Conti Temic Microelectronic Gmbh

Daimler Chrysler Ag

Temic Telefunken Microelectronic Gmbh

Continental Automotive Gmbh

Continental Automotive Systems Corporation

Messerschmitt-bolkow-blohm Gmbh

Helmut Steurer

Richard Baur

Peter Steiner

Armin Vogl

Hans Spies

Guenter Anton Fendt

Peter Hora

Gunter Fendt

Hermann Kueblbeck

Peter Weidel

Ernst Rottenkolber

Michael Bischoff

Robert M Andres

Günter Anton Fendt

Guido Wetzel

Willibald Watzka

G&uuml;nter Fendt

Holger Faisst

Lothar Weichenberger

Alfons Wohrl

Mario Götz

Mihai Baneu

Guido Fuchs

Eric Mertz

Kenneth Francis

Helmut Christl

Christian Hollweck

Dionisie-Catalin Iordachescu

Hermann K&uuml;blbeck

Stephan Schwehr

Hermann Kublbeck

Mario Goetz

Christian Held

In a braking maneuver using a braking assistant () in a motor vehicle (), the braking assistant () initiates an automatic braking maneuver when an actual distance (a) between the motor vehicle () and an object () located ahead of the motor vehicle () becomes less than a specified minimum distance (a). Then an acceleration of the decelerating vehicle () is ascertained during the braking maneuver, and if the acceleration is positive then the braking maneuver initiated by the braking assistant () is automatically interrupted.

Method for performing a braking maneuver using a vehicle braking assistant

A device for increasing the precision of the distance and the relative velocity of a camera-based sensor with the aid of longitudinal acceleration for use in vehicles, e.g., in passive safety applications. In a first arithmetic unit of the inventive device, a correction of a slowly repeated camera-based measurement of the distance to an object is performed with the aid of an internal, longitudinal acceleration signal sampled at a much higher rate, wherein the inventive correction may be performed within an arithmetic unit of the camera, within a passive safety system or in a unit outside the camera and outside the safety system in the vehicle.

Device for correcting a spacing value and/or for correcting a relative speed value, vehicle, and method

The invention relates to a method for adapting the signal processing of at least one sensor device arranged behind a window in a motor vehicle, wherein the adaptation of the signal processing comprises changing at least one detection threshold value if a probability of ice being on the window is detected on the basis of a determined temperature, characterized in that a temperature signal of at least one temperature sensor integrated in the sensor device is used to detect the probability of ice on the window.

Detection of ice on a vehicle window by means of an internal temperature sensor

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.

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

Method for the evaluating of an installation location of an acceleration sensor assembly in a vehicle with respect to the transmission characteristics to this installation location of acceleration impulses acting on the vehicle, with a following serially-connected evaluating circuit, especially for the triggering of occupant protection devices, in that a prescribed acceleration impulse is impressed at at least one prescribed position on the vehicle, the impulse response is measured at the installation location, the frequency spectrum of the impulse response is determined, and the installation location is evaluated through comparison of this frequency spectrum with a prescribed nominal spectrum.

Method for the evaluation of the mounting location of an acceleration sensor component in a vehicle

Disclosed is a device for measuring accelerations for a vehicle passenger protection system, whereby a first and second acceleration sensor with a first or second sensitivity direction are fitted in relation to a prespecified main direction of measurement, which form a first or second transverse projection in their projection onto a first or second transverse direction which is aligned vertically to the main direction of measurement, together with suitable evaluation devices for evaluating the processed first and second measuring signals. The first and second transverse projection of the first and second sensitivity directions run parallel to each other, and the first and second main projection of the first and second sensitivity direction run antiparallel to each other. Furthermore, the evaluation of the measured values provided by the sensors is conducted in such a manner that at least a partial error compensation results when the reference value changes in relation to the first and the second signal. Preferably, the evaluation is conducted in such a way dependant on the alignment of the first and second sensitivity direction that the error compensation is at a maximum level when the first and second reference value is changed.

Device and method for measuring accelerations for a passenger protection system in a vehicle

An activating algorithm is generated for rollover detection for safety-related devices in automotive vehicles. First, a theoretical characteristic rollover curve, adapted to the respective vehicle, is assumed. This theoretical rollover curve is approximated with the aid of low pass filter functions to specific cutoff frequencies and trigger thresholds respectively. These cutoff frequencies and trigger thresholds are adapted to the rollover scenarios to be detected. The sensor signals generated by an angular rate sensor for sensing the rotational velocity of the rolling motion, are processed and evaluated by these low pass filter functions for activating a safety device, if necessary. The low pass filter functions provide a rollover curve which is an approximation of the theoretical rollover curve.

Method for generating an activating algorithm for rollover detection for safety-related devices in automotive vehicles

A method for rollover detection for automotive vehicles with safety-related devices, such as roll bars, (side) airbags and seat-belt tensioners involves the following steps and features. An angular rate of rotation (&ohgr; ) around the vehicle longitudinal axis is provided by the signal of a gyrosensor, and an initial position angle (&agr; ) identifying the initial position of the vehicle transverse axis is determined from at least one sensor signal. An integral of the angular rate is added to the initial position angle. The absolute value of the resulting sum, which is proportional to the momentary inclination angle relative to the horizontal plane, is then compared to a trigger threshold that is a function of the angular rate and vehicle-specific parameters. A safety-related device is triggered if the absolute value of the resulting sum exceeds the trigger threshold.

Method for rollover detection for automotive vehicles with safety-related devices

Conventional airbag apparatuses have a very large volume for offering the greatest possible protection for the passenger, and therefore block the driver's view of the traffic situation and preclude further steering actions. Additionally, the passenger is endangered if he is in an atypical sitting position. Multi-stage airbag systems permit an adaptation of the degree of deployment to the size and/or position of the passenger, but are very complicated and slow. Proposed is a passenger-protection apparatus having a first airbag for a first stage of deployment, and a second airbag for a second stage of deployment, which occurs after and independently of the first, with the shape of the first airbag and the quantity of gas supplied to it being determined such that, when filled with this quantity of gas, the first airbag has a collision zone that corresponds to the diameter of the steering wheel, and has a short expansion length in the direction of the passenger, in relation to the distance between the collision zone and the passenger. A second airbag, which can be deployed independently, laterally surrounds the first airbag, partially or preferably completely, in the manner of a hose in the filled state, and compresses the first airbag, so the expansion length of the first airbag increases. Whereas the first airbag is deployed early and independently of the position of the passenger, the second airbag can be filled afterward with different quantities of gas when a second acceleration threshold is exceeded, as a function of the position and/or size of the passenger, by a controllable gas source, which can preferably be deployed in stages, thereby establishing the shape of the two airbags and the deformation of the first airbag.

Occupant protective device located in the steering wheel of a motor vehicle

In a method of operating a passive safety system, such as an airbag supplemental restraint system in a motor vehicle, the trigger threshold value for triggering the deployment of the airbag or the like is updated or changed over time as the vehicle deteriorates with age or operation. As a result of material fatigue, rust and the like, the vehicle chassis becomes less stiff with increased age and/or increased operation. Consequently, the crash behavior of a deteriorated vehicle differs from that of a new vehicle of the same type. Namely, the deceleration during a crash will be less abrupt. To achieve reliable, consistent and timely triggering of the airbag regardless of advancing deterioration of the vehicle, the trigger threshold value is reduced by pre-determined correction values responsive to an increase of one or more degradation-related parameters, such as the age of the vehicle as indicated by a clock, the cumulative operating time of the vehicle as indicated by an operating hour meter, and/or the cumulative distance traveled by the vehicle as indicated by an odometer.

Method of updating the trigger threshold of a passive safety system

The safety of occupants in a vehicle is increased by avoiding an unnecessary deployment of a safety device, such as an air bag in the vehicle. For this purpose the trigger signal for deploying the safety device is generated either in response to a vehicle motion signal exceeding a high threshold level or in response to the vehicle motion signal exceeding a low threshold level as determined by a precrash signal (S,) followed by a crash signal (S,) preferably within a limited time duration (T,). For this purpose the signals (S,) and (S,) are logically linked and the resulting signal at the output of an AND-gate or at the output of a timing circuit determines whether the vehicle motion signal is compared with the high threshold level or with the low threshold level for generating the trigger or deployment signal (DS). Only when this double condition occurs, is the trigger threshold lowered for deploying the safety device. An optical sensor is preferably used as the crash signal generator.

Method for adjusting the trigger threshold of vehicle occupant protection devices

A process and a mechanism for the direction-selective triggering of a passive safety device in a vehicle, with at least two acceleration transducers, where the acceleration transducers have directional sensitive axes and these have actual instantaneous orientations and are aligned in different, preferably specified reference orientations and there is an angle tolerance between the reference and the instantaneous orientations of the sensitive axes. An evaluation device is provided to correct the angle tolerance, comprising an electronic circuit which converts the signals (am 1, am 2, . . . am n) coming from the acceleration transducers to corrected output signals (a(I), a(II), . . . a(n)), which are linear combinations of the incoming signals with adjustable factors c.sub.ij : ##EQU1## This can lessen the expense of production compared to familiar mechanisms, without simultaneously reducing the measuring accuracy of the mechanism. In particular, if acceleration transducers with considerably higher angle tolerances are used, it is possible to achieve a higher level of measuring accuracy and sensitivity can be equalized and angle tolerance offset simultaneously in a single, inexpensive operation.

Process for direction-selective orientation of a passive safety device

To trigger driver and passenger airbags as well as side airbags, the sensor signals generated by collision sensors will be fed into a central control unit for processing. According to this invention, side airbags will be activated by evaluating sensor signals generated by a collision sensor for detecting head-on and side collisions, centrally located within the motor vehicle, as well as by a left-hand and right-hand collision sensor each detecting side collisions, by the control unit generating a triggering signal whenever the centrally located collision sensor and at least one of the two side collision sensors generate a collision signal, with one of these two collision sensors having a greater value, or if the centrally located collision sensor as well as one of the two side collision sensors provide a signal of equal value, with the other side collision sensor simultaneously generating a collision signal with a value either equal or lower than the value of the collision signal generated by the central collision sensor. The process according to this invention will lead to a very high degree of triggering certainty for the entire occupant protection system, and advantageously does not require the use of a mechanical safety switch to trigger the side airbags.

Process for triggering side airbags of a passive safety device for motor

A device for triggering a passive safety system in a vehicle upon detection of an impact. At least two acceleration sensors, the sensitivity axes of which are aligned for detecting an angle of a frontal impact, are each assigned to a signal channel which, in series with the respective impact sensor, comprises an evaluation circuit, particularly an integrator circuit for its output signals, and a threshold value circuit. During the formation of the speed integral, the physical signal course and the course of the signal edges is evaluated by several logic units in a logical unit (LOG) in order to obtain factors which influence the integration constant of integrators (by multiplication and reduction) to enlarge the area that can be evaluated.

Growing community of inventors

Gerolsbach-Junkenhofen, Germany

Helmut Steurer