly according to the invention; and

Fig. 3 is a block diagram illustrating the functionality of a central restraint control module and a restraint satellite module of the system according to the invention in more detail.

In Fig. 1, a vehicle 10 is shown, which is equipped with an occupant restraint system according to a preferred embodiment of the invention. In general, the system includes a central restraint control module (CRCM) 12 that serves as the main control center for the system and a plurality of restraint satellite modules (SRMs) 14 a-d that interface with restraint devices 16 a-c and occupant condition sensors 18 a-d. As described in more detail below, the CRCM 12 receives signals from a plurality of crash sensors 20-26 located at various locations within the vehicle, processes and receives the received signals to determine whether a crash is taking place or is about to occur and causes them selectively activating or unfolding the various restraint devices 16 a-c, taking into account the signals from the restraint devices and the occupant state sensors 18 a-d, which are transmitted to the CRCM 12 via the SRMs 14 a-d.

In the preferred embodiment, the CRCM 12 is essentially of conventional design and may include one or more microprocessors and / or integrated circuits that control the operation of the system. In the preferred embodiment of the invention, the CRCM 12 contains persistent and volatile memory and stores at least part of the operating software and / or collision detection algorithms that control the operation of the CRCM 12 . The CRCM 12 also selectively stores other types of data or information including information related to the operation of the preferred embodiment of the invention and / or related historical data, processing data and / or operational data. The CRCM 12 also performs security functions for the restraint means to ensure that the restraint means does not inadvertently deploy, and it can be provided with security sensors (not shown) as needed. As will be apparent to those skilled in the art, the CRCM may include several commercially available, common and different chips or devices that are operatively linked.

In the present invention, collision sensors are used, which may include conventional and commercially available inertial collision sensors for detecting vehicle acceleration and / or roll around one of the vehicle axes. Fig. 1 shows a combination egg nes longitudinal acceleration and roll sensor 20 , which is attached in the tunnel area between the front seats, in the doors attached shock sensors 22 for measuring lateral acceleration on each of the four doors, and pressure sensors Ren 24 (crush sensors ), which are attached to the front bumper to detect deformation. It is also possible for one or more of the inertial collision sensors to be integrated into the CRCM 12 and arranged together with it.

Within the scope of the present invention, a predictive collision sensor 26 can also be used, e.g. B. a radar system, an ultrasound system, an imaging system, a laser system or another system known and suitable in the prior art.

Each SRM 14 ad is preferably associated with a specific seat position within the vehicle, such as the driver's seat, the front passenger seat, or a rear seat position, and is further electrically in communication with one or more restraint devices and occupant condition sensors associated with the seat position , The front seat SRM 14 a is, as shown, integrated in an electronic instrument group 17 and arranged in front of the driver position. As shown, the front passenger SRM 14 b is integrated in a pressure sensor mat in the front passenger seat. The rear seat SRMs 14 c, 14 d are shown as independent (stand-alone) units which are arranged in the seat backrests of the front seats adjacent to their corresponding seating position.

Each SRM 14 a-d is connected to one or more occupant status sensors, wherein - as shown in FIG. 1 - examples of such occupant status sensors are: seat belt status sensors 18 a, seat weight sensors 18 c on the front passenger seat and the rear seats, a seat position sensor mounted on the driver's seat rail 18 b, and a contactless position sensor 18 d for the front passenger seat. In restraint arrangements, various types of contactless position sensors are known, in which different sensor technologies are used to detect the occupant size and / or position, for example an ultrasound, infrared or capacitive measurement.

Each SRM 14 a-d is also connected to one or more restraint devices 16 a-c, which are assigned to the corresponding seat position. In the illustrated embodiment, the SRMs 14 a-d are each connected to a front airbag 16 a, a side airbag 16 b, and a seat belt tensioner 16 c. The retention means are typically driven by pyrotechnic gas generators (not shown) which are ignited by electrically triggered squibs (not shown). Alternatively, the airbags 16 a, 16 b can be inflated by cold gas, and / or the seat belt tensioner 16 c can be actuated by electric motors, as known from the technique of restraining devices.

Fig. 2 shows in the form of a block diagram an occupant restraint system according to the invention, which is configured slightly differently compared to that of Fig. 1. The driver's seat SRM 14 a is connected to a front airbag 16 a, a side airbag 16 b, a belt tensioner 16 c, an inflatable roll-over curtain 16 d, a seat belt status sensor 18 a, a seat weight sensor 18 c, a seat position sensor 18 b and a contactless occupant sor 18 d.

It should be noted that Fig. 2 represents a system in which the entire second row of seats is equipped with a unique SRM 14 e, which has an interface to all occupant sensors and restraint devices used in the row, and wherein in Similarly, the third row of seats uses a single SRM 14 f. Such a configuration may be desirable depending on the number and type of restraint devices provided in the vehicle and the overall control architecture. The system architecture according to the invention permits a high degree of flexibility in the configuration of the number, type and arrangement of the restraint means and occupant sensors which form the overall system.

Fig. 3 shows in more detail the information transfers between the CRCM 12, an SRM 14, an airbag 16 and ei nem occupant condition sensor 18. To simplify the description, FIG. 3 shows only a single air bag and a single occupant condition sensor for the SRM 14 , and the following description only deals with these components. However, it is understood that a plurality of restraint devices and / or occupant sensors can be connected to the respective SRM, as shown in FIGS. 1 and 2.

The occupant condition sensor 18 transmits an occupant condition signal to the SRM 14 , the signal containing information relating to the specific occupant status parameters that are monitored by the occupant condition sensor. For example, a seat belt status sensor sends a signal that indicates whether the buckle is attached or not and / or how much of the seat belt length is removed from the reel; a seat weight sensor transmits a signal indicating the weight on the seat; a seat position sensor transmits a signal that indicates the forward / backward position of the seat, etc. The occupant condition sensor 18 also transmits a diagnostic signal to the SRM 14 , which indicates whether the occupant condition sensor 18 is functioning properly and with which errors can be identified that can impair the correct operation of the sensor.

The airbag 16 transmits an airbag diagnostic signal to the SRM 14 . The airbag diagnostic signal may, for example, indicate the resistance value of the airbag squib ignition circuit to enable the detection of short circuits or other wiring faults in the airbag or the associated wiring.

The occupant condition sensor diagnostic signal, the occupant condition signal and the airbag diagnostic signal are forwarded by the SRM 14 to the CRCM 12 , which serves as a diagnostic center for the system. The CRCM 12 uses the diagnostic information to perform failure mode management. One or more restraint system status indicators 30 are preferably provided in the passenger compartment in order to alert the driver to system errors that have been detected by the CRCM 12 .

As is known in the art of restraint systems, the CRCM 12 uses the signals from crash sensors 32 as input signals for crash decision algorithms to determine when a crash has occurred or will occur and whether it is necessary to deploy or activate the vehicle restraint systems , When deciding which restraint devices should be used in which mode, the CRCM 12 takes into account the input signals of the occupant condition sensors 18 as they are transmitted via the SRMs 14 . For example, if the collision detection algorithm indicates a frontal collision, the CRCM 12 will order the front airbags to deploy. If the occupant status signal for the seat position indicates a small person and / or a person sitting relatively close to the airbag, the CRCM 12 can suppress the deployment of the airbag or, in the case of a two-stage airbag, the inflation of the airbag in the first stage with less energy cause. For example, if the occupant condition signal indicates a tall and / or unbuckled person in the seated position, the CRCM 12 can cause the airbag to inflate more forcefully and / or rapidly in two stages.

When determining which restraining devices are to be deployed in which way, the CRCM 12 transmits deployment signals to the appropriate SRM 14 . The deployment signal is a coded digital signal instead of a simple DC pulse, making it extremely unlikely that a simple electrical malfunction will cause an unintended or incorrect deployment of a restraint. The deployment signal contains instructions as to which restraining means are to be deployed and, if necessary, in which mode the restraining means are to be deployed.

When the SRM 14 receives the deployment signal, it sends trigger pulses to the appropriate restraint (s) to deploy it in the desired manner. As is well known, a trigger pulse for an air bag is typically a 12 V, 1.2 A DC pulse with a duration of approximately 3 ms. The SRM 14 is preferably connected directly to the main electrical system 34 of the vehicle to receive the energy for the triggering pulse. The SRM preferably includes a capacitor 36 or other electrical energy storage device so that a trip pulse can still be generated when the SRM is powered by the electrical. Main system of the vehicle is separated by a malfunction, which can happen in a collision.

The electrical connections between the CRCM 12 and the SRM 14 may be in the form of a single twisted pair of wires using multiplexing to carry the desired number of digital signals over the common connection. Alternatively, multiple wires and / or twisted pairs can be provided to provide the desired connections.

As described above with reference to FIG. 1, it is possible that the SRM 14 is integrated into another electronic vehicle component such as an instrument group or an occupant state sensor, or the SRM 14 can be designed as an independent unit.

As can be seen from the foregoing description, an occupant restraint system in accordance with the invention can be adapted such that almost any number of restraint satellite modules can be connected to a central restraint control module, so that a restraint system can be reconfigured and / or expanded in this manner can - as is necessary for an adaptation to different numbers of deployable restraint devices - without substantial changes to the CRCM 12 or the initiators of the restraint device deployment being necessary.

Claims (20)

1. Occupant restraint arrangement for an automobile ( 10 ), characterized by :
restraint means ( 16 a- 16 d) arranged at a seat position within the vehicle;
an occupant condition sensor ( 18 a- 18 c) which is assigned to the sitting position and generates an occupant condition signal;
a collision sensor ( 20-26 ) which monitors the kinematic parameters of the vehicle and / or objects of its surroundings and generates kinematic signals;
a retaining means satellite module (14 a- 14 d), which is connected state signal with the occupant condition sensor to receive the occupant and which is connected to the retaining means to a diagnostic check is performed; and
a central restraint control module ( 12 ) which receives the kinematic signals from the crash sensor, receives the occupant condition signal from the restraint device satellite module, makes an activation decision for the restraint means based at least in part on the kinematic signals and the occupant condition signal, generates an activation signal, and the activation signal is transmitted to the restraint by means of the satellite module in order to cause the restraint by means of the satellite module to send a trigger pulse to the restraint means. 2. occupant restraint arrangement according to claim 1, characterized in that the collision sensor has an inertia sensor ( 20 ). 3. occupant restraint arrangement according to claim 1 or 2, characterized in that the collision sensor comprises a predictive sensor ( 26 ). 4. occupant restraint arrangement according to one of claims 1 to 3, characterized in that the restraint means satellite module ( 14 a- 14 d) forwards results of the diagnostic check to the central restraint means control module ( 12 ) and the central restraint means tel control module ( 12 ) Error management operations. 5. Occupant restraint arrangement according to claim 4, characterized in that the central restraint control module ( 12 ) generates a notification message for display to the vehicle occupants to alert the occupants to the status of the restraint. 6. Occupant restraint arrangement according to one of claims 1 to 5, characterized in that the restraint means ( 16 a- 16 d) comprises a pyrotechnic device and the trigger pulse ignites an ignition capsule of the pyrotechnic device. 7. occupant restraint arrangement according to claim 6, characterized in that the restraining means further comprises an airbag ( 16 a), and wherein the pyrotechnic device generates a gas for inflating the airbag. 8. occupant restraint arrangement according to claim 7, characterized in that the airbag ( 16 a) has at least two different stages of inflation and the activation signal can lead to one of the two stages of inflation. 9. Occupant restraint arrangement according to one of claims 1 to 8, characterized in that the restraining means comprises a seat belt with a tensioning device ( 16 c), and in that the triggering impulse causes the tensioning device to tighten the seat belt. 10. occupant restraint arrangement according to one of claims 1 to 9, characterized in that the Insassenzu level sensor at least one of the following elements to summarizes: a Sitzgurtstatussensor (18 a), a Sitzin sat weight sensor (18 c), a non-contact Sitzin sitting position sensor (18 d) and / or a seat rail position sensor ( 18 b). 11. Occupant restraint arrangement according to one of claims 1 to 10, characterized in that the restraint with the satellite module ( 14 a- 14 d) comprises a reserve supply ( 36 ) for electrical energy in order to allow the transmission of a trigger pulse in the event that the restraint satellite module no longer receives energy from a main vehicle energy system ( 34 ). 12. Occupant restraint arrangement according to one of claims 1 to 11, characterized in that the restraint device with a satellite satellite ( 14 a- 14 d) is integrated in an electronic component of the vehicle. 13. Occupant restraint arrangement according to claim 12, characterized in that the electronic vehicle component is an instrument group ( 17 ). 14. The occupant restraint arrangement according to claim 1, characterized in that the restraint means satellite module ( 14 a- 14 d) is integrated into an occupant condition sensor ( 18 a- 18 d). 15. occupant restraint control arrangement for an automobile ( 10 ) with a plurality of seating positions, with an occupant restraint element ( 16 a- 16 d) belonging to one of the seating positions, with an occupant condition sensor ( 18 a- 18 d) that corresponds to one of the seating positions heard and generates an occupant condition signal, and with a collision sensor ( 20-26 ) for monitoring kinematic parameters of the vehicle and / or objects in its vicinity, which generates a kinematic signal, characterized in that the control arrangement comprises:
a restraint device satellite module ( 14 a- 14 d) which is connected to the occupant condition sensor for receiving the occupant condition signal and which is connected to the restraint means associated with the at least one seat position in order to carry out a diagnostic check of the restraint means and to provide a trigger signal for the restraint means ; and
a central restraint control module ( 12 ) that receives the kinematic signals from the crash sensor, receives the occupant condition signal from the restraint satellite module, makes an activation decision based at least in part on the kinematic signals and the occupant condition signal for the restraint, generates an activation signal , and transmits the activation signal to the restraint means satellite module to cause the restraint means satellite module to send a trigger pulse to the restraint means. 16. The occupant restraint arrangement according to claim 15, characterized in that the restraint device satellite module ( 14 a- 14 d) forwards the results of the diagnostic check to the central restraint device control module ( 12 ), and that the central restraint device control module ( 12 ) Carries out error management operations. 17. The occupant restraint assembly of claim 16, characterized in that the central restraint control module ( 12 ) generates a notification message for display to the vehicle occupants to alert the occupants to the status of the restraint. 18. Occupant restraint arrangement according to one of claims 15 to 17, characterized in that the restraining means comprises a seat belt with a tensioning device ( 16 c), and in that the triggering impulse causes the tensioning device to tighten the seat belt. In 19 occupant restraint arrangement according to one of claims 15 to 18, characterized in that the Insassenzu level sensor at least one of the following elements to summarizes: a Sitzgurtstatussensor (18 a), a seat occupant weight sensor (18 c), a non-contact Sitzin sitting position sensor (d 18) and / or a seat rail position sensor ( 18 b). 20. Occupant restraint arrangement according to one of claims 15 to 19, characterized in that the restraint means comprises an airbag ( 16 a).