Patent Publication Number: US-11648900-B2

Title: Off-zone crash detection using lateral accelerations at different positions in a vehicle

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
     This application claims priority to U.S. Provisional Patent Application No. 63/057,003, filed Jul. 27, 2020, the entire contents of which are incorporated herein by reference. 
    
    
     FIELD OF THE INVENTION 
     Embodiments relate to detecting off-zone crashes involving a vehicle using lateral acceleration values detected at various locations within the vehicle. 
     BACKGROUND 
     Current vehicle safety systems include various sensors designed to detect impacts on the vehicle. However, these sensors are not optimized to detect impacts in front of the A-pillar of a vehicle (e.g., impacts occurring forward of the windshield or dashboard of the vehicle) and impacts behind the C-pillar of the vehicle (e.g., impacts occurring behind the rear windshield). These types of impacts are referred to as “off-zone impacts” or “off-zone crashes.” Off-zone impacts typically occur during lane changing or merging, crossing intersections, glancing off guardrails, and other driving situations. Because these off-zone crashes are difficult to detect with conventional systems, proper actions to be taken in response to the crash may not occur. 
     SUMMARY 
     Therefore, among other objects, one object of some embodiments is to detect off-zone crashes involving the vehicle using translational accelerations from one or more acceleration sensors. 
     One embodiment provides a system for detecting an off-zone impact involving a vehicle. The system includes at least two acceleration sensors positioned within a body of the vehicle and an electronic processor. The electronic processor is configured to receive a first acceleration value at a centerline of the vehicle from a first acceleration sensor of the at least two acceleration sensors and receive a second acceleration value at the centerline of the vehicle from a second acceleration sensor of the at least two acceleration sensors. The electronic processor is also configured to derive an approximate yaw acceleration at the centerline of the vehicle based on the first acceleration and the second acceleration. The electronic processor is further configured to compare the approximate yaw acceleration to a threshold and initiate one or more actions in response to the yaw acceleration exceeding the threshold. 
     Another embodiment provides a method for detecting an off-zone impact involving a vehicle. The method includes receiving, with an electronic processor, a first acceleration value at a centerline of the vehicle from a first acceleration sensor of at least two acceleration sensors and receiving, with the electronic processor, a second acceleration value at the centerline of the vehicle from a second acceleration sensor of the at least two acceleration sensors. The method also includes deriving, with the electronic processor, an approximate yaw acceleration at the centerline of the vehicle based on the first acceleration and the second acceleration. The method further includes comparing, with the electronic processor, the approximate yaw acceleration to a threshold and initiating, with the electronic processor, one or more actions in response to the yaw acceleration exceeding the threshold. 
     Another embodiment provides a non-transitory, computer-readable medium containing instructions that, when executed by an electronic processor, are configured to perform a set of functions, the set of functions including receiving a first acceleration value at a centerline of the vehicle from a first acceleration sensor and receiving a second acceleration value at the centerline of the vehicle from a second acceleration sensor. The set of functions further includes deriving an approximate yaw acceleration at the centerline of the vehicle based the first acceleration and the second acceleration. The set of functions also includes comparing the approximate yaw acceleration to a threshold and initiating one or more actions in response to the yaw acceleration exceeding the threshold. 
     These and other features, aspects, and advantages will be apparent from a reading of the following detailed description and a review of the associated drawings. It is to be understood that both the foregoing general description and the following detailed description are explanatory and do not restrict aspects as claimed. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         FIG.  1    illustrates a system for detecting off-zone crashes involving a vehicle according to some embodiments. 
         FIG.  2    illustrates an electronic controller according to some embodiments. 
         FIG.  3    illustrates a sensor configuration for gathering acceleration values in a vehicle body according to some embodiments. 
         FIG.  4 A  illustrates impact zones on a vehicle according to some embodiments. 
         FIG.  4 B  is a graph illustrating how an impact zone is determined in a two-dimensional feature space according to some embodiments. 
         FIG.  5    illustrates a method for detecting off-zone crashes involving a vehicle according to some embodiments. 
         FIG.  6    illustrates a method for detecting off-zone crashes involving a vehicle according to alternative embodiments. 
     
    
    
     DETAILED DESCRIPTION 
     One or more embodiments are described and illustrated in the following description and accompanying drawings. These embodiments are not limited to the specific details provided herein and may be modified in various ways. Furthermore, other embodiments may exist that are not described herein. Also, the functionality described herein as being performed by one component may be performed by multiple components in a distributed manner. Likewise, functionality performed by multiple components may be consolidated and performed by a single component. Similarly, a component described as performing particular functionality may also perform additional functionality not described herein. For example, a device or structure that is “configured” in a certain way is configured in at least that way but may also be configured in ways that are not listed. Furthermore, some embodiments described herein may include one or more electronic processors configured to perform the described functionality by executing instructions stored in non-transitory, computer-readable medium. Similarly, embodiments described herein may be implemented as non-transitory, computer-readable medium storing instructions executable by one or more electronic processors to perform the described functionality. As used in the present application, “non-transitory computer-readable medium” comprises all computer-readable media but does not consist of a transitory, propagating signal. Accordingly, non-transitory computer-readable medium may include, for example, a hard disk, a CD-ROM, an optical storage device, a magnetic storage device, a ROM (Read Only Memory), a RAM (Random Access Memory), register memory, a processor cache, or any combination thereof. 
     In addition, the phraseology and terminology used herein is for the purpose of description and should not be regarded as limiting. For example, the use of “including,” “containing,” “comprising,” “having,” and variations thereof herein is meant to encompass the items listed thereafter and equivalents thereof as well as additional items. The terms “connected” and “coupled” are used broadly and encompass both direct and indirect connecting and coupling. Further, “connected” and “coupled” are not restricted to physical or mechanical connections or couplings and can include electrical connections or couplings, whether direct or indirect. In addition, electronic communications and notifications may be performed using wired connections, wireless connections, or a combination thereof and may be transmitted directly or through one or more intermediary devices over various types of networks, communication channels, and connections. Moreover, relational terms such as first and second, top and bottom, and the like may be used herein solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. 
       FIG.  1    illustrates an example of a system  100  for detecting off-zone crashes involving a vehicle  105 . The vehicle  105  may be an automobile, a truck, a tractor trailer, or another type of vehicle. The vehicle  105  is illustrated with four wheels  110 - 113  but may include more or less wheels based on the type of the vehicle  105 . In some embodiments, the vehicle  105  is an autonomous or semi-autonomous vehicle. 
     The system  100  includes at least two acceleration sensors (illustrated by first acceleration sensor  115  and second acceleration sensor  116 , which may be referred to as “the acceleration sensors  115 - 116 ). The acceleration sensors  115 - 116  detect lateral acceleration in the body of the vehicle  105 . The acceleration sensors  115 - 116 , in one embodiment, are mounted in the body of the vehicle  105  along a centerline  120  of the vehicle  105 . In another embodiment, the acceleration sensors  115 - 116  are located at other parts of the body of the vehicle  105 , such as alternative locations  117 - 118 . In this embodiment, the acceleration sensors  115 - 116  may be mounted symmetrically in the body of the vehicle  105  (e.g., at the same distance from the centerline  120 ). In another embodiment, at least one of the acceleration sensors  115 - 116  may be mounted at the center of mass of the vehicle  105 . In some embodiments, the acceleration sensors  115 - 116  are configured to estimate lateral acceleration values at different points along the centerline  120  of the vehicle  105  even if the acceleration sensors  115 - 116  are not mounted or positioned along the centerline  120 . 
     The system  100  also includes an electronic controller  125 . In the illustrated embodiment, the electronic controller  125  is located at a center of mass of the vehicle  105 . However, it is to be understood that the electronic controller  125  may be located at other locations within the vehicle body. 
     An example of the electronic controller  125  is illustrated in  FIG.  2   . The electronic controller  125  includes a communication interface  205 , an electronic processor  210 , and a memory  215 . The communication interface  205  allows the electronic processor  210  to communicate with external hardware, such as the acceleration sensors  115 - 116  and/or a back-end server through wireless or wired communication techniques. The electronic processor  210  is configured to access the memory  215  and, among other things, execute instructions to carry out the methods and functions described herein. The electronic processor  210  may be a microprocessor, an application-specific integrated circuit (“ASIC”), or a similar processing circuit. The memory  215  is a non-transitory, computer-readable medium and contains instructions that, among other things, perform the methods and functions described herein when executed by the electronic processor  210 . 
     The memory  215  includes, among other things, crash detection software  220 . The crash detection software  220  uses inputs from various sensors, such as the acceleration sensors  115 - 116 , to detect impacts involving the vehicle  105 . In particular, the crash detection software  220  uses acceleration values from the acceleration sensors  115 - 116  to detect off-zone crashes involving the vehicle  105 . 
       FIG.  3    illustrates a sensor configuration for gathering acceleration values in a vehicle body. In these configurations, the vehicle  105  may have the acceleration sensors  115 - 116  positioned at any one of the locations illustrated by Y_UFS, Y_ECU, and Y_Rear. When impacting vehicle  305  contacts the vehicle  105  in an off zone, both translational acceleration and rotational acceleration, or yaw acceleration, occur in the vehicle  105 . The acceleration sensors  115 - 116  detect the translational acceleration component of the impact. 
     The yaw acceleration at the centerline  120  of the vehicle  105  can be approximated using the two translational acceleration values detected by the acceleration sensors  115 - 116 . In one embodiment, the linear acceleration at each measurement point (e.g., the acceleration sensors  115 - 116 ) can be interpreted as the sum of the translational acceleration {right arrow over (α)} trans  (which is the same value at all measurement points) and rotational acceleration around the center of mass of the vehicle  105 . The rotational acceleration is determined based on a yaw acceleration and a radius vector from the center of mass to the measurement point, {right arrow over (α)} rot ={right arrow over ({dot over (ω)})}×{right arrow over (r)}, where {right arrow over ({dot over (ω)})} is the yaw acceleration, {right arrow over (α)} rot  the rotational acceleration, and {right arrow over (r)} is the radius vector. 
     With two different measurement points located at different distances r 1  and r 2  from the center of mass, the linear acceleration α y,tot  at each of the measurement points can be summarized in the following equations:
 
α y,tot1 =α y,trans   +{dot over (ω)}r   1 .   Equation 1.
 
α y,tot2 =α y,trans   +{dot over (ω)}r   2 .   Equation 2.
 
     The distances r 1  and r 2  are known quantities. In other words, when the acceleration sensors  115 - 116  are installed in the vehicle  105 , the acceleration sensors  115 - 116  are placed at locations within the vehicle  105  that have known distances from the center of mass of the vehicle  105  and the distances do not have to be determined. 
     The yaw acceleration can then be obtained by taking the difference of the two linear accelerations α y,tot1 , α y,tot2 , as shown in Equation 3.
 
α y,tot1 −α y,tot2 ={dot over (ω)}( r   1   −r   2 ).   Equation 3.
 
     The yaw acceleration {dot over (ω)} can then be derived from this difference between a first acceleration from the first acceleration sensor  115  and a second acceleration from the second acceleration sensor  116 . 
     In a second embodiment, if one of the measurement points is located close to the center of mass of the vehicle  105  (r 2 ≈0), such that rotational acceleration goes to zero, Equation 4 can be used instead to obtain the yaw acceleration by taking a quotient of the first acceleration and the second acceleration. 
     
       
         
           
             
               
                 
                   
                     
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     Based on either Equation 3 or Equation 4, the yaw acceleration at the centerline  120  of the vehicle  105  can be derived by solving for {dot over (ω)}. 
     If the acceleration sensors  115 - 116  are not mounted directly on the centerline  120  of the vehicle  105  the acceleration values from the acceleration sensors  115 - 116  are still meaningful. In particular, if one of the acceleration sensors  115 - 116  is replaced by a pair of sensors mounted symmetrically about the centerline  120  (for example,  115  being replaced by 2 sensors at alternative locations  117 - 118 ) (which for purposes of taxonomy or labelling may be referred to as “secondary sensors”), an average of the two acceleration sensors  117  and  118  can be taken to obtain the approximate acceleration values for the sensor  115  on centerline  120  of the vehicle  105 . In other embodiments, a maximum acceleration or a minimum acceleration can be obtained by the acceleration sensors  117  and  118 . 
     The crash detections software  220  may also include a threshold look-up table or a threshold curve. The threshold look-up table and the threshold curve contain values to compare the derived yaw acceleration to in order to determine if an off-zone crash has occurred. The look-up table and curve may be determined based on the type of the vehicle  105  (e.g., automobile vs. tractor trailer) and the vehicle structure of the vehicle  105 . The derived yaw acceleration is input into the look-up table or compared to the curve and, if the derived yaw acceleration exceeds an expected value for the vehicle  105 , an off-zone crash is detected. In the look-up table, the x-axis is lateral acceleration taken from one of the acceleration sensors  115 - 116 , preferably the acceleration sensor that is closest to the center of mass of the vehicle  105 . The lateral acceleration may also be obtained by taking an average of the acceleration values at the acceleration sensors  115 - 116 , which is especially useful if one of the acceleration sensors  115 - 116  is mounted in a front end of the vehicle  105  and the other acceleration sensor is mounted in a rear end of the vehicle  105 . Based on the latera acceleration, the threshold value is determined. 
     The crash detection software  220  also performs impact location detection. For example,  FIG.  4 A  illustrates impact zones  405 ,  406 ,  407 , and  408  on the vehicle  105 . Points A and P illustrate points on the centerline  120  of the vehicle  105  at which the acceleration sensors  115 - 116  measure lateral accelerations. Points A and P exist on the same longitudinal line, which in this embodiment is the centerline  120 . Because points A and P exist on the same longitudinal line, the acceleration at one point (for example, point P) can be characterized by Equation 5 shown below.
 
α y     P   =α y     A   +({dot over (ω)} z ) l   x .   Equation 5
 
     In Equation 5, l x  is the longitudinal distance between points A and P on the longitudinal line both points are on (in this case, the centerline  120 ). From Equation 5, the yaw acceleration {dot over (ω)} z  can then be derived, as shown in Equation 6 below.
 
∫(α y     p   −α y     A   ) dt =(ω z ) l   x .   Equation 6.
 
     By using the accelerations determined or estimated at points A and P, the yaw acceleration can be determined. 
     Based on the acceleration(s) determined for at least one of the points A and P, and based on the determined yaw acceleration, the crash detection software  220  performs impact location detection. The crash detection software  220  uses a two-dimensional feature space to determine which of the impact zones  405 - 408  has received an impact. An example of a two-dimensional feature space  450  is shown in  FIG.  4 B . 
     The two-dimensional feature space  450  illustrates a relationship between a feature based on lateral acceleration at one of the points A and P and a feature based on yaw acceleration. In the two-dimensional feature space  450 , a positive value of the feature based on lateral acceleration indicates the vehicle  105  has been impacted on a right side and is moving left, and a positive value indicates of the feature based on yaw acceleration the vehicle  105  is spinning in a counter-clockwise direction. If the value of the feature based on lateral acceleration of the one of the points A and P is positive and the value of the feature based on yaw acceleration is positive (quadrant one  455 ), an impact is detected in impact zone  407 , or a rear right impact zone. If the value of the feature based on lateral acceleration of the one of the points A and P is positive and the value of the feature based on yaw acceleration is negative (quadrant four  460 ), an impact is detected in impact zone  408 , or a front right impact zone. If the value of the feature based on lateral acceleration of the one of the points A and P is negative and the value of the feature based on yaw acceleration is negative (quadrant three  465 ), an impact is detected in impact zone  406 , or a rear left impact zone. If the value of the feature based on lateral acceleration of the one of the points A and P is negative and the value of the feature based on yaw acceleration is positive (quadrant two  470 ), an impact is detected in impact zone  405 , or a front left impact zone. 
     Returning to  FIG.  1   , the electronic controller  125  is communicatively connected with the acceleration sensors  115 - 116  through wired means, such as a vehicle communication bus, a controller area network (“CAN”) bus, or a direct electrical connection, or through wireless means, such as a wireless transceiver. The electronic controller  125  also communicates with other vehicle systems  130 , such as a vehicle safety system including an airbag. In one embodiment, if the vehicle  105  is an autonomous or semi-autonomous vehicle, the electronic controller  125  may also be configured to wirelessly communicate with a back-end server at a remote location, such as a manufacturer&#39;s server, owner&#39;s server, or the like. 
       FIG.  5    illustrates a method  500  for detecting off-zone crashes involving the vehicle  105  according to one embodiment. The method  500  includes receiving, with the electronic processor  210 , a first acceleration value for a point on the centerline  120  of the vehicle  105  from the first acceleration sensor  115  (block  505 ). The method  500  also includes receiving, with the electronic processor  210 , a second acceleration value for a second point on the centerline  120  of the vehicle  150  from the second acceleration sensor  116  (block  510 ). 
     In one example, the electronic processor  210  is then determines a difference between the first acceleration and the second equation according to Equation 3 as discussed above (block  515 ). The approximate yaw acceleration at the centerline  120  of the vehicle  105  is then derived from the result of the difference between the first acceleration and the second acceleration according to Equation 3 (block  520 ). 
     Once the electronic processor  210  has derived the approximate yaw acceleration at the centerline  120  of the vehicle  105 , the yaw acceleration is compared to threshold obtained from a look-up table or curve stored in the memory  215  (block  525 ). If the yaw acceleration exceeds the threshold value for the vehicle  105 , an off-zone crash has been detected, and the electronic processor  210  is configured to initiate one or more actions (block  530 ). 
     In one embodiment, if an off-zone crash is detected, the electronic processor  210  may be configured to generate a command to send to the vehicle systems  130  to, among performing other safety measures, deploy airbags in the vehicle  105 . In another embodiment, the electronic processor  210  is configured to also send out an alert to a back-end server associated with the vehicle  105  indicating that an off-zone crash has occurred. For example, the back-end server may be owned an owner of the vehicle  105 , a manufacturer of the vehicle  105 , and the like. The electronic processor  210  may also be configured to send alerts to relevant safety authorities, such as law enforcement or an ambulance service. 
       FIG.  6    illustrates a method  600  for detecting off-zone crashes involving the vehicle  105  according to a second embodiment. The method  600  includes receiving, with the electronic processor  210 , a first acceleration from the first acceleration sensor  115  (block  605 ). The method  400  also includes receiving, with the electronic processor  210 , a second acceleration from the second acceleration sensor  116  (block  610 ). 
     In one example, the electronic processor  210  then determines a quotient between the first acceleration and the second equation according to Equation 4 as discussed above (block  615 ). The approximate yaw acceleration at the centerline  120  of the vehicle  105  is then derived from the quotient between the first acceleration and the second acceleration according to Equation 4 (block  620 ). 
     Once the electronic processor  210  has derived the approximate yaw acceleration at the centerline  120  of the vehicle  105 , the yaw acceleration is compared to threshold obtained from a look-up table or curve stored in the memory  215  (block  625 ). If the yaw acceleration exceeds the threshold value for the vehicle  105 , an off-zone crash has been detected, and the electronic processor  210  is configured to initiate one or more actions (block  630 ), such as deploying airbags in the vehicle  105  or sending alerts to a back-end server as described above. 
     The following examples illustrate example systems and methods described herein. Example 1: a system for detecting an off-zone impact involving a vehicle, the system comprising at least two acceleration sensors positioned within a body of the vehicle; and an electronic processor configured to receive a first acceleration value at a centerline of the vehicle from a first acceleration sensor of the at least two acceleration sensors; receive a second acceleration value at the centerline of the vehicle from a second acceleration sensor of the at least two acceleration sensors; derive an approximate yaw acceleration at the centerline of the vehicle based on the first acceleration value and the second acceleration value; compare the approximate yaw acceleration to a threshold; and initiate one or more actions in response to the yaw acceleration exceeding the threshold. 
     Example 2: the system of example 1, wherein the first acceleration sensor and the second acceleration sensor are positioned at the centerline of the vehicle. 
     Example 3: the system of either example 1 or example 2, wherein the first acceleration sensor and the second acceleration sensor are located at two different longitudinal distances from a center of mass of the vehicle. 
     Example 4: the system of any of examples 1-3, wherein one of the group consisting of the first acceleration sensor and the second acceleration sensor comprises a pair of secondary sensors positioned symmetrically within the body of the vehicle. 
     Example 5: the system of any of examples 1-4, wherein the threshold is determined based on at least one of the first acceleration value and the second acceleration value. 
     Example 6: the system of any of examples 1-5, wherein the one or more actions includes deploying a safety system of the vehicle. 
     Example 7: the system of any of examples 1-6, wherein the one or more actions includes sending one or more alerts to a back-end system associated with the vehicle. 
     Example 8: a method for detecting an off-zone impact involving a vehicle, the method comprising receiving, with an electronic processor, a first acceleration value at a centerline of the vehicle from a first acceleration sensor of at least two acceleration sensors; receiving, with the electronic processor, a second acceleration value at the centerline of the vehicle from a second acceleration sensor of the at least two acceleration sensors; deriving, with the electronic processor, an approximate yaw acceleration at the centerline of the vehicle based on the first acceleration value and the second acceleration value; comparing, with the electronic processor, the approximate yaw acceleration to a threshold; and initiating, with the electronic processor, one or more actions in response to the yaw acceleration exceeding the threshold. 
     Example 9: the method of example 8, wherein the first acceleration sensor and the second acceleration sensor are positioned at the centerline of the vehicle. 
     Example 10 the method of either example 8 or example 9, wherein the first acceleration sensor and the second acceleration sensor are located at two different longitudinal distances from a center of mass of the vehicle. 
     Example 11: the method of any of examples 8-10, wherein one of the group consisting of the first acceleration sensor and the second acceleration sensor comprises a pair of secondary sensors positioned symmetrically within the body of the vehicle. 
     Example 12: the method of method of any of examples 8-11, wherein the threshold is determined based on at least one of the first acceleration value and the second acceleration value. 
     Example 13: the method of any of examples 8-12 wherein the one or more actions includes deploying a safety system of the vehicle. 
     Example 14: the method of any of examples 8-13, wherein the one or more actions includes sending one or more alerts to a back-end system associated with the vehicle. 
     Example 15: a non-transitory, computer-readable medium containing instructions that, when executed by an electronic processor, are configured to perform a set of functions, the set of functions including receiving a first acceleration value at a centerline of the vehicle from a first acceleration sensor located in a body of the vehicle; receiving a second acceleration value at the centerline of the vehicle from a second acceleration sensor located in the body of the vehicle; deriving an approximate yaw acceleration at the centerline of the vehicle based on the first acceleration value and the second acceleration value; comparing the approximate yaw acceleration to a threshold; and initiating one or more actions in response to the yaw acceleration exceeding the threshold. 
     Example 16: the non-transitory, computer-readable medium of example 15, wherein the first acceleration value and the second acceleration value are translational acceleration values. 
     Example 17: the non-transitory, computer-readable medium of either example 15 or example 16, wherein the threshold is determined based on at least one of the first acceleration value and the second acceleration value. 
     Example 18: the non-transitory, computer-readable medium of example 17, wherein the threshold is determined using a look-up table. 
     Example 19: the non-transitory, computer-readable medium of example 17, wherein the threshold is determined using a curve. 
     Example 20: the non-transitory, computer-readable medium of any of examples 15-19, wherein the one or more actions includes deploying a safety system of the vehicle. 
     Thus, embodiments described herein provide, among other things, systems and methods for detecting off-zone crashes involving a vehicle. Various features, advantages, and embodiments are set forth in the following claims.