WO2008020673A1

WO2008020673A1 - Black box for vehicle

Info

Publication number: WO2008020673A1
Application number: PCT/KR2007/001896
Authority: WO
Inventors: Dong-Hwan Yeom
Original assignee: Dong-Hwan Yeom
Priority date: 2006-08-16
Filing date: 2007-04-18
Publication date: 2008-02-21
Also published as: KR100796265B1

Abstract

The present invention relates to a black box for a vehicle, and more particularly, to a black box for a vehicle having a very-simple structure. The black box for a vehicle according to the present invention comprises: an X-axis acceleration sensor for reading an acceleration value of an X-axis direction; a Y-axis acceleration sensor for reading an acceleration value of a Y-axis direction; a controller for finding a Jerk (Jerk=da/dt, where da=a variation in acceleration and dt=a variation in time) value of the X-axis or Y-axis direction based on the acceleration value of the X-axis or Y-axis direction read from the X-axis or Y-axis acceleration sensor and determining whether or not the found Jerk value of the X-axis or Y-axis direction falls within a predetermined Jerk value range so as to sense a vehicle accident; and a memory for storing the acceleration value of the X-axis or Y-axis direction read for a given time before and after the vehicle accident if it is determined by the controller that the vehicle accident occurs.

Description

Description BLACK BOX FOR VEHICLE

Technical Field

[1] The present invention relates to a black box for a vehicle, and more particularly, to a black box for a vehicle having a very-simple structure. Background Art

[2] Most black boxes for a vehicle, which have been filed so far, include a digital traveling recording device for periodically recording the speed, the time and the brake state of a vehicle, a drive recorder unit for storing information regarding the brake state, the number of revolutions of the engine, etc., a vehicle moving picture storing device for compressing/storing image and voice data of the inside/outside of a vehicle at the time of the vehicle collision, a vehicle operation path tracing device for detecting and storing the traveling path, the speed and the time of a vehicle through a GPS system, a telematics technology for performing the transmission of a signal informing vehicle burglary, fire, traffic information, emergency, etc., and the like.

[3] However, the aforementioned conventional black box-related technology entails a demerit in that it is complicated in its structure as being designed to directly receive associated information from a vehicle and accurately analyze the situation just before the collision accident of vehicles, and its public commercialization cannot be effected due to degradation in economic efficiency.

[4] Furthermore, since black boxes for a vehicle utilizing a camera, which have been filed so far, are complexly configured to store a video signal for a long period of time until a predetermined time has elapsed before and after the vehicle accident, the black boxed need a large-capacity storage unit and has a microcomputer built therein, which contributes to a limitation in public commercialization.

[5] Meanwhile, a plurality of accident sensors are adapted to be attached on each parts of a vehicle so as to directly sense an impact upon the occurrence of the vehicle accident, and hence a difficulty in mounting the sensors on the vehicle acts as one of obstacles of generalization, which causes a limitation in public commercialization. Disclosure of Invention

Technical Problem

[6] Accordingly, the present invention has been made in view of the aforementioned problems occurring in the prior art, and it is an object of the present invention to provide a black box for a vehicle which enables analysis of a vehicle accident using only the variation data of a negative acceleration in longitudinal/transverse directions (X-axis/Y-axis). [7] Another object of the present invention is to provide a black box for a vehicle which additionally includes a camera with a simple structure to provide an auxiliary data used to analyze an accident sequence. Technical Solution

[8] To achieve the above object, the present invention provides a black box for a vehicle, comprising:

[9] an X-axis acceleration sensor for reading an acceleration value of an X-axis direction;

[10] a Y-axis acceleration sensor for reading an acceleration value of a Y-axis direction;

[11] a controller for finding a Jerk (Jerk=da/dt, where da=a variation in acceleration and dt=a variation in time) value of the X-axis or Y-axis direction based on the acceleration value of the X-axis or Y-axis direction read from the X-axis or Y-axis acceleration sensor and determining whether or not the found Jerk value of the X-axis or Y-axis direction falls within a predetermined Jerk value range so as to sense a vehicle accident; and

[12] a memory for storing the acceleration value of the X-axis or Y-axis direction read for a given time before and after the vehicle accident if it is determined by the controller that the vehicle accident occurs.

[13] Preferably, the black box for a vehicle further may include a Z-axis acceleration sensor for reading an acceleration value of a Z-axis direction so as to be utilized as auxiliary means for determining whether or not the vehicle accident occurs.

[14] Preferably, the X-axis or Y-axis acceleration sensor may be a one-axis acceleration sensor for measuring an arbitrary one-directional acceleration, the acceleration detecting direction of the one-axis acceleration sensor being oriented perpendicular to each other.

[15] Also, preferably, the X-axis and Y-axis acceleration sensors may be two-axis acceleration sensors for simultaneously measuring the acceleration values of the X-axis and Y-axis directions.

[16] Preferably, the black box for a vehicle further includes a camera for photographing an image if it is determined by the controller that the vehicle accident occurs.

[17] Preferably, the camera may be a still image camera which includes: a first camera for photographing an image in a forward direction of the vehicle; and a second camera for photographing an image in a leftward or rightward direction of the vehicle, the second camera being adapted to be oriented perpendicular to the first camera, and the still image camera is adapted to photograph the image once if it is determined by the controller that the vehicle accident occurs and then photograph the image twice after the elapse of a predetermined time, so that the photographed image is stored in the memory. [18] Also, preferably, the camera is a moving image camera which includes: a first camera for photographing a moving image in a forward direction of the vehicle; and a second camera for photographing a moving image in a leftward or rightward direction of the vehicle, the second camera being adapted to be oriented perpendicular to the first camera, and wherein the moving image camera is adapted to allow the photographed moving image to be stored in the memory based on a first-in first-out scheme after the consecutive photographing of a moving image from prior to the vehicle accident, allow a moving image photographed until after the elapse of a predetermined time from the time point when it is determined by the controller that the vehicle accident occurs to be additionally stored in the memory, and then terminate the photographing of the moving image.

Advantageous Effects

[19] According to the present invention, it is possible to provide a black box for a vehicle which enables accurate analysis of a vehicle accident using only the variation data of a negative acceleration in longitudinal/transverse directions (X-axis/Y-axis). [20] Also, it is possible to provide a black box for a vehicle which additionally includes a camera with a simple structure to provide an auxiliary data used to analyze an accident sequence. [21] In addition, it is possible to increase reliability of the analysis of the accident sequence using only the above-mentioned basic simple data to thereby realize public commercialization of the black box for a vehicle.

Brief Description of the Drawings [22] FIG. 1 is a block diagram illustrating the inner construction of a black box for a vehicle according to a preferred embodiment of the present invention; [23] FIG. 2 is a view illustrating the mounting positions of the camera shown in FIG. 1 on a vehicle; [24] FIG. 3 is a flow chart illustrating the operation of a black box for a vehicle according to the present invention; [25] FIGs. 4 to 8 are views showing examples of analyzing an accident sequence based on data stored in a black box for a vehicle according to the present invention; and [26] FIGs. 9 and 10 are views showing examples of analyzing an accident sequence based on data photographed by a camera of a black box for a vehicle according to the present invention.

[27] <Explanation on reference numerals of principal elements in the drawings>

[28] 110 : controller

[29] 120, 130, 140, 131 : acceleration sensor [30] 150 : display section

[31] 160 : external data interface

[32] 170 : memory

[33] 180 : power supply

[34] 190 : camera

Mode for the Invention

[35] Hereinafter, a black box for a vehicle according to the present invention will be described in detail with reference to the appended drawings.

[36] FIG. l(A) is a block diagram illustrating the inner construction of a black box for a vehicle according to one embodiment of the present invention, and FIG. 1 (B) is a block diagram illustrating the inner construction of a black box for a vehicle according to another embodiment of the present invention.

[37] X-, Y- and Z-axes, which will be descried below, are set such that an X-axis

(longitudinal direction) denotes an advancing direction of a vehicle with respect to the vehicle, a Y-axis (transverse direction) denotes a direction perpendicular to the advancing direction of the vehicle on a horizontal plane, and a Z- axis (vertical direction) denotes a direction perpendicular to the advancing direction of the vehicle on a vertical plane.

[38] The inner constructions of the black box for a vehicle shown in FIGs. l(A) and l(B) are identical to each other except that there is a difference in the acceleration sensors. In FIG. l(A), the acceleration sensors are constructed of two or three one-axis acceleration sensors for measuring an arbitrary one-directional acceleration of an X-axis, Y-axis or Z-axis direction, whereas in FIG. l(B), the acceleration sensors are constructed of a two-axis acceleration sensor or a three-axis acceleration sensor for measuring the acceleration values of the X-axis and Y-axis directions or the X-axis, Y- axis and Z-axis directions together.

[39] As shown FIG. l(A) and l(B), the black box for a vehicle according to the present invention includes a controller 110, acceleration sensors 120, 130, 140 and 131, a display section 150, an external data interface 160, a memory 170, a power supply 180 and a camera 190.

[40] The controller 110 controls such that data is recorded in the memory 170 or the camera 190 is operated if a variation in acceleration of a vehicle is sensed by the acceleration sensors 120, 130 and 131.

[41] The controller 110 finds a Jerk value based on the acceleration values obtained by the acceleration sensors 120, 130 and 131 and compares the found Jerk value with a predetermined Jerk value, so that the acceleration data is recorded in the memory 170 or the camera 190 is operated. [42] Here, a Jerk denotes the rate of change, i.e., the derivative of acceleration with respect to time, and is represented by the following Equation:

[43] Jerk=da/dt, where da=a variation in acceleration and dt=a variation in time.

[44] In this case, the Z-axis acceleration sensor 140 for measuring a Z-axis acceleration is utilized as auxiliary means for additionally detecting a variation of acceleration in the vertical direction of the vehicle to distinguish variations of acceleration caused by an external impact generated at the time of accident and normal traveling of the vehicle. That is, when a variation of acceleration in the vertical direction of the vehicle greatly affects variations in acceleration of the X- and Y-axes by speed bumps, etc., the controller 110 determines that there is a variation in a normal traveling of the vehicle, but not determine that there occurs a vehicle accident. Thus, the Z-axis acceleration sensor 140 can be utilized as auxiliary means for determining whether or not the vehicle accident occurs.

[45] Therefore, the X- and Y-axis acceleration sensors 120, 130 and 131 are basic constituent elements for sensing the vehicle accident, whereas the Z-axis acceleration sensor 131 and 140 is auxiliary means for determining whether there occurs a vehicle accident or there is a variation in acceleration in the X- and Y-axis directions due to the vertical fluctuation of the vehicle after sensing the vehicle accident by the X- and Y- axis acceleration sensors 120, 130 and 131.

[46] The acceleration sensors 120, 130, 140 and 131 is acceleration sensors which are widely used in electronic engine control systems, Anti-lock braking systems (ABSs), intelligent suspension systems, steering systems and so forth, and include all of the mechanical acceleration sensors or silicon acceleration sensors which are currently used.

[47] The present invention can be implemented by using either the mechanical acceleration sensor or the silicon acceleration sensor. However, the mechanical acceleration sensor has a shortcoming in that it is complicated in structure, is large in dimension and is heavy, which results in a little degradation in reliability. Therefore, it is more preferable to realize the invention using the silicon acceleration sensor in terms of reliability, mass productivity, compactness and lightweightness.

[48] In addition, the silicon acceleration sensor is divided into a capacitive type manufactured by surface-micro machining poly-silicon which makes it easy to form a thin film and a piezoresistive type manufactured by disposing a piezoresistive element on a mono-crystalline silicon to form a stacked structure and substrate-micro machining the stacked structure into a thin film. The use of any one of the both types does not matter.

[49] The X- , Y- and Z-acceleration sensors 120, 130 and 140 used in FIG. l(A) are one- axis acceleration sensors for measuring an arbitrary one-directional acceleration, and the acceleration sensor 131 used in FIG. l(B) is a two-axis or three-axis acceleration sensors for simultaneously measuring the acceleration values of two directions or three directions.

[50] The display section 150 is a unit for displaying whether or not power is supplied and the operation state (normal operation or data preservation state after a vehicle accident). Acceleration values stored in the memory 170 are extracted through the external data interface 160 and are utilized as data.

[51] The camera 190 may be a still image camera or a moving image camera.

[52] In case of the still image camera, an operation start time point of the camera 190 is when a Jerk value calculated based on the acceleration values of the X-axis or Y-axis direction obtained by the acceleration sensors 120, 130, 140 and 131 is within a predetermined Jerk value range. This time point is a time point when a vehicle accident is typically recognized. The still image camera photographs an image once at the time of the vehicle accident and then consecutively photographs the image twice after the elapse of a predetermined time. Then, the photographed image is stored in the memory 170.

[53] In case of the moving image camera, unlike the still image camera, after a moving image is consecutively photographed irrespective of whether or not a vehicle accident occurs, the consecutively photographed moving image is stored in the memory 170 for a certain time period based on a first- in first-out scheme, and a moving image is photographed until after the elapse of a predetermined time (set as an arbitrary time) from the time point when the vehicle accident occurs so as to allow the moving image information to be additionally stored in the memory 170.

[54] The camera 190 is generally adapted to photograph an image in a forward, leftward, rightward or rearward direction of the vehicle, but it is important to mount two cameras for photographing an image in the forward direction and the leftward or rightward direction of the vehicle on the vehicle in such a fashion as to be oriented perpendicular to each other so as to implement the black box for a vehicle according to the present invention.

[55] In this case, whether or not there is a variation in acceleration in the X-axis direction or the Y-axis direction and the two cameras mounted perpendicular to each other are very important factors in implementing the present invention.

[56] Most of the black box devices for a vehicle, which was previously filed, directly obtain information (including speed, time, distance of a vehicle, brake strength, the number of revolutions of the engine, and vehicle moving path, speed and time detected through a vehicle moving image storage unit and a GPS system) from a vehicle. The black box for a vehicle according to the present invention is independently mounted at a predetermined position of the vehicle to measure/store only a variation in acceleration in the longitudinal/transverse directions (X-axis/Y-axis directions) or the vertical direction (Z-axis direction) to thereby analyze an accident sequence.

[57] Further, the conventional prior arts propose a method of mounting a camera at two positions of the forward/rearward sides of a vehicle or at a plurality of positions of the inner/outer sides of the vehicle. But one of the key ideas of the present invention is that at least two cameras are disposed perpendicular to each other in a horizontal plane, so that two images concurrently photographed by the two cameras enables accurate identification of the position of a black box-mounted vehicle at the time point of a vehicle accident. Furthermore, it is possible to identify a series of behaviors of two-party vehicles associated with the accident that sequentially occur immediately before the accident, at the time point of the accident and immediately after the accident besides direct information recorded in the photographed images through comparison between and analysis of two images consecutively photographed at a predetermined time interval immediately after the vehicle accident and an image photographed at the time point of the vehicle accident.

[58] That is, unlike a conventional black box for a vehicle,

[59] the inventive black box for a vehicle is aimed at implementing commercialization by employing a structure made as simplest as possible while restricting a degradation in reliability of analysis of an accident sequence, and the technical spirit conforming to this aim is that the black box is implemented with a variation in acceleration and a camera which is needed minimally.

[60] FIG. 2 is a view illustrating the mounting positions of the camera shown in FIG. 1 on a vehicle.

[61] As shown in FIG. 2, only two cameras 210 and 220 or 230, which are disposed perpendicular to each other, are required to implement the present invention, but a rear camera 240, a camera 250 of the left side of a rear fender and a camera 260 of the right side of the rear fender may be additionally mounted on the vehicle to enable more precise analysis of the accident.

[62] FIG. 3 is a flow chart illustrating the operation of a black box for a vehicle according to the present invention.

[63] Particularly, the operation of a black box for a vehicle will be described only based on the X- and Y-axis acceleration sensors 120, 130 and 131 that are basic constituent elements used to determine whether or not a vehicle accident occurs.

[64] The operation of the black box for a vehicle according to the present invention will be described hereinafter with reference to FIG. 3.

[65] First, when the power supply is turned on (S310), the X-axis acceleration sensor

120, the Y-axis acceleration sensor 130 or the XY-axis acceleration sensor 131 reads a variation in acceleration of the X- or Y-axis direction. At this time, the controller 110 performs a Jerk calculation based on the obtained acceleration value to find a Jerk value of the X- or Y-axis direction. Then, the controller 110 determines whether or not the found Jerk value falls within a predetermined Jerk value range (S320).

[66] If it is determined that the found Jerk value (all the Jerk values of the X- and Y-axis directions) does not fall within the predetermined Jerk value range, the program proceeds to step S330 where the controller controls the acceleration data of the X- and Y-axis direction to be recorded at a predetermined time interval in the memory based on a first-in first-out scheme. At this time, in case where a moving image camera is mounted on the vehicle, the controller controls the moving image to be recorded in the memory and the program returns to the previous step S320.

[67] If it is determined that the found Jerk value (any one of the Jerk values of the X- and Y-axis directions) falls within the predetermined Jerk value range, the program proceeds to step S340 where the controller senses that a vehicle accident occurs and controls the acceleration data of the X- and Y-axis direction recorded in the memory based on a first-in first-out scheme and image data photographed until after the elapse of a predetermined time from the time point when it is determined that the vehicle accident occurs to be stored in the memory. At this time, in case where a still image camera is mounted on the vehicle, the controller controls the still image camera to primarily photograph a still image at the time of the vehicle accident and then secondarily photograph the still image after the elapse of a predetermined time. Alternatively, in case where the moving image camera is mounted on the vehicle, the controller controls the moving image photographed until after the elapse of a predetermined time from the time point of the vehicle accident to be recorded in the memory. After the step S340 has been performed, the recording of all the data is stopped.

[68] A simulation process of an accident sequence based on the recorded data will be described hereinafter with reference to FIGs. 4 to 10.

[69] The process of analyzing the vehicle accident will be described based on only the data which is a basis of the simulation as the simplest basic data conforming to the spirit of the present invention.

[70] FIGs. 4 to 8 are views showing examples of analyzing an accident sequence based on data recorded in a black box for a vehicle only depending on whether or not there is any acceleration by an acceleration sensor without any camera, and FIGs. 9 and 10 are views each showing two photos of still images photographed in a forward direction and two photos of still images photographed in a leftward direction by the photographing operation depending on a variation in acceleration.

[71] In this embodiment, the accident sequence is simulated only depending on whether or not there is a variation in acceleration or a still image, but of course, the accident sequence may be simulated by utilizing all of whether or not there is a variation in ac- celeration and an still image or a moving image.

[72] [Simulation based on data recorded depending on whether or not there is any acceleration by an acceleration sensor]

[73] Referring to FIG. 4, there is shown a virtual scenario in which after a black box- mounted vehicle 410 entering an intersection at normal traveling speed finds a counterpart vehicle 420 entering the intersection in the leftward direction and then stops, the vehicle 410 is collided by the counterpart vehicle 420.

[74] In this case, FIG. 4(a) shows the scene of the vehicle accident, FIG. 4(b) shows a graph of a result value recorded by an X-axis (longitudinal) acceleration sensor, and FIG. 4(c) shows a graph of a result value recorded by a Y-axis (transverse) acceleration sensor.

[75] Referring to FIG. 4(b), it can be seen from a variation in acceleration of the X-axis

(longitudinal) direction that the black box-mounted vehicle 410 is stopped in the state of normal-speed traveling (A, B, C and D), deceleration (E), stop (F), external impact (G) and stop (H). In this case, it can be seen that when there is a fine vibration in a variation in acceleration with respect to a central value as shown in the interval A, B, C and D, the vehicle 410 travels at normal traveling speed, and when there is no amplitude as shown in the interval F, the vehicle 410 is in a stop state.

[76] Referring to FIG. 4(c), it can be seen from a variation in acceleration of the Y-axis

(transverse) direction that the black box-mounted vehicle 410 is in the state of straight traveling or stop (A), detection of an accident (B) and stop (C) after the elapse of a predetermined time from the time point of detection of the accident.

[77] That is, in consideration of the result graphs of FIGs. 4(b) and 4(c) and the scene of the accident, it can be seen that the black box-mounted vehicle 410 is decelerated after traveling and is collided by the counterpart vehicle 420 during the stop.

[78] Also, the stop interval such as F of FIG. 4(b) is output by the Y-axis acceleration sensor immediately before the collision between the vehicles 410 and 420, and hence a driver of the counterpart vehicle involved in the vehicle accident cannot make such a groundless allegation that the collusion occurs during the traveling of the black- box-mounted vehicle 410.

[79] Referring to FIG. 5, there is shown a virtual scenario in which a black box-mounted vehicle 510 waiting for a proceed signal at an intersection is collided by a counterpart vehicle 520 in the rearward direction.

[80] In this case, FIG. 5 (a) shows the scene of the vehicle accident, FIG. 5(b) shows a graph of a result value recorded by an X-axis (longitudinal) acceleration sensor, and FIG. 5(c) shows a graph of a result value recorded by a Y-axis (transverse) acceleration sensor.

[81] Referring to FIG. 5(b), it can be seen from a variation in acceleration of the X-axis (longitudinal) direction that the black box-mounted vehicle 510 is stopped in the state of normal-speed traveling (A, B and C), deceleration (D), stop (E), external impact (F) and stop (G).

[82] Referring to FIG. 5(c), it can be seen from a variation in acceleration of the Y-axis

(transverse) direction that the black box-mounted vehicle 510 is in the state of straight traveling or stop (A), and stop (B) after the elapse of a predetermined time from the time point of detection of the accident.

[83] That is, in consideration of the result graphs of FIGs. 5(b) and 5(c) and the scene of the accident, it can be seen that the black box-mounted vehicle 510 is decelerated after traveling and is collided by the counterpart vehicle 520 during the stop for waiting for a proceed signal.

[84] In addition, the graph (there is no variation in acceleration of the Y-axis or transverse direction) as shown in FIG. 5(c) is output by the Y-axis acceleration sensor, and hence a driver of the counterpart vehicle involved in the vehicle accident cannot make such a groundless allegation that a rear-impact collusion occurs by any intrusion of the black-box-mounted vehicle 510.

[85] Referring to FIG. 6, there is shown a virtual scenario in which when a counterpart vehicle 620 intrudes in front of a black box-mounted vehicle 610, the black box- mounted vehicle 610 stops fully but a collision occurs.

[86] In this case, FIG. 6(a) shows the scene of the vehicle accident, FIG. 6(b) shows a graph of a result value recorded by an X-axis (longitudinal) acceleration sensor, and FIG. 6(c) shows a graph of a result value recorded by a Y-axis (transverse) acceleration sensor.

[87] Referring to FIG. 6(b), it can be seen from a variation in acceleration of the X-axis

(longitudinal) direction that the black box-mounted vehicle 610 is stopped in the state of normal-speed traveling (A, B, C and D), deceleration (E/F), external impact (G) and stop (H).

[88] Referring to FIG. 6(c), it can be seen from a variation in acceleration of the Y-axis

(transverse) direction that the black box-mounted vehicle 610 is in the state of rightward steering (A), leftward steering (B), straight traveling or stop (C), and stop (D) after the elapse of a predetermined time from the time point of detection of the accident.

[89] That is, in consideration of the result graphs of FIGs. 6(b) and 6(c) and the scene of the accident, it can be seen that the black box-mounted vehicle 610 collides with a front counterpart vehicle 620 during the hard braking after normal-speed traveling. The graph result (c) of the Y-axis (transverse) direction shows that the black box-mounted vehicle 610 turns right, turns left and travels straight (including stop) before the accident. [90] Thus, it can be seen from the graph as shown in FIG. 6(b) output by the X-axis acceleration sensor that a driver of the counterpart vehicle 620 involved in the vehicle accident cannot make such a groundless allegation that the black box-mounted vehicle 610 collides against the front counterpart vehicle 620 without any braking while not viewing the front counterpart vehicle.

[91] Referring to FIG. 7, there is shown a virtual scenario of a traffic accident dispute in which when any one of two crossing vehicles crosses the center line, it is difficult to judge which of the two crossing vehicles crossed the center line only by the investigation of the scene of the accident after the collision between the two crossing vehicles.

[92] In this case, FIG. 7 (a) shows the scene of the vehicle accident, FIG. 7(b) shows a graph of a result value recorded by an X-axis (longitudinal) acceleration sensor, and FIG. 7(c) shows a graph of a result value recorded by a Y-axis (transverse) acceleration sensor.

[93] Referring to FIG. 7(b), it can be seen from a variation in acceleration of the X-axis

(longitudinal) direction that the black box-mounted vehicle 710 is stopped in the state of constant- speed traveling (A, B, C, D, E and F), deceleration (G), external impact (H) and stop (I).

[94] Referring to FIG. 7(c), it can be seen from a variation in acceleration of the Y-axis

(transverse) direction that the black box-mounted vehicle 710 is in the state of smooth rightward steering (A), smooth leftward steering (B), straight traveling (C), sudden rightward steering (D) and stop (E) after the elapse of a predetermined time from the time point of detection of the accident.

[95] That is, in consideration of the result graphs of FIGs. 7(b) and 7(c) and the scene of the accident, it can be seen that after the black box-mounted vehicle 710 passes a large left turn curve following a large right turn road, it travels straight and collies with the counterpart vehicle 720 during the sudden rightward steering while stopping fully immediately before the collision accident.

[96] Thus, it can be seen from the graph as shown in FIG. 7(c) output by the Y-axis acceleration sensor that a driver of the counterpart vehicle 720 involved in the vehicle accident cannot make such a groundless allegation that the black box-mounted vehicle 710 collides with the counterpart crossing vehicle while crossing the center line via a straight road of the opposite direction on the basis of the fact that the black box- mounted vehicle 710 passed the large left turn curve in terms of the structure of the road.

[97] Referring to FIG. 8, there is shown a virtual scenario of a traffic accident dispute in which in the course where a black box-mounted vehicle 810a dodges a first counterpart vehicle 820 crossing the center line in the advance direction thereof, the black box- mounted vehicle 810b crosses the center line after a primary collision with the first counterpart vehicle 820 and secondarily collides with a second counterpart crossing vehicle 830. The above scenario is a situation in which the first counterpart vehicle 820 providing the cause of a primary collision flees from the scene of the accident after the collision accident, so that a driver of the black box-mounted vehicle 810 cannot help being mistaken for a perpetrator who has crossed the center line negligently.

[98] In this case, FIG. 8(a) shows the scene of the vehicle accident, FIG. 8(b) shows a graph of a result value recorded by an X-axis (longitudinal) acceleration sensor, and FIG. 8(c) shows a graph of a result value recorded by a Y-axis (transverse) acceleration sensor.

[99] Referring to FIG. 8(b), it can be seen from a variation in acceleration of the X-axis

(longitudinal) direction that the black box-mounted vehicle 810a and 810b is stopped in the state of normal-speed traveling (A, B and C), deceleration (D), primary external impact (E), deceleration (F), secondary external impact (G) and stop (H).

[100] Referring to FIG. 8(c), it can be seen from a variation in acceleration of the Y-axis

(transverse) direction that the black box-mounted vehicle 810a and 810b is in the state of smooth leftward steering (A), straight traveling (B), sudden leftward steering (C), sudden rightward steering (D) and stop (E) after the elapse of a predetermined time from the time point of detection of the accident.

[101] That is, in consideration of the result graphs of FIGs. 8(b) and 8(c) and the scene of the accident, it can be seen that after the black box-mounted vehicle 810a and 810b passes a large left turn curve, travels straight, and then primarily collides with the first counterpart vehicle 820 and secondarily collides with the second counterpart vehicle 830 while stopping fully and suddenly steering leftwardly immediately before the collision accident.

[102] Thus, it can be seen from the graph as shown in FIG. 8(c) output by the Y-axis acceleration sensor that a driver of the second counterpart vehicle 830 involved in the vehicle accident cannot make such a groundless allegation that the black box-mounted vehicle 810a and 810b collides with the second counterpart crossing vehicle by crossing the center line negligently without the cause of the primary collision

[103] Five scenarios as exemplified above are illustrative descriptions depending on how the variation data of acceleration is applied as a result of recorded by the black box for a vehicle according to the present invention. It can be seen from the five scenarios that it is possible to obtain very high-reliability information in analysis of an accident sequence when the variation data of the acceleration and the scene of the accident are combined with each other.

[104] That is, it is possible to provide the black box for a vehicle with a very simple structure to obtain only the most basic information indispensable for analysis of the accident sequence in consideration of the scene of the accident, thereby enabling commercialization of a low-priced black box for a vehicle.

[105]

[106] [Simulation based on data photographed by a still camera depending on variation in acceleration]

[107] Referring to FIG. 9, FIG. 9(a) shows the scene of the vehicle accident, FIG. 9(b) shows a recording result of a forward photograph 930a and a leftward photograph 930b at the time point of collision, and FIG. 9(c) shows a recording result of a forward photograph 940a and a leftward photograph 940b immediately after the collision.

[108] In the situation where after a black box-mounted vehicle 910 traveling straight at a three-way intersection is collided by a counterpart vehicle 920 entering the three-way intersection in another direction, the counterpart vehicle asserts that the collision is a fender bender occurred by during the crossing traveling, the scenario of FIG. 9 is a virtual scenario in which the collision position and the orientation at the time of collision of the black box-mounted vehicle are critical evidences for investigation of the accident sequence.

[109] In this case, when combined with the scene of the accident of FIG. 9(a), the two front and leftward photographs 930a and 930b of FIG. 9(b) enable to easily identify that the position of the black box-mounted vehicle at the time point of accident is identical to that of the black box-mounted vehicle shown in FIG. 9(d), thereby grasping the accident sequence.

[110] Referring to FIG. 10. FIG. 10(a) shows the scene of the vehicle accident, FIG. 10(b) shows a recording result of a forward photograph 1030a and a leftward photograph 1030b at the time point of collision, and FIG. 10(c) shows a recording result of a forward photograph 1040a and a leftward photograph 1040b immediately after the collision.

[I l l] The scenario of FIG. 10 is a virtual scenario in which the when a counterpart vehicle 1020 causes a fender bender colliding against a headlight portion of a black box-mounted vehicle 1010 while intruding compulsorily in front of the black box- mounted vehicle 1010 waiting for a proceed signal at a three-way intersection, the black box-mounted vehicle is inevitably collided by the counterpart vehicle such as a fender bender during the lane change at the state of not viewing the counterpart vehicle traveling in the rear of the black box-mounted vehicle.

[112] In this case, the comparison between the two front and leftward photographs 1030a and 1030b of FIG. 10(b) recorded at the time point of accident and the two front and leftward photographs 1040a and 1040b of FIG. 10(c) recorded immediately after the accident shows that the black box-mounted vehicle in the photograph 1030a is positioned in parallel with the lane whereas the front counterpart vehicle is positioned at an oblique angle to the lane. As a result, a driver of the counterpart injuring vehicle 1020 involved in the vehicle accident cannot make such a groundless allegation that the black box-mounted vehicle 1010 intrudes in front of the counterpart vehicle to thereby cause a collision with the counterpart vehicle.

[113] In the meantime, it can seen from the comparison between the two leftward photographs 1030b and 1040b photographed at the two time points that since surrounding buildings are situated at the same position, the black box-mounted vehicle is inevitably collided by the counterpart vehicle during the stop without any displacement.

[114] In addition, as can be seen from the front photograph 1030a photographed at the time point of accident and the leftward photograph 1040a photographed immediately after the accident, the displacement of the counterpart vehicle is a basis for judging a relative speed of the counterpart vehicle with respect to the black box-mounted vehicle when counterpart vehicle intrudes in front of the black box-mounted vehicle. Also, a traffic signal state, and supplementary information on the surrounding vehicles or a pedestrian witness recorded in the photograph can be utilized according to the circumstances.

[115] Two scenarios as exemplified above are illustrative descriptions depending on how the still image data recorded by the black box for a vehicle according to the present invention is applied. It can be seen from the two scenarios that it is possible to obtain very high-reliability information in analysis of an accident sequence when the still image data and the scene of the accident are combined with each other.

[116] The black box using a camera is preferably utilized as an auxiliary function of the black box using variation data in acceleration, but it is possible to provide the black box for a vehicle with a very simple structure to obtain only the most basic information indispensable for analysis of the accident sequence in consideration of the scene of the accident by using only the camera image data.

[117] While the preferred illustrative embodiment of the present invention has been described with reference to the accompanying drawing, it is not to be restricted by the embodiments but only by the appended claims. It is to be appreciated that those skilled in the art can change or modify the embodiments without departing from the scope and spirit of the present invention. Industrial Applicability

[118] The present invention increases reliability of the analysis of the accident sequence using only the above-mentioned basic simple data to thereby realize public commercialization of the black box for a vehicle, and can be utilized as a device capable of clearly judging the accident sequence of a vehicle.

Claims

[1] A black box for a vehicle, comprising: an X-axis acceleration sensor for reading an acceleration value of an X-axis direction; a Y-axis acceleration sensor for reading an acceleration value of a Y-axis direction; a controller for finding a Jerk (Jerk=da/dt, where da=a variation in acceleration and dt=a variation in time) value of the X-axis or Y-axis direction based on the acceleration value of the X-axis or Y-axis direction read from the X-axis or Y- axis acceleration sensor and determining whether or not the found Jerk value of the X-axis or Y-axis direction falls within a predetermined Jerk value range so as to sense a vehicle accident; and a memory for storing the acceleration value of the X-axis or Y-axis direction read for a given time before and after the vehicle accident if it is determined by the controller that the vehicle accident occurs.

[2] The black box for a vehicle according to claim 1, further comprising a Z-axis acceleration sensor for reading an acceleration value of a Z-axis direction so as to be utilized as auxiliary means for determining whether or not the vehicle accident occurs.

[3] The black box for a vehicle according to claim 1, wherein the X-axis or Y-axis acceleration sensor is a one-axis acceleration sensor for measuring an arbitrary one-directional acceleration, the acceleration detecting direction of the one-axis acceleration sensor being oriented perpendicular to each other.

[4] The black box for a vehicle according to claim 1, wherein the X-axis and Y-axis acceleration sensors are two-axis acceleration sensors for simultaneously measuring the acceleration values of the X-axis and Y-axis directions.

[5] The black box for a vehicle according to claims 1, further comprising a camera for photographing an image if it is determined by the controller that the vehicle accident occurs.

[6] The black box for a vehicle according to claims 5, wherein the camera is a still image camera which includes: a first camera for photographing an image in a forward direction of the vehicle; and a second camera for photographing an image in a leftward or rightward direction of the vehicle, the second camera being adapted to be oriented perpendicular to the first camera, and wherein the still image camera is adapted to photograph the image once if it is determined by the controller that the vehicle accident occurs and then photograph the image twice after the elapse of a predetermined time, so that the photographed image is stored in the memory. [7] The black box for a vehicle according to claims 5, wherein the camera is a moving image camera which includes: a first camera for photographing a moving image in a forward direction of the vehicle; and a second camera for photographing a moving image in a leftward or rightward direction of the vehicle, the second camera being adapted to be oriented perpendicular to the first camera, and wherein the moving image camera is adapted to allow the photographed moving image to be stored in the memory based on a first-in first-out scheme after the consecutive photographing of a moving image from prior to the vehicle accident, allow a moving image photographed until after the elapse of a predetermined time from the time point when it is determined by the controller that the vehicle accident occurs to be additionally stored in the memory, and then terminate the photographing of the moving image.