CN110461696B - Motorcycle toppling detection device - Google Patents
Motorcycle toppling detection device Download PDFInfo
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- CN110461696B CN110461696B CN201880021955.1A CN201880021955A CN110461696B CN 110461696 B CN110461696 B CN 110461696B CN 201880021955 A CN201880021955 A CN 201880021955A CN 110461696 B CN110461696 B CN 110461696B
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01C—MEASURING DISTANCES, LEVELS OR BEARINGS; SURVEYING; NAVIGATION; GYROSCOPIC INSTRUMENTS; PHOTOGRAMMETRY OR VIDEOGRAMMETRY
- G01C9/00—Measuring inclination, e.g. by clinometers, by levels
- G01C9/02—Details
- G01C9/06—Electric or photoelectric indication or reading means
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Abstract
A falling detection device (4) of a motorcycle (1) detects whether the motorcycle (1) falls or not based on a vehicle body inclination angle (theta i), and is provided with an acceleration sensor having 2 detection axes (10A, 10B) intersecting with a vertical direction (Y) at an acute intersection angle (theta c) in an upright state in which the vehicle body is not inclined, and detects vehicle body accelerations (Acc) for calculating the vehicle body inclination angle in detection directions along the detection axes (10A, 10B) to the left and right lower sides of a vehicle body width direction (Dw).
Description
Technical Field
The present invention relates to a motorcycle rollover detection device, and more particularly, to a motorcycle rollover detection device using an acceleration sensor.
Background
Patent document 1 discloses a motorcycle rollover detection device including a longitudinal sensor for detecting an acceleration in a 1 st detection direction, which is a direction perpendicular to the ground surface, and a lateral sensor for detecting an acceleration in a 2 nd detection direction, which is a direction perpendicular to the 1 st detection direction, in an upright state in which the vehicle body is not tilted.
The device determines whether the vehicle has fallen based on the calculation result of (horizontal sensor output) ÷ (vertical sensor output). Thus, even if noise is generated in the vertical sensor and the horizontal sensor, the fluctuations of the vertical sensor and the horizontal sensor cancel each other out, and it is possible to accurately determine whether the vehicle has fallen or not based on the detection angle preset in the acceleration sensor.
Documents of the prior art
Patent document
Patent document 1: japanese patent No. 4773504
Disclosure of Invention
Technical problem to be solved by the invention
However, in patent document 1, the output of the acceleration sensor, that is, the value of the detection signal after a/D conversion is used to determine whether the vehicle falls, and the accuracy of determining whether the vehicle falls is improved by reducing the conversion error based on the a/D conversion range. Therefore, in patent document 1, there is no particular problem in that accuracy in determining whether or not the motorcycle falls is improved, taking into account reduction in output noise itself, which is a detection value of the acceleration sensor.
The present invention has been made in view of the above problems, and an object of the present invention is to provide a motorcycle rollover detection device that can improve the accuracy of determining whether a motorcycle is rolling over by reducing the noise itself of the output of an acceleration sensor.
Technical scheme for solving technical problem
In order to achieve the above object, a motorcycle rollover detection device according to the present invention detects whether a motorcycle is rolling based on a vehicle body inclination angle, and includes an acceleration sensor having 2 detection axes intersecting with a vertical direction at an acute angle in an upright state in which the vehicle body is not inclined, and detecting vehicle body accelerations for calculating a vehicle body inclination angle in detection directions along the respective detection axes to the left and right lower sides in a vehicle body width direction.
Preferably, the intersection angle of each detection axis is 45 °.
Preferably, the acceleration sensor is provided in a control unit that controls an engine of the motorcycle, the control unit functions as a determination unit that determines whether the motorcycle falls based on each acceleration detected by the acceleration sensor, and the determination unit calculates the vehicle body inclination angle based on each acceleration when both the accelerations detected by the acceleration sensor are within a predetermined acceleration range, and determines that the motorcycle falls when the calculated inclination angle is equal to or greater than a predetermined upper threshold.
Preferably, the determination unit calculates the vehicle body inclination angle based on each acceleration when at least one of the accelerations detected by the acceleration sensor is out of the acceleration range and the time of the state in which the acceleration sensor is out of the acceleration range continues for a predetermined time or longer, and determines that the motorcycle falls when the calculated inclination angle is equal to or greater than an upper limit threshold value.
Preferably, the determination unit stops the engine when determining that the motorcycle falls.
Preferably, the determination means determines a difference between the intersection angle of each of the detection axes when the control means is horizontally placed and the intersection angle expected value as an intersection angle deviation of each of the detection axes, corrects each of the accelerations detected by the acceleration sensor based on the determined intersection angle deviation, and uses each of the corrected accelerations to determine whether the motorcycle is tilted.
Preferably, the determination means performs weighted averaging of the plurality of accelerations detected by the acceleration sensor, and uses each of the weighted averages of the accelerations to determine whether or not the motorcycle is falling.
Preferably, the acceleration sensor includes: a housing having a rectangular space filled with a gas that can move based on a vehicle body inclination angle; a heater disposed in the rectangular space and heating the gas; and a temperature sensor disposed in the rectangular space and detecting a temperature of the gas heated by the heater, the acceleration sensor being a gas type acceleration sensor detecting respective accelerations of the vehicle body along the respective detection axes by detecting heat transfer of the gas heated by the heater by the temperature sensor, the gas type acceleration sensor being disposed on the vehicle body at an inclination such that the gas is distributed at corners of the rectangular space in an upright state in which the vehicle body is not inclined.
Preferably, the acceleration sensor includes: a substrate; a fixed electrode plate fixed to the substrate; and a movable electrode plate disposed opposite to the fixed electrode plate and movable based on an inclination angle of the vehicle body, wherein the acceleration sensor is a capacitive acceleration sensor for detecting each acceleration of the vehicle body along each detection axis by detecting a change in a distance between the fixed electrode plate and the movable electrode plate, and the capacitive acceleration sensor is disposed in the vehicle body along each detection axis with an inclination of the fixed electrode plate and the movable electrode plate in an upright state in which the vehicle body is not inclined.
Effects of the invention
According to the motorcycle rollover detection device of the present invention, the accuracy of determining whether the motorcycle is rolling can be improved by reducing the noise itself of the output of the acceleration sensor.
Drawings
Fig. 1 is a configuration diagram illustrating a motorcycle rollover detection device according to an embodiment of the present invention.
Fig. 2 is a view showing a detection axis and a detection direction of the acceleration sensor of fig. 1.
Fig. 3 is a diagram showing a gas type acceleration sensor embodying an example of the acceleration sensor of fig. 2.
Fig. 4 is a diagram showing a capacitive acceleration sensor embodying another example of the acceleration sensor of fig. 2.
Fig. 5 is a flowchart showing a toppling determination control executed by the ECU of fig. 1.
Fig. 6 is an explanatory diagram of a method of calculating the vehicle body inclination angle θ i in step S2 of fig. 5.
Detailed Description
A motorcycle rollover detection device according to an embodiment of the present invention will be described below with reference to the drawings.
Fig. 1 is a structural view showing a motorcycle rollover detection device. The engine 2 of the motorcycle 1 is, for example, a four-stroke single-cylinder gasoline engine having an exhaust gas volume of 50cc, and is a power source for running of the motorcycle. Hereinafter, the motorcycle 1 will also be referred to as a vehicle 1, and the expression relating to the inclination angle at which the vehicle 1 is tipped appropriately uses the expression of the vehicle body.
The toppling detection device 4 of the vehicle 1 is constituted by an ECU (control unit) 6 that controls the engine 2, an acceleration sensor 8 provided in the ECU6, and the like. The ECU6 has a processor, and functions as a determination means by the processor executing a program for realizing a toppling determination control described later. The acceleration sensor 8 is used in the toppling detection device 4 to determine whether the vehicle 1 topples based on the inclination angle θ i of the vehicle body. Specifically, the ECU6 calculates the inclination angle θ i based on each acceleration Acc detected by the acceleration sensor 8 by executing a toppling determination control described later, and determines whether the vehicle 1 topples or not based on the calculated inclination angle θ i.
Fig. 2 is a conceptual diagram illustrating the detection axis and the detection direction of the acceleration sensor 8. Fig. 2 shows a case where the acceleration sensor 8 is viewed from the front of the vehicle 1 in an upright state in which the vehicle body is not tilted. The vehicle height direction Dh is the same as the vertical direction Y, and the vehicle width direction Dw is the same as the horizontal direction X. The acceleration sensor 8 has 2 detection axes 10A, 10B. Each of the detection shafts 10A, 10B intersects the vertical direction Y at an acute intersection angle θ c, in other words, an intersection angle θ c larger than 0 ° and smaller than 90 ° in a standing state in which the vehicle body is not tilted.
In the case of fig. 2, the intersection angle θ c is 45 °. Then, when the vehicle body is in the standing state, the acceleration sensor 8 detects the vehicle body acceleration Acc in the detection direction along the detection axes 10A and 10B and downward in the vehicle width direction Dh. That is, the directions of the detection axes 10A and 10B indicated by arrows in fig. 2 are the detection directions, the lower left and right directions are the directions in which the acceleration Acc increases (+), and the upper left and right directions are the directions in which the acceleration Acc decreases (-).
Fig. 3 is a diagram showing a gas type acceleration sensor 8A that embodies an example of the acceleration sensor 8. Fig. 3 shows a state in which the gas acceleration sensor 8A according to the present embodiment is viewed from the front of the vehicle 1 in an upright state in which the vehicle body is not tilted, as in the case of fig. 2. The vehicle height direction Dh is the same as the vertical direction Y, and the vehicle width direction Dw is the same as the horizontal direction X. Since the gas type acceleration sensor 8A is a known technique, the description thereof is limited to the range necessary for the description of the present embodiment, and a detailed description of the principle and the like is omitted.
The gas acceleration sensor 8A includes a rectangular case 12 having 4 corners 12a when viewed from the front of the vehicle 1. The housing 12 has a rectangular space 14 formed therein and filled with a gas G that can move based on the vehicle body inclination angle θ i. The rectangular space 14 has 4 corners 14a formed therein. A heater 16 for heating the gas G is disposed in the center of the rectangular space 14. A temperature sensor 18 for detecting the temperature of the gas G heated by the heater 16 is disposed at each corner 14a of the rectangular space 14.
The gas acceleration sensor 8A detects the heat transfer of the gas G heated by the heater 16 by the temperature sensors 18, detects the temperature distribution, determines the position and the moving speed of the gas G in the rectangular space 14, and detects the acceleration Acc of the vehicle body along the detection axes 10A, 10B when the vehicle body is tilted.
Here, as shown in fig. 3, in the gas acceleration sensor 8A, in the upright state in which the vehicle body is not tilted, the pair of opposing corner portions 12a of the housing 12 are positioned in the vertical direction Y, that is, the vehicle height direction Dh.
In other words, the gas acceleration sensor 8A of the present embodiment is disposed on the vehicle body at an inclination such that the gas G is distributed at the lowermost corner 14a of the rectangular space 14. Therefore, even if the vehicle body is slightly shaken laterally while the vehicle body is in the upright state, the gas G does not excessively move in the horizontal direction X but stably stays at the corner 14a, and the output (detected value) of each acceleration Acc of the gas acceleration sensor 8A is stabilized.
In contrast, the conventional gas type acceleration sensor is usually disposed on the vehicle body in an upright state in which the vehicle body is not tilted, with an inclination of 45 ° rotated by the gas type acceleration sensor 8A seen in fig. 3. In this case, the adjacent corners 12a of the casing 12 are located in the horizontal direction X, i.e., the vehicle width direction Dw, and the gas G is distributed between the adjacent corners 14a at the lower portion of the rectangular space 14.
Further, the detection shafts 10A and 10B are disposed along the horizontal direction X and the vertical direction Y, respectively. Therefore, in the case of this conventional technique, when the vehicle body is in an upright state and a slight lateral vibration occurs, the gas G tends to move in the horizontal direction X, and the output of each acceleration Acc of the gas acceleration sensor 8A becomes an unstable value in which noise is increased by the lateral vibration of the vehicle body.
Fig. 4 is a diagram showing a capacitive acceleration sensor 8B that embodies another example of the acceleration sensor 8. Fig. 4 shows a case where the capacitive acceleration sensor 8B according to the present embodiment is viewed from the front of the vehicle 1 in an upright state in which the vehicle body is not tilted, as in the case of fig. 2 and 3. The vehicle height direction Dh is the same as the vertical direction Y, and the vehicle width direction Dw is the same as the horizontal direction X. Since the capacitive acceleration sensor 8B is a known technology, the description thereof is limited to the range necessary for the description of the present embodiment, and detailed description of the principle and the like is omitted.
The capacitive acceleration sensor 8B includes a substrate 20, a fixed electrode 22 fixed to the substrate 20, and a movable electrode 24 movable based on the vehicle body inclination angle θ i. The movable electrode 24 is located at the center of the substrate 20, and a plurality of movable electrode plates 24a radially protrude from the outer periphery of the movable electrode 24. The movable electrode plates 24a extend parallel to the detection shafts 10A and 10B.
The movable electrode 24 is fixed to the substrate 20 by 4 spring portions 24 c. The spring portions 24c are disposed vertically in the vertical direction Y of the movable electrode 24 and horizontally in the horizontal direction X, and allow the movable electrode 24 to move within a predetermined range in the vertical direction Y and the horizontal direction X. On the other hand, the fixed electrode 22 has a plurality of fixed plates 22a fixed to the substrate 20. The fixed electrode plate 22a and the movable electrode plate 24a are disposed to face each other and extend parallel to the detection axes 10A and 20B.
The capacitive acceleration sensor 8B detects the change in the distance between the fixed electrode plate 22a and the movable electrode plate 24a, thereby detecting the acceleration Acc of the vehicle body along the detection axes 10A and 10B when the vehicle body is tilted. Thus, the capacitive acceleration sensor 8B of the present embodiment is arranged in the vehicle body along the inclination of each of the detection shafts 10A and 10B with the fixed base plate 22a and the movable electrode plate 24a in an upright state in which the vehicle body is not inclined.
By disposing the fixed electrode plate 22a and the movable electrode plate 24a in this manner, both the weight force of the movable electrode 24 and the elastic force of the spring portion 24c for resisting the weight force of the movable electrode 24 act in the vertical direction Y. Therefore, even if a slight lateral sway occurs while the vehicle body is standing upright, the movable electrode plate 24a does not excessively move in the horizontal direction X, and the position is stabilized, and the output of each acceleration Acc of the capacitive acceleration sensor 8B is stabilized.
In contrast, the conventional capacitive acceleration sensor is usually disposed on the vehicle body in an upright state in which the vehicle body is not tilted, with the inclination of the capacitive acceleration sensor 8B seen in fig. 4 being 45 °. In this case, the gravity of the movable electrode 24 acts downward in the vertical direction Y, and the elastic force of the spring portion 24c acts in a direction intersecting the vertical direction Y and the horizontal direction X at 45 °.
Further, the detection shafts 10A and 10B are disposed along the horizontal direction X and the vertical direction Y, respectively. Therefore, in the case of this conventional technique, when the vehicle body is in an upright state and a slight lateral vibration occurs, the movable electrode 24 and the movable electrode plate 24a are likely to move in the horizontal direction X, and the output of each acceleration Acc of the capacitive acceleration sensor 8B becomes an unstable value in which noise is increased by the lateral vibration of the vehicle body.
Further, the output of each acceleration Acc may become an unstable value in which noise is increased by the longitudinal shaking of the vehicle body even when the vehicle 1 travels on a road with poor road conditions or is hit by a step or the like. In the present embodiment, the noise can be reduced by the limiting process (steps S1 and S3 in fig. 5) and the weighted average process, which will be described later.
Next, a flowchart of the toppling determination control executed by the ECU6 will be described with reference to fig. 5. In this toppling determination control, on the assumption that the intersection angle θ c of the detection axes 10A and 10B is 45 °, the inclination angle θ i is calculated based on the acceleration Acc detected by the acceleration sensor 8 at that time, and it is determined whether the vehicle 1 topples.
Specifically, after the start of the control, first, in step S1, it is determined whether or not the acceleration Acc of each of the detection axes 10A and 10B detected by the acceleration sensor 8 is within a predetermined acceleration range of greater than 0mG and less than 1500 mG. The determination at step S1 is performed to exclude a sharp increase or decrease in the acceleration Acc due to vibration received when the vehicle 1 passes over a step on the road surface or the like from the object of the determination of the falling of the vehicle 1. The predetermined acceleration range is determined based on the fact that the intersection angle θ c of the detection axes 10A and 10B is 45 °.
If the determination result is yes, that is, if the accelerations Acc of the detection axes 10A, 10B satisfy 0mG < Acc < 1500mG, the accelerations Acc detected by the acceleration sensor 8 become vectors in the direction of the action of gravity occurring when the vehicle 1 falls, that is, the + direction of the detection axes 10A, 10B shown in fig. 2, and the process proceeds to step S2.
On the other hand, if the determination result is "no", that is, if at least one of the accelerations Acc of the detection axes 10A, 10B does not satisfy 0mG < Acc < 1500mG, it is determined that the detected acceleration Acc is a vector in the minus direction of the detection axes 10A, 10B shown in fig. 2, which is the opposite direction of the direction in which gravity acts when the vehicle 1 falls, and the process proceeds to step S3. In this case, it is assumed that the vehicle 1 is inclined or temporarily passes a road surface step or the like.
In step S2, the vehicle body lean angle θ i is calculated by a method described later, and the process proceeds to step S4.
In step S3, it is determined whether or not the time t1 in which each acceleration Acc is out of the predetermined acceleration range continues for a predetermined time equal to or longer than 0.5 second.
If the determination result is yes, the process proceeds to step S2, and after the vehicle body inclination angle θ i is calculated, the process proceeds to step S4. On the other hand, if the determination result is "no", it is determined that the vehicle 1 is temporarily inclined or temporarily passes over a road surface step, and the process returns to step S1 again to determine whether each acceleration Acc is within the predetermined acceleration range.
In step S4, it is determined whether or not the vehicle body inclination angle θ i calculated in step S2 is equal to or greater than a predetermined upper threshold value of 65 °. When the determination result is yes, the process proceeds to step S5. On the other hand, if the determination result is "no", the determination is made based on the inclination angle θ i, and it is determined that the vehicle 1 is not toppling over, and the process returns to step S1 again to determine whether each acceleration Acc is within the predetermined acceleration range.
In step S5, it is determined whether or not the case in which the determination result in step S4 is yes continues for a predetermined time (for example, 3 seconds) or longer. If the determination result is yes, it is determined that the vehicle body 1 is tilted, and the control is ended. After determining that the vehicle body 1 has fallen, the ECU6 performs processing for stopping the engine 2 and the like, thereby preventing a driver or a contact object from being caught in wheels and the like when the vehicle 1 falls, and ensuring safety. On the other hand, if the determination result is "no", it is determined that the vehicle 1 is not toppling over, and the process returns to step S1 again to determine whether each acceleration Acc is within the predetermined acceleration range.
Fig. 6 is an explanatory diagram of the method of calculating the vehicle body inclination angle θ i in step S2. Fig. 6 shows a case where the acceleration sensor 8 is viewed from the front of the vehicle 1 when the vehicle 1 falls. The vehicle height direction Dh intersects the vertical direction Y, and the vehicle width direction Dw intersects the horizontal direction X. In the case of fig. 6, the acceleration sensor 8 detects the acceleration Acc of the vector a in the + direction on the detection axis 10A and the acceleration Acc of the vector B in the-direction on the detection axis 10B, and the resultant of the vectors A, B of these accelerations Acc may be represented as a vector C toward the lower side of the vertical direction Y.
Then, the ECU6 calculates the vector C, in other words, the intersection angle of the vertical direction Y and the detection axis 10A as the calculation angle Δ θ i using the arctangent function of each acceleration Acc forming the vector A, B. The calculation angle Δ θ i is 20 ° in the case of fig. 6, for example. Then, the ECU6 calculates the sum of the calculated angle Δ θ i (20 °) and the intersection angle θ c (45 °) of the detection shaft 10A and the vehicle height direction Dh as the inclination angle θ i (65 °). Since the calculated inclination angle θ i is equal to or greater than the upper threshold value (65 °) in step S4 of the toppling determination control shown in fig. 5, it is determined that the vehicle 1 is toppling.
In the toppling determination control, the correction process of the intersection angle θ c is also performed in the initial setting before the start of the control. Specifically, the ECU6 calculates the intersection angle θ c of the detection axes 10A and 10B at this time as an actual measurement value based on the vector of the acceleration Acc of the detection axes 10A and 10B when the ECU6 is horizontally placed. The actually measured value of the intersection angle θ c is calculated by a learning process executed by the ECU 6.
Then, the difference between the calculated actually measured value of the intersection angle θ c and the angle (45 °) predetermined as the expected value of the intersection angle θ c is determined as the deviation of the intersection angle θ c of each of the detection axes 10A and 10B, and each of the accelerations Acc detected by the acceleration sensor 8 is corrected based on the determined deviation of the intersection angle θ c to each of the accelerations Acc that should be detected when there is no deviation of the intersection angle θ c. That is, the vectors of the accelerations Acc detected by the acceleration sensor 8 are decomposed by the deviation of the intersection angle θ c, and the accelerations Acc to be detected when the intersection angle θ c is not deviated are calculated. Then, the corrected accelerations Acc are used for the determination at step S1 and the calculation of the vehicle body inclination angle θ i at step S2 in the toppling determination control.
In addition, in the toppling determination control, the filter processing of the acceleration Acc is also performed. Specifically, the plurality of accelerations Acc detected by the acceleration sensor 8 are weighted-averaged, and the weighted-averaged accelerations Acc are used for the determination at step S1 and the calculation of the vehicle body inclination angle θ i at step S2 in the toppling determination control. Specifically, each acceleration Acc used in the toppling determination control is calculated by adding a value obtained by multiplying the acceleration Acc (n) detected this time by a predetermined weight WGT to a value obtained by multiplying the acceleration Acc (n-1) detected the previous time by a value of (1-weight WGT). The weight WGT is specified in a range of more than 0 and less than 1, for example, a value of 0.5 is applicable.
As described above, in the rollover detection device 4 of the vehicle 1 according to the present embodiment, the acceleration sensor 8 has 2 detection axes 10A and 10B intersecting the vertical direction Y at the acute intersection angle θ c in the upright state in which the vehicle body is not tilted. The acceleration sensor 8 detects the vehicle acceleration Acc in the detection direction along the detection axes 10A and 10B and downward in the vehicle width direction Dh. Accordingly, the respective detection shafts 10A and 10B are not provided along the vertical direction Y and the horizontal direction X in the upright state of the vehicle body, but are provided so as to intersect the vertical direction Y and the horizontal direction X, so that the acceleration sensor 8 can be provided on the vehicle 1 in a posture in which the output thereof is stable, and even if a slight lateral sway occurs in the upright state of the vehicle body, the output of the acceleration sensor 8 is stable, and is not easily affected by noise generated by the lateral sway of the vehicle body.
Specifically, when the vehicle body is in the upright state, the distribution of the gas G is stable in the case of the gas type acceleration sensor 8A shown in fig. 3, and the position of the movable electrode plate 24a is stable in the case of the capacitive type acceleration sensor 8B shown in fig. 4, and the occurrence of excessive variation in each acceleration Acc can be suppressed. Therefore, in the present embodiment, since the noise itself of the output of the acceleration sensor 8 can be reduced, the determination accuracy of the toppling determination control can be improved.
In the toppling determination control, when the acceleration Acc of each of the detection shafts 10A, 10B detected by the acceleration sensor 9 is determined to be within the predetermined acceleration range in step S1, the vehicle body lean angle θ i is calculated in step S2, and when the lean angle θ i is equal to or greater than the upper limit threshold in the subsequent step S4, it is determined that the vehicle body 1 is toppling. In the present embodiment, by adopting the two-stage determination procedure, it is possible to surely exclude the case where the vehicle 1 falls over a road surface step or the like temporarily, and therefore it is possible to further improve the determination accuracy of the fall determination control.
In the toppling determination control, when at least one of the accelerations Acc of the detection axes 10A, 10B detected by the acceleration sensor 8 is determined to be outside the predetermined acceleration range in step S1, the vehicle body inclination angle θ i is calculated in step S2 only when the state in which at least one of the accelerations Acc is outside the predetermined acceleration range continues for a predetermined time or longer in step S3, and it is determined that the vehicle body 1 is toppling in the subsequent steps S4, S5 when the state in which the inclination angle θ i is equal to or greater than the upper threshold value continues for the predetermined time.
Therefore, for example, when the acceleration Acc changes to the minus direction even if the vehicle 1 passes over a road surface step, but this state continues for a predetermined time, it can be determined that the vehicle 1 falls down from the inclination angle θ i. Therefore, for example, the situation in which the vehicle 1 falls after turning left and right in a complicated posture is not excluded, and the falling of the vehicle 1 can be detected in a wide range of situations.
In addition, in the toppling determination control, the determination is performed using each acceleration Acc obtained by correcting the intersection angle θ c, so that the determination accuracy of the toppling determination control can be further improved.
In addition, in the toppling determination control, the determination is performed using each acceleration Acc after the filter processing such as the weighted average of each acceleration Acc, so that it is possible to prevent the acceleration Acc, which is temporarily increased due to the vibration when the vehicle 1 passes over the road surface step, from being erroneously detected as the toppling of the vehicle 1.
While one embodiment of the present invention has been described above, the present invention is not limited to this, and various modifications can be made without departing from the scope of the technical idea of the present invention.
For example, the intersection angle θ c of the detection axes 10A and 10B and the vertical direction Y may be an acute angle, and is not limited to 45 °. The acceleration range of the acceleration Acc used for the toppling determination control, the calculation angle Δ θ i, the upper threshold value of the inclination angle θ i, the predetermined time t1, and other values may be variously changed in accordance with the specifications of the acceleration sensor 8 and the toppling detection device 4. The type of the acceleration sensor 8 is not limited to the gas type acceleration sensor 8A and the capacitance type acceleration sensor 8B, which are exemplified as specific examples.
Description of the reference symbols
Motorcycle 1 (vehicle, body)
2 engines
4 toppling detection device
6ECU (control Unit, determination Unit)
8 acceleration sensor
8A gas type acceleration sensor (acceleration sensor)
8B static capacitance type acceleration sensor (acceleration sensor)
10A, 10B detection axle
12 casing
14 rectangular space
14a corner
16 heating device
18 temperature sensor
20 base plate
22a fixed pole plate
24a movable plate.
Claims (8)
1. A motorcycle toppling detection device detects whether a motorcycle is toppled or not based on an inclination angle of a vehicle body,
the vehicle body inclination angle detecting device is provided with an acceleration sensor having 2 detecting axes intersecting with a vertical direction at an acute angle in an upright state in which the vehicle body is not inclined, and detecting acceleration of the vehicle body for calculating an inclination angle of the vehicle body in each of detecting directions along the detecting axes and downward to the left and right in a vehicle width direction,
the acceleration sensor is provided to a control unit that controls an engine of the motorcycle,
the control means functions as a determination means that determines whether the motorcycle is toppled over based on each of the accelerations detected by the acceleration sensor,
the determination means determines a difference between the intersection angle of each of the detection axes when the control means is horizontally placed and an expected value of the intersection angle as a deviation of the intersection angle of each of the detection axes, corrects each of the accelerations detected by the acceleration sensor based on the determined deviation of the intersection angle, and uses each of the corrected accelerations to determine whether the motorcycle is toppled.
2. A motorcycle rollover detection apparatus as set forth in claim 1,
the intersection angles of the detection axes are 45 degrees, respectively.
3. A motorcycle rollover detection apparatus as defined in claim 1 or 2,
the determination unit calculates a tilt angle of the vehicle body based on each of the accelerations detected by the acceleration sensor when each of the accelerations is within a predetermined acceleration range, and determines that the motorcycle falls when the calculated tilt angle is equal to or greater than a predetermined upper threshold.
4. A motorcycle rollover detection apparatus as set forth in claim 3,
the determination unit calculates a tilt angle of the vehicle body based on each of the accelerations when at least one of the accelerations detected by the acceleration sensor is outside the acceleration range and a time of a state in which the acceleration sensor is outside the acceleration range continues for a predetermined time or longer, and determines that the motorcycle falls when the calculated tilt angle is equal to or greater than the upper limit threshold.
5. A motorcycle rollover detection apparatus as set forth in claim 4,
the determination unit stops the engine when determining that the motorcycle is toppled.
6. A motorcycle rollover detection apparatus as claimed in any one of claims 1, 2, 4, and 5,
the determination means performs weighted averaging of each of the plurality of accelerations detected by the acceleration sensor, and uses each of the weighted averages of the plurality of accelerations to determine whether or not the motorcycle is falling.
7. A motorcycle rollover detection apparatus as claimed in any one of claims 1, 2, 4, and 5,
the acceleration sensor includes:
a housing having a rectangular space filled with a gas that is movable based on an inclination angle of the vehicle body;
a heater disposed in the rectangular space and heating the gas; and
a temperature sensor disposed in the rectangular space and detecting a temperature of the gas heated by the heater,
the acceleration sensor is a gas type acceleration sensor that detects each acceleration of the vehicle body along each detection axis by detecting the heat transfer of the gas heated by the heater by the temperature sensor,
the gas type acceleration sensor is disposed on the vehicle body at an inclination at which the gas is distributed at a corner of the rectangular space in an upright state in which the vehicle body is not inclined.
8. A motorcycle rollover detection apparatus as claimed in any one of claims 1, 2, 4, and 5,
the acceleration sensor includes:
a substrate;
a fixed polar plate fixed on the substrate; and
a movable pole plate disposed opposite to the fixed pole plate and movable based on an inclination angle of the vehicle body,
the acceleration sensor is a capacitive acceleration sensor that detects each acceleration of the vehicle body along each detection axis by detecting a change in a distance between the fixed electrode plate and the movable electrode plate,
the capacitive acceleration sensor is disposed on the vehicle body such that the fixed electrode plate and the movable electrode plate are tilted along the detection axes in an upright state in which the vehicle body is not tilted.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2017070405A JP6835652B2 (en) | 2017-03-31 | 2017-03-31 | Motorcycle fall detection device |
| JP2017-070405 | 2017-03-31 | ||
| PCT/JP2018/002343 WO2018179764A1 (en) | 2017-03-31 | 2018-01-25 | Overturn detection device for motorcycle |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN110461696A CN110461696A (en) | 2019-11-15 |
| CN110461696B true CN110461696B (en) | 2021-01-15 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201880021955.1A Active CN110461696B (en) | 2017-03-31 | 2018-01-25 | Motorcycle toppling detection device |
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| JP (1) | JP6835652B2 (en) |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| DE4436379A1 (en) * | 1994-10-12 | 1996-04-18 | Telefunken Microelectron | Sensor arrangement for tilt detection |
| JPH0943269A (en) * | 1995-07-28 | 1997-02-14 | Omron Corp | Acceleration transducer |
| JPH10278711A (en) * | 1997-04-11 | 1998-10-20 | Kubota Corp | Working vehicle |
| JP2000028630A (en) * | 1998-07-08 | 2000-01-28 | Honda Motor Co Ltd | Gas-type sensor |
| JP2000221208A (en) * | 1999-02-02 | 2000-08-11 | Nitta Ind Corp | Capacitance type acceleration sensor |
| JP4290950B2 (en) * | 2001-10-19 | 2009-07-08 | ヤマハ発動機株式会社 | Overturn detection device for motorcycles |
| TW561262B (en) * | 2001-10-19 | 2003-11-11 | Yamaha Motor Co Ltd | Tipping detecting device for a motorcycle |
| JP5089972B2 (en) * | 2006-12-11 | 2012-12-05 | ヤマハ発動機株式会社 | Engine control device and saddle riding type vehicle |
| JP2008192573A (en) * | 2007-02-08 | 2008-08-21 | Railway Technical Res Inst | Continuous measurement type fall detector of civil engineering structure |
| JP2009264771A (en) * | 2008-04-22 | 2009-11-12 | Asahi Denso Co Ltd | Vehicle inclination sensor |
| DE102008043794A1 (en) * | 2008-11-17 | 2010-05-20 | Robert Bosch Gmbh | Method and device for determining the angle of inclination of a two-wheeled vehicle |
| CN101644718B (en) * | 2009-07-02 | 2011-08-17 | 中国科学院声学研究所 | Capacitive acceleration sensor with acoustic cavity |
| JP6212387B2 (en) * | 2013-12-27 | 2017-10-11 | 株式会社ケーヒン | Inclination angle detection device for saddle riding type vehicle |
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| CN110461696A (en) | 2019-11-15 |
| JP2018171973A (en) | 2018-11-08 |
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