JP2015168283A - Injury degree estimation method and injury degree estimation device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To estimate the degree of injury of an occupant more accurately during a lateral collision of a vehicle.SOLUTION: An injury degree estimation device 10 estimates a degree of injury of an occupant due to a collision at the time of a lateral collision of a vehicle. Occupant physique estimation means 104 estimates a physique of the occupant. Deformation state estimation means 108 estimates a deformation state of the vehicle based on detection values of a plurality of collision detection sensors 106 disposed at predetermined positions including both side faces of the vehicle for detecting the collision of the vehicle. Injury degree estimation means 110 estimates the degree of injury of the occupant based on the physique of the occupant and the deformation state of the vehicle.

Description

  The present invention relates to an injury degree estimation method and an injury degree estimation device for estimating the degree of injury of an occupant accompanying a collision at the time of a side collision of a vehicle.

Conventionally, as a means for detecting a side collision of a vehicle, a technique of providing a collision detection sensor on the side of the vehicle is known. For example, in the following Patent Document 1, a collision detection sensor is provided on a side door or a center pillar (B pillar) of a vehicle to detect a collision.
Further, in Patent Document 2 below, the amount of displacement at the position of the collision detection sensor is calculated from detection values detected by a plurality of collision detection sensors, and the collision detection sensor disposed on the side surface on the collision side at the time of a side collision is calculated. The deformation amount of the vehicle is estimated based on the difference between the displacement amount at the position and the displacement amount at the position of the collision detection sensor disposed symmetrically on the side surface opposite to the collision side. Further, in Patent Document 2 below, the degree of injury to the occupant is also estimated based on the estimation result of the deformation amount of the vehicle.

JP 2000-233708 A JP 2013-220675 A

In the event of a vehicle collision, measures are required to ensure the safety of passengers. Examples of measures for ensuring the safety of passengers include early emergency transport requests and driving of vehicle passenger protection mechanisms (such as airbags). At this time, if the degree of injury of the occupant can be estimated, there is a possibility that the above measures can be performed more efficiently.
For example, in Patent Document 2, the degree of injury to the occupant is estimated based on the estimation result of the deformation amount of the vehicle. However, there is room for improvement because the individual difference in the physique of the occupant is not focused.

  The present invention has been made in view of the above-described problems of the prior art, and provides an injury degree estimation method and an injury degree estimation device capable of accurately estimating the degree of injury of an occupant during a side collision of a vehicle. With the goal.

In order to solve the above-described problems and achieve the object, the damage degree estimation method according to the invention of claim 1 is a damage degree estimation method for estimating the degree of injury of a passenger accompanying a collision at the time of a side collision of a vehicle, An occupant physique estimation step that estimates the physique of the occupant, and a deformation state of the vehicle based on detection values of a plurality of collision detection sensors that are arranged at predetermined locations including both side surfaces of the vehicle and detect a vehicle collision A deformation state estimation step for estimating the degree of injury, and an injury degree estimation step for estimating the degree of injury of the occupant based on the physique of the occupant and the deformation state of the vehicle.
According to a second aspect of the present invention, in the occupant physique estimation step, a distance between the side surface of the vehicle and the occupant's body is estimated based on the occupant physique, and in the deformation state estimation step, And calculating the displacement amount at the position where each collision detection sensor is arranged using the detection value of the collision detection sensor arranged symmetrically at the same position on both sides of the vehicle, The deformation amount and the deformation speed are calculated based on the difference between the displacement amount at the position of the collision detection sensor arranged and the displacement amount at the position of the collision detection sensor arranged symmetrically on the side surface opposite to the collision side. In the damage degree estimation step, the degree of damage is estimated based on the deformation speed at the time when the separation distance between the side surface on the collision side and the body of the occupant becomes equal to the deformation amount. It is characterized in.
According to a third aspect of the present invention, in the damage degree estimation step, it is estimated that the degree of damage is greater as the deformation speed is higher when the deformation amount becomes equal to the separation distance. Features.
According to a fourth aspect of the present invention, in the occupant physique estimation step, a detection value of a weight sensor that measures the weight of the occupant is acquired, and it is estimated that the occupant's physique is larger as the weight is larger. It is characterized by that.
According to a fifth aspect of the present invention, in the injury degree estimation method, in the occupant physique estimation step, a detection value of a contact sensor provided in a seat on which the occupant is seated is obtained, and a contact area between the occupant and the seat is large. It is estimated that the occupant has a large physique.
According to a sixth aspect of the present invention, in the injury degree estimation method, in the occupant physique estimation step, an image of a camera that captures an interior of the vehicle on which the occupant is boarded is acquired, and the physique of the occupant is estimated from the image. It is characterized by that.
An injury degree estimation device according to the invention of claim 7 is an injury degree estimation device for estimating an injury degree of an occupant accompanying the collision at the time of a side collision of the vehicle, and an occupant physique estimation means for estimating the occupant's physique, Deformation state estimation means for estimating the deformation state of the vehicle based on detection values of a plurality of collision detection sensors arranged at predetermined locations including both side surfaces of the vehicle to detect a vehicle collision; and the physique of the occupant And an injury degree estimating means for estimating an injury degree of the occupant based on the deformation state of the vehicle.
The damage degree estimation apparatus according to an eighth aspect of the present invention further includes transmission means for transmitting an estimation result by the damage degree estimation means to the outside of the vehicle.
The damage degree estimation apparatus according to the invention of claim 9 is a transmission means for transmitting the estimation result by the occupant physique estimation means and the estimation result by the deformation state estimation means to another information terminal provided outside the vehicle. The occupant physique estimation means and the deformation state estimation means are provided in the vehicle, and the damage degree estimation means is provided in the other information terminal. .

According to the first aspect of the present invention, the degree of injury to the occupant is estimated based on the physique of the occupant and the deformation state of the vehicle at the time of a side collision of the vehicle. The estimation accuracy can be improved as compared with the case where the degree of damage is estimated using only the deformation amount of the vehicle.
According to the second and third aspects of the invention, the degree of damage based on the deformation speed (contact speed between the vehicle and the occupant) when the separation distance between the side surface on the collision side and the occupant's body becomes equal to the deformation amount. Is estimated. The contact speed between the vehicle and the occupant is known to have a high correlation with the degree of injury of the occupant, and the degree of injury is estimated more accurately by estimating the contact speed between the vehicle and the occupant based on the physique of the occupant. can do.
According to the invention of claim 4, the physique of the occupant is estimated using the detection value of the weight sensor that measures the weight of the occupant. A seating sensor or the like has been conventionally provided in a vehicle, and by using this, the physique of the occupant can be estimated with a simple configuration.
According to the invention of claim 5, the physique of the occupant is estimated using the detection value of the contact sensor provided in the seat on which the occupant is seated. If the contact range between the occupant and the seat is known, the separation distance between the side surface of the vehicle and the body of the occupant can be estimated with high accuracy, and the degree of injury can be estimated more accurately.
According to the invention of claim 6, since the occupant's physique is estimated using the camera image, the distance between the side surface of the vehicle and the occupant's body can be estimated with high accuracy, and the degree of injury can be estimated more accurately. be able to.
According to the seventh aspect of the present invention, the degree of injury to the occupant is estimated based on the physique of the occupant and the deformation state of the vehicle at the time of a side collision of the vehicle. The estimation accuracy can be improved as compared with the case where the degree of damage is estimated using only the deformation amount of the vehicle.
According to the invention of claim 8, since the degree of injury of the occupant is estimated inside the vehicle and transmitted to the outside of the vehicle, for example, the degree of damage caused by the collision can be grasped before the rescuer reaches the collision site, A more appropriate rescue operation can be performed quickly.
According to the ninth aspect of the present invention, the degree of damage is estimated by another information terminal provided outside the vehicle. If the other information terminal is, for example, an information terminal held by a vehicle manufacturer and more detailed data such as the structure and strength of the vehicle can be used, it is possible to estimate the degree of damage more accurately. There is sex.

It is a block diagram which shows the functional structure of the damage degree estimation apparatus 10 concerning embodiment. It is explanatory drawing which shows an example of the installation position of the collision detection sensor. It is explanatory drawing which represented the displacement amount in the installation position of each collision detection sensor according to the collision form. It is a graph which shows an example of the deformation amount of a vehicle. It is a graph which shows an example of the deformation speed of vehicles. It is explanatory drawing which shows typically the estimation of the physique by a weight. It is a graph which shows the relationship between a passenger | crew's physique and the separation distance R. FIG. It is explanatory drawing which shows typically the relationship between a passenger | crew's physique and separation distance. It is a flowchart which shows the procedure of the damage degree estimation process by the damage degree estimation apparatus.

  Exemplary embodiments of a damage degree estimation method and a damage degree estimation apparatus according to the present invention will be described below in detail with reference to the accompanying drawings.

(Embodiment)
FIG. 1 is a block diagram illustrating a functional configuration of a damage degree estimation apparatus 10 according to an embodiment.
The damage degree estimation device 10 includes a physique detection means 102, an occupant physique estimation means 104, a collision detection sensor 106, a deformation state estimation means 108, a damage degree estimation means 110, and a transmission means 112. Estimate the degree of occupant injury.

  The occupant physique estimation unit 104, the deformation state estimation unit 108, and the damage degree estimation unit 110 hold a CPU, a ROM that stores and stores a control program, a RAM as an operation area of the control program, and various data in a rewritable manner. An ECU (not shown) configured to include an interface unit that interfaces with an EEPROM, peripheral circuits, and the like is implemented by executing the control program by the CPU.

  The physique detection means 102 is a sensor for detecting information related to the physique of the occupant of the vehicle. For example, a weight sensor that measures the weight of the occupant or a contact sensor provided on a seat on which the occupant is seated may be used. it can. Further, instead of or in addition to these sensors, for example, a camera that captures an interior of a vehicle in which a passenger is riding may be used as the physique detection means 102.

The occupant physique estimation means 104 estimates the occupant's physique based on the detection information of the physique detection means 102.
In the present embodiment, the size of the occupant in the width direction (occupant width W) is estimated as the occupant's physique, and the separation distance R between the side surface of the vehicle and the occupant's body is estimated.
For example, when the physique detection means 102 is a weight sensor, the occupant physique estimation means 104 estimates that the occupant's physique is larger as the weight of the occupant detected by the weight sensor is larger.
Further, when the physique detection means 102 is a contact sensor, the occupant physique estimation means 104 estimates that the occupant's physique is larger as the contact area between the occupant and the seat is larger.
Further, when the physique detection means 102 is a camera, the occupant physique estimation means 104 estimates the occupant's physique from an image taken by the camera. For example, the proportion of the area occupied by the occupant in the image can be calculated by image analysis, the size of the occupant can be estimated from the comparison with the size of the seat of the vehicle, the distance from the ceiling, and the like.

FIG. 6 is an explanatory diagram schematically showing estimation of a physique based on weight.
In the graph of FIG. 6, the horizontal axis represents the weight of the occupant, and the vertical axis represents the size of the occupant in the width direction (occupant width W).
As indicated by the solid line in the graph, it can be estimated that the occupant width W increases as the occupant weight increases.
In addition, as indicated by the dotted line in the graph, the physiques may be classified in stages according to weight, such as a small body type, a standard body type, and a large pattern type.

Further, the occupant physique estimation means 104 estimates a separation distance R between the side surface of the vehicle and the occupant's body from the estimated occupant width W.
FIG. 8 is an explanatory diagram schematically showing the relationship between the occupant's physique and the separation distance R. As shown in FIG.
In FIG. 8, the passengers are denoted by reference symbols P1 and P2, the seat is denoted by the symbol ST, the center line of the seat ST is denoted by the symbol CL, the passenger-side door is denoted by the symbol DR, the distance between the seat ST and the door DR is denoted by the symbol DW, and the seat ST The half width is indicated by the symbol SW, the half widths of the bodies of the occupants P1, P2 are indicated by the symbols W1, W2, and the separation distances between the bodies of the passengers P1, P2 and the door DR are indicated by the symbols R1, R2.
The distance DW between the seat ST and the door DR and the half width SW of the seat ST are known values from vehicle design data and the like. Therefore, the distances R1 and R2 between the bodies of the passengers P1 and P2 and the door DR can be estimated by subtracting the half widths W1 and W2 of the passengers P1 and P2 from the distance DW + half width SW.
As shown in FIG. 8A, when the physique of the occupant P1 is large, the separation distance R1 between the body of the occupant P1 and the door DR is relatively narrow.
Further, as shown in FIG. 8B, when the physique of the occupant P2 is small, the separation distance R2 between the body of the occupant P2 and the door DR is relatively wide.

FIG. 7 is a graph showing the relationship between the physique of the occupant and the separation distance R.
In FIG. 7, the vertical axis represents the separation distance R between the occupant's body and the vehicle (door DR), and the horizontal axis represents the size of the occupant in the width direction (occupant width W).
In FIG. 7, the larger the occupant width W is, the smaller the separation distance R is. That is, the separation distance R is inversely proportional to the passenger width W.
Note that the separation distance R may be classified stepwise according to the value of the occupant width W, as indicated by the dotted line in the graph.

6 and 7, the occupant width W is estimated from the occupant weight, and the separation distance R is estimated. However, the present invention is not limited to this, and information detected by the physique detection means 102 (occupant weight, occupant and seat, In other words, a relational expression, a map, or the like may be created so that the separation distance R can be directly estimated from the contact area).
For example, as shown in FIG. 6, since the occupant weight and the occupant width W are generally proportional, the horizontal axis in FIG. 7 is replaced with the occupant weight, and the inclination of the graph is adjusted, so that only FIG. The separation distance R can be estimated from the occupant weight.

Returning to the description of FIG. 1, the collision detection sensor 106 is a sensor for detecting an impact on the vehicle. For example, an acceleration sensor or a displacement sensor for detecting acceleration applied to the vehicle can be used. In this embodiment, an acceleration sensor is used as the collision detection sensor 106.
A plurality of the collision detection sensors 106 are arranged so as to be bilaterally symmetrical at substantially the same position on both side surfaces of the vehicle. That is, the collision detection sensor 106 is disposed at a predetermined location including both side surfaces of the vehicle and detects a vehicle collision. Moreover, the collision detection sensor 106 may be arrange | positioned in the several location from which a position differs in the vehicle front-back direction in the both sides | surfaces of a vehicle.
In the present embodiment, the collision detection sensor 106 is provided on a front seat door on both side surfaces (left and right side surfaces) of the vehicle and on a rear seat door on both side surfaces (left and right side surfaces) of the vehicle. To do.

FIG. 2 is an explanatory diagram illustrating an example of an installation position of the collision detection sensor 106.
FIG. 2 is a top view of the vehicle 200. The vehicle 200 is provided with a right front seat door RFD and a right rear seat door RRD on the right side, and a left front seat door LFD and a left rear seat door LRD on the left side. .
In the present embodiment, it is assumed that the collision detection sensor 106 is provided at a total of four locations, that is, a front seat door on both sides of the vehicle and a rear seat door on both sides of the vehicle. In the following, the collision detection sensor 106 provided on the right front seat door RFD is the right front door sensor RFDS, the collision detection sensor 106 provided on the right rear seat door RRD is the right rear door sensor RRDS, and the left front seat door. The collision detection sensor 106 provided in the LFD is referred to as a left front door sensor LFDS, and the collision detection sensor 106 provided in the left rear seat door LRD is referred to as a left rear door sensor LRDS.

Returning to the description of FIG. 1, the deformation state estimation means 108 estimates the deformation state of the vehicle based on the detection values of the plurality of collision detection sensors 106.
More specifically, the deformation state estimating means 108 uses the detection values of the collision detection sensors 106 arranged symmetrically at the same positions on both side surfaces of the vehicle to calculate the displacement amount at the position where each collision detection sensor 106 is arranged. Based on the difference between the displacement amount at the position of the collision detection sensor 106 arranged on the side surface on the collision side and the displacement amount at the position of the collision detection sensor 106 arranged symmetrically on the side surface opposite to the collision side, respectively. Thus, the deformation amount and deformation speed of the vehicle are estimated.
Specifically, the displacement speed at each sensor installation position is obtained by integrating the detection value (acceleration) of the collision detection sensor 106, which is an acceleration sensor, on the first floor, and the displacement amount at each sensor installation position by integrating the same value on the second floor. Can be estimated, and the difference in displacement at the positions of the two collision detection sensors 106 can be estimated as the amount of deformation of the vehicle.

The estimation of the deformation amount will be described using the installation position in FIG. 2 as an example. For example, when the left side surface of the vehicle collides, the deformation state estimation means 108 first calculates the displacement of the left front seat door LFD by second-order integrating the detection value of the left front door sensor LFDS.
Next, the deformation state estimation means 108 calculates the amount of displacement of the right front seat door RFD by second-order integration of the detection value of the right front door sensor RFDS.
Then, the deformation amount around the left front seat is calculated from the difference between the displacement amount of the left front seat door LFD and the displacement amount of the right front seat door RFD. The deformation amount can be calculated for the rear seats by performing the same process.

This will be described more specifically with reference to FIG.
FIG. 3 is an explanatory diagram showing the amount of displacement at the position where each collision detection sensor is installed according to the collision mode, taking as an example the case where the left side surface of the vehicle collides, and FIG. 3A collides with a columnar stationary object M. In this case, FIG. 3B shows an example when the vehicle CR is collided. The upper part of FIG. 3 is a schematic diagram showing the collision mode and the acceleration state of each collision detection sensor 106 at the time of the collision, and the lower left part is calculated from the detection values of the left front door sensor LFDS and the right front door sensor RFDS. A graph comparing the displacement amounts, and a graph comparing the displacement amounts calculated from the detection values of the left rear door sensor LRDS and the right rear door sensor RRDS are disclosed on the lower right.
In the lower graph of FIG. 3, the vertical axis indicates the displacement amount of each door, and the horizontal axis indicates time.

First, as shown in the schematic diagram in the upper part of FIG. 3A, when the left side surface (the left front seat door LFD) of the vehicle collides with the columnar stationary object M, the vehicle is locally applied to a part of the left side surface of the vehicle. Impact force is applied (in the example shown, around the left front seat door LFD). For this reason, the magnitude of acceleration detected by each collision detection sensor 106 varies greatly depending on the installation location of the collision detection sensor 106.
More specifically, the detection value of the left front door sensor LFDS closest to the stationary object M is the largest, and then the detection values of the left rear door sensor LRDS, and the right front door sensor RFDS and the right rear door sensor RRDS are detected by the left front door sensor LFDS. It is much smaller than the value and is about the same value.

  Then, comparing the displacement amounts of the doors calculated from the detection values of the door sensors from the lower graph of FIG. 3A, the displacement amount of the left front seat door LFD is the largest, and then the left rear seat. The amount of displacement of the door LRD and the amount of displacement of the right front seat door RFD and the right rear seat door RRD are the smallest and substantially the same value.

By the way, when the left side surface of the vehicle collides, normally, the right side surface on the opposite side hardly deforms. However, the collision of the left side surface causes the entire vehicle to be pushed to the right side, so that acceleration to the right side of the vehicle occurs, and each door sensor detects the acceleration.
That is, the right front door sensor RFDS and the right rear door sensor RRDS detect only the acceleration due to the collision, and the left front door sensor LFDS and the left rear door sensor LRDS detect the value including the acceleration caused by the collision and the acceleration caused by the deformation of the door. ing.
That is, the displacement amount of the right front seat door RFD and the right rear seat door RRD indicates the displacement amount of the vehicle itself due to the collision, and the displacement amount of the left front seat door LFD and the left rear seat door LRD. Is a value obtained by adding the displacement amount due to the deformation of the door to the displacement amount of the vehicle itself.

  Therefore, the difference obtained by subtracting the displacement amount at the right front seat door RFD (right front door sensor RFDS position) from the displacement amount of the left front seat door LFD (left front door sensor RFDS position) is the left front seat door LFD. The difference obtained by subtracting the right rear seat door RRD (right rear door sensor RRDS position) from the displacement amount of the left rear seat door LRD (left rear door sensor LRDS position) is estimated as the deformation amount of the left rear seat door LRD. Estimated as a quantity. In this way, the amount of deformation of the side surface on the collision side can be estimated by subtracting the amount of displacement of the opposite side surface at the symmetrical position from the amount of displacement of the side surface on the collision side.

  In this way, by estimating the deformation amount of the collision side surface (here, the left front seat door LFD and the left rear seat door LRD), along with the deformation state due to the collision, the form of the collision (the columnar stationary object and Or collision with the vehicle).

On the other hand, as shown in the schematic diagram in the upper part of FIG. 3B, the left side surface of the vehicle (the left front seat door LFD and the left rear seat door LRD) is collided with another vehicle CR. In the collision mode, an impact force is applied to a relatively wide range on the left side surface of the vehicle.
For this reason, the detection values of the left front door sensor LFDS and the left rear door sensor LRDS provided on the left side surface are relatively close values.

3B, the displacement amount of the left front seat door LFD and the displacement amount of the left rear seat door LRD are approximately the same displacement amount.
This indicates that in the collision mode of FIG. 3B, the entire left side surface is subjected to a collision load, rather than receiving a collision load locally as in the case of a side collision with the columnar stationary object M of FIG. 3A. ing.

FIG. 4 is a graph showing an example of the deformation amount of the vehicle. For example, FIG. 4 shows a temporal change in the difference (deformation amount) between the displacement amounts of the left and right doors in the lower left graph of FIG. 3A.
In the graph of FIG. 4, the vertical axis indicates the amount of deformation of the vehicle, and the horizontal axis indicates time.
Such a transition of the deformation amount can be obtained by plotting a difference in displacement amount of each collision detection sensor 106 shown in the lower part of FIG. 3 for each unit time.
In FIG. 4, the deformation starts at time 0 when the vehicle and the stationary object M contact each other, and the final deformation amount Yx is reached at time Tx. When the vehicle is formed of a material that is elastically deformed, the final deformation amount Yx may be different from the maximum deformation amount.

FIG. 5 is a graph showing an example of the deformation speed of the vehicle.
In the graph of FIG. 5, the vertical axis represents the deformation speed of the vehicle, and the horizontal axis represents time.
Such a transition of the deformation speed may be obtained by, for example, differentiating the amount of deformation of the vehicle shown in FIG. 4 with respect to time, or by firstly integrating accelerations on both sides of the vehicle obtained by the collision detection sensor 106 and plotting the difference. May be.
In FIG. 5, the deformation speed increases from time 0 when the vehicle and the stationary object M come into contact with each other, and then gradually decreases after reaching the maximum speed Vp at time Tp.

  Thus, the deformation state estimation means 108 can estimate the deformation state including the deformation amount and the deformation speed of the vehicle based on the detection values of the plurality of collision detection sensors 106 provided in the vehicle.

Returning to the description of FIG. 1, the injury degree estimation means 110 is based on the occupant's physique estimated by the occupant physique estimation means 104 and the deformation state of the vehicle estimated by the deformation state estimation means 108. Is estimated.
More specifically, the damage degree estimation means 110 estimates the degree of damage based on the deformation speed when the separation distance between the side surface on the collision side and the occupant's body becomes equal to the deformation amount of the vehicle.
At this time, the degree-of-scratch estimation means 110 estimates that the degree of injury of the occupant increases as the deformation speed increases when the deformation amount of the vehicle becomes equal to the separation distance, that is, when the deformed vehicle contacts the occupant.

4 and FIG. 5, the damage degree estimating means 110 first refers to the vehicle deformation amount graph shown in FIG. 4 and the time when the vehicle deformation amount becomes equal to the separation distance R. Is identified. For example, in FIG. 4, the times when the deformation amounts become the separation distances R1, R2 (R1 <R2) shown in FIG. 8 can be specified as T1, T2 (T1 <T2), respectively.
And the deformation | transformation speed in time T1, T2 is specified with reference to the graph of the deformation | transformation speed of the vehicle shown in FIG. For example, in FIG. 5, the deformation speeds at times T1 and T2 can be specified as V1, V2 (V1> V2), respectively.
The damage degree estimation means 110 estimates that the degree of damage to the occupant increases as the deformation speed increases when the deformation amount of the vehicle becomes equal to the separation distance R, that is, when the deformed vehicle contacts the occupant.
In the above example, it can be estimated that the large occupant P1 having a small separation distance R has a higher deformation speed at the time of contact than the small occupant P2, and the degree of injury is large.
It is known that the degree of injury is not proportional to the size of the occupant but proportional to the deformation speed at the time when the deformed vehicle contacts the occupant. For this reason, in the above example using FIGS. 4 to 7, it is estimated that the large passenger P1 has a greater degree of damage, but the vehicle deformation state and the vehicle structure (the distance between the seat ST and the door DR, etc.) ) Etc., the estimation result changes.

Further, the damage degree estimation means 110 may estimate the degree of damage of the vehicle occupant due to the deformation state of the vehicle, in addition to the estimation of the degree of damage based on the physique described above.
In this case, for example, the occupant's boarding position is detected using the detection value of the seating sensor of the vehicle or the image taken by the in-vehicle camera, and the degree of injury of the occupant is estimated based on the deformation amount at the boarding position. Specifically, it is estimated that the greater the amount of deformation at the boarding position of the occupant, the greater the degree of injury to the occupant.

  Specifically, referring to FIG. 3, for example, when the left side surface of the vehicle (the left front seat door LFD) collides with the columnar stationary object M as shown in FIG. 3A, the left front part close to the stationary object M The deformation amount in the seat door LFD is larger than the deformation amount in the left rear seat door LRD. That is, it can be seen that the left front seat door LFD is greatly deformed to the vehicle interior side (left front seat side), and the passenger is injured when the passenger is on the left front seat. It can be estimated that the possibility and the degree of injury to the occupant are large. On the other hand, it can be estimated that the occupant of the left rear seat has a relatively low possibility of injury and the degree of injury compared to the occupant of the left front seat.

  In addition, as shown in FIG. 3B, when the left side surface of the vehicle (the left front seat door LFD and the left rear seat door LRD) collides with another vehicle CR, the left side surface of the vehicle is entirely on the vehicle interior side. The deformation amount is smaller than the deformation amount of the left front seat door LFD in the case of FIG. 3A and larger than the left rear seat door LRD. That is, in this collision mode, when the passenger is on the left front seat and the left rear seat, the possibility of injury and the degree of injury can be estimated to be substantially the same in the front and rear, and the columnar stationary object M in FIG. It can be estimated that the possibility and degree of injury at the left front seat are relatively small and the possibility and degree of injury at the left rear seat are relatively large compared to the case of a side collision.

Returning to the description of FIG. 1, the transmission unit 112 is a communication interface connected to a telephone line or a network line, and transmits the estimation result by the damage degree estimation unit 110 to the outside of the vehicle.
For example, the transmission unit 112 transmits an estimation result of the degree of injury of the occupant to the fire department headquarters that has received an emergency call due to the collision of the vehicle or an emergency vehicle heading for rescue of the occupant. Thereby, the rescuer can grasp the outline of the damage caused by the collision before reaching the collision site of the vehicle, and can rescue more quickly.
The transmission means 112 may transmit information when receiving an information transmission request from the fire department headquarters receiving an emergency call or an emergency vehicle heading for rescue of an occupant.

FIG. 9 is a flowchart illustrating a procedure of the degree of damage degree estimation process performed by the degree of damage estimation apparatus 10.
In the flowchart of FIG. 9, the injury degree estimation device 10 first acquires information (physique detection information) related to the physique of the occupant detected by the physique detection means 102 (step S900).
Next, based on the information acquired in step S900, the occupant physique estimation means 104 estimates the occupant's physique (occupant width W) (step S902), and further, the vehicle side surface (generally the door DR). A separation distance R from the occupant's body is estimated (step S904).

  Subsequently, the damage degree estimation apparatus 10 detects acceleration using the collision detection sensor 106 (step S906). Until any of the collision detection sensors 106 detects acceleration due to a side collision (step S908: No loop), the damage degree estimation apparatus 10 returns to step S906 and continues to detect acceleration.

When any of the collision detection sensors 106 detects an acceleration due to a side collision (step S908: Yes), the damage degree estimation device 10 estimates the deformation amount and deformation speed of the vehicle by the deformation state estimation means 108 (step S908). S910).
As described above, the deformation state estimation means 108 calculates the amount of displacement at the position of the collision detection sensor 106 by performing second-order integration of the detection values of the respective collision detection sensors 106, and forms a pair of collision detection sensors 106 on the left and right sides. The amount of deformation at the position of the collision detection sensor 106 on the collision side is estimated from the difference in the displacement amount at the position.
Also, the time change rate of the deformation amount is estimated as the deformation speed.

Next, the damage degree estimation device 10 estimates the deformation speed at the time when the vehicle deformed by the damage degree estimation means 110 comes into contact with the occupant, that is, the contact speed between the occupant and the vehicle (step S912).
Then, the degree of injury of the occupant is estimated based on the contact speed between the occupant and the vehicle (step S914).
Thereafter, the damage degree estimation device 10 transmits the degree of damage received by the occupant to the outside of the vehicle by the transmission means 112 (step S914), and the process according to this flowchart ends.

In this embodiment, the degree of injury of the occupant is estimated by the injury degree estimation device 10 provided in the vehicle. However, the present invention is not limited to this. For example, the estimation result by the occupant physique estimation unit 104 and the deformation state estimation The estimation result by the means 108 may be transmitted to another information terminal provided outside the vehicle, and the degree of injury received by the occupant may be estimated by the degree-of-injury estimation means provided in the other information terminal.
In this case, the other information terminal is, for example, an information terminal held by a vehicle manufacturer. Thus, by estimating the degree of damage using other information terminals, there is a possibility that more detailed data such as the structure and strength of the vehicle can be used to estimate the degree of damage more accurately. .

  In the present embodiment, the left and right front seat doors LFD and RFD and the left and right rear seat doors LRD and RRD are each provided with two collision detection sensors. It may be provided in a pillar, front and rear fenders, or a plurality of collision detection sensors may be provided in the door. As described above, by increasing the detection positions per side of the vehicle, it is possible to estimate the deformation state in more detail and accurately, and it is possible to estimate the degree of injury to the occupant and the degree of vehicle damage more accurately. .

  Further, in the present embodiment, the deformation amount of the side surface on the collision side is estimated from the difference in displacement amount between the left and right doors. For example, a collision detection sensor is separately provided in the central portion of the vehicle, and the vehicle central portion The deformation amount may be estimated based on the difference between the displacement amount at the position of the collision detection sensor and the displacement amount at the position of the collision sensor installed on the side surface (front and rear door) on the collision side.

As described above, the damage degree estimation device 10 according to the embodiment estimates the degree of damage to an occupant based on the physique of the occupant and the deformation state of the vehicle at the time of a side collision of the vehicle. The degree of injury of the occupant can be estimated in consideration of the physique, and the estimation accuracy can be further improved as compared with the case of estimating the degree of injury using only the deformation amount of the vehicle.
Further, the damage degree estimation device 10 estimates the degree of damage based on the deformation speed (contact speed between the vehicle and the occupant) when the separation distance between the collision side surface and the occupant's body becomes equal to the deformation amount. The contact speed between the vehicle and the occupant is known to have a high correlation with the degree of injury of the occupant, and the degree of injury is estimated more accurately by estimating the contact speed between the vehicle and the occupant based on the physique of the occupant. can do.
Further, if the physique of the occupant is estimated using the detection value of the weight sensor that measures the weight of the occupant in the damage degree estimation device 10, a seating sensor or the like is conventionally provided in the vehicle, By utilizing this, the physique of the occupant can be estimated with a simple configuration.
Further, in the damage degree estimation device 10, if the physique of the occupant is estimated using the detection value of the contact sensor provided in the seat where the occupant is seated, if the contact range between the occupant and the seat is known, the vehicle The distance between the side surface and the occupant's body can be estimated with high accuracy, and the degree of injury can be estimated more accurately.
Further, if the occupant's physique is estimated using the camera image in the injury degree estimation device 10, the distance between the side surface of the vehicle and the occupant's body can be estimated with high accuracy, and the degree of injury is more accurately determined. Can be estimated.
In addition, since the injury degree estimation device 10 estimates the degree of injury of the occupant in the vehicle and transmits it to the outside of the vehicle, for example, the rescuer can grasp the degree of damage caused by the collision before reaching the collision site. A more appropriate rescue operation can be performed quickly.
Further, in the damage degree estimation apparatus 10, if the degree of damage is estimated by another information terminal provided outside the vehicle, the other information terminal is, for example, an information terminal held by a vehicle manufacturer, If more detailed data, such as the structure and strength, can be used, there is a possibility that the degree of damage can be estimated more accurately.

  DESCRIPTION OF SYMBOLS 10 ... Injury degree estimation apparatus, 102 ... Body size detection means, 104 ... Passenger physique estimation means, 106 ... Collision detection sensor, 108 ... Deformation state estimation means, 110 ... Injury degree estimation means, 112 ... Transmission Means, 200 ... vehicle, LFD ... left front seat door, LFDs ... left front door sensor, LRD ... left rear seat door, LRDS ... left rear door sensor, RFD ... right front seat door, RFDS: Right front door sensor, RRD: Right rear seat door, RRDS: Right rear door sensor.

Claims (9)

Injury degree estimation method for estimating the degree of injury of an occupant associated with a side collision of a vehicle,
An occupant physique estimation step for estimating the physique of the occupant;
A deformation state estimation step of estimating a deformation state of the vehicle based on detection values of a plurality of collision detection sensors that are arranged at predetermined locations including both side surfaces of the vehicle and detect a vehicle collision;
Injury degree estimation step for estimating the degree of injury of the occupant based on the physique of the occupant and the deformation state of the vehicle,
Injury degree estimation method characterized by including. In the occupant physique estimation step, a separation distance between a side surface of the vehicle and the occupant's body is estimated based on the occupant's physique,
In the deformation state estimating step, the amount of displacement at the position where each collision detection sensor is arranged is calculated using the detection value of the collision detection sensor arranged symmetrically at the same position on both sides of the vehicle, The deformation is based on the difference between the amount of displacement at the position of the collision detection sensor disposed on the side surface on the collision side and the amount of displacement at the position of the collision detection sensor disposed symmetrically on the side surface opposite to the collision side. Estimating the amount and the deformation speed,
In the damage degree estimation step, the degree of damage is estimated based on the deformation speed at the time when the separation distance between the collision side surface and the occupant's body becomes equal to the deformation amount.
The damage degree estimation method according to claim 1. In the damage degree estimation step, it is estimated that the degree of damage is larger as the deformation speed is faster when the deformation amount becomes equal to the separation distance.
The damage degree estimation method according to claim 2. In the occupant physique estimation step, a detection value of a weight sensor that measures the weight of the occupant is acquired, and it is estimated that the physique of the occupant is larger as the weight is larger.
The damage degree estimation method according to any one of claims 1 to 3, wherein the damage degree is estimated. In the occupant physique estimation step, a detection value of a contact sensor provided in a seat on which the occupant is seated is obtained, and it is estimated that the occupant has a larger physique as the contact area between the occupant and the seat increases.
The damage degree estimation method according to any one of claims 1 to 3, wherein the damage degree is estimated. In the occupant physique estimation step, an image of a camera that captures an interior of the vehicle on which the occupant is boarded is acquired, and the physique of the occupant is estimated from the image.
The damage degree estimation method according to any one of claims 1 to 3, wherein the damage degree is estimated. A degree-of-injury estimation device for estimating the degree of injury of a passenger accompanying a side collision of a vehicle,
Occupant physique estimation means for estimating the occupant's physique;
Deformation state estimation means for estimating the deformation state of the vehicle based on detection values of a plurality of collision detection sensors that are arranged at predetermined locations including both side surfaces of the vehicle and detect a vehicle collision;
Injury degree estimating means for estimating the degree of injury of the occupant based on the physique of the occupant and the deformation state of the vehicle;
A wound degree estimation apparatus comprising: A transmission means for transmitting the estimation result by the damage degree estimation means to the outside of the vehicle;
The damage degree estimation apparatus according to claim 7. A transmission means for transmitting the estimation result by the occupant physique estimation means and the estimation result by the deformation state estimation means to another information terminal provided outside the vehicle;
The occupant physique estimation means and the deformation state estimation means are provided in the vehicle,
The damage degree estimation means is provided in the other information terminal,
The damage degree estimation apparatus according to claim 7.

Images