A collision diagnosis (12) is generated for a traffic event involving a vehicle, by receiving an output from a self-capacitance sensor (6) having a single electrode comprising at least part of the bodywork of the vehicle (3) and comparing the received output with at least one threshold (8) to generate provisional collision detection data (9). The provisional collision detection data (9) is correlated with further data (11) relating to the traffic event to produce correlation data and the collision diagnosis (12) is generated on the basis of the correlation data.

A pre-crash system has at least one dummy actuator and an adaptive pre-trigger function that is implemented with different parameter sets as a function of a current degree of validation, and evaluates the acquired physical quantities for pre-crash recognition in order to recognize an unavoidable crash, a first parameter set, which limits the pre-trigger function to a dummy operating mode in which the pre-trigger function produces at least one trigger signal for the dummy actuator if the evaluation of the physical quantities permits the inference of an unavoidable crash, being implemented until the current degree of validation satisfies a specified condition, the pre-trigger function comparing the triggering of the dummy actuator with the behavior of the evaluation and control unit, and, as a function of the comparison, rating the triggering of the dummy actuator as correct or as a false positive.

A method and system for diagnosing a fault condition in common connected squib loops is disclosed. A current source supplies current to the feed terminal for the first squib loop and current is returned through the feed terminal for the second squib loop. The voltage is measured between the feed terminal for the first squib loop and the feed terminal for the second squib loop.

A method and system for diagnosing a squib loop in a restraint control module using a transient response is disclosed in the present application. The system may be used with a low energy actuator (LEA) which is primarily an inductive device. A diagnostic current may be applied to the squib loop for a diagnostic test period and the voltage between the feed line terminal and the return line terminal or the voltage between the return line terminal and the feed line terminal can be monitored at a specific time or times during the test period for the expected response (e.g. peak voltage, rise rate, etc). The current may also be reversed to check the correct polarity of a diode in the LEA.

A method for diagnosing aircraft airbag initiators in air bag systems includes: providing a diagnostic circuit per aircraft seat, the diagnostic circuit being in a normally off condition and enabled by a user activation; providing a power supply independent of aircraft power; providing a momentary switch; providing a visual indicator; receiving a signal indicating user activation of the momentary switch; and responsive to receiving the signal: completing a circuit, regulating a current into the diagnostic circuit to prevent a squib from firing during diagnostic evaluation; detecting a voltage; and providing feedback to the user.

A method and system for diagnosing the squib leakage resistance through a restraint control module is disclosed in the present application. The newly proposed system and method provides a highly accurate measurement by minimizing/eliminating the effect of the unknown source voltage effects. The concept utilizes the squib leakage resistance diagnostic resources with a multi-step measurement approach, for example utilizing measurements of two currents and/or two voltages.

A monitoring device for an ignition circuit for a personal protection device for a vehicle. The ignition circuit activates the personal protection device when an ignition voltage is present that exceeds a voltage threshold value and/or an ignition current is present that exceeds a current threshold value. The monitoring device has a control device and a voltage source connected via a voltage source terminal of the control device. The control device is connected via a high-side ignition circuit terminal to a first supply terminal of the ignition circuit and via a low-side ignition circuit terminal to a second supply terminal of the ignition circuit. The monitoring device is fashioned such that a no-load voltage of a high-side current source of the control device situated between the voltage source terminal and the high-side ignition circuit terminal corresponds at least to the voltage threshold value.

An electronic module assembly (EMA) for use in controlling one or more personal restraint systems. A programmed processor within the EMA is configured to determine when a personal restraint system associated with each seat in a vehicle should be deployed. In addition, the programmed processor is configured to perform a diagnostic self-test to determine if the EMA and the personal restraint systems are operational. In one embodiment, results of the diagnostic self-test routine are displayed on a display included on the electronic module assembly. In an alternative embodiment, the results of the diagnostic self-test routine are transmitted via a wireless transceiver to a remote device. The remote device can include a wireless interrogator or can be a remote computer system such as a cabin management computer system.

A control unit for a restraint system in a vehicle, including an evaluation and control unit and at least one external ignition circuit interface to which a squib for activating the restraint system is connected via a go-line and a return line, the evaluation and control unit cyclically ascertaining, by measuring, an instantaneous ohmic loop resistance of the corresponding ignition circuit and comparing this with at least one stored threshold value. The evaluation and control unit determines an instantaneous temperature in the vehicle interior, close to the time for the measured value detection for ascertaining the ignition circuit loop resistance, the evaluation and control unit carrying out a temperature compensation of the ascertained ignition circuit loop resistance for the go-line and return line of the connected ignition circuit based on the instantaneous temperature in the vehicle interior, the go-line and return line being situated outside the control unit.

An airbag control device includes an emergency detection unit, an inflator activation unit configured to activate an inflator of an airbag device based on an emergency detection signal of the emergency detection unit, an environmental load detection unit configured to detect an environmental load of the airbag device, an integration unit configured to integrate the environmental load detected by the detection unit, and a countermeasure activation unit configured to perform at least one of issuing an alert and disabling the inflator activation unit when an environmental load integrated value of the integration unit reaches a predetermined value.