WO2009096827A1

WO2009096827A1 - A vehicle safety system

Info

Publication number: WO2009096827A1
Application number: PCT/SE2008/050095
Authority: WO
Inventors: Yannick Erb; Yann Le Merrer; Peter Hardå; Andreas Wallin
Original assignee: Autoliv Development AB; Ford Global Technologies LLC
Current assignee: Autoliv Development AB; Ford Global Technologies LLC
Priority date: 2008-01-28
Filing date: 2008-01-28
Publication date: 2009-08-06
Anticipated expiration: 2010-07-28
Also published as: EP2234845A4; EP2234845A1; EP2234845B1

Abstract

A vehicle safely system comprising: at least one occupant safety device for protecting an occupant of the vehicle (4) in the event of an impact of a predetermined type; and a control unit operable to receive information from one or more vehicle sensors and to provide a trigger signal to activate the occupant safety device, wherein: under normal driving conditions, a default deployment algorithm is used by the control unit to determine whether the trigger signal should be generated; and if it is determined that the vehicle is entering or crossing another driving lane (3), or is about to do so, the control unit employs a further deployment algorithm to determine whether the trigger signal should be generated, the further deployment algorithm being adapted to cause the trigger signal to be generated a shorter time after the initiation of an impact of the predetermined type than is the case for the default deployment algorithm.

Description

Descri_ιβtig_ιn_ιιιof_ιιιιln_ιventign_ι

THIS INVENTION relates Io a vehicle safety system, and in particular concerns a system for protecting vehicle occupants during various types of crash situation.

Most vehicles are typically equipped with safety devices to protect vehicle occupants in the event of a side impact occurring. In general, in a sideways direction the distance between a vehicle occupant and the exterior of the vehicle is relatively small, since the sides of the vehicle are thin. It is therefore important that safety devices, such as internal side air-bags, which are adapted to protect occupants during side impacts, are activated at the earliest possible stage.

In some instances, it is possible to detect that a side impact is imminent, for instance by using radar or lidar detection, and to activate one or more appropriate vehicle safety systems before the impact has occurred. In other circumstances, impact sensors are used to detect side impacts, and hence deployment of the vehicle safety systems will not occur until the impact has actually happened.

Deployment of the safety systems will be controlled by an on-board processor, in accordance with a deployment algorithm. There are, however, competing priorities which must be taken into account when formulating the algorithm. On the one hand. as discussed above, the relevant side impact safety systems must be activated as swiftly as possible in the event of a crash situation occurring. On the other hand, the algorithm must be robust against ''false positive'^" determinations, which could lead to the side impact safety systems being deployed unnecessarily. Such situations may include the door of a vehicle being slammed with above average force, and low-impact crashes that are unlikely to cause harm to vehicle occupants. It will therefore he understood that deployment algorithms are generally a compromise between these two competing priorities.

It is an object of the present invention to seek to provide an improved safety system of this type.

Accordingly, one aspect of the present invention provides a vehicle safety system comprising: at least one occupant safety device for protecting an occupant of the vehicle in the even! of an impact of a predetermined type; and a control unit operable to receive information from one or more vehicle sensors and to provide a trigger signal to activate the occupant safety device, wherein: under normal driving conditions, a default deployment algorithm is used by the control unit to determine whether the trigger signal should be generated; and if it is determined that the vehicle is entering or crossing another driving lane, or is about to do so, the control unit employs a further deployment algorithm to determine whether the trigger signal should be generated, the further deployment algorithm being adapted to cause the trigger signal to be generated a shorter time after the initiation of an impact of the predetermined type than is the case for the default deployment algorithm,

Advantageously, the occupant safety device is for protecting an occupant in the event of a side impact.

Preferably, the further deployment algorithm is employed if it is determined that the other driving lane crosses the driving lane along which the vehicle is travelling.

Alternatively, the further deployment algorithm is employed if it is determined that the driving lane along which the vehicle is travelling is entering the other driving lane.

Conveniently, the vehicle sensors include a positioning system. Advantageously, the positioning system Is provided in conjunction with stored map data which contains information relating to the location of one or more mεrgings or crossing of driving lanes.

Preferably, the sensors Include an imaging device, and the control unit is operable to recognise, from data gathered by the imaging device, that the vehicle Is entering or crossing another driving lane, or is about to do so.

Conveniently, the imaging device comprises a camera.

Advantageously, the sensors include sensors for measuring movement and/or control of the vehicle, and the control unit is operable to make a determination, from data output from these sensors, as to whether the vehicle is entering or crossing another driving lane, or is about to do so.

Preferably, the sensors are operable to detect at least one of steering wheel angle, longitudinal speed, throttle angle, brake pressure and indicator status.

Conveniently, the sensors are able to determine whether the vehicle is involved in an undεrsteer, oversteer or body slip situation.

Advantageously, a determination will not be made that the vehicle is entering or crossing another driving lane, or is about to do so, if it is determined that the vehicle is undergoing an oversteer, understεer or body slip situation.

Preferably, it will only be determined that the vehicle is entering or crossing another driving lane, or is about to do so, if the longitudinal speed of the vehicle is between upper and lower speed thresholds,

Advantageously, the lower speed threshold is about 5 to 10 km an hour. Preferably, the upper speed threshold is about 40 to 70 km an hour.

Conveniently, the upper speed threshold is about 50 km an hour.

Advantageously, the trigger signal is generated if a preset threshold is exceeded by a parameter derived from the impact sensor, the threshold being lowered or adapted in the further deployment algorithm, when compared to the default deployment algorithm, so that the further deployment algorithm is more sensitive to impacts.

Preferably, the impact sensor is an accclerometer. and the parameter derived from the sensor is integrated acceleration of the sensor.

Another aspect of the present invention provides a method of controlling an occupant safety device of a vehicle for protecting an occupant of the vehicle in the event of an impact of a predetermined type, the method comprising the steps of: receiving information from one or more vehicle sensors; and analysing the signals in accordance with a deployment algorithm and providing a trigger signal to activate the occupant safety device if it is determined that activation of the safety device is necessary, wherein: under normal driving conditions, a default deployment algorithm is employed to determine whether the trigger signal should be generated: and if it is determined that the vehicle is entering or crossing another driving lane, or is about to do so, employing a further deployment algorithm to determine whether the trigger signal should be generated, the further deployment algorithm being adapted to cause the trigger signal to be generated a shorter time after the initiation of an impact of the predetermined type than is the case for the default deployment algorithm.

A further aspect of the present invention provides a computer program comprising computer program code adapted to perform all of the above steps when the program is run on a computer. Another aspect of the present invention provides a computer program according to the above, embodied on a computer readable medium.

In order that the present invention may be more readily understood, embodiments thereof will now be described, by waj of example, with reference to the accompanying drawings, in which:

Figure 1 is a schematic view of a vehicle in an urban environment; and

Figure 2 is a schematic view of components of a decision-making process for use with the systems embodying the present invention.

Referring firstly to figure 1 , an intersection 1 between a first road 2 and as second road 3, which cross one another substantially at right angles, is shown. The intersection 1 may be of any type, and the flow of traffic may be determined by one or more traffic lights or other signals, one of the roads 2,3 may have priority over the other, or neither of the roads 2,3 may be allocated overall priority and drivers approaching the intersection 1 from any direction may simply be allowed to cross the intersection 1 when they deem it safe to proceed,

Λ car 4 is travelling along the first road 2 towards the intersection 1. but has not yet reached the intersection 1. fhe direction of travel of the car is indicated in figure 1 by an arrow 5.

At a later time, the vehicle 4 crosses the intersection 1, and during the crossing of the intersection 1 the vehicle 4 will be positioned near the point at which vehicles approaching the intersection along the second road 3 will enter the intersection 1. The direction of travel along which some vehicles will enter the intersection 1 along the second road 2 is shown in figure 1 by an arrow 6. As is known in the art, the vehicle 4 is provided with a number of sensors which are adapted to sense position, movement and control of the vehicle 4. The sensors may Include a set of accelerometers to measure acceleration of the vehicle in the longitudinal, lateral and vertical directions, and the speed of the vehicle 4 in various directions can also be determined from outputs of these accelerometers. The aceelerometers may also include a yaw sensor, to mention the yaw rate of the vehicle. A GPS or other positioning system is provided to determine the position of the vehicle on the Earth's surface. Sensors are further provided to detect use of the vehicle's indicators, the angle of the steering wheel, the angle of the throttle pedal, and the brake pressure that is applied to the brake pedal of the vehicle 4. The vehicle 4 also comprises one or more imaging devices, which may for example comprise a camera or a radar/lidar system, to form images of the surroundings of the vehicle 4.

Side impact sensors are mounted along the sides of the vehicle 4, and are each configured to output a signal which is indicative of the lateral acceleration of the sensor.

The vehicle 4 also comprises one or more safety devices, such as a side air-bag, to protect a vehicle occupant in the event of a side impact. The control unit, which comprises one or more processors, interprets signals output by the various sensors and determines whether the safety devices should be triggered.

Research shows that, when a vehicle is traversing an intersection, the likelihood of a harmful side impact occurring is relatively high, ϊt will be understood that this is because the vehicle presents one or both of its side surfaces to the normal direction of travel of other vehicles, which may be travelling at significant speed as they enter the intersection.

Using the information derived from some or all of the sensors of the vehicle 4, it is possible to make a determination as to whether the vehicle 4 is traversing an intersection. In preferred embodiments of the Invention, the GPS or other positioning system is provided in conjunction with a map, which includes details of the locations of various intersections. The appropriate map data may be stored in an on-board memory unit, hut may also be received continuously, or updated, by a transmission which is received by the vehicle 4,

It will be understood that, by comparing the position of the vehicle 4 as determined by the positioning system, with the map data, it will be possible to determine that the vehicle 4 is traversing an intersection, or is about to do so.

Alternatively, or in conjunction with the technique described above, it is possible to make a determination as to whether the vehicle 4 is traversing an intersection from the sensed movement and control of the vehicle. For instance, intersections are generally encountered in urban-type environments, and output from the sensors may be used to determine whether the vehicle is in such an environment. Urban driving is generally characterised by particular ranges of throttle rate, braking pressure rate, speed variation, use of indicators, steering wheel angle and change of steering wheel angle, and using information relating to some or all of these quantities it is possible to make a determination as to whether the vehicle is in an urban environment.

Preferably, a determination that the vehicle is in an urban environment, or crossing an intersection, will not be made if it is determined that the vehicle is understeermg or overstεering, or that body slip (i.e. a lateral skid) of the vehicle is occurring. If any of these situations appear to be the case, the likelihood is that the vehicle is not traversing an intersection.

Further, a determination that the vehicle is in an urban environment, and/or crossing an intersection, may be reached only if the speed of the vehicle falls within a range which is indicative of urban driving. For instance, such a determination will only be made if the speed of the vehicle is below 40 km an hour. In more preferred embodiments, a lower speed threshold is around 2 to 5 km an hour, with the upper speed threshold being around 30 to 40 km an hour,

Vehicle safety systems embodying the present invention comprise a default deployment algorithm which is adapted to interpret data from the various vehicle sensors and to make a determination as to whether one or more safety devices should be deployed to protect an occupant of the vehicle from a side impact. Depending on the type of a particular safety device, the algorithm may also determine the mode in which the safety device is activated. This default deployment algorithm may be similar to conventional deployment algorithms.

The vehicle's control unit also comprises at least one further deployment algorithm, which is used when it is determined that the likelihood of the vehicle being involved in a harmful side impact is high.

When a safely system is deployed in accordance with a deployment algorithm which uses information from impact sensors which are mounted at the side of a vehicle, the rate of lateral acceleration of the sensor is generally taken into account in determining the severity of a side impact. This lateral acceleration will be compared against a threshold, and one or more safety systems will be deployed if the lateral acceleration exceeds a preset threshold.

As described above, this threshold must be set so that the safety systems will not be triggered by any inappropriate events, for instance the violent slamming of the door of the vehicle, or a low impact crash that is unlikely to cause harm to any occupants of the vehicle.

Shortly after the initiation of a crash (for example, after a few milliseconds) it is difficult to discriminate the output of an impact sensor from a real crash from the sensor output from a less serious event (such as the slamming of a door of the vehicle, or a hammer blow), or the impact of light objects, such as pedestrians or cyclists. because the integrated acceleration of a side impact sensor for all of these cases would be of roughly of the same magnitude. In the latter cases, safety devices to protect occupants should not be activated, and to avoid the accidental activation of these systems deployment algorithms generally wait until a later time, at which the integrated acceleration from a serious impact will be relatively easy to distinguish from the integrated acceleration arising from a less serious event.

It will be appreciated, however, that delaying the activation of safety devices in the event of a real crash is undesirable,

If it is determined that, however, that the vehicle 4 is in a situation where a harmful side impact appears to be likely, it is possible to lower the threshold against which the lateral acceleration of an impact sensor is compared, as the benefit obtained from early triggering of safety system will outweigh the potential risk of the safety systems being triggered erroneously.

Referring again to figure 1, if the vehicle 4 is traversing the intersection 1 , there is a relatively high risk that another vehicle will enter the intersection 1 whilst travelling along on the second road 3, and strike a side surface of the vehicle 4.

Under these circumstances, the risk of events such as the slamming of a door of the vehicle, which might lead to a erroneous triggering of the safety systems, is very small,

Under such circumstances, therefore, a further deployment algorithm may be used by the vehicle's control unit. When the further deployment algorithm is used, the threshold of sideways acceleration of an impact sensor that must be met in order for the safety system to be triggered is lowered. in preferred embodiments of the invention, the further deployment algorithm is adopted in situations where it is determined that the vehicle is traversing an intersection, or is about to traverse an intersection.

As described above, in preferred embodiments this determination is made with reference to a combination of data received from the vehicle's positioning system, and stored map data.

Alternatively, or in conjunction, data from the one or more imaging devices may be used to recognise that the vehicle 4 is traversing or approaching an intersection, and a skilled person will appreciate how this may be achieved. For example, images gathered may be compared against templates derived from stored images taken as a vehicle traverses or approaches an intersection.

Data relating to the movement and/or control of the vehicle 4 may also be used, as an alternative to, or in conjunction with, the techniques described above. With reference to figure 2. a schematic view of a decision-making process to decide which deployment algorithm to employ is shown.

The vehicle's control unit comprises an intersection evaluation unit 7, which receives input relating to the longitudinal speed of the vehicle V_x, the steering wheel angle α, the rate of change of the steering wheel angle, dcx/dt, the rate of change dp/dt of the throttle angle α, the rate of change dP/dt of the brake pressure, information relating to the use of the vehicle's indicators, and information relating to the likelihood (as determined by vehicle sensors) of the vehicle 4 undergoing a body slip, understeer or oversteer situations.

As described above, this information will be analysed by the intersection evaluation unit 7, which will make a determination as to whether it is likely thai the vehicle is traversing an intersection, or is about to traverse an intersection. In preferred embodiments, this will be achieved by analysing the information to determine whether the behaviour of the vehicle corresponds to typical urban driving,

As discussed above, when the further deployment algorithm is used, the threshold against which the lateral acceleration experienced by a side-mounted impact sensor is compared is lowered so that in effect the further deployment algorithm is more sensitive to potential side impacts, with the result that safety systems will be activated at an earlier stage in the event of a real side impact.

If it is determined that the vehicle 4 is traversing, or is about to traverse, an intersection, but no side impact occurs and the vehicle 4 continues to a stage where it no longer appears likely that the vehicle is in the vicinity of an intersection, the conditions described above will no longer be met, and it will be determined that the vehicle 4 is no longer in a situation where a harmful side impact is likely. In this case, the default deployment algorithm for side impact safety systems will once again be used,

In the embodiments described above, the further deployment algorithm is made more sensitive to potential side impacts by reducing the threshold against which the lateral acceleration of a side impact sensor is compared. However, the invention is not limited to this, and any appropriate threshold or criterion for assessing the likelihood that a side impact is occurring, or is likely to occur, may be reduced or adapted to make the further deployment algorithm more sensitive to side impacts. In general, when it is determined that the vehicle is entering a crossing and not a driving lane, or is about to do so, the further deployment algorithm will be employed.

The intersection described above is the crossing of two roads substantially at right angles to one another, However, it should be appreciated that an intersection may comprise any junction at which vehicles may approach one another non-parallel directions. Further examples include roundabouts, T-junctions and points at which slip-roads meet more major roads, although of course the invention is not limited to these examples. Whilst the above discussion is directed primarily to side impacts, it will be understood thai there are other types of Impacts whose likelihood of occurence is increased if the lane in which a vehicle is travelling crosses or merges with another driving lane. These types of impact include front/side and rear/side impacts.

It will be understood that embodiments of the present invention will provide a flexible system for triggering side-impact safety systems in the most appropriate manner depending on the circumstances, which may lead to a significant improvement in passenger safety.

When used in this specification and claims, the terms "comprises" and "comprising" and variations thereof mean that the specified features, steps or integers are included. The terms are not to be interpreted to exclude the presence of other features, steps or components.

The features disclosed in the foregoing description, or the following claims, or the accompanying drawings, expressed in their specific forms or in terms of a means for performing the disclosed function, or a method or process for attaining the disclosed result, as appropriate, may, separately, or in any combination of such features, be utilised for realisms the invention in diverse forms thereof.

Claims

CLAIMS:

1. A vehicle safety system comprising: at least one occupant safety device for protecting an occupant of the vehicle (4) in the event of an impact of a predetermined type; and a control unit operable to receive information from one or more vehicle sensors and to provide a trigger signal to activate the occupant safety device, wherein: under normal driving conditions, a default deployment algorithm is used by the control unit to determine whether the trigger signal should be generated; and if it is determined that the vehicle is entering or crossing another driving lane

(3), or is about to do so, the control unit employs a further deployment algorithm to determine whether the trigger signal should be generated, the further deployment algorithm being adapted to cause the trigger signal to be generated a shorter time after the initiation of an impact of the predetermined type than is the case for the default deployment algorithm.

2, A system according to claim 1, wherein the occupant safety device is for protecting an occupant in the event of a side impact.

3. A system according to claim 1 or 2, wherein the further deployment algorithm is employed if it is determined thai the other driving lane (3) crosses the driving lane (2) along which the vehicle (1) is travelling.

4. A safety system according to claim 1 or 3, wherein the further deployment algorithm is employed if it is determined that the driving lane (2) along which the vehicle is travelling is entering the other driving lane (3).

5. A system according to any preceding claims, in which the vehicle sensors include a positioning system.

6. A system according to claim 5, wherein the positioning system is provided in conjunction with stored map data which contains information relating to the location of one or more mergings or crossing of driving lanes (2,3).

7. A system according to any preceding claim, wherein the sensors include an imaging device, and the control unit is operable to recognise, from data gathered by the imaging device, that the vehicle is entering or crossing another driving lane (3), or is about to do so.

8. A system according to claim 7, wherein the imaging device comprises a camera.

9. A system according to any preceding claim, wherein the sensors include sensors for measuring movement and/or control of the vehicle (4), and the control unit is operable to make a determination, from data output from these sensors, as to whether the vehicle (4) is entering or crossing another driving lane (3), or is about to do so.

10. A system according to claim 9, wherein the sensors are operable to detect at least one of steering wheel angle, longitudinal speed, throttle angle, brake pressure and indicator status,

11. A system according to claim 9 or 10, wherein the sensors are able to determine whether the vehicle (4) is involved in an understeer, oversteer or body slip situation.

12. A system according to claim 11, wherein a determination will not be made that the vehicle (4) is entering or crossing another driving lane (3) if it is determined that the vehicle (4) is undergoing an oversteer, understeer or body slip situation.

13. A system according to any one of claims 9 to 12, wherein it will only be determined that the vehicle is entering or crossing another driving lane (3), or is about to do so, if the longitudinal speed (5) of the vehicle is between upper and lower speed thresholds,

14. A system according to claim 13, wherein the lower speed threshold is about 5 to 10 kni an hour.

15. A system according to claim 13 or 14, wherein the upper speed threshold is about 40 to 70 km an hour,

16. A system according to claim 13 or 14. wherein the upper speed threshold is about 50 km an hour.

17, A system according to any preceding claim, wherein the trigger signal is generated if a preset threshold is exceeded by a parameter derived from the impact sensor, the threshold being lowered or adapted in the further deployment algorithm, when compared to the default deployment algorithm, so that the further deployment algorithm is more sensitive to impacts.

18. A system according to claim 17, wherein the impact sensor is an accelerorneter, and the parameter derived from the sensor is integrated acceleration of

19. A method of controlling an occupant safety device of a vehicle (4) for protecting an occupant of the vehicle (4) in the event of an impact of a predetermined type, the method comprising the steps of: receiving information from one or more vehicle sensors; and analysing the signals in accordance with a deployment algorithm and providing a trigger signal to activate the occupant safety device if it is determined that activation of the safety device is necessary, wherein: under normal driving conditions, a default deployment algorithm is employed to determine whether the trigger signal should be generated; and if if is determined that the vehicle is entering or crossing another driving lane (3), or is about to do so, employing a further deployment algorithm to determine whether the trigger signal should be generated, the farther deployment algorithm being adapted to cause the trigger signal to be generated a shorter time after the initiation of an impact of ihe predetermined type than is the case for the default deployment algorithm.

20. A computer program comprising computer program code adapted to perform all of the steps of claim 19 when the program is ran on a computer.

21. A computer program according to claim 20, embodied on a computer readable medium.