Method of managing collisions between a plurality of vehicles and vehicle applying such a method

• US 9,789,831 B2
• Filed: 11/20/2014
• Issued: 10/17/2017
• Est. Priority Date: 11/20/2013
• Status: Active Grant

• Current Assignee: Coventry University
• Original Assignee: Coventry University
• Inventors: Trollope, James, Burnham, Keith
• Primary Examiner(s): PAIGE, TYLER D
• Application Number:
  US15/038,203
• Publication Number:
  US 20160368440A1
• Time in Patent Office: 1,062 Days
• Field of Search: 701 45
• CPC Class Codes: B60R 19/023 Details
• CPC Class Codes: B60R 19/03 characterised by material, e.g. composite B60R19/18 takes precedence
• CPC Class Codes: B60R 19/483 with obstacle sensors of electric or electronic type
• CPC Class Codes: B60R 2019/007 Means for adjusting or regulating the crash absorption capacity of the vehicle, e.g. when detecting an impending collision
• CPC Class Codes: B60R 2021/01252 Devices other than bags
• CPC Class Codes: B62D 21/152 Front or rear frames

Abstract

A method of managing collisions, the method comprising: identifying a first crash structure (22) and determining an initial stiffness of the crash structure; determining a level of aggressivity of the collision based on the predicted energy absorption for each vehicle; identifying a first crash structure whose stiffness can be adjusted, and determining a subsequent stiffness value for the crash structure based on the determined amount of energy to be absorbed by each of the vehicles such that the energy absorbed by the crash structure is changed and the level of aggressivity is reduced; and stiffening the first crash structure to the determined stiffness value.

Claims

1. A method of managing collisions between a plurality of vehicles in an active collision management system, wherein one or more of the vehicles has a crash structure whose stiffness can be adjusted and one or more object detection sensors, the method comprising the steps of:

determining whether a collision event between the plurality of vehicles is to occur based on data measured by one or more object detection sensors; and

in the event that a collision event is to occur,

for a first vehicle involved in the collision event;

identifying a first crash structure and

determining an initial stiffness of the crash structure; and

subsequently

determining a level of aggressivity of the collision based on a calculation of the imbalance of the predicted energy absorptions for each of the plurality of vehicles as result of the collision, wherein the step of determining the aggressivity comprises the steps of;

predicting an initial mass or velocity of a plurality of the vehicles involved in the collision based on information received from one or more object detection sensors; and

calculating the energy absorption for each vehicle based on the input data (occupant properties, crash structural properties and orientation properties) and predicted mass or velocity;

determining a subsequent stiffness value for the first crush structure based on the

predicted energy absorption and level of aggressivity of the collision such that the calculated energy absorbed by the crash structure is changed and the level of aggressivity of the collision between the plurality of vehicles is reduced, such that the imbalance between the amount of collision energy absorbed by each vehicle is reduced; and

stiffening the first crash structure to the subsequently determined stiffness value.

2. The method of claim 1 wherein the method further comprises:

for the subsequently calculated stiffness value for the first crash structure determining a level of aggressivity of the collision for the collision based on the subsequently calculated stiffness value based on a further calculation of the imbalance of the predicted energy absorptions for each of the plurality of vehicles as result of the collision, and

determining a new stiffness value for the crash structure such that the imbalance between the amount of collision energy absorbed by each vehicle is further reduced.

3. The method of claim 2 wherein the prediction, such as the mass of the vehicles is based on information received from an object recognition camera and the method further comprises the step of determining a likely make and model, and properties such as mass and maximum crash structure deformation, of the vehicle from the information received by the object recognition camera.

4. The method of claim 1 further comprising the step of the first vehicle initiating communication with a second vehicle via a vehicle to vehicle communicator;

and

the second vehicle communicating to the first vehicle the mass or velocity of the second vehicle.

5. The method of claim 1 wherein the initial stiffness of the first crash structure is based on modal structural modelling of the crash structure and vehicle and the minimisation of the eigenvalue of the crash structure.

6. The method of claim 5 wherein the determination of the subsequent stiffness of the crash structure comprises the steps of:

optimising the ratios of the eigenvalue of the crash structure

optimising the magnitude of the optimised eigenvalue.

7. The method of claim 6 where the optimisation of the ratio of the eigenvalue and magnitude of the optimised occurs using multi-dimensional look up tables.

8. The method of claim 1 wherein the subsequent stiffness is determined based on in part on using subsequently determined vehicle masses or velocities.

9. The method of claim 8 wherein the subsequently determined masses or velocities are predicted using prediction correction algorithm.

10. The method of claim 9 wherein the prediction correction algorithm is a Kalman filter.

11. The method of claim 1 wherein the steps of identifying a crash structure and the subsequent variation of the stiffness of the crash structure is repeated for one or more further vehicles.

12. The method of claim 1 wherein one or more further crash structures are identified and their stiffness varied so as to reduce the agressivity of the collision.

13. The method of claim 12 wherein the ratio of the eigenvalues between two crash structures is varied to reduce the aggressivity of the collision.

14. The method of claim 13 wherein the ratio of eigenvalues is varied using fuzzy logic to determine a desired ratio in order to reduce aggressivity.

15. The method of claim 1 wherein the crash structure comprises a portion made of one or more of a:

piezoelectric polymer, shape memory alloy, magnetorheological material.

17. The vehicle of claim 16 wherein the processor is configured to perform the steps of the method of claim 1.

18. A computer readable medium having instructions stored thereon which when executed on a processor cause the processor to execute the steps of claim 1.

16. A vehicle having an active buckling system stored thereon, the vehicle comprising:

a first crash structure having a portion of an actively controlled material configured to vary in stiffness;

a first object detection sensor;

an on board processor, the on-board processor configured to;

determine whether a collision event between the vehicle and a second vehicle is to occur based on data measured by the first object detection sensor; and

in the event that a collision event is to occur,

determine an initial stiffness of the first crash structure;

determine a level of aggressivity of the collision based on a calculation of the imbalance of the predicted energy absorptions for each of the plurality of vehicles as result of the collision for the first and second vehicles wherein the determination of the aggressivity comprises;

predicting an initial mass or velocity of a plurality of the vehicles involved in the collision based on information received from one or more object detection sensors; and

calculating the energy absorption for each vehicle based on the input data (occupant properties, crash structural properties and orientation properties) and predicted mass or velocity;

determine a subsequent stiffness value for the first crash structure based on the predicted energy absorption and level of aggressivity of the collision such that the calculated energy absorbed by the crash structure is changed and the level of aggressivity of the collision between the plurality of vehicles is reduced, such that the imbalance between the amount of collision energy absorbed by each vehicle is reduced; and

send a control signal to stiffen the first crash structure to the subsequently determined stiffness value.