CN112339694A - Collision mitigation method and device for vehicle - Google Patents
Collision mitigation method and device for vehicle Download PDFInfo
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- CN112339694A CN112339694A CN202011082387.1A CN202011082387A CN112339694A CN 112339694 A CN112339694 A CN 112339694A CN 202011082387 A CN202011082387 A CN 202011082387A CN 112339694 A CN112339694 A CN 112339694A
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- 230000000116 mitigating effect Effects 0.000 title claims abstract description 34
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- 206010039203 Road traffic accident Diseases 0.000 description 1
- 230000009286 beneficial effect Effects 0.000 description 1
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
- B60R21/01—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents
- B60R21/013—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents including means for detecting collisions, impending collisions or roll-over
- B60R21/0132—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents including means for detecting collisions, impending collisions or roll-over responsive to vehicle motion parameters, e.g. to vehicle longitudinal or transversal deceleration or speed value
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
- B60R21/02—Occupant safety arrangements or fittings, e.g. crash pads
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/08—Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/08—Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
- B60W30/095—Predicting travel path or likelihood of collision
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Abstract
The invention relates to the technical field of automobile safety, and discloses a collision mitigation method and device for a vehicle. The method comprises the steps of obtaining deformation signals at two sides of the front end of a vehicle body of the vehicle; judging the deformation signals, and when only one deformation signal exists, marking one side of the vehicle body where the obstacle generated by the deformation signals is located as a collision side, and marking the other side of the vehicle body opposite to the collision side as a non-collision side; acquiring a longitudinal collision strength signal when an obstacle acts on a vehicle body; and judging the longitudinal collision strength signal, and controlling the wheel on the non-collision side to brake when the strength value corresponding to the longitudinal collision strength signal is smaller than a preset strength threshold value. The invention can brake the wheels on the non-collision side to make the vehicle deviate from the obstacle in the transverse direction on the premise of not significantly increasing the weight of the front end structure of the vehicle body, thereby reducing the collision of the main structure of the passenger compartment or completely avoiding the obstacle and improving the safety in the small offset collision working condition.
Description
Technical Field
The invention relates to the technical field of automobile safety, in particular to a collision mitigation method and device for a vehicle.
Background
At present, passenger protection aiming at a small offset collision working condition is a hot point and a difficult point in the opening of a vehicle structure, so that the small offset collision test result gradually becomes one of important indexes of the safety performance of an automobile product.
The traffic accident analysis shows that the small offset collision working condition is a frequent working condition in vehicle collision. Because the obstacle only covers a small width (1/4 in the test) in front of the vehicle, main energy absorption parts such as the longitudinal beam and the like cannot participate in deformation energy absorption in the collision process, and huge collision energy can be loaded on a main body structure of the passenger compartment finally, so that the passenger compartment is obviously invalid and deformed and invades into the living space of the passenger, and the safety of the passenger is threatened.
At present, the main technical route for dealing with the small offset collision condition is to perform special design optimization on a vehicle body structure, including but not limited to strengthening the participation degree of a front structure in the collision process (such as widening an energy absorption box, a longitudinal beam and the like) or strengthening main bearing parts of a passenger compartment main body (such as an A-pillar upright post, a doorsill beam and the like). However, these structural modifications or optimizations can significantly increase the weight of the vehicle body, thereby increasing manufacturing costs and also reducing fuel economy in use of the vehicle.
Thus, improvements in the prior art are needed.
Disclosure of Invention
The purpose of the invention is: the invention provides a collision reduction method for a vehicle, which aims to solve the technical problem that the safety of a small offset collision working condition of the prior art automobile can be improved only by increasing the weight of an automobile body and optimizing an automobile body structure mode.
In order to achieve the above object, the present invention provides a collision mitigation method for a vehicle,
the method comprises the following steps:
acquiring deformation signals at two sides of the front end of the vehicle body of the vehicle;
judging the deformation signals, and when only one deformation signal exists, marking one side of a vehicle body where an obstacle generated by the deformation signals is located as a collision side, and marking the other side of the vehicle body opposite to the collision side as a non-collision side;
acquiring a longitudinal collision strength signal when the obstacle acts on the vehicle body;
and judging the longitudinal collision strength signal, and controlling the wheels on the non-collision side to brake when the strength value corresponding to the longitudinal collision strength signal is smaller than a preset strength threshold value.
In some embodiments of the present application, the method further comprises:
after controlling the braking of the wheels on the non-collision side, when a first preset condition is reached, releasing the braking state of the wheels on the non-collision side or controlling the wheels on the non-collision side to run with preset power; the first preset condition is as follows: and acquiring a first contact signal or wheel braking state corresponding to the physical contact between the obstacle and a passenger compartment main body of the vehicle within a preset time and continuing for a preset time.
In some embodiments of the present application, the method further comprises:
after controlling the braking of the wheels on the non-collision side, when a second preset condition is reached, releasing the braking state of the wheels on the non-collision side or controlling the wheels on the non-collision side to run with preset power; the second preset condition is as follows: and acquiring a second contact signal or wheel braking state corresponding to the set time when the obstacle is in physical contact with the passenger compartment main body of the vehicle within the preset time, and continuing for the preset time.
In some embodiments of the present application, the method further comprises:
controlling the wheel brake of the non-collision side and simultaneously acquiring a swing signal corresponding to the swing amplitude of the vehicle body after the wheel brake is started;
and judging the swing signal, and when the swing amplitude value corresponding to the swing signal is larger than a preset amplitude threshold value, releasing the braking state of the wheel on the non-collision side or controlling the wheel on the non-collision side to run with preset power.
In some embodiments of the present application, at a predetermined collision speed, when at least one longitudinal beam of the vehicle participates in deformation energy absorption, a longitudinal collision strength value corresponding to a lowest longitudinal acceleration of the vehicle is the preset strength threshold.
In order to solve the technical problem, an embodiment of the present invention further provides a collision mitigation method and apparatus for a vehicle, where the apparatus includes a control unit, and a deformation sensor and an intensity sensor electrically connected to the control unit;
the two deformation sensors are respectively arranged at two sides of the front end of the vehicle body of the vehicle and used for detecting the deformation of the vehicle body and generating corresponding deformation signals;
the intensity sensor is used for detecting the longitudinal collision intensity when an obstacle acts on the vehicle body and generating a corresponding longitudinal collision intensity signal;
the control unit is used for acquiring a deformation signal generated by the deformation sensor and a longitudinal collision strength signal generated by the strength sensor, judging whether the deformation signal and the longitudinal collision strength signal meet preset conditions or not, and controlling the driving state of the wheel according to a judgment result.
In some embodiments of the present application, the apparatus further includes a swing sensor electrically connected to the control unit, the swing sensor being configured to detect a swing amplitude of the vehicle body after the wheel brake and generate a corresponding swing signal.
In some embodiments of the present application, the intensity sensor is a collision sensor for detecting collision intensity in an airbag control system of the vehicle.
In some embodiments of this application, the control unit still with the braking control system electricity of vehicle is connected for acquire the deformation signal that deformation sensor produced with the vertical collision strength signal that intensity sensor produced, and judge whether the deformation signal with vertical collision strength signal accords with preset conditions, and according to the judged result to braking control system sends braking instruction.
In some embodiments of the present application, the sway sensor is a yaw rate sensor in a body stability control system of the vehicle for monitoring a state of deflection of a body along a vertical axis.
Compared with the prior art, the invention has the beneficial effects that:
the invention provides a collision reducing method and a device for a vehicle, which can brake wheels on a non-collision side when a small offset collision working condition occurs, and asymmetric braking force generated by the wheels enables a vehicle body to generate a yaw motion deviating from a collision side so as to promote the vehicle to deviate from an obstacle in a transverse direction, thereby promoting a main structure of a passenger compartment to reduce the overlapping degree with the obstacle (collision reduction) or realizing complete obstacle avoidance, reducing impact load borne by the main structure of the passenger compartment, preventing the passenger compartment from being overloaded and deformed to occupy passenger living space, and improving the safety of passengers. The invention can improve the safety in the small offset collision working condition on the premise of not carrying out obvious weight increasing design on the front end structure of the vehicle body.
Drawings
In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings needed to be used in the embodiments or the prior art descriptions will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and it is obvious for those skilled in the art to obtain other drawings based on these drawings without inventive exercise.
FIG. 1 is a first flowchart of a preferred embodiment of a collision mitigation method for a vehicle provided by the present invention;
FIG. 2 is a second flowchart of a preferred embodiment of a collision mitigation method for a vehicle provided by the present invention;
FIG. 3 is a flowchart III of a preferred embodiment of a collision mitigation method for a vehicle provided by the present invention;
FIG. 4 is a fourth flowchart of a preferred embodiment of a collision mitigation method for a vehicle provided by the present invention;
FIG. 5 is a first block diagram of a preferred embodiment of a collision mitigation device for a vehicle according to the present invention;
FIG. 6 is a block diagram of a second preferred embodiment of a collision mitigation device for a vehicle in accordance with the present invention;
FIG. 7 is a schematic illustration of a vehicle prior to a collision with an obstacle;
FIG. 8 is a first schematic view of a vehicle in a collision with an obstacle;
fig. 9 is a second schematic view of the vehicle colliding with an obstacle.
Detailed Description
The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application, and it is obvious that the described embodiments are only a part of the embodiments of the present application, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present application.
In the description of the present application, it is to be understood that the terms "center", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", and the like indicate orientations or positional relationships based on those shown in the drawings, and are only for convenience in describing the present application and simplifying the description, but do not indicate or imply that the referred device or element must have a particular orientation, be constructed in a particular orientation, and be operated, and thus should not be construed as limiting the present application.
The terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of the present application, "a plurality" means two or more unless otherwise specified.
In the description of the present application, it is to be noted that, unless otherwise explicitly specified or limited, the terms "mounted," "connected," and "connected" are to be construed broadly, e.g., as meaning either a fixed connection, a removable connection, or an integral connection; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meaning of the above terms in the present application can be understood in a specific case by those of ordinary skill in the art.
In the description of the present application, it should be specifically noted that "electrically connected" may be understood as a wired communication connection or a wireless communication connection.
Referring to fig. 1, fig. 1 is a first flowchart of a preferred embodiment of a collision mitigation method for a vehicle according to the present invention, the method including steps S1-S4:
and S1, acquiring deformation signals at two sides of the front end of the vehicle body of the vehicle.
And S2, judging the deformation signals, and when only one deformation signal exists, marking one side of the vehicle body where the obstacle generated by the deformation signal is positioned as a collision side, and marking the other side of the vehicle body opposite to the collision side as a non-collision side.
And S3, acquiring a longitudinal collision strength signal when the obstacle acts on the vehicle body.
And S4, judging the longitudinal collision strength signal, and controlling the wheel on the non-collision side to brake when the strength value corresponding to the longitudinal collision strength signal is smaller than a preset strength threshold value.
The collision mitigation method for a vehicle according to the present invention is directed to a small offset collision condition, which is shown in fig. 7-9, and is respectively a schematic diagram before and during a collision.
When any side of the two sides of the front end of the vehicle body is collided to generate effective deformation (namely, single-side collision or offset collision) and the longitudinal collision strength of the collision is smaller than a certain value (namely, main energy absorption components such as a vehicle longitudinal beam and the like do not effectively participate in energy absorption deformation), namely, the working condition of small offset collision is judged.
When a small offset collision working condition occurs, the wheels on the non-collision side are braked, and asymmetric braking force generated by the wheels enables a vehicle body to generate a yaw motion deviating from the collision side, so that the vehicle is promoted to deviate from an obstacle in the transverse direction, the main structure of the passenger compartment is promoted to reduce the overlapping degree with the obstacle (collision is reduced) or completely avoid the obstacle, the impact load borne by the main structure of the passenger compartment is reduced, the passenger compartment is prevented from being overloaded and deformed to occupy the living space of the passenger, and the safety of the passenger is improved.
The invention can fully utilize the braking force to generate the transverse swing of the vehicle body on the premise of not carrying out the obvious weight increasing design on the main structure of the vehicle body, thereby increasing the impact avoiding effect of the passenger compartment structure and improving the safety in the small offset collision working condition. Compared with the scheme of improving the vehicle body structure in the prior art, the invention can obviously reduce the vehicle body weight, reduce the development cost and improve the safety and the light weight level of the vehicle.
Further, in order to prevent the vehicle body from being out of control due to excessive yaw motion of the vehicle body, and further to prevent subsequent accidents from occurring, the collision mitigation method for the vehicle provided by the invention further comprises the step of realizing controllable and adjustable holding time of the unilateral brake.
A number of preferred embodiments are provided below for illustration.
Referring to fig. 2, fig. 2 is a flowchart of a second preferred embodiment of a collision mitigation method for a vehicle according to the present invention, the method further comprising step S51:
and S51, after controlling the braking of the wheels on the non-collision side, when a first preset condition is reached, releasing the braking state of the wheels on the non-collision side or controlling the wheels on the non-collision side to run with preset power.
The first preset condition is as follows: and acquiring a first contact signal or wheel braking state corresponding to the physical contact between the obstacle and a passenger compartment main body of the vehicle within a preset time and continuing for a preset time.
In the present embodiment, within a certain time range (predetermined time) after the braking of the wheel is controlled, when an obstacle makes physical contact (hard contact) with the passenger compartment main body structure, the wheel braking state is immediately released or the wheel is controlled to travel with a predetermined power. When the obstacle does not physically contact with the passenger compartment main body structure within a certain time range (preset time), namely, the wheel braking state continues for a certain time range (preset time), the wheel braking state is released or the wheels are controlled to run with preset power.
Referring to fig. 3, fig. 3 is a flowchart three of a preferred embodiment of a collision mitigation method for a vehicle according to the present invention, the method further including step S52:
and S52, after controlling the braking of the wheels on the non-collision side, when a second preset condition is reached, releasing the braking state of the wheels on the non-collision side or controlling the wheels on the non-collision side to run with preset power.
The second preset condition is as follows: and acquiring a second contact signal or wheel braking state corresponding to the set time when the obstacle is in physical contact with the passenger compartment main body of the vehicle within the preset time, and continuing for the preset time.
In the present embodiment, within a certain time range (predetermined time) after controlling the braking of the wheels, when the obstacle makes physical contact (hard contact) with the passenger compartment body structure for a certain time (set time), the wheel braking state is released or the wheels are controlled to run with a predetermined power immediately. When the obstacle does not physically contact with the passenger compartment main body structure within a certain time range (preset time), namely, the wheel braking state continues for a certain time range (preset time), the wheel braking state is released or the wheels are controlled to run with preset power.
Referring to fig. 4, fig. 4 is a fourth flowchart of a preferred embodiment of a collision mitigation method for a vehicle according to the present invention, further including steps S53 a-S53 b:
and S53a, controlling the wheel brake on the non-collision side and acquiring a swing signal corresponding to the swing amplitude of the vehicle body after the wheel brake is started.
And S53b, judging the swing signal, and when the swing amplitude value corresponding to the swing signal is larger than a preset amplitude threshold value, releasing the braking state of the wheel on the non-collision side or controlling the wheel on the non-collision side to run with preset power.
In the embodiment, the swing amplitude of the vehicle body is monitored after the wheels are controlled to brake, so that braking is released or subsequent braking force adjustment is carried out before the vehicle body is not in an out-of-control state in a remarkable posture, and subsequent accidents caused by overlarge yaw motion are prevented.
In all of the above embodiments, the predetermined strength threshold value is indicative of the lowest longitudinal body acceleration at which at least one of the side members is involved in deformation energy absorption at a typical crash speed (e.g., 64 kh/h).
The embodiment of the invention also provides a collision mitigation device for the vehicle.
Referring to fig. 5, fig. 5 is a first block diagram of a preferred embodiment of a collision mitigation device for a vehicle according to the present invention.
The device comprises a control unit 1, and a deformation sensor 2 and an intensity sensor 3 which are electrically connected with the control unit 1.
The two deformation sensors 2 are respectively arranged at two sides of the front end of the vehicle body of the vehicle (as shown in fig. 7) and used for detecting the deformation of the vehicle body and generating corresponding deformation signals. The deformation sensor 2 may be of the 0-1 switch type, or may be a load, displacement, strain, etc. that characterizes the degree of impact deformation, as long as the effective deformation of the two side members (which may be crash boxes) of the front structure is robustly detected.
The intensity sensor 3 is used for detecting the longitudinal collision intensity when an obstacle acts on the vehicle body and generating a corresponding longitudinal collision intensity signal.
The control unit 1 is used for acquiring a deformation signal generated by the deformation sensor and a longitudinal collision strength signal generated by the strength sensor, judging whether the deformation signal and the longitudinal collision strength signal meet preset conditions or not, and controlling the driving state of the wheel according to a judgment result.
Referring to fig. 6, fig. 6 is a block diagram of a second preferred embodiment of the collision mitigation device for a vehicle according to the present invention, the collision mitigation device for a vehicle further includes a swing sensor 4 electrically connected to the control unit, and the swing sensor 4 is configured to detect a swing amplitude of the vehicle body after the wheel brake and generate a corresponding swing signal.
The vehicle is provided with a brake control system, an airbag control system and a vehicle body stability control system by default, the structure and the conventional functions of the systems are the prior art, and the components in the collision mitigation device for the vehicle can be matched with the systems for use.
As is known, the airbag control system of the prior art vehicle is necessarily provided with a crash sensor for detecting the crash intensity, and therefore the intensity sensor 3 in the device of the present invention may be the crash sensor, and both of them may perform the same function of detecting the longitudinal crash intensity when an obstacle acts on the vehicle body and generating a corresponding longitudinal crash intensity signal. The above is just one preferred arrangement, and the intensity sensor 3 in the present invention can also be an independent device module which can be used for detecting the longitudinal collision intensity when an obstacle acts on the vehicle body and generating a corresponding longitudinal collision intensity signal.
As is known, the body stability control system of the prior art vehicle is inevitably provided with a yaw rate sensor (or a yaw sensor) for monitoring the yaw state of the vehicle body along the vertical axis, and therefore the swing sensor 4 in the device of the present invention may be the yaw rate sensor, and both of them can perform the same function of detecting the swing amplitude of the vehicle body after the wheel brake and generating a corresponding swing signal. The above is just one preferred arrangement, and the swing sensor 4 in the present invention can also be a single device module which can be used for detecting the swing amplitude of the vehicle body after the wheel brake and generating a corresponding swing signal.
The braking control system of the prior art vehicle is known to brake the wheels, and the control unit 1 of the present invention may be provided with means for directly controlling the wheels, or the braking control of the wheels may be achieved by means of the braking control system. When the braking control of the wheels is realized through a braking control system, the control unit 1 is also electrically connected with the braking control system of the vehicle and is used for acquiring a deformation signal generated by the deformation sensor 2 and a longitudinal collision strength signal generated by the strength sensor 3, judging whether the deformation signal and the longitudinal collision strength signal meet preset conditions or not, sending a braking instruction to the braking control system according to a judgment result and driving the braking control system to control the wheels according to the braking instruction.
In summary, the collision mitigation method and apparatus for a vehicle according to the embodiments of the present invention can apply a brake to the wheels on the non-collision side when a small offset collision condition occurs, and the asymmetric braking force generated by the wheels causes the vehicle body to generate a yaw motion deviating from the collision side, thereby promoting the vehicle to deviate from the obstacle in the lateral direction, so as to promote the main structure of the passenger compartment to reduce the overlapping degree with the obstacle (collision mitigation) or to completely avoid the obstacle, thereby reducing the impact load borne by the main structure of the passenger compartment, preventing the passenger compartment from being overloaded and deformed to occupy the living space of the passenger, and thus improving the safety of the passenger. The invention can improve the safety in the small offset collision working condition on the premise of not carrying out obvious weight increasing design on the front end structure of the vehicle body.
The above description is only a preferred embodiment of the present invention, and it should be noted that, for those skilled in the art, various modifications and substitutions can be made without departing from the technical principle of the present invention, and these modifications and substitutions should also be regarded as the protection scope of the present invention.
Claims (10)
1. A collision mitigation method for a vehicle,
the method comprises the following steps:
acquiring deformation signals at two sides of the front end of the vehicle body of the vehicle;
judging the deformation signals, and when only one deformation signal exists, marking one side of a vehicle body where an obstacle generated by the deformation signals is located as a collision side, and marking the other side of the vehicle body opposite to the collision side as a non-collision side;
acquiring a longitudinal collision strength signal when the obstacle acts on the vehicle body;
and judging the longitudinal collision strength signal, and controlling the wheels on the non-collision side to brake when the strength value corresponding to the longitudinal collision strength signal is smaller than a preset strength threshold value.
2. The collision mitigation method for a vehicle according to claim 1,
the method further comprises the following steps:
after controlling the braking of the wheels on the non-collision side, when a first preset condition is reached, releasing the braking state of the wheels on the non-collision side or controlling the wheels on the non-collision side to run with preset power;
the first preset condition is as follows: and acquiring a first contact signal or wheel braking state corresponding to the physical contact between the obstacle and a passenger compartment main body of the vehicle within a preset time and continuing for a preset time.
3. The collision mitigation method for a vehicle according to claim 1,
the method further comprises the following steps:
after controlling the braking of the wheels on the non-collision side, when a second preset condition is reached, releasing the braking state of the wheels on the non-collision side or controlling the wheels on the non-collision side to run with preset power;
the second preset condition is as follows: and acquiring a second contact signal or wheel braking state corresponding to the set time when the obstacle is in physical contact with the passenger compartment main body of the vehicle within the preset time, and continuing for the preset time.
4. The collision mitigation method for a vehicle according to claim 1,
the method further comprises the following steps:
controlling the wheel brake of the non-collision side and simultaneously acquiring a swing signal corresponding to the swing amplitude of the vehicle body after the wheel brake is started;
and judging the swing signal, and when the swing amplitude value corresponding to the swing signal is larger than a preset amplitude threshold value, releasing the braking state of the wheel on the non-collision side or controlling the wheel on the non-collision side to run with preset power.
5. A method according to any one of claims 1 to 4, wherein at a predetermined collision speed, when at least one longitudinal beam of the vehicle is involved in deformation energy absorption, the longitudinal collision strength value corresponding to the lowest longitudinal acceleration of the vehicle is the predetermined strength threshold.
6. A collision mitigation device for a vehicle, characterized in that,
the device comprises a control unit, and a deformation sensor and an intensity sensor which are electrically connected with the control unit;
the two deformation sensors are respectively arranged at two sides of the front end of the vehicle body of the vehicle and used for detecting the deformation of the vehicle body and generating corresponding deformation signals;
the intensity sensor is used for detecting the longitudinal collision intensity when an obstacle acts on the vehicle body and generating a corresponding longitudinal collision intensity signal;
the control unit is used for acquiring a deformation signal generated by the deformation sensor and a longitudinal collision strength signal generated by the strength sensor, judging whether the deformation signal and the longitudinal collision strength signal meet preset conditions or not, and controlling the driving state of the wheel according to a judgment result.
7. The collision mitigation device for a vehicle according to claim 6, further comprising a swing sensor electrically connected to the control unit, the swing sensor being configured to detect a swing amplitude of the vehicle body after the wheel brake and generate a corresponding swing signal.
8. The collision mitigation device for a vehicle according to claim 6, wherein the intensity sensor is a collision sensor for detecting collision intensity in an airbag control system of the vehicle.
9. The collision mitigation device for a vehicle according to claim 6, wherein the control unit is further electrically connected to a brake control system of the vehicle, and is configured to acquire the deformation signal generated by the deformation sensor and the longitudinal collision strength signal generated by the strength sensor, determine whether the deformation signal and the longitudinal collision strength signal meet preset conditions, and send a brake instruction to the brake control system according to the determination result.
10. The collision mitigation device for a vehicle according to claim 7, wherein the swing sensor is a yaw rate sensor for monitoring a state of deflection of a vehicle body along a vertical axis in a body stability control system of the vehicle.
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| CN202011082387.1A CN112339694B (en) | 2020-10-10 | 2020-10-10 | Collision mitigation method and device for vehicle |
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| CN202011082387.1A CN112339694B (en) | 2020-10-10 | 2020-10-10 | Collision mitigation method and device for vehicle |
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Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113815556A (en) * | 2021-10-25 | 2021-12-21 | 中国第一汽车股份有限公司 | Protection system and method for small offset collision of vehicle |
| CN113911059A (en) * | 2021-10-18 | 2022-01-11 | 东风柳州汽车有限公司 | Tire energy leakage method and device |
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