Method and system for determining a primary direction of force resulting from a vehicle collision

• US 9,162,642 B2
• Filed: 03/27/2015
• Issued: 10/20/2015
• Est. Priority Date: 10/05/2012
• Status: Active Grant

• Current Assignee: Ford Global Technologies, LLC (Ford Motor Company)
• Original Assignee: Ford Global Technologies, LLC (Ford Motor Company)
• Inventors: Clark, Todd N., Shomsky, Jason
• Primary Examiner(s): Trammell, James
• Assistant Examiner(s): Stroud, James E
• Application Number:
  US14/670,622
• Publication Number:
  US 20150197207A1
• Time in Patent Office: 207 Days
• US Class Current: 1/1
• CPC Class Codes: B60R 21/0132 responsive to vehicle motion parameters , e.g. to vehicle longitudinal or transversal deceleration or speed value
• CPC Class Codes: B60R 21/0136 responsive to actual contact with an obstacle , e.g. to vehicle deformation, bumper displacement or bumper velocity relative to the vehicle monitoring crash strength in combination with passenger seat detection B60R21/01558
• CPC Class Codes: B60W 40/10 related to vehicle motion

Abstract

A vehicle comprises an acceleration sensing module and a crash direction-computing module. The acceleration-sensing module is configured for generating acceleration information resulting from a vehicle collision event. The acceleration information includes a first direction acceleration value and a second direction acceleration value. The crash direction-computing module is coupled to the acceleration-sensing module for receiving the acceleration information therefrom and is configured for determining impact direction information resulting from the vehicle collision event. Generating the impact direction information includes deriving a first direction delta velocity value from the first direction acceleration value, deriving a second direction delta velocity value from the second direction acceleration value, determining a first delta velocity threshold value based on a delta velocity threshold angle and the first direction delta velocity value, and determining an impact zone based on the first delta velocity threshold value and the second direction delta velocity value.

Claims

1. A method carried out in a crash direction computing module on a vehicle, comprising the steps of:

sampling acceleration information, from accelerometers on the vehicle, resulting from a vehicle collision event, the acceleration information includes a first direction acceleration value and a second direction acceleration value;

determining, in the crash direction computing module, a first delta velocity threshold value using equations for a circle and a second direction delta velocity value;

determining, in the crash direction computing module, a latch threshold value using accumulated acceleration information and equations of a circle that define a latch circle radius but do not include the second direction delta velocity value;

creating a vector representative of a magnitude and direction of the vehicle collision event, the vector is created from the accumulated acceleration information when the latch threshold value is met; and

outputting the vector to a control module of a system on the vehicle to perform an operation in one or more vehicle systems consisting of a restraint control system, a brake system, a stability control system, a steering system, and a fuel supply system.

2. The method of claim 1 wherein the step of creating a vector further comprises determining an impact zone associated with the direction of the vehicle collision event.

3. The method of claim 2 wherein:

the impact zone is a first impact zone when the second direction delta velocity value is greater than a positive instance of the first delta velocity threshold value;

the impact zone is a second impact zone opposite the first impact zone when the second direction delta velocity value is less than a negative instance of the first delta velocity threshold value;

the impact zone is a third impact zone when the second direction delta velocity value is greater than the negative instance of the first delta velocity threshold value, the second direction delta velocity value is less than positive instance of the first delta velocity threshold value, and the first direction delta velocity value is greater than zero; and

the impact zone is a fourth impact zone opposite the third impact zone the second direction delta velocity value is greater than the negative instance of the first delta velocity threshold value, the second direction delta velocity value is less than positive instance of the first delta velocity threshold value, and the first direction delta velocity value is less than zero.

4. The method of claim 3 wherein:

the first impact zone is a left side impact zone;

the impact zone is a right side impact zone;

the third impact zone is a front impact zone; and

the fourth impact zone is a rear impact zone.

5. The method of claim 4 wherein a first delta velocity threshold angle is a parameter calibrated to define an area of the front impact zone, an area of the side impact zones, and an area of the rear impact zone as a function of the delta velocity threshold angle.

6. The method of claim 3, further comprising:

determining an impact quadrant at which the impact of the vehicle collision event has occurred based on the acceleration information; and

determining an impact sector for the vehicle collision event based on both the impact quadrant and the impact zone.

7. The method of claim 6 wherein determining the impact zone further comprises the steps of:

determining a relative difference between the first delta velocity threshold value and the second direction delta velocity value;

determining a second delta velocity threshold value based on a second delta velocity threshold angle and the first direction delta velocity value;

determining a relative difference between the first delta velocity threshold value and the second direction delta velocity value; and

determining a relative difference between the second delta velocity threshold value and the second direction delta velocity value if the second direction delta velocity value is one of less than a positive instance of the first delta velocity threshold value and greater than a negative instance of the first delta velocity threshold value.

8. The method of claim 2 wherein determining the impact zone further comprises the steps of:

determining a relative difference between the first delta velocity threshold value and the second direction delta velocity value;

determining a second delta velocity threshold value based on a second delta velocity threshold angle and the first direction delta velocity value;

determining a relative difference between the first delta velocity threshold value and the second direction delta velocity value; and

determine a relative difference between the second delta velocity threshold value and the second direction delta velocity value if the second direction delta velocity value is one of less than a positive instance of the first delta velocity threshold value and greater than a negative instance of the first delta velocity threshold value.

9. A vehicle system for determining an impact force direction and magnitude, comprising:

an acceleration sensing module generating acceleration information resulting from a vehicle collision event, wherein the acceleration information includes a first direction acceleration value and a second direction acceleration value;

a crash direction computing module coupled to the acceleration sensing module, receiving, sampling and accumulating the acceleration information therefrom and configured to determine impact magnitude and direction information resulting from the vehicle collision event, including deriving a first direction delta velocity value from the first direction acceleration value, deriving a second direction delta velocity value from the second direction acceleration value, determining a latch threshold value using equations for a circle that define a latch circle radius, a first delta velocity threshold value based on a delta velocity threshold angle and the first direction delta velocity value, the crash direction computing module creating a vector from the accumulated acceleration information when the latch threshold value has been met, the vector being representative of a magnitude and a direction of the vehicle collision event including a primary force of impact direction, and the crash direction computing module outputting the vector to a control module of a vehicle system to perform an operation in one or more vehicle systems consisting of a restraint control system, a brake system, a stability control system, a steering system, and a fuel supply system.

10. The vehicle of claim 9 wherein the first delta velocity threshold angle is a parameter calibrated to define an area of a front impact zone, an area of side impact zones, and an area of a rear end impact zone as a function of the delta velocity threshold angle.

11. The vehicle of claim 9 wherein determining the impact zone includes determining a relative difference between the first delta velocity threshold value and the second direction delta velocity value.

12. The vehicle of claim 11 wherein:

the impact zone is a first impact zone when the second direction delta velocity value is greater than a positive instance of the first delta velocity threshold value;

the impact zone is a second impact zone opposite the first impact zone when the second direction delta velocity value is less than a negative instance of the first delta velocity threshold value;

the impact zone is a third impact zone when the second direction delta velocity value is greater than the negative instance of the first delta velocity threshold value, the second direction delta velocity value is less than positive instance of the first delta velocity threshold value, and the first direction delta velocity value is greater than zero; and

the impact zone is a fourth impact zone opposite the third impact zone when the second direction delta velocity value is greater than the negative instance of the first delta velocity threshold value, the second direction delta velocity value is less than positive instance of the first delta velocity threshold value, and the first direction delta velocity value is less than zero.

13. The vehicle of claim 11 wherein determining the impact direction information further includes:

determining an impact quadrant at which the impact of the vehicle collision event has occurred based on the acceleration information; and

determining an impact sector for the vehicle collision event based on both the impact quadrant and the impact zone.

14. The vehicle of claim 13 wherein determining the impact zone includes:

determining a relative difference between the first delta velocity threshold value and the second direction delta velocity value;

determining a second delta velocity threshold value based on a second delta velocity threshold angle and the first direction delta velocity value;

determining a relative difference between the first delta velocity threshold value and the second direction delta velocity value; and

determining a relative difference between the second delta velocity threshold value and the second direction delta velocity value if the second direction delta velocity value is one of less than a positive instance of the first delta velocity threshold value and greater than a negative instance of the first delta velocity threshold value.

15. The vehicle of claim 9 wherein determining the impact zone includes:

determining a relative difference between the first delta velocity threshold value and the second direction delta velocity value;

determining a second delta velocity threshold value based on a second delta velocity threshold angle and the first direction delta velocity value;

determining a relative difference between the first delta velocity threshold value and the second direction delta velocity value; and

determining a relative difference between the second delta velocity threshold value and the second direction delta velocity value if the second direction delta velocity value is one of less than a positive instance of the first delta velocity threshold value and greater than a negative instance of the first delta velocity threshold value.

16. An electronic controller system on a vehicle to carry out operations for:

acquiring acceleration information resulting from a vehicle collision event, the acceleration information includes a first direction acceleration value and a second direction acceleration value, the first direction acceleration value corresponds to a direction extending substantially perpendicular to a direction corresponding to the second direction acceleration value;

determining a first direction delta velocity value based on the first direction acceleration value;

determining a second direction delta velocity value based on the second direction acceleration value;

determining a first delta velocity threshold value using equations for a circle and based on a first delta velocity threshold angle and the first direction delta velocity value;

determining a latch threshold value using accumulated acceleration information and equations of a circle to define a latch circle radius;

creating a vector representative of a magnitude and direction of the vehicle collision event, the vector being created from the accumulated acceleration information when the latch threshold value is met; and

outputting the vector to a control module of a system on the vehicle;

determining an impact zone of the vehicle at which an impact from the vehicle collision event has occurred, wherein the impact zone is determined based on the vector output; and

performing an operation, in one or more vehicle systems, in response to the impact zone determination, the one or more vehicle systems consisting of a restraint control system, a brake system, a stability control system, a steering system, and a fuel supply system.

17. The electronic controller system of claim 16 wherein the first delta velocity threshold angle is a parameter calibrated to define an area of a front impact zone, an area of side impact zones, and an area of a rear end impact zone as a function of the delta velocity threshold angle.

18. The electronic controller system of claim 16 wherein determining the impact zone includes determining a relative difference between the first delta velocity threshold value and the second direction delta velocity value.

19. The electronic controller system of claim 18 wherein:

the impact zone is a first impact zone when the second direction delta velocity value is greater than a positive instance of the first delta velocity threshold value;

the impact zone is a second impact zone opposite the first impact zone when the second direction delta velocity value is less than a negative instance of the first delta velocity threshold value;

the impact zone is a third impact zone when the second direction delta velocity value is greater than the negative instance of the first delta velocity threshold value, the second direction delta velocity value is less than positive instance of the first delta velocity threshold value, and the first direction delta velocity value is greater than zero; and

the impact zone is a fourth impact zone opposite the third impact zone when the second direction delta velocity value is greater than the negative instance of the first delta velocity threshold value, the second direction delta velocity value is less than positive instance of the first delta velocity threshold value, and the first direction delta velocity value is less than zero.

20. The electronic controller system of claim 19 wherein:

the first impact zone is a left side impact zone;

the impact zone is a right side impact zone;

the third impact zone is a front impact zone; and

the fourth impact zone is a rear impact zone.

21. The electronic controller system of claim 20 wherein the first delta velocity threshold angle is a parameter calibrated to define an area of the front impact zone, an area of the side impact zones, and an area of the rear impact zone as a function of the delta velocity threshold angle.

22. The electronic controller system of claim 18 wherein the set of instructions is further configured for causing the at least one data processing device to carry out operations for:

determining an impact quadrant at which the impact of the vehicle collision event has occurred based on the acceleration information; and

determining an impact sector for the vehicle collision event based on both the impact quadrant and the impact zone.

23. The electronic controller system of claim 22 wherein determining the impact zone includes:

determining a relative difference between the first delta velocity threshold value and the second direction delta velocity value;

determining a second delta velocity threshold value based on a second delta velocity threshold angle and the first direction delta velocity value;

determining a relative difference between the first delta velocity threshold value and the second direction delta velocity value; and

determining a relative difference between the second delta velocity threshold value and the second direction delta velocity value if the second direction delta velocity value is one of less than a positive instance of the first delta velocity threshold value and greater than a negative instance of the first delta velocity threshold value.

24. The electronic controller system of claim 16 wherein determining the impact zone includes:

determining a relative difference between the first delta velocity threshold value and the second direction delta velocity value;

determining a second delta velocity threshold value based on a second delta velocity threshold angle and the first direction delta velocity value;

determining a relative difference between the first delta velocity threshold value and the second direction delta velocity value; and

determining a relative difference between the second delta velocity threshold value and the second direction delta velocity value if the second direction delta velocity value is one of less than a positive instance of the first delta velocity threshold value and greater than a negative instance of the first delta velocity threshold value.