CN115910682A - Side omnidirectional collision vertical impact resistance sensor - Google Patents
Side omnidirectional collision vertical impact resistance sensor Download PDFInfo
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- CN115910682A CN115910682A CN202211460738.7A CN202211460738A CN115910682A CN 115910682 A CN115910682 A CN 115910682A CN 202211460738 A CN202211460738 A CN 202211460738A CN 115910682 A CN115910682 A CN 115910682A
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02A—TECHNOLOGIES FOR ADAPTATION TO CLIMATE CHANGE
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- Y02A30/30—Adapting or protecting infrastructure or their operation in transportation, e.g. on roads, waterways or railways
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Abstract
The invention discloses a lateral omnidirectional collision vertical impact resistant sensor, which relates to the technical field of mercury omnidirectional collision switches and comprises a shell, a static contact upper cover, a static contact lower cover, an insulating framework and mercury drops, wherein the static contact upper cover, the static contact lower cover, the insulating framework and the mercury drops are arranged in the shell; the upper stationary contact cover is arranged at one end of the insulating framework, and the lower stationary contact cover is arranged at the other end of the insulating framework and corresponds to the upper stationary contact cover; the mercury drop is arranged in the insulating framework, and during normal use, the mercury drop is only contacted with one of the upper cover and the lower cover of the stationary contact. The invention can ensure that the auxiliary safety servo system of the vehicle body does not report by mistake, report by mistake or report by mistake; the safety of passengers is ensured.
Description
Technical Field
The invention relates to the technical field of mercury omnidirectional collision switches, in particular to a lateral omnidirectional collision vertical impact resistant sensor.
Background
The existing automobile safety air bag sensor cannot sense other attacking accidents due to too strong directivity. The current mercury universal collision switch has omnibearing dead-angle-free detection capability, but is also sensitive to up-and-down bump impact due to too comprehensive coverage, for example, false unreal accident information is always sent out when a speed bump or a special roadblock road condition is met occasionally. Along with the popularization of the intelligent informatization of the Internet of vehicles, the unreal accident information uploading everywhere disturbs the unreal dynamic data acquisition of the platform, and in severe cases, the high-efficiency operation of a misleading traffic system can be interfered, so that false surprise and confusion are caused.
In the prior art, a universal collision switch with the patent number ZL200920090304.6 always automatically uploads wrong collision accident information when a wheel touches a foreign body or a bumpy road condition.
In order to solve the problems, the patent number ZL201521008718.1, namely a self-suppression anti-resonance miniature universal collision switch, has great effect, not only ensures that the strong bumping impact of a vehicle body does not miss the false operation, but also meets the requirement of omnidirectional no-dead-angle collision detection, but has the defect that the response threshold value of the universal collision switch is too high (mercury drops need to be broken and splashed), is easy to be missed due to too high standard, and is rejected by a vehicle factory (after all, malignant accidents are few, and only the low threshold value can be small Gu Da). And because of its inherent design deficiency (apart from the car, it is an essential advantage), even if the mercury volume is increased to increase the sensitivity and lower the threshold, the jolt is sensitive due to the full coverage, which is not always compatible.
Based on the above problems, the current auxiliary safety systems of the internet of vehicles are equipped with low-threshold universal collision sensors (patent number ZL200920090304.6 universal collision switches) or large-mercury low-threshold patent number ZL201521008718.1, namely a self-suppression anti-resonance micro universal collision switch.
In this case, to compensate for the false alarm problem, the current monitoring center must be manually verified to filter out the invalid information. Specifically, all node accident information is uploaded, background manual verification is needed, and a situation awareness platform can be input and then information interaction is published. Thus, the real-time and efficient traffic situation perception is realized, and the real-time and efficient traffic situation perception becomes a snail (the process is complicated, time-consuming and labor-consuming), and especially under the condition of low visibility, the delay of the accident information causes the vicious circle of collision-delay-re-collision-silence-re-collision. Such inefficient situational awareness is notoriously poor.
Although such sensors have been standardized and popular (including three-axis six-axis acceleration sensors and gyroscopes), large-scale chain collisions still occur, and government standardization of omni-directional collision sensors is aimed at preventing such group death and group injury events, especially secondary attacks from the leakage of flammable, explosive, toxic, chemical and hazardous materials.
In addition, as the passenger auxiliary safety protection, the sensor is the last line of defense of passive safety, and the current carelessness or carelessness is the malposition of human safety (meaning that the driver may shock, the vehicle may catch a fire and fall into water, the central control needs to be unlocked, the high-voltage power needs to be tripped, the anti-creeping short circuit catches a fire or gets an electric shock, the four windows need to descend, the convenient escape is needed, the double-flashing lamp needs to be turned on, the rear vehicle is prevented from overtaking again, and the like, and the response and the countermeasures or the remedy of each stress mechanism of the vehicle body).
Therefore, it is an urgent need of those skilled in the art to provide a lateral omnidirectional collision anti-vertical impact sensor to solve the problems of the prior art.
Disclosure of Invention
In view of the above, the invention provides a lateral omnidirectional collision vertical impact resistant sensor which can ensure that a vehicle body auxiliary safety servo system does not report by mistake, report by mistake and fail to report; the safety of passengers is ensured.
In order to achieve the purpose, the invention adopts the following technical scheme:
a side omnidirectional collision vertical impact resistance sensor comprises a shell, and further comprises a stationary contact upper cover, a stationary contact lower cover, an insulating framework and mercury beads, wherein the stationary contact upper cover, the stationary contact lower cover, the insulating framework and the mercury beads are arranged in the shell;
the upper cover of the static contact is arranged at one end of the insulating framework, and the lower cover of the static contact is arranged at the other end of the insulating framework and corresponds to the upper cover of the static contact;
the mercury is arranged in the insulating framework, and when the mercury is normally used, the mercury is only in contact with one of the upper cover and the lower cover of the stationary contact.
Optionally, the insulating framework of the sensor is a hollow insulating framework.
Above-mentioned sensor, optional, stationary contact upper cover is equipped with spacing hole, and spacing hole is used for catching the mercury ball.
In the sensor, optionally, the limiting pit is a square groove, and the width of the limiting pit is narrower than the outer diameter of the insulating framework.
The sensor, optionally, the stationary contact lower cover is provided with an absorption groove.
Optionally, the bottom of the absorption groove is protruded towards the upper cover of the stationary contact near the middle position to form a platform, and the mercury ball is positioned on the platform.
The sensor, optionally, the surface of the mercury beads is covered with a layer of powder particles.
An intelligent crash emergency switch comprising a side omni-directional crash anti-vertical impact sensor, a thyristor and a normally open switch of any of the above;
the positive pole and the control pole of thyristor are connected with the two feet of the side omnidirectional collision vertical impact resistance sensor respectively, and the two feet of the normally open switch are connected with the positive pole and the negative pole of the thyristor respectively.
A positive pulse collision control circuit comprises any one of the side omnidirectional collision vertical impact resisting sensor, an electronic control unit and a resistor, wherein one end of the side omnidirectional collision vertical impact resisting sensor is connected with a high level, and the other end of the side omnidirectional collision vertical impact resisting sensor is connected with the input end of the electronic control unit and is grounded through the resistor; when the side face omnidirectional collision vertical impact resisting sensor detects collision, the sensor is conducted, and the input end of the electronic control unit obtains positive pulse to trigger the output end of the electronic control unit to work and output.
A negative pulse collision control circuit comprises a side omnidirectional collision vertical impact resistance sensor, an electronic control unit and a resistor, wherein one end of the side omnidirectional collision vertical impact resistance sensor is connected with a low level, the other end of the side omnidirectional collision vertical impact resistance sensor is connected with the input end of the electronic control unit, and the side omnidirectional collision vertical impact resistance sensor is connected with a high level through the resistor; when the side face omnidirectional collision vertical impact resisting sensor detects collision, the sensor is conducted, and the input end of the electronic control unit obtains negative pulse to trigger the output end of the electronic control unit to work and output.
According to the technical scheme, compared with the prior art, the invention provides the side omnidirectional collision vertical impact resistance sensor which comprises the following components: the structure is novel and unique, simple and reasonable, the production is easy, the cost is low, and the anti-interference characteristic is strong; no matter sudden braking, conventional shaking, vibrating, jolting and sharp turning, even 90-degree offset, up-down inversion or rolling, a conduction mechanism cannot be formed, and no error signal is output; when the side surface from any direction collides, the mercury is divided into two paths to simultaneously touch the upper cover and the lower cover to be conducted due to inertial deformation, and accident information is sent out; the problem of misoperation caused by severe road conditions and severe jolt can be effectively solved, meanwhile, the side surface with high reliability and high sensitivity is detected without dead angles, and the intelligent, real, reliable, accurate and credible information interaction is ensured to be intelligent, efficient, real, reliable and reliable in manual link and capable of completely accurately judging, reading and transmitting no matter what kinds of accidents occur.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, it is obvious that the drawings in the following description are only embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to the provided drawings without creative efforts.
FIG. 1 is a schematic cross-sectional view of a lateral omnidirectional crash vertical impact sensor according to the present invention;
FIG. 2 is a schematic diagram of a crash-sensitive intelligent emergency switch provided by the present invention;
FIG. 3 is a schematic diagram of a positive pulse collision control circuit according to the present invention;
FIG. 4 is a schematic diagram of a negative pulse collision control circuit according to the present invention;
FIG. 5 is a schematic diagram of a crash bi-stable control circuit provided by the present invention;
the device comprises a static contact upper cover-1, a static contact lower cover-2, an absorption groove-3, mercury beads-4, an insulating frame-5, a powder particle layer-6, a limit pit-7, a lateral omnidirectional collision vertical impact resistant sensor-8, a resistor-9, a collision bistable control circuit-10, a thyristor-11, a normally open switch-12, an electronic control unit-13 and a load-14.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, 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 invention.
Referring to fig. 1, the invention discloses a lateral omnidirectional collision vertical impact resistant sensor 8, which comprises a shell, a stationary contact upper cover 1, a stationary contact lower cover 2, an insulating framework 5 and a mercury bead 4, wherein the stationary contact upper cover, the stationary contact lower cover 2, the insulating framework and the mercury bead are arranged in the shell;
the upper stationary contact cover 1 is arranged at one end of the insulating framework 5, and the lower stationary contact cover 2 is arranged at the other end of the insulating framework 5 and corresponds to the upper stationary contact cover 1;
the mercury drop 4 is arranged inside the insulating framework 5, and during normal use, the mercury drop 4 is only contacted with one of the upper cover 1 and the lower cover 2 of the stationary contact.
Further, the insulating framework 5 is a hollow insulating framework.
Further, the stationary contact upper cover 1 and the stationary contact lower cover 2 are both metal conductors.
Furthermore, the upper cover 1 of the stationary contact is provided with a limiting pit 7, and the limiting pit 7 is used for containing the mercury ball 4.
Furthermore, the limiting pit 7 is a square groove, and the width of the limiting pit is narrower than the outer diameter of the insulating framework 5.
Further, the stationary contact lower cover 2 is provided with an absorption groove 3.
Specifically, the absorption groove 3 is a gap into which the mercury ball 4 cannot enter in a normal state, and only the mercury ball 4 is allowed to deform under a force, and the absorption groove is short in instant residence.
Furthermore, the bottom of the absorption groove 3 is protruded towards the direction of the upper cover 1 of the stationary contact near the middle position to form a platform, and the mercury ball 4 is positioned on the platform.
Further, the surface of the mercury beads 4 is covered with a powder particle layer 6.
Specifically, the diameter of the mercury beads 4 is 0.7-4 mm; the diameter of the powder particles constituting the powder particle layer 6 is less than 0.3mm. The function of the powder particle layer 6 is: when the water silver bead is not impacted by force, the water silver bead 4 is not easily exposed and becomes a conductor.
Further, a side omnidirectional collision vertical impact resistance sensor 8, which has a directivity requirement for posture in use, is disposed below the stationary contact lower cover 2 provided with the absorption groove 3, and above the stationary contact upper cover 1 provided with the limit pit 7.
Furthermore, the lateral omnidirectional collision vertical impact resistance sensor 8 has asymmetric volumes at two ends of the inner cavity, one end of the inner cavity has a small volume, and the other end of the inner cavity has a large volume.
Specifically, mercury has a large surface tension and excellent self-adhesive properties, and when the diameter is less than 3mm, the outer shape is spherical. In order to improve the sliding flexibility of the mercury beads 4, a powder particle layer 6 is distributed on the outer surface of the mercury beads, and the particle size of the powder particles is less than 0.3mm.
Further, the lateral omnidirectional impact vertical impact sensor 8 is a high-sensitivity lateral omnidirectional impact vertical impact sensor.
As can be seen from figure 1, what has absorbed groove 3 is stationary contact lower cover 2, what has spacing hole 7 is stationary contact upper cover 1, mercury 4 is under the normal state, the stationary contact lower cover 2 of rest top, when the impact of vertical jolt, the inertial deformation of mercury 4 slips into the bottom of absorbing groove 3, later, for recovering the globular nature, under the effect of tension and slope and wall pressure and powder lubrication, mercury 4 slips to the central position (namely platform) of stationary contact lower cover 2 automatically, recover to the globular normal state. The reciprocating movement consumes the potential energy of the mercury beads 4 and staggers the impact peak value, and the mercury bead reciprocating movement always performs deformation sliding, buffering and scraping, energy consumption delay and reset operation no matter how many times the mercury beads repeatedly bump, and does not accumulate energy from beginning to end. If the impact force is large, the mercury droplets 4 are thrown to the upper cover and are caught by the limiting pits 7 after the mercury droplets travel the above stroke, at this time, even if the external force is strengthened, the potential energy is exhausted due to deep sinking, and later, the mercury droplets 4 fall freely, at this time, even if the external force is strengthened, the mercury droplets only fall to the bottom of the absorption groove 3, and finally return to the central position (namely, the platform) of the lower cover 2 to restore to a spherical normal state. Obviously, in the above step process, no matter how strong the up-down collision is, the mercury ball 4 always follows the physical law to operate, that is, the mercury ball 4 cannot touch the upper cover and the lower cover at the same time, and the sensor has no conducting signal output.
However, when the vehicle collides from any side, the mercury droplets 4 are deformed by inertia, and divided into two paths to simultaneously touch the upper stationary contact cover 1 and the lower stationary contact cover 2, thereby causing conduction, and generating accident information.
As can be seen from fig. 1, the lateral omnidirectional collision vertical impact resisting sensor 8 does not form a conduction mechanism and has no error signal output no matter under sudden braking, conventional shaking, vibration, bumping, sharp turning, even under 90 ° offset, up-down inversion or rolling.
The application discloses anti perpendicular striking sensor 8 of side qxcomm technology collision can effectively solve the violent erroneous action problem of jolting of abominable road conditions, simultaneously, has concurrently high reliable and high sensitive side again and does not have the dead angle and listen, no matter what kind of size accident takes place, can both judge and read and transmit by hundred percent accuracy, saves artifical link, ensures that information interaction intelligence is high-efficient, and is true reliable, accurate credible. Meanwhile, the action response of the lateral omnidirectional collision vertical impact resisting sensor 8 is less than millisecond level, and no matter the traffic situation perception from point to point, point to line or point to plane, no delay phenomenon exists; the sensitivity in the vertical direction of pressing is weakened while the side surface is enhanced, so that the side surface omnidirectional collision vertical impact resisting sensor 8 ensures that the vehicle body auxiliary safety servo system does not report by mistake, report by mistake and report by mistake in any state, and better guarantees the safety of passengers.
Referring to fig. 2, the invention discloses a principle diagram of a collision intelligent emergency switch, wherein the collision intelligent emergency switch comprises any one of the side omnidirectional collision vertical impact resistant sensors 8, a thyristor 11 and a normally open switch 12; as can be seen from the figure, the anode and the control electrode of the thyristor 11 are respectively connected to the two pins of the lateral omnidirectional collision vertical impact resistance sensor 8, the two pins of the normally open switch 12 are respectively connected to the anode and the cathode of the thyristor 11, and the cathode of the thyristor 11 and one end of the normally open switch 12 are both connected to the load 14.
When the side omnidirectional collision vertical impact resistance sensor 8 detects a collision signal, the side omnidirectional collision vertical impact resistance sensor is conducted, when the side omnidirectional collision vertical impact resistance sensor works in a direct current circuit, the thyristor 11 is conducted permanently to enable the load to work for a long time, if a normally open switch 12 is operated manually to be closed, the thyristor 11 is closed to reset, and when the side omnidirectional collision vertical impact resistance sensor 8 is installed and used, the position has specific requirements, and the lower static contact cover 2 provided with the absorption groove 3 is arranged below, and the upper static contact cover 1 provided with the limit pit 7 is arranged above.
The working principle is as follows:
the collision bistable control circuit 10 is connected with the normally open switch 12 in parallel to form a collision intelligent emergency switch. Normally, the thyristor 11 is not operated, so the circuit is in manual operation mode, the authority of which is dominated by the crash-intelligent emergency switch. When a collision accident occurs, the lateral omnidirectional collision vertical impact resistant sensor 8 is conducted, so that the thyristor 11 works for a long time, and the circuit automatically jumps to an automatic working mode. In the process of or after the accident, when a driver intervenes in the interference, the normally open switch 12 is only pressed for one second, and the thyristor 11 is turned off and returns to the normal state. The principle is as follows: closing the normally-open switch 12 causes the thyristor 11 to be shorted (bypassed), and the thyristor 11 is reset due to loss of the holding current.
Referring to fig. 3, the present invention further provides a positive pulse collision control circuit, which includes a lateral omnidirectional collision vertical collision resistance sensor 8 and an electronic control unit 13, wherein one end of the lateral omnidirectional collision vertical collision resistance sensor 8 is connected to a high level, and the other end is connected to an input end of the electronic control unit 13 and is grounded through a resistor 9; when the side omnidirectional collision vertical impact resisting sensor 8 detects a collision, the side omnidirectional collision vertical impact resisting sensor 8 is conducted, the input end of the electronic control unit 13 obtains positive pulse to trigger the output end of the side omnidirectional collision vertical impact resisting sensor to work and output, the side omnidirectional collision vertical impact resisting sensor 8 has specific requirements on posture in installation and use, the lower static contact cover 2 provided with the absorption groove 3 is arranged below, and the upper static contact cover 1 provided with the limiting pit 7 is arranged above.
The electronic control unit 13 is an ECU (or a body control module BCM).
The working principle is as follows:
one pin of the side omnidirectional collision vertical impact resisting sensor 8 is connected with a high level, the other pin is connected with the input end of the electronic control unit 13, when the side omnidirectional collision vertical impact resisting sensor 8 detects that the collision accident is conducted, the electronic control unit 13 receives a positive pulse trigger signal to respond to work, and the output end of the electronic control unit executes a work task related to the collision.
Referring to fig. 4, the invention also discloses a negative pulse collision control circuit, which comprises a lateral omnidirectional collision vertical impact resistance sensor 8 and an electronic control unit 13, wherein one end of the lateral omnidirectional collision vertical impact resistance sensor 8 is connected with a low level, the other end of the lateral omnidirectional collision vertical impact resistance sensor 8 is connected with an input end of the electronic control unit 13, and is connected with a high level through a resistor 9, when the lateral omnidirectional collision vertical impact resistance sensor 8 detects a collision, the input end of the electronic control unit 13 is switched on, the output end of the electronic control unit is triggered to work and output by a negative pulse, the lateral omnidirectional collision vertical impact resistance sensor 8 has specific requirements on posture in installation and use, a lower stationary contact cover 2 provided with an absorption groove 3 is arranged below, and an upper stationary contact cover 1 provided with a limit 7 is arranged above.
The electronic control unit 13 is an ECU (or body control module BCM).
The working principle is as follows:
one pin of the side omnidirectional collision vertical impact resisting sensor 8 is connected with a low level, the other pin is connected with the input end of the electronic control unit 13, when the side omnidirectional collision vertical impact resisting sensor 8 detects the conduction of a collision accident, the electronic control unit 13 obtains a negative pulse trigger signal to respond to work, and the output end of the electronic control unit executes a work task related to the collision.
Referring to fig. 5, the invention also discloses a collision bistable control circuit 10, which comprises a lateral omnidirectional collision vertical impact resistance sensor 8 and a thyristor 11, wherein the anode and the control electrode of the thyristor 11 are respectively connected with two pins of the lateral omnidirectional collision vertical impact resistance sensor 8, the anode or the cathode of the thyristor 11 is connected with a load 14 in series, when the lateral omnidirectional collision vertical impact resistance sensor 8 detects a collision signal, the thyristor 11 is conducted permanently to enable the load to work for a long time when the lateral omnidirectional collision vertical impact resistance sensor 8 works in a direct current circuit, the lateral omnidirectional collision vertical impact resistance sensor 8 has specific requirements on posture in installation and use, a stationary contact lower cover 2 provided with an absorption groove 3 is arranged below, and a stationary contact upper cover 1 provided with a limit pit 7 is arranged above.
The working principle is as follows:
the lateral omnidirectional collision vertical impact resistant sensor 8 is connected with the anode and the control electrode of the thyristor 11, the cathode or the anode of the thyristor 11 is connected with the load 14 in series, and the thyristor 11 is in a closed state in a normal state; when the lateral omnidirectional collision vertical impact resistant sensor 8 detects that the collision information is conducted, the control electrode of the thyristor 11 obtains trigger current to work, and the thyristor 11 works in a direct current circuit, so that the thyristor 11 is conducted permanently.
The embodiments in the present specification are described in a progressive manner, and the same and similar parts among the embodiments are referred to each other, and each embodiment focuses on the differences from the other embodiments. In particular, the system or system embodiments are substantially similar to the method embodiments and therefore are described in a relatively simple manner, and reference may be made to some of the descriptions of the method embodiments for related points. The above-described system and system embodiments are only illustrative, wherein the units described as separate parts may or may not be physically separate, and the parts displayed as units may or may not be physical units, may be located in one place, or may be distributed on a plurality of network units. Some or all of the modules may be selected according to actual needs to achieve the purpose of the solution of the present embodiment. One of ordinary skill in the art can understand and implement it without inventive effort.
The previous description of the disclosed embodiments is provided to enable any person skilled in the art to make or use the present invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other embodiments without departing from the spirit or scope of the invention. Thus, the present invention is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.
Claims (10)
1. A lateral omnidirectional collision vertical impact resistance sensor comprises a shell, and is characterized by further comprising a static contact upper cover, a static contact lower cover, an insulating framework and mercury beads, wherein the static contact upper cover, the static contact lower cover, the insulating framework and the mercury beads are arranged in the shell;
the upper stationary contact cover is arranged at one end of the insulating framework, and the lower stationary contact cover is arranged at the other end of the insulating framework and corresponds to the upper stationary contact cover;
the mercury is arranged in the insulating framework, and when the mercury is normally used, the mercury is only in contact with one of the upper cover and the lower cover of the stationary contact.
2. A side omni-directional impact anti-vertical impact sensor according to claim 1,
the insulating framework is a hollow insulating framework.
3. A side omni-directional impact anti-vertical impact sensor according to claim 1,
the upper cover of the stationary contact is provided with a limiting pit, and the limiting pit is used for containing the mercury ball.
4. A side omni-directional impact anti-vertical impact sensor according to claim 3,
the limiting pit is a square groove, and the width of the limiting pit is narrower than the outer diameter of the insulating framework.
5. A side omni-directional impact anti-vertical impact sensor according to claim 1,
the lower cover of the stationary contact is provided with an absorption groove.
6. A side omni-directional impact anti-vertical impact sensor according to claim 5,
the bottom of the absorption tank is protruded towards the direction of the upper cover of the stationary contact near the middle position to form a platform, and the mercury ball is positioned on the platform.
7. A side omni-directional impact anti-vertical impact sensor according to claim 1,
the surface of the mercury beads is covered with a powder particle layer.
8. A crash intelligent emergency switch comprising a side omni-directional crash anti-vertical impact sensor, a thyristor and a normally open switch according to any one of claims 1-6;
the positive pole and the control pole of thyristor are connected with the two feet of the side omnidirectional collision vertical impact resistance sensor respectively, and the two feet of the normally open switch are connected with the positive pole and the negative pole of the thyristor respectively.
9. A positive pulse collision control circuit, which comprises a lateral omnidirectional collision anti-vertical collision sensor according to any one of claims 1 to 6, an electronic control unit and a resistor, wherein one end of the lateral omnidirectional collision anti-vertical collision sensor is connected with a high level, and the other end of the lateral omnidirectional collision anti-vertical collision sensor is connected with an input end of the electronic control unit and is grounded through the resistor; when the side face omnidirectional collision vertical impact resisting sensor detects collision, the sensor is conducted, and the input end of the electronic control unit obtains positive pulse to trigger the output end of the electronic control unit to work and output.
10. A negative pulse collision control circuit, characterized by comprising a side omnidirectional collision vertical impact resistance sensor according to any one of claims 1-6, an electronic control unit and a resistor, wherein one end of the side omnidirectional collision vertical impact resistance sensor is connected with a low level, the other end of the side omnidirectional collision vertical impact resistance sensor is connected with an input end of the electronic control unit, and the side omnidirectional collision vertical impact resistance sensor is connected with a high level through the resistor; when the side face omnidirectional collision vertical impact resisting sensor detects collision, the sensor is conducted, and the input end of the electronic control unit obtains negative pulse to trigger the output end of the electronic control unit to work and output.
Priority Applications (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202211460738.7A CN115910682A (en) | 2022-11-17 | 2022-11-17 | Side omnidirectional collision vertical impact resistance sensor |
| CN202311402515.XA CN117238704A (en) | 2022-11-17 | 2023-10-27 | Side omnidirectional collision vertical impact resistant sensor |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202211460738.7A CN115910682A (en) | 2022-11-17 | 2022-11-17 | Side omnidirectional collision vertical impact resistance sensor |
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|---|---|
| CN115910682A true CN115910682A (en) | 2023-04-04 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202211460738.7A Pending CN115910682A (en) | 2022-11-17 | 2022-11-17 | Side omnidirectional collision vertical impact resistance sensor |
| CN202311402515.XA Pending CN117238704A (en) | 2022-11-17 | 2023-10-27 | Side omnidirectional collision vertical impact resistant sensor |
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| Application Number | Title | Priority Date | Filing Date |
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| CN202311402515.XA Pending CN117238704A (en) | 2022-11-17 | 2023-10-27 | Side omnidirectional collision vertical impact resistant sensor |
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| CN (2) | CN115910682A (en) |
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2022
- 2022-11-17 CN CN202211460738.7A patent/CN115910682A/en active Pending
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| Publication number | Publication date |
|---|---|
| CN117238704A (en) | 2023-12-15 |
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Application publication date: 20230404 |