Sensor system for a vehicle and method for monitoring a sensor

Abstract

A sensor system for a vehicle, including a first sensor that detects at least one collision-relevant physical variable and outputs at least one corresponding first sensor signal, and at least one second sensor that, independently of the first sensor, detects at least one collision-relevant physical variable and outputs at least one corresponding second sensor signal, and an evaluation and control unit that receives the at least one first sensor signal and the at least one second sensor signal and evaluates them for the collision detection. A method is also described for monitoring a sensor. The evaluation and control unit uses at least one second comparison signal that is based on the at least one second sensor signal of the at least one second sensor to monitor the first sensor.

Claims

1. A sensor system for a vehicle, comprising: a first sensor configured to detect at least one collision-relevant physical variable and to output at least one corresponding first sensor signal; at least one second sensor configured to, independently of the first sensor, detect at least one collision-relevant physical variable and to output at least one corresponding second sensor signal; and an evaluation and control unit configured to receive the at least one first sensor signal and the at least one second sensor signal and to evaluate the at least one first sensor signal and the at least one second sensor signal for a collision detection, and wherein the evaluation and control unit is configured to use at least one second comparison signal that is based on the at least one second sensor signal of the at least one second sensor to monitor the first sensor, the evaluation and control unit configured to recognize that the first sensor is defective when: (i) at least one first comparison signal, which is based on the at least one first sensor signal, has a high signal value that is above a predefined first threshold value, and the at least one second comparison signal of the second sensor, used for monitoring the first sensor, at the same time, has a low signal value that is below a predefined second threshold value, and/or (ii) a deviation function generated from the first comparison signal and the second comparison signal is above a predefined third threshold value.

2. The sensor system as recited in claim 1, wherein the at least one first comparison signal corresponds to: (i) the at least one first sensor signal, and/or (ii) at least one processed first sensor signal, and the at least one second comparison signal corresponds to: (i) the at least one second sensor signal, and/or (ii) at least one processed second sensor signal.

3. The sensor system as recited in claim 2, wherein the evaluation and control unit is configured to compute an absolute value function of each of the first sensor signal and the second sensor signal, and the evaluation and control unit is configured to carrying out a filtering and/or a window integral formation and/or an integral formation, for processing the first sensor signal and the second sensor signal, or the computed absolute value functions.

4. The sensor system as recited in claim 3, wherein the evaluation and control unit starts the integral formation when the first sensor signal or the computed absolute value function of the first sensor signal exceeds a start threshold, and the evaluation and control unit ends the integral formation and resets the integral value when the when the first sensor signal or the computed absolute value function of the first sensor signal falls below a reset threshold.

5. The sensor system as recited in claim 1, wherein the first threshold value represents a signal value that is significantly above signal values for a normal driving situation, the second threshold value upwardly delimiting a range of signal values for a normal driving situation.

6. The sensor system as recited in claim 1, wherein the first sensor and the at least one second sensor detect the same physical variable.

7. The sensor system as recited in claim 1, wherein the first sensor and the at least one second sensor detect different physical variables.

8. The sensor system as recited in claim 1, wherein the first sensor and the at least one second sensor have the same detection direction or have different detection directions.

9. The sensor system as recited in claim 1, wherein the first sensor and the at least one second sensor are situated at the same installation site or at different installation sites.

10. The sensor system as recited in claim 1, wherein the evaluation and control unit deactivates the first sensor when the evaluation and control unit recognizes the first sensor is defective.

11. A method for monitoring a sensor that detects at least one collision-relevant physical variable and outputs at least one corresponding first sensor signal, the method comprising: evaluating the at least one first sensor signal for a collision recognition; evaluating at least one second sensor signal, of at least one independent further sensor, detected for the collision recognition, to recognize a defect of the sensor; and recognizing a defect of the sensor when: (i) at least one first comparison signal, which is based on the first sensor signal, has a high signal value that is above a predefined first threshold value, and at least one second comparison signal, which is based on the at least one second sensor signal of the further sensor and used for monitoring the sensor, at the same time, has a low signal value that is below a predefined second threshold value, and/or (ii) a deviation function generated from the first comparison signal and the second comparison signal is above a predefined third threshold value.

12. The method as recited in claim 11, wherein: the at least one first comparison signal corresponds to: (i) the at least one first sensor signal, and/or (ii) at least one processed first sensor signal, and the at least one second comparison signal corresponds to: (i) the at least one second sensor signal, and/or (ii) at least one processed second sensor signal.

13. The method as recited in claim 12, wherein, the defect of the sensor is recognized when the first sensor signal and/or the processed first sensor signal is above the first threshold value for a predefined minimum time period, while the second sensor signal and/or the processed second sensor signal is below the second threshold value for a predefined time range that overlaps with the minimum time period for the first sensor signal and/or the processed first sensor signal.

14. The method as recited in claim 11, wherein the first threshold value represents a signal value that is significantly above signal values for a normal driving situation, the second threshold value upwardly delimiting a range of signal values for a normal driving situation.

15. The method as recited in claim 11, wherein the first sensor and the at least one second sensor detect the same physical variable and have the same detection direction.

16. The method as recited in claim 11, wherein the first sensor is deactivated when the first sensor is recognized as defective.

Description

BRIEF DESCRIPTION OF THE DRAWING

(1) FIG. 1 shows a schematic block diagram of one exemplary embodiment of a sensor system according to the present invention for a vehicle.

DETAILED DESCRIPTION OF EXAMPLE EMBODIMENTS

(2) As shown in FIG. 1, the illustrated exemplary embodiment of a sensor system 1 according to the present invention for a vehicle includes a first sensor N that detects at least one collision-relevant physical variable and outputs at least one corresponding first sensor signal S.sub.N, at least one second sensor M that, independently of first sensor N, detects at least one collision-relevant physical variable and outputs at least one corresponding second sensor signal S.sub.M, and an evaluation and control unit μC that receives the at least one first sensor signal S.sub.N and the at least one second sensor signal S.sub.M and evaluates them for the collision recognition. Evaluation and control unit pC uses at least one second comparison signal, based on the at least one second sensor signal S.sub.M of the at least one second sensor M, to monitor first sensor N. Evaluation and control unit μC recognizes that first sensor N is defective when at least one first comparison signal, based on the at least one first sensor signal S.sub.N, has a high signal value that is above a predefined first threshold value Thd_det, and the at least one second comparison signal, used for monitoring first sensor N, which on the at least one second sensor signal S.sub.M of second sensor M at the same time has a low signal value that is below a predefined second threshold value Thd_drive. Additionally or alternatively, evaluation and control unit μC recognizes that first sensor N is defective when a deviation function f(S.sub.N, {S.sub.M}) that is generated from the first comparison signal and the second comparison signal is above a predefined third threshold value Thd.

(3) The at least one first comparison signal may correspond to the at least one first sensor signal S.sub.N and/or to at least one processed first sensor signal (g(S.sub.N)). The at least one second comparison signal may correspond to the at least one second sensor signal S.sub.M and/or to at least one processed second sensor signal h.sub.M(S.sub.M).

(4) A sensor error of first sensor N that is critical for triggering may thus be recognized in that first sensor N to be monitored measures high signal values S.sub.N significantly above normal driving situations, and sensors {M} (M≠N) used for monitoring at the same time have low signal values S.sub.M in the range of normal driving situations. Thus, using sensor signals {S.sub.M}, a sensor error of first sensor N may be recognized when a deviation function f(S.sub.N, {S.sub.M}) that assesses the particular sensor signals is above a third threshold value Thd, as is apparent from inequality (1).
f(S.sub.N,{S.sub.M})>Thd  (1)

(5) Evaluation and control unit μC deactivates a first sensor N that is recognized as defective.

(6) The present invention may be used in different development stages, depending on the sensor configuration that is available in the vehicle.

(7) For localized monitoring, in addition to first sensor N to be monitored, yet further sensors {M} are situated at the same installation site in a vehicle. This is provided in the airbag control unit, for example, in which multiple acceleration sensors, which measure in the longitudinal and lateral directions, for example, and optional rotation rate sensors are generally available which, for example, measure a rotation rate about the longitudinal axis or vertical axis. For a significant first sensor signal S.sub.N of first sensor N to be monitored, which is actually measured during a collision or during a severe misuse event such as running over a curb, second sensor signals S.sub.M are also always measured by further sensors {M}. This often applies even when these further sensors measure a different physical variable. Thus, for example, first sensor N may measure a longitudinal acceleration, and the at least one second sensor M may measure a lateral acceleration or a rotation rate about the longitudinal axis. However, of course the best possible agreement between the measured physical variables is advantageous. In the ideal state, the sensor system for implementing the plausibility concept described in the related art is redundantly designed in the airbag control unit, so that in addition to the main sensor or first sensor N, a second acceleration sensor or a second sensor M having the same measuring direction and very similar sensor properties, such as measuring range, resolution, or filter characteristics, is also present.

(8) In a first exemplary embodiment, if the at least one second sensor M is not directly comparable to first sensor N, for example due to a different detection direction or due to different sensor properties, it is not possible to assess an actual signal deviation between the two sensor signals S.sub.N, S.sub.M. As is further apparent from FIG. 1, the at least one sensor M is represented by a set of second sensors {M} that includes k second sensors M1, . . . , Mk. However, it is also possible to use only one second sensor M.

(9) Specific embodiments of sensor system 1 for a vehicle recognize a sensor error by high signal values at first sensor N and low signal values at second sensors {M}. For this comparison, it is particularly advantageous to use not raw sensor signals S.sub.N and {S.sub.M}, but, rather, suitably processed sensor signals g(S.sub.N) and {h.sub.M(S.sub.M)}. Reference symbol g denotes the signal processing function of first sensor signal N, and h.sub.M denotes the signal processing function of at least one second sensor M, which generally may be different for every second sensor M. However, for identical sensors M, identical signal processing functions h.sub.M(S.sub.M)=h(S.sub.M) may also be applied.

(10) In the first exemplary embodiment, a sensor error of first sensor N that is critical for triggering is recognized when processed first signal g(S.sub.N) exceeds predefined first threshold value Thd_det, and processed second sensor signals {h.sub.M(S.sub.M)} are below second threshold value Thd_drive. In this variant, processed sensor signal {h.sub.M(S.sub.M)} of each sensor M must be below a corresponding sensor-specific second threshold value. However, in a simplified implementation, the set of processed signals {h.sub.M(S.sub.M)} may also be combined into a single processed signal H({S.sub.M}), for example by selecting a maximum. The query is then simplified to two threshold value comparisons. In the first exemplary embodiment, a first deviation function f(S.sub.N,{S.sub.M}) that uses evaluation and control unit μC to assess the at least one first sensor signal S.sub.N and the at least one second sensor signal S.sub.M, or the at least one processed first sensor signal g(S.sub.N) and the at least one processed second sensor signal h.sub.M(S.sub.M), corresponds to a Boolean function. Equation (1) then becomes equation (2).
f(S.sub.N,{S.sub.M})=[g(S.sub.N)>Thd_Det] & [H({S.sub.M})<Thd_drive]  (2)

(11) The general condition for error recognition is thus f(S.sub.N, {S.sub.M})>0.

(12) There are countless options for signal processing functions g and h. A certain level of filtering is generally used for first processed sensor signal g(S.sub.N), since it is preferable not to qualify an error based on a single high sensor value. For this purpose, sensor signal S.sub.N or the absolute value of sensor signal |S.sub.N| may be filtered, window-integrated, or integrated. The absolute value has the advantage that even strongly oscillating error signals result in high processed first sensor signals g(S.sub.N). The integration may be started when sensor signal S.sub.N exceeds a start threshold Thd_start. The integrated value may be returned or reset when sensor signal S.sub.N once again falls below a reset threshold Thd_reset, which may be identical to start threshold Thd_start.

(13) In general, functions h.sub.M may be similarly applied. However, typically only weak filtering or no filtering at all is carried out, since a sufficiently high signal value at one of second sensors {M} is already an indication that an actual driving situation is involved. This is all the more true when second sensors {M} do not measure the same physical variable as first sensor N to be monitored.

(14) Existing algorithm features and threshold values of evaluation and control unit μC may also be used for signal processing functions g and h and for threshold values Thd_det and Thd_drive.

(15) In a second exemplary embodiment, a redundant sensor system is present, which means that sensors N, M measure the same physical variable, such as a longitudinal acceleration. An actual driving situation or a collision here should result in a comparable physical measured value of sensors N, M within the tolerances; i.e., the deviation between sensors N, M may be directly assessed. Only one second sensor M that is redundant with first sensor N is generally present here. A similar situation is also present for a pressure hose sensor, which may be used for detecting an impact with a pedestrian. In this case, a pressure hose that is closed off on both sides by a pressure sensor is integrated into the vehicle front end. An impact deforms the hose and results in a pressure rise at both pressure sensors. Depending on the impact site, the pressure signals at both sensors differ from one another slightly (due to run time effects, for example), but are always within a similar range.

(16) Since sensor signals S.sub.N, S.sub.M are directly compared to one another in the second exemplary embodiment, it is advantageous to minimize any small differences in the measuring range or filter characteristics or the influence of sensor noise by suitable preprocessing, for example signal limitation or weak prefiltering.

(17) A measure of deviation k(S.sub.N−S.sub.M) may subsequently be directly computed. In turn, an error or defect of first sensor N is recognized only when a significant deviation, possibly over a fairly long time period, is present. For this purpose it is suitable to filter, window-integrate, or integrate signal difference S.sub.N−S.sub.M between first sensor signal S.sub.N and second sensor signal S.sub.M, or the absolute value of signal difference |S.sub.N−S.sub.M| between first sensor signal S.sub.N and second sensor signal S.sub.M. In order to not sum fairly small signal differences over a fairly long time prior to form a critical overall value, it is suitable to start the integration only when the absolute value of signal difference |S.sub.N−S.sub.M| exceeds start threshold Thd_start. The integrated value may be returned or reset when the value once again falls below reset threshold Thd_reset, which may be identical to the start threshold. If it is intended to limit the computation of measure of deviation k to “normal driving situations” and to exclude possible greater deviations in a collision, a condition according to inequality (3)
|S.sub.N|>Thd1 & |S.sub.M|<Thd2  (3)
may also be used as a starting condition for the filtering or summing of the difference signal, threshold values Thd1 and Thd2 being above values of first sensor signal S.sub.N and of second sensor signal S.sub.M that are achievable during normal driving, and a first threshold value Thd1 being significantly above second threshold value Thd2 in order to ensure a sufficient deviation. Summing is then carried out only when the monitoring sensor, i.e., second sensor M, measures a value within the scope of normal driving, and the sensor to be monitored, i.e., first sensor N, detects values outside normal driving due to a sensor error. The summed value may then be returned or reset as soon as one of the two conditions is no longer met. It is also particularly advantageous to evaluate the filtered or integrated signal difference not in absolute terms, but rather, in relative terms, for example with regard to a similarly filtered or integrated first sensor signal S.sub.N.

(18) A measure of deviation k(S.sub.N−S.sub.M) computed in this way may now be directly used for error qualification via a threshold value comparison. In this case, equation (1) becomes equation (4).
f(S.sub.N,{S.sub.M})=k(S.sub.N−S.sub.M)>Thd  (4)

(19) The features of the two exemplary embodiments may also be combined with one another in a particularly advantageous manner. In that case, a sensor error is recognized by the AND combination of three criteria: a high (processed) first sensor signal S.sub.N of first sensor N (g(S.sub.N)>Thd_det), a low (processed) second sensor signal S.sub.M of second sensor M (h(S.sub.M)<Thd_drive), and a large signal deviation between sensors N and M (k(S.sub.N−S.sub.M)>Thd).

(20) In this case, equation (1) becomes equation (5) and the deviation function is described by a Boolean function having a threshold value of zero.
f(S.sub.N,{S.sub.M})=[g(S.sub.N)>Thd_Det] & [h(S.sub.M)<Thd_drive] & [k(S.sub.N−S.sub.M)>Thd]>0   (5)

(21) For delocalized monitoring, no further second sensors M are situated at the installation site of first sensor N to be monitored. Instead, these second sensors M are installed at other locations in the vehicle. Such a situation applies, for example, for peripheral acceleration sensors or pressure sensors.

(22) In this case, during a collision or a misuse event, large differences, in amplitude as well as in temporal characteristics, may occur between the various spatially separate sensor signals S.sub.N, S.sub.M that make a direct comparison impossible. Nevertheless, after the end of an event (a collision as well as a misuse event) each vehicle location, and thus each sensor installation site, has experienced the same change in speed. In practice, certain deviations occur, in particular for sensors in the intrusion zone, that are attributable to clipping effects in the sensor or to the twisting of the sensor out of its original measuring direction. However, within certain tolerances, all sensors detect a similar decrease in speed. Thus, when the signal of acceleration sensors having the same measuring direction is integrated over the event, this results in values that may be compared on time scales that are customary for the event. For collisions, however, this decrease in speed of sensors within or close to the intrusion zone is detected more quickly than for sensors outside the intrusion zone. In a misuse event, such as a local hammer blow, a nearby sensor will measure short-term significant changes in speed which, however, die down quickly.

(23) Thus, if high values of the decrease in speed occur only at first sensor N for a certain time period, while other sensors M within a similar time range detect no appreciable decrease in speed, this indicates a sensor error of first sensor N. In the implementation, instead of the decrease in speed at the installation site of first sensor N, it is also possible to use some other sufficiently filtered “macroscopic” first signal g(S.sub.N), the time scales of the filtering or integration here preferably being selected to be long enough to detect the entire event. Analogously, the decreases in speed at the installation sites of second sensors {M} may also be described by second sensor signals {h.sub.M(S.sub.M)} that are processed in some other way. It may even be advantageous here to carry out weak filtering or even no filtering at all, since a high signal value at second sensor M already represents an indication for the presence of an actual event. This applies in particular when second sensors M do not have the same detection direction as first sensor N, or measure a different physical variable.

(24) According to the general recognition feature for sensor errors of first sensor N, processed first sensor signal g(S.sub.N) is above first threshold value Thd_det for a predefined minimum time period [t; t+Tmin], and processed second sensor signal h.sub.M(S.sub.M) is below second threshold value Thd_drive in a predefined time range [t−T1; t+T2] that includes minimum time period [t; t+Tmin]. Optional minimum time period Tmin may mask a brief threshold value exceedance of first threshold value Thd_det by first sensor signal g(S.sub.N) in a local misuse event such as a hammer blow. Alternatively, this may also be ensured by selecting first threshold value Thd_det to be sufficiently high. The two optional time periods T1 and T2 take into account the different temporal characteristics at various measuring sites. This means that a sensor error or defect of first sensor N is then present and is recognized when processed sensor signal g(S.sub.N) of first sensor N is above first threshold value Thd_det for a sufficiently long time, and other sensors M in the vehicle measure no appreciable signals, i.e., measure only signals in the normal driving range, within a certain time period before and after this threshold value exceedance of first sensor N.

(25) Specific embodiments of the method according to the present invention for monitoring a sensor N, which detects at least one collision-relevant physical variable and outputs at least one corresponding first sensor signal S.sub.N, the at least one first sensor signal S.sub.N being evaluated for the collision recognition, evaluate at least one second sensor signal S.sub.M, detected for the collision recognition, of at least one independent further sensor M in order to recognize a defect of sensor N. A defect of sensor N is recognized when at least one first comparison signal, based on first sensor signal S.sub.N, has a high signal value that is above a predefined first threshold value Thd_det, and at least one second comparison signal, based on the at least one second sensor signal S.sub.M of further sensor M and used for monitoring sensor N, at the same time has a low signal value that is below a predefined second threshold value Thd_drive. Additionally or alternatively, a defect of sensor N is recognized when a deviation function f(S.sub.N, {S.sub.M}) that is generated from the first comparison signal and the second comparison signal is above a predefined third threshold value Thd.

(26) As stated above, the at least one first comparison signal may correspond to the at least one first sensor signal S.sub.N and/or to at least one processed first sensor signal (g(S.sub.N)), and the at least one second comparison signal may correspond to the at least one second sensor signal S.sub.M and/or to at least one processed second sensor signal h.sub.M(S.sub.M).

(27) First threshold value Thd_det represents a signal value that is significantly above signal values for a normal driving situation. Second threshold value Thd_drive upwardly delimits a range of signal values for a normal driving situation.

(28) Specific embodiments of the present invention recognize a defective sensor as defective and deactivate the sensor that is recognized as defective when a second sensor does not verify the signals of first sensor.