EP2776287A1 - Procédé et dispositif pour analyser une collision d'un véhicule - Google Patents

Procédé et dispositif pour analyser une collision d'un véhicule

Info

Publication number
EP2776287A1
EP2776287A1 EP12783191.5A EP12783191A EP2776287A1 EP 2776287 A1 EP2776287 A1 EP 2776287A1 EP 12783191 A EP12783191 A EP 12783191A EP 2776287 A1 EP2776287 A1 EP 2776287A1
Authority
EP
European Patent Office
Prior art keywords
collision
vehicle
area
acceleration
value
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP12783191.5A
Other languages
German (de)
English (en)
Inventor
Alexander Brandt
Stephan Rittler
Olaf Koerner
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP2776287A1 publication Critical patent/EP2776287A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • 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
    • 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
    • B60R2021/01327—Angular velocity or angular acceleration

Definitions

  • the present invention relates to a method for analyzing a collision of a vehicle, to a corresponding device and to a corresponding computer program product.
  • a side airbag In a collision of a vehicle, an occupant of the vehicle may be injured by an impact on lateral structures of the vehicle. To prevent this, for example, a side airbag can be used.
  • DE 10 2009 002 922 A1 deals with a side airbag for a vehicle.
  • the present invention provides a method for
  • the activation of restraint means in a vehicle collision is principally determined by the crash type and the crash severity. Both the type of crash and the expected crash severity can be determined by the combined signal evaluation of acceleration, roll rate and pressure sensors integrated in the vehicle, as well as forward-looking sensors, such as sensors. Radar.
  • the acceleration sensors can be used to evaluate the signal characteristics and speed changes in the longitudinal and lateral directions.
  • the roll rate can be used to evaluate the progression of a vehicle roll over the longitudinal axis.
  • Flat pressure collisions can be detected quickly via pressure sensors and the collision speed and collision overlap can be detected by means of predictive sensors. Evaluation algorithms for the evaluation of sensor signals as well as the sensor configuration can be designed and applied using standardized crash tests.
  • Bercken.s can be controlled, for example, occupant protection means of the vehicle targeted.
  • a distance of the introduction of force causing the collision to the center of mass of the struck vehicle can be determined, or vice versa.
  • This allows a crash situation classification taking into account rotational and linear motion changes in the crash by detecting the distance of the force to the center of mass of the struck vehicle.
  • a frontal "low overlap" crash can be detected, that is, a collision in which the frontal collision point is clearly different from the one at the front
  • a method for analyzing a collision of a vehicle comprises the following step: determining a collision area concerning the collision on the vehicle based on a rotational value representing a rotational movement or a rotational state about a vertical axis of the vehicle.
  • the vehicle may be a motor vehicle, for example a passenger car or a lorry.
  • the collision or in other words the crash, can be caused by a collision of the vehicle with another vehicle or, in general, an object.
  • the collision can cause dangerous acceleration or deformation on the vehicle for an occupant.
  • a violation of the occupant can be reduced by suitable occupant protection means, such as an airbag.
  • suitable occupant protection means such as an airbag.
  • a classification of the collision can be carried out. Based on a result of the classification, one or a plurality of suitable occupant protection means may be selected and triggered to mitigate the consequences of the collision.
  • the classification of the collision can be made based on the collision area.
  • the collision area may be that area of the vehicle that is directly affected by the collision. This may be an area in the periphery of the vehicle or an area of an outer surface of the vehicle.
  • the collision area may comprise an impact area on which a force introduced by the collision acts.
  • the collision area can also represent a point of contact.
  • the touch point may be, for example, a center or center of gravity of the impact surface.
  • the touch point may represent a point at which a force introduction into the vehicle representing the collision occurs.
  • the collision area can be used to define whether the collision is caused by an impact acting centrally on the vehicle or by a collision laterally offset with respect to a vehicle center.
  • the rotation value may represent a value provided by a sensor of the vehicle or determined from one or more of such values. Thus, the collision area can also be determined based on a rate of change of the rotation value over time. The rotation value can be provided during the collision and is thus affected by the collision. be true or influenced.
  • a vertical axis can represent a vertical axis.
  • a vertical axis may pass through a center of gravity of the vehicle.
  • the rotation value may represent a value or a signal provided by a sensor, for example a yaw rate sensor, or a sensor evaluation circuit.
  • the rotational movement may represent a spin or a rotational speed. It may thus be a yaw rate or yaw acceleration of the vehicle.
  • the rotation state may represent a rotation angle. It can therefore be a yaw angle. Corresponding values are already frequently detected in vehicles, so that the method can be based on already existing sensor signals.
  • the method may include a step of comparing a longitudinal acceleration in a longitudinal direction of the vehicle with a threshold.
  • the collision can be detected via the comparison.
  • the longitudinal acceleration may represent a value or signal provided by an acceleration sensor of the vehicle.
  • the threshold may include a value for a reference acceleration. If a current longitudinal acceleration of the vehicle is greater than the threshold value, this can be an indication of the collision.
  • the collision can be done in particular by a front or rear impact. If the collision is detected by an evaluation of the longitudinal acceleration, the collision area based on an evaluation of the rotational value can be determined below.
  • the method may include a step of comparing a lateral acceleration in a transverse direction of the vehicle with a further threshold value.
  • the lateral acceleration may represent a value or signal provided by another acceleration sensor of the vehicle.
  • the further threshold value may include a value for a further reference acceleration. If a current lateral acceleration of the vehicle is greater than the further threshold value, this can be an indication of a collision caused by a side impact. If the current lateral acceleration of the vehicle is less than the further threshold value, this can be an indication of a collision that is caused by a NEN front or rear impact is triggered.
  • the collision By evaluating both the longitudinal acceleration and the lateral acceleration, on the one hand the collision can be reliably detected and, on the other hand, the type of collision, ie either side collision or front or rear collision, can be determined.
  • the collision area can thus be determined based on the rotation value using the knowledge of the collision and the type of collision. This allows a very accurate determination of the collision area.
  • the method may include a step of comparing the rotation value to at least one classification value. By comparison, a classified rotation value can be obtained.
  • the collision area may be determined based on the classified rotation value. For example, a size of the rotation value can be classified by the at least one classification value.
  • the at least one classification value may be predetermined. In this way, by comparing it with the at least one classification value, the rotation value can be assigned to one of at least two predetermined possible classified rotation values. Likewise, an association between the at least two predetermined possible classified rotational values and possible collision regions may be predetermined. In this way, the collision area can be determined depending on a comparison result from the comparison of the rotation value with the at least one classification value. Depending on whether the rotation value is greater or less than a classification value, the rotation value can be assigned to a first class or a second class.
  • the classification value can thus represent a separation between two adjacent classes.
  • the method may include a step of assigning the rotation value to one of at least two classes.
  • each of the at least two classes can be allocated an area of the vehicle.
  • the collision area may be determined as the area of the vehicle assigned to the class to which the rotation value in the associating step is assigned.
  • the classes can be used to specify how many collision areas are planned. Furthermore, the classes enable a simple and fast assignment between the rotation value and the collision area.
  • the collision area may be further determined based on a sign of the rotation value and additionally or alternatively a sign of a lateral acceleration of the vehicle. By using the sign, it can be determined on which side of the vehicle the collision area is arranged.
  • the method may include a step of selecting at least one occupant protection means assigned to the collision area as occupant protection means to be activated on the basis of the collision.
  • the vehicle may include a plurality of activatable occupant protection means. If a collision and then a collision area are determined, then only those of the plurality of activatable occupant protection means can be activated, which are assigned to the collision area intended for the collision.
  • the determined collision area may be a collision area of a plurality of possible collision areas. Each of the possible collision areas can be assigned a separate group of occupant protection means.
  • the groups may differ in the type and number of occupant protection devices.
  • a group of occupant protection means may comprise none, one, two, three or more occupant protection means.
  • Occupant protection means of the plurality of activatable occupant protection means may be assigned to one or more possible collision areas.
  • the assignment between occupant protection means and collision areas can be predetermined. In this way, depending on the collision area the appropriate occupant protection means can be activated very quickly. Likewise, an unnecessary activation of individual occupant protection means can be avoided.
  • the present invention further provides an apparatus adapted to perform the steps of the method according to the invention in corresponding devices. Also by this embodiment of the invention in the form of a device, the object underlying the invention can be solved quickly and efficiently.
  • a device can be understood as meaning an electrical device, for example a control device, which processes sensor signals and outputs control and / or data signals as a function thereof.
  • the device may have an interface, which may be formed in hardware and / or software.
  • the interfaces can be For example, be part of a so-called system ASICs, which includes a variety of functions of the device.
  • the interfaces are their own integrated circuits or at least partially consist of discrete components.
  • the interfaces may be software modules which are present, for example, on a microcontroller in addition to other software modules.
  • Also of advantage is a computer program product with program code which can be stored on a machine-readable carrier such as a semiconductor memory, a hard disk memory or an optical memory, and for
  • Fig. 1 is a schematic representation of a vehicle according to an embodiment of the present invention
  • Fig. 2 is a flowchart of an embodiment of the present invention
  • FIG. 3 is a schematic representation of a vehicle according to an embodiment of the present invention.
  • FIG. 1 shows a representation of a vehicle 100 with a device 102 for analyzing a collision of the vehicle 100.
  • the vehicle 100 moves forward in a direction of travel 104.
  • the vehicle 100 moves on Obstacle 106 too.
  • the obstacle 106 is located in front of the vehicle 100 in the direction of travel 104. If the vehicle 100 moves further in the direction of travel 104, then a collision will take place between the vehicle 100 and the obstacle 106.
  • a vehicle front of the vehicle 100 is divided into a plurality of areas 1 1 1, 1 13, 1 15.
  • the vehicle front is in the horizontal direction in the multiple areas 1 1 1, 1 13, 1 15 divided.
  • the areas 1 1 1, 1 13, 1 15 are arranged side by side. According to this embodiment, the areas 1 1 1, 1 13, 1 15 do not overlap.
  • the area 1 13 is arranged in the middle of the vehicle front.
  • the area 1 1 1 is seen in the direction of travel 104 right next to the area 1 13 arranged.
  • the area 1 15 is seen in the direction of travel 104 left to the left of the area 1 13.
  • three areas 1 1 1, 1 13, 1 15 are provided. There may also be more areas or fewer areas.
  • the rear of the vehicle can also be subdivided into areas, so that the approach described below can also be implemented for a collision taking place at the rear of the vehicle.
  • the area 15 thus represents the collision area for the collision of the vehicle 100 with the obstacle 106.
  • a point of contact between the vehicle 100 and the obstacle 106 is within the collision area 15 1.
  • the collision area 15 can be determined by means of the device 102 for analyzing a collision of the vehicle 100.
  • the vehicle 100 has a sensor 120 and a plurality of occupant protection means 124, 126, 128.
  • the device 102 is configured to receive at least one rotation value from the sensor 120 and to determine the collision area 15 based on at least one rotation value received after the start of the collision with the obstacle 106.
  • Each of the areas 1 1 1, 1 13, 1 15 may be assigned one or more of the occupant protection means 124, 126, 128.
  • the occupant protection means 124, 126, the area 1 13, the occupant protection means 126 and the area 11 1, the occupant protection means 126, 128 may be assigned to the area 1.
  • the occupant protection device 124 may be a right-hand side airbag as viewed in the direction of travel 104, a front airbag in the occupant protection device 126, and a side airbag, viewed in the direction of travel 104, in the occupant protection device 128.
  • the sensor 120 is designed to detect a rotational speed or turning rate ⁇ ⁇ of the vehicle 100 about a vertical axis z of the vehicle 100 and output it to the device 102 as a rotational value.
  • the vertical axis z can pass through the center of gravity of the vehicle 100.
  • the rate of rotation ⁇ ⁇ may be a yaw rate.
  • a rotational acceleration about the vertical axis z or a rotational angle about the vertical axis z of the device 102 can be used as the rotational value.
  • the senor 120 is configured to detect a longitudinal acceleration of the vehicle 100 along a longitudinal axis x of the vehicle 100.
  • the sensor 120 is configured to detect a lateral acceleration of the vehicle 100 along a transverse axis y of the vehicle 100.
  • the sensor 120 is configured to output signals, which include values of the longitudinal acceleration and the lateral acceleration, to the device 102.
  • the apparatus 120 is configured to detect a collision based on the longitudinal acceleration and the lateral acceleration and classify it as a collision from the front, a collision from the rear or a collision from the side.
  • the sensor 120 may include one or more sensor units, which may also be located at different positions in the vehicle 100.
  • the sensor 120 If the vehicle 100 hits the obstacle 106, the sensor 120 firstly generates a longitudinal acceleration and then a lateral acceleration that is less than the longitudinal acceleration, and a rotational rate ⁇ ⁇ . summarizes.
  • the device 102 is configured to detect, based on the longitudinal acceleration and optionally additionally based on the lateral acceleration, that the collision with the obstacle 106 is a front impact. By evaluating the rotation rate ⁇ ⁇ , the device 102 is further configured to move the collision area 15 as a point of contact between the collision area 11
  • the device 102 may be designed to evaluate absolute values of the accelerations and the rotation rate ⁇ ⁇ and additionally or alternatively to evaluate a time profile of a change values of the accelerations and the rotation rate ⁇ ⁇ . Furthermore, the device 102 may be designed to evaluate a temporal relationship between changes in the values of the accelerations and the rotation rate ⁇ ⁇ in order to determine the type of collision and / or the collision area. Further, the device 102 may be configured to determine a ratio between the longitudinal acceleration and the collision area for determining the collision type and / or the collision area
  • a detection of a frontal crash or a frontal collision takes place via a strong signal in the x-direction, that is to say the vehicle longitudinal direction.
  • This can be an acceleration in the longitudinal direction.
  • the front crash can be recognized as such when the acceleration in the longitudinal direction (Acc_X) is greater than a threshold.
  • the yaw rate signal ⁇ ⁇ shows after a short delay, here from about 5 ms after the collision of the vehicle 100 with the obstacle 106, a strong signal, for example in the form of a predetermined threshold crossing rash.
  • the acceleration in the y-direction ie in the transverse direction of the vehicle
  • the acceleration in the y-direction is significantly smaller in comparison with a side crash or a side collision, regardless of the impact point.
  • a y-acceleration so a lateral acceleration can be seen.
  • the lateral acceleration can be used as a plausibility check.
  • the estimate of the touch point is now based on the evaluation of the yaw acceleration. Is a strong yaw acceleration to identify can be concluded that the impact point moves from the center of the vehicle front to the side, for example in the direction of a headlight or turn signal.
  • the yaw acceleration can now be divided into classes, which in turn are assigned to front areas.
  • Yaw acceleration can be determined from the yaw rate coz, or vice versa.
  • the direction of rotation or whether the contact point is located on the left or right of the center of the vehicle can be determined via the sign of the yaw rate coz and / or the y-acceleration.
  • FIG. 2 shows a flowchart of a method for analyzing a collision of a vehicle according to an embodiment of the present invention.
  • the vehicle may be the vehicle 100 shown in FIG. 1.
  • the method can be implemented, for example, by the device 102 shown in FIG. 1.
  • a longitudinal acceleration of the vehicle is compared with a threshold value. Based on a comparison result resulting from the comparison, a start of the collision can be detected. For example, a collision can be assumed if a value of the
  • Longitudinal acceleration is greater than the threshold for the first time or over a predetermined period.
  • a lateral acceleration of the vehicle is compared with a further threshold value. Based on a further comparison result resulting from the comparison, detection of the collision based on the longitudinal acceleration can be made plausible.
  • the lateral acceleration may be performed with the further threshold time after the detection of the beginning of the collision based on the longitudinal acceleration. If the lateral acceleration at a time after the start of the collision is smaller than the longitudinal acceleration at the time, it can be considered that it is a frontal collision or a rear-end collision and not a side collision.
  • the further threshold may be predetermined or adjusted depending on a value of the longitudinal acceleration.
  • a rotation value representing a rotational movement or a rotational state about a vertical axis of the vehicle may be compared with at least one classification value to obtain a classified rotation value.
  • the rotation value can be classified by the comparison, ie assigned to one of a plurality of classes.
  • three classes 21 1, 213, 215 are shown.
  • Each of the classes 21 1, 213, 215 may be assigned a possible collision area of the vehicle.
  • class 21 1 may be assigned the area 1 1 1 shown in FIG. 1, area 21 may be assigned to class 213, and area 1 15 to class 215.
  • Each of the classes 21 1, 213, 215 or each collision area defined by a class is associated with a group 221, 223, 225 of occupant protection means.
  • the occupant protection means 124, 126 shown in FIG. 1 may be assigned to the group 225, the occupant protection means 126 to the group 223, and the occupant protection means 126, 128 to the group 221.
  • a group 221, 223, 225 of occupant protection means is thus selected, which can subsequently be activated.
  • the step 205 may be in response to a detection of a collision by the
  • Steps 201, 203 are performed.
  • the step 203 is for
  • Steps 201, 203 can both be performed optionally.
  • the steps 201, 203 can be omitted if information about the collision is determined in another way or is already available.
  • FIG. 3 shows a schematic representation of a vehicle 100 according to an embodiment of the present invention. This may be the vehicle 100 shown in FIG. 1.
  • the vehicle 100 has a mass center of gravity 300. Shown is an action of a force F by a collision of the vehicle 100 with an obstacle 106.
  • a touch point 305 at the beginning of the collision between the obstacle 106 and the vehicle 100 is in a collision area at the front of the vehicle 100, on the right half of the front side.
  • the force F therefore acts laterally offset from the Center of gravity 300 of the vehicle 100.
  • the force F initially counteracts an inertial force r of the vehicle 100.
  • the inertia force r acts in the direction of travel of the vehicle 100.
  • the action of the force F, offset to the center of gravity 300 causes the vehicle 100 to rotate.
  • a direction of a resultant yaw rate coz is indicated by an arrow.
  • a joint evaluation of rotational and linear acceleration information which are used to detect discrete crash scenarios, takes place.
  • yaw rate ⁇ ⁇ it is also possible to use a derivative of the yaw rate ⁇ ⁇ , such as the yaw angle or the yaw acceleration.
  • Fig. 3 it may be a "low overlap" similar force, ie a force with a small overlap.
  • a threshold 440 divides the threshold by the and the ordinate spanned space in two subspaces 442, 444.
  • the threshold 440 is formed by a straight line of origin.
  • Subspace 442 represents an area to which low overlap crash type collisions are associated
  • subspace 444 represents an area to which all other types of collisions are associated, such as ODB collisions (Offset Deformable Barrier Collision), Angular Collisions, FF Collisions (Fiat Frontal Collisions), or no fire collisions in which no occupant protection means are activated
  • ODB collisions Offset Deformable Barrier Collision
  • Angular Collisions Angular Collisions
  • FF Collisions Fiat Frontal Collisions
  • no fire collisions in which no occupant protection means are activated
  • the characteristic curve 446 shows an exemplary course of a Relationship between the amount of yaw rate ⁇ ⁇ and the longitudinal acceleration DV_X during a "low overlap" collision, as described for example with reference to Figures 1 and 3.
  • the characteristic 448 shows an exemplary course of a relationship between the amount of the yaw rate coz and the longitudinal acceleration DV_X during a collision, which is not a "
  • the distinction whether an impact on the rear or the front has taken place, ie whether the collision has taken place from the front or from behind, can be carried out by a sign comparison of yaw rate ⁇ ⁇ and Y acceleration, ie the lateral acceleration.
  • the described embodiments enable a low overlap crash detection by evaluation of the yaw rate signal ⁇ ⁇ .
  • the approach can be implemented, for example, in control unit designs in which both rotation rate sensors as well as acceleration sensors are integrated in the corresponding plane of rotation.
  • the definition of an illustrative crash feature in the form of the collision area or the point of contact for the definition of a suitable activation concept for restraint means in accordance complex

Abstract

L'invention concerne un procédé pour analyser une collision d'un véhicule (100). Le procédé comprend une étape de détermination d'une zone (305) relative à la collision sur le véhicule (100) sur la base d'une valeur de rotation (ωZ) qui représente un mouvement de rotation ou une position de rotation autour d'un axe vertical du véhicule (100).
EP12783191.5A 2011-11-07 2012-10-31 Procédé et dispositif pour analyser une collision d'un véhicule Withdrawn EP2776287A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102011085843.1A DE102011085843B4 (de) 2011-11-07 2011-11-07 Verfahren und Vorrichtung zur Analyse einer Kollision eines Fahrzeugs
PCT/EP2012/071541 WO2013068286A1 (fr) 2011-11-07 2012-10-31 Procédé et dispositif pour analyser une collision d'un véhicule

Publications (1)

Publication Number Publication Date
EP2776287A1 true EP2776287A1 (fr) 2014-09-17

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP12783191.5A Withdrawn EP2776287A1 (fr) 2011-11-07 2012-10-31 Procédé et dispositif pour analyser une collision d'un véhicule

Country Status (8)

Country Link
US (1) US20140379222A1 (fr)
EP (1) EP2776287A1 (fr)
JP (1) JP2014530790A (fr)
KR (1) KR20140092830A (fr)
CN (1) CN103958283A (fr)
BR (1) BR112014010745A2 (fr)
DE (1) DE102011085843B4 (fr)
WO (1) WO2013068286A1 (fr)

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JP2014530790A (ja) 2014-11-20
KR20140092830A (ko) 2014-07-24
BR112014010745A2 (pt) 2017-04-25
CN103958283A (zh) 2014-07-30
WO2013068286A1 (fr) 2013-05-16
DE102011085843A1 (de) 2013-05-08
US20140379222A1 (en) 2014-12-25
DE102011085843B4 (de) 2020-10-15

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