Patent Description:
Document <CIT> discloses a method for helping to protect an occupant of a vehicle equipped with an automated driving system according to the preamble of claim <NUM>.

As another example, it is known to provide vehicle warning systems that alert the vehicle operator of conditions surrounding the vehicle. Vehicle warning systems include a controller that is operatively connected to various sensors, such as radar, LIDAR (high precision laser sensors), cameras, ultrasonic transducers, which provide warning indications to the operator, such as blind-spot detection, lane departure, active cruise control, front/rear object detection, cross traffic detection, pedestrian detection, active braking, etc. Some vehicle warning system functions are active. Examples include lane departure, active cruise control, and active braking. Other vehicle warning system functions are passive, producing only a visual/audible/tactile warning. Examples of these include blind-spot detection, lane departure, front/rear object detection, cross traffic detection, and pedestrian detection.

A trend in the industry toward automated driving ("AD") has introduced new considerations in the areas of vehicle safety systems and operator warning systems. In the past, the necessity of a vehicle operator/driver lent to a somewhat standard vehicle passenger cabin configuration and standard safety/warning systems. Automated driving eliminates the operator/driver, which eliminates the necessity of their being positioned and oriented in the conventional manner. Vehicle safety systems therefore need to adapt, as vehicle cabin space can be reconfigured being constrained to predetermined passenger arrangements, such as all forward-facing occupants, or vehicle structural configurations, such as steering wheel/instrument panel configurations, center console configurations, foot well pedal controls, etc..

Automated driving systems ("AD systems") need to be adapted to respond to what, in the past, were human operator responses to vehicle conditions. For example, the traditional warnings provided to the human operator by vehicle warning systems can now be inputs to the AD system, which can respond to the detected conditions as a normal course of operation.

One aspect of automated driving systems that needs to be addressed is what to do in the event of a collision and, more particularly, the actions of the AD system post-collision. In serious, medium to high impact collisions where the vehicle safety system determines the occurrence of a vehicle crash event, the AD system can control the vehicle to stop, pull-over, become disabled, etc., automatically. In these scenarios, the crash sensors of the vehicle safety system detect the occurrence of the event and responds accordingly.

There is an issue, however, with low impact collisions that are of a magnitude insufficient to trigger the vehicle safety system that a crash event has occurred. Examples of these low impact collisions include the vehicle striking other vehicles (e.g., minor collisions, such as in parking lots or driveways), pedestrians, animals, objects on the road, etc. In these instances, a human operator would stop and check on the vehicle, person, animal, or object that was hit, and also check on damage to the vehicle. In fact, it can be a criminal act for the operator for leave the scene of a collision.

Because of this, it is desirable to detect low impact events of a severity lower than the deployment/activation thresholds of the vehicle safety system. Additionally, because these low impacts can occur <NUM> degrees around the vehicle, it is desirable to extend this low impact detection to the area surrounding the vehicle.

The above aims are achieved with the method steps of claim <NUM> referring to a method for helping to protect an occupant of a vehicle equipped with an automated driving (AD) system and a vehicle safety system (VSS) by detecting low impact crash events with the vehicle. The method includes utilizing AD sensors of the AD system to identify possible low impact collision risks. The method also includes utilizing VSS sensors of the vehicle safety system to determine a low impact collision resulting from the identified possible low impact collision.

According to one aspect, alone or in combination with any other aspect, utilizing AD sensors can include utilizing at least one of: cameras, short range radar sensors, long range radar sensors, articulating radar sensors, LIDAR laser sensors, and microphone sensors.

According to another aspect, alone or in combination with any other aspect, utilizing VSS sensors to determine a low impact collision can include utilizing at least one of accelerometers and pressure sensors.

According to another aspect, alone or in combination with any other aspect, the accelerometers can include at least one of front, rear, and side mounted mid/high range accelerometers of the VSS, and airbag controller unit (ACU) accelerometers, which are also utilized to detect the occurrence of vehicle collisions for which actuation of active and/or passive safety is warranted.

According to another aspect, alone or in combination with any other aspect, the pressure sensors can include satellite side impact pressure sensors (PSATs) and/or PPS optimized tube pressure sensors.

According to another aspect, alone or in combination with any other aspect, the method can include utilizing pedestrian protection system (PPS) optimized sensors of the vehicle safety system to determine a low impact collision resulting from the identified possible low impact collision.

According to another aspect, alone or in combination with any other aspect, the PPS optimized sensors can include PPS optimized accelerometers and/or PPS optimized pressure sensors that are optimized for detecting the occurrence of pedestrian impacts.

According to the invention, alone or in combination with any other aspect, utilizing AD sensors can include utilizing AD cameras to identify possible low impact collision risks, and utilizing VSS sensors to determine a low impact collision can include utilizing at least one of front mid/high impact accelerometers, side mid/high impact accelerometers, ACU accelerometers, and satellite side impact pressure sensors (PSATs).

According to the invention, alone or in combination with any other aspect, the method can include utilizing AD cameras to identify a vehicle zone for the low impact collision risk, identifying which of the front and side mid/high impact accelerometers of the VSS, ACU accelerometers, and satellite side impact pressure sensors (PSATs) are best suited to determine the occurrence of the low impact collision, and utilizing the identified accelerometer(s) and/or pressure sensor(s) to determine the low impact collision.

According to another aspect, alone or in combination with any other aspect, utilizing VSS sensors to determine a low impact collision further utilizing pedestrian protection system (PPS) accelerometers and PPS tube pressure sensors to determine the low impact collision.

According to another aspect, alone or in combination with any other aspect, the PPS accelerometers can include at least one of front, rear, and side mounted PPS accelerometers.

According to another aspect, alone or in combination with any other aspect, the PPS accelerometers can include multi-axis accelerometers, and determining a low impact collision can include determining directional information related to the low impact collision via the PPS multi-axis accelerometers.

According to another aspect, alone or in combination with any other aspect, the front and/or side mid/high impact accelerometers can include multi-axis accelerometers, and determining a low impact collision can include determining directional information related to the low impact collision via the front and/or side mid/high impact multi-axis accelerometers.

According to another aspect, alone or in combination with any other aspect, the method can include utilizing AD cameras to identify a vehicle zone for the low impact collision risk, identifying which of the front mid/high impact accelerometers, side mid/high impact accelerometers, ACU accelerometers, satellite side impact pressure sensors (PSATs), PPS accelerometers, and PPS tube pressure sensors are best suited to determine the occurrence of the low impact collision, and utilizing the identified accelerometer(s) and/or pressure sensor(s) to determine the low impact collision.

According to another aspect, alone or in combination with any other aspect, utilizing VSS sensors to determine a low impact collision further can include utilizing one or more microphone sensors to determine the low impact collision.

According to another aspect, alone or in combination with any other aspect, the method can include utilizing AD cameras to identify a vehicle zone for the low impact collision risk, identifying which of the front and side mid/high impact accelerometers of the VSS, ACU accelerometers, satellite side impact pressure sensors (PSATs), PPS accelerometers, PPS tube pressure sensors, and microphone sensors are best suited to determine the occurrence of the low impact collision, and utilizing the identified accelerometer(s) and/or pressure sensor(s) and/or microphone sensor(s) to determine the low impact collision.

According to another aspect, alone or in combination with any other aspect, utilizing VSS sensors to determine a low impact collision further can include utilizing an inertial measurement unit (IMU) sensor to determine the low impact collision.

According to another aspect, alone or in combination with any other aspect, the method can include utilizing AD cameras to identify a vehicle zone for the low impact collision risk, identifying which of the front and side mid/high impact accelerometers of the VSS, ACU accelerometers, satellite side impact pressure sensors (PSATs), PPS accelerometers, PPS tube pressure sensors, microphone sensors, and IMU sensor are best suited to determine the occurrence of the low impact collision, and utilizing the identified accelerometer(s) and/or pressure sensor(s) and/or microphone sensors, and/or IMU sensor to determine the low impact collision.

According to another aspect, alone or in combination with any other aspect, utilizing the IMU sensor can include determining an external yaw torque of the vehicle to help verify the low impact collision.

According to another aspect, alone or in combination with any other aspect, a vehicle safety system can include an airbag controller unit (ACU) configured to implement the method for helping to protect an occupant of a vehicle equipped with an automated driving (AD) system and a vehicle safety system (VSS) by detecting low impact crash events with the vehicle.

According to another aspect, alone or in combination with any other aspect, the ACU can be operatively connected to the AD sensors and the VSS sensors.

In this description, reference is sometimes made to the left and right sides of a vehicle. These references should be understood as being taken with reference to the forward direction of vehicle travel. Thus, reference to the "left" side of a vehicle is meant to correspond to a driver side ("DS") of the vehicle. Reference to the "right" side of the vehicle is meant to correspond to a passenger side ("PS") of the vehicle.

Also, in this description, certain descriptions are made with respect to vehicle axes, specifically, the X-axis, Y-axis, and Z-axis of the vehicle. The X-axis is a central, longitudinally extending axis of the vehicle. The Y-axis is a laterally extending axis of the vehicle that is perpendicular to the X-axis. The Z-axis is a vertically extending axis of the vehicle that is perpendicular to both the X-axis and Y-axis. The X-axis, Y-axis, and Z-axis intersect at or approximate to a center of gravity ("COG") of the vehicle.

Referring to <FIG>, by way of example, a vehicle <NUM> includes a vehicle safety system <NUM>. The vehicle safety system <NUM> includes one or more actuatable vehicle occupant protection devices, which are illustrated schematically at <NUM>. The protection devices <NUM> can include any actuatable vehicle occupant protection device, such as frontal airbags, side airbags, curtain air bags, knee bolster air bags, actuatable seatbelt pre-tensioners and/or retractors. The vehicle safety system <NUM> also includes an airbag electronic control unit (referred to herein as an airbag controller unit or "ACU") <NUM> that is operatively connected to the protection devices <NUM>. The ACU <NUM> is operative to control the actuation of the protection devices <NUM> in response to vehicle conditions sensed via one or more sensors to which the ACU is operatively connected.

The vehicle safety system <NUM> includes several sensors for measuring certain conditions of the vehicle <NUM> that are utilized to determine whether to actuate the vehicle occupant protection devices <NUM>. These sensors, such as accelerometers and/or pressure sensors, can be mounted at various locations throughout the vehicle <NUM> selected to allow for sensing the particular vehicle condition for which the sensor is intended. In this description, the vehicle safety system <NUM> is described as including several crash sensors of different types and locations in the vehicle <NUM>. This description is not limiting, as the vehicle safety system <NUM> can include any type of crash sensor, in any number, and in any location in the vehicle <NUM>.

By way of example, the vehicle safety system <NUM> illustrated in <FIG> includes several types of crash sensors. The vehicle safety system <NUM> includes mid/high range crash accelerometers <NUM>, pedestrian protection sensing ("PPS") optimized accelerometers <NUM>, satellite side impact pressure sensors ("PSATs") <NUM>, and PPS tube pressure sensors <NUM>.

The crash accelerometers <NUM> are configured to sense vehicle accelerations of a magnitude that meets or exceeds a threshold sufficient to indicate that a crash event has taken place. In <FIG>, the crash accelerometers <NUM> are single axis accelerometers configured to detect accelerations in certain directions, which are indicated generally by the arrows shown in the figure for each device. Crash sensors <NUM> at a front end ("FR") of the vehicle <NUM> measure accelerations in a forward/rearward direction parallel to the X-axis. A crash sensor <NUM> at a rear end ("RR") of the vehicle <NUM> measures accelerations in a forward/rearward direction parallel to the X-axis. Crash sensors <NUM> on the driver side DS and passenger side PS of the vehicle <NUM> measure lateral accelerations in a direction parallel to the Y-axis.

The PPS accelerometers <NUM> are configured to sense vehicle accelerations of a magnitude that is less than the threshold acceleration measured by the crash accelerometers <NUM>, but that meets or exceeds a threshold less sufficient to indicate that the vehicle struck a pedestrian. In <FIG>, the PPS accelerometers <NUM> are single axis accelerometers configured to detect accelerations in certain directions, which are indicated generally by the arrows shown in the figure for each device. PPS sensors <NUM> at the front end FR of the vehicle <NUM> measure accelerations in a forward/rearward direction parallel to the X-axis. PPS sensors <NUM> at the rear end ("RR") of the vehicle <NUM> measure accelerations in the forward/rearward direction parallel to the X-axis.

Satellite side impact pressure sensors PSATs <NUM> located on the driver side DS and passenger side PS of the vehicle <NUM> detect pressure responses to side impacts with the vehicle of a magnitude that meets or exceeds a threshold sufficient to indicate that a side impact crash event has taken place. The PSATs <NUM> have a known construction in which a closed volume is positioned in a crash zone, such as a side door, so that a side impact results in a rapid increase in fluid pressure within the volume. This pressure increase is sensed by a pressure sensor which, in response, produces a crash signal.

The PPS tube pressure sensors <NUM> are located in the front and rear vehicle bumpers <NUM> and <NUM>, respectively. The PPS tube pressure sensors <NUM> detect pressure responses to front/rear impacts with the bumpers <NUM>, <NUM> of a magnitude indicative of a pedestrian impact. The PPS tube pressure sensors <NUM> have a known construction in which a closed tube <NUM> is positioned between a bumper cross beam <NUM> and the bumper fascia <NUM>, behind an energy absorbing foam <NUM>. In response to a pedestrian impact with a bumper <NUM>, <NUM>, the fascia <NUM> and foam <NUM> move from their normal positions (indicated in dashed lines) to an impact condition (indicated in solid lines). When this occurs, the tube <NUM> is compressed from its normal, round cross-section (dashed lines) to a compressed condition (solid lines). This change in shape results in a rapid increase in fluid pressure within the tube <NUM>. This pressure increase is sensed by a pressure sensor which, in response, produces a crash signal.

The crash sensors, i.e., the crash accelerometers <NUM>, PPS accelerometers <NUM>, PSATs <NUM>, and PPS tube pressure sensors <NUM>, are operatively connected to the ACU <NUM>. The ACU <NUM> is operative to actuate the vehicle occupant protection devices <NUM> in a known manner in response to crash signals generated by the crash sensors.

The vehicle safety system <NUM> also includes an inertial measurement unit (IMU) <NUM>, which is mounted at or near the vehicle center of gravity (COG) and operatively connected to the ACU <NUM>. The IMU sensor <NUM> includes inertial measurement sensors and, possibly, crash sensors for detecting the occurrence of a vehicle crash condition. Positioning the IMU sensor <NUM> at the vehicle COG is beneficial in that the sensor can provide accurate readings of sensed accelerations and roll motions of the vehicle <NUM> about the X-axis (pitch), Y-axis (roll), and Z-axis (yaw). Since crash indication can be best determined by measuring accelerations at or near the vehicle COG, and vehicle rotation indications are best measured about the vehicle X, Y, and Z axes, the COG mounting location of the IMU <NUM> can be advantageous.

The vehicle safety system <NUM> is implemented and configured to cooperate with other vehicle systems. The ACU <NUM> can be operatively connected, via a vehicle controller area network (CAN) bus <NUM>, to a vehicle body control module (BCM) <NUM>. The BCM <NUM> can communicate via the CAN bus with other vehicle systems, such as chassis control, stability control, traction/skid control, anti-lock braking (ABS), collision avoidance, tire pressure monitoring (TPMS), navigation systems, instrumentation (speed, throttle position, brake pedal position, etc.), information and entertainment ("infotainment") systems, and other systems. Through the CAN bus <NUM> interface, the ACU <NUM> can communicate with any of these external systems to provide and/or receive data.

<FIG> represents what are considered to be conventional vehicle safety system components. The various sensors illustrated in <FIG>, while not necessarily included on any vehicle platform are nonetheless considered to be technologies that are currently available. Not every passenger vehicle will include a vehicle safety system that includes all of these sensors, but most, if not all passenger vehicles, will include some combination of these sensors. The vehicle safety system <NUM> of <FIG> therefore represents the type of system in which a low impact detection system can be implemented without adding system hardware.

<FIG> represents an example configuration of a vehicle safety system <NUM> that includes additional hardware, i.e., sensors, directed toward providing enhanced low impact detection functionality. As shown in <FIG>, the vehicle safety system <NUM> includes additional PPS optimized accelerometers <NUM> located along the driver and passenger sides of the vehicle <NUM>. The number and arrangement of additional PPS optimized accelerometers <NUM> included in this low impact detection enhanced vehicle safety system <NUM> can vary depending, for example, on the size of the vehicle <NUM>, the vehicle architecture, and the range of the sensors, etc..

<FIG> represents another example configuration of a vehicle safety system <NUM> that includes additional hardware, i.e., sensors, directed toward providing enhanced low impact detection functionality. As shown in <FIG>, the vehicle safety system <NUM> includes multi-axis accelerometers as opposed to single-axis accelerometers. More specifically, the vehicle safety system <NUM> includes PPS optimized multi-axis mid/high range impact accelerometers <NUM> and multi-axis PPS optimized accelerometers <NUM>. The PPS optimized multi-axis accelerometers <NUM> are located about the perimeter of the vehicle <NUM>, i.e., along the front, rear, and sides of the vehicle. The multi-axis accelerometers measure accelerations along both the X-axis and the Y-axis directions and therefore can interpolate to determine the direction of impacts. As with the other example configurations, the number and arrangement of the multi-axis accelerometers <NUM>, <NUM> can vary depending, for example, on the size of the vehicle <NUM>, the vehicle architecture, and the range of the sensors, etc..

Referring to <FIG>, the vehicle <NUM> also an automated driving system <NUM>. The automated driving system <NUM> includes an automated driving controller or unit ("ADU") <NUM> that is operative to control driving operation of the vehicle <NUM> in response to information received from automated driving sensors, which provide data related to the operating environment of the vehicle.

The automated driving sensors use a variety of different technologies to evaluate the environment in which the vehicle <NUM> is operating. The automated driving sensors are be mounted at various locations throughout the vehicle <NUM>. The automated driving sensors and their respective locations are selected to provide <NUM>-degree coverage of the vehicle operating environment. In this description, the automated driving system <NUM> is described as including several crash sensors of different types and locations in the vehicle <NUM>. This description is not limiting, as the automated driving system <NUM> can include any type of crash sensor, in any number, and in any location in the vehicle <NUM>.

By way of example, the automated driving system <NUM> illustrated in <FIG> includes several types of automated driving sensors. The automated driving system <NUM> includes short range radar sensors <NUM>, long range radar sensors <NUM>, articulating radar sensors <NUM>, cameras sensors <NUM>, and laser ("LIDAR") sensors <NUM>. The short range radar sensors <NUM> detect objects in close proximity to the vehicle. The long range radar sensors <NUM> detect more distant objects, such as other vehicles in traffic and also measure velocities. The articulating radar sensors <NUM> detect moving vehicles at long range over a wide field of view. The camera sensors <NUM> detect and track pedestrians, cyclists, traffic lights, free space, and other objects. The LIDAR sensors <NUM> are high-precision laser sensors that detect both fixed and moving objects.

In the example configuration illustrated in <FIG>, the short range radars <NUM> are located across the front end of the vehicle <NUM> and across the rear end of the vehicle. The limited range of the short range radars <NUM> is used to provide indications and warnings as vehicles and other objects come into close proximity to the vehicle. The short range radars <NUM> can, for example, provide rear backup and front parking indications and warnings.

In the example configuration illustrated in <FIG>, the long range radars <NUM> are located at the front and rear ends of the vehicle <NUM>. The extended range of the long range radars allows them to provide indications and warnings regarding vehicles and other objects further away from the vehicle. For example, the front positioned long range radars <NUM> can be used for adaptive cruise control and also to determine relative velocities between the vehicle and other vehicles and/or objects for risk identification and for evasive systems such as automatic braking. The rear positioned long range radars <NUM> can provide rear risk identification, such as cross traffic and blind spot detection.

In the example configuration illustrated in <FIG>, the articulated radars <NUM> are located on the sides of the vehicle <NUM>. The articulated radars <NUM> can provide both close and long range vehicle/object detection. The articulated radars <NUM> can be for risk identification such as cross traffic and blind spot detection.

As shown in <FIG>, the automated driving system <NUM> can be implemented and configured to cooperate with other vehicle systems via the CAN bus <NUM>. The ADU <NUM>, for example, communicate with the BCM <NUM> via the CAN bus <NUM>, and any of the other vehicle systems connected to the CAN bus, to provide and/or receive data. The information obtained by the various systems, e.g., the vehicle safety system <NUM>, the automated driving system <NUM> and the vehicle systems that interface with the BCM <NUM>, can be communicated to each other. Additionally, the various sensors utilized by the ADU <NUM> can themselves have their own dedicated electronic controller unit ("ECU"). For example, the cameras <NUM>, the radars <NUM>, <NUM>, <NUM>, the LIDAR <NUM>, and the microphone sensors <NUM> each can have their own dedicated ECU, which powers and interrogates the sensors, interprets data received from the sensors, and transmits that data to the ADU <NUM>.

In operation, the automated driving system <NUM> operates the vehicle in a known manner. During automated vehicle operation, the ADU <NUM> actively collects information environmental data from the from the automated driving sensors and uses that information to execute vehicle driving commands. At the same time, the vehicle safety system <NUM> operates passively, monitoring conditions sensed via the crash sensors (e.g., acceleration, pressure) for conditions indicative of a crash and providing a crash signal when such an event takes place.

The above description of the example configuration of the automated driving system <NUM> of <FIG> represents what are considered to be conventional automated driving system components. The various sensors illustrated in <FIG> described thus far, while not necessarily included on any automated driving vehicle platform, are nonetheless considered to be technologies that are currently available. Not every automated driving vehicle will include all of these sensors, but most, if not all, automated driving vehicles will include some combination of these sensors. The automated driving system <NUM> of <FIG> described thus far therefore represents the type of system in which a low impact detection system can be implemented without adding system hardware.

<FIG> also includes additional hardware, i.e., sensors, directed toward providing enhanced low impact detection functionality. As shown in <FIG>, the automated driving <NUM> includes auditory, i.e., microphone sensors <NUM> that can be used to further discriminate a low impact vehicle collision. The microphone sensors <NUM> can be included in the automated driving system <NUM> because they can enhance the risk identification evaluation functions that are implemented in the automated driving function of the system. The microphone sensors <NUM> can, for example, be used to detect emergency vehicle sirens, vehicle horns, tire screech, etc..

In the example configuration of <FIG>, the microphone sensors <NUM> are located across the front end of the vehicle <NUM>, across the rear end of the vehicle, and along the sides of the vehicle. Additional microphone sensors <NUM> could be included at other locations on the vehicle <NUM>. The number and arrangement of microphone sensors <NUM> included in this low impact detection enhanced automated driving system <NUM> can vary depending, for example, on the size of the vehicle <NUM>, the vehicle architecture, and the range of the sensors, etc..

Advantageously, information developed by the vehicle safety system <NUM> and the automated driving system <NUM> can be used to implement a system for detecting low impacts with the vehicle. "Low impacts," as used herein, are meant to refer to collisions or impacts that are low-level, of a magnitude insufficient to trigger the crash sensors and for the vehicle safety system <NUM> to identify a vehicle crash condition. Examples of these low impact events include the vehicle striking other vehicles (e.g., minor collisions in parking lots, etc.), pedestrians, animals, objects on the road, etc. Low impact detection can allow the automated driving system <NUM> to take the appropriate action in response to the low impact event.

Referring to <FIG>, a low impact detection system <NUM> utilizes information provided by the vehicle safety system <NUM> and the automated driving system <NUM>. The low impact detection system <NUM> includes a ADS-based risk identification function <NUM> and a VSS-based impact detection function <NUM>. The low impact detection system <NUM> also includes a low impact determination function <NUM>, which utilizes data obtained from the risk identification function <NUM> and the impact detection function <NUM> to determine whether a low impact collision has occurred. The automated driving system <NUM> can obtain low impact collision data from the low impact determination function <NUM> so that the automated driving system can react accordingly.

The risk identification function <NUM>, impact detection function <NUM>, and low impact determination function <NUM> of the low impact detection system <NUM> include software algorithms that can be implemented in a variety of manners. In one implementation, risk identification and low impact determination functions <NUM>, <NUM> can be implemented in the ADU <NUM> of the automated driving system <NUM>. In this example, the impact detection function <NUM> can be implemented in the ACU <NUM> of the vehicle safety system <NUM>. As another example, the low impact detection system <NUM> could be implemented in the automated driving system <NUM> only. As a further example, the low impact detection system <NUM>, or portions thereof, could be implemented in its own dedicated controller. From this, it should be appreciated that the low impact detection system can be implemented in any vehicle system or systems that can access the vehicle information necessary to make the low impact determinations described herein.

The risk identification function <NUM> identifies risk based on information obtained via the radar sensors <NUM>, <NUM>, <NUM>, the camera <NUM> and the LIDAR <NUM>. As shown in <FIG>, the risk identification function <NUM> can also be enhanced by data provided from the audible, microphone sensors <NUM>.

The impact detection function <NUM> detects impacts based on information obtained via the medium/high range impact accelerometers <NUM>, the PPS optimized accelerometers <NUM>, the PSAT satellite side impact pressure sensors <NUM>, and the PPS tube pressure sensors <NUM>. As shown in <FIG>, the impact detection determination of the vehicle safety system <NUM> can also be enhanced by data provided from the additional PPS optimized accelerometers <NUM>, the PPS optimized multi-axis mid/high range impact accelerometers <NUM>, and the PPS optimized multi-axis accelerometers <NUM>.

The hardware utilized by the various functions of the low impact detection system <NUM> depends upon the type of implementation of the system. The type of implementation depends on whether or not the low impact detection system <NUM> includes low impact detection specific sensor hardware, as opposed to including only conventional sensor hardware. Example implementations of the low impact detection system <NUM> are described in the following paragraphs.

In a baseline implementation, the low impact detection system <NUM> can be configured to utilize information available from the conventional vehicle safety system <NUM> and automated driving system <NUM>, to provide limited low impact detection capabilities. In this example implementation, the vehicle safety system <NUM> can include the front and side mid/high impact accelerometers <NUM> (see, <FIG>), the ACU <NUM>, and the PSAT sensors <NUM>. The impact detection function <NUM> can obtain data sensed via these VSS sensors from the ACU <NUM>. The automated driving system <NUM> can include one or more cameras <NUM> for risk identification. The risk identification function <NUM> can obtain data sensed via the camera(s) from the ADU <NUM>.

For this example implementation, noting that the vehicle safety system <NUM> does not include any PPS optimized inputs, the low impact determination function <NUM> relies on automated driving system <NUM> functionality to identify risks, and then monitors the VSS crash sensors to determine whether the detected risk evolved into a low impact collision. Because the crash sensors of the conventional vehicle safety system <NUM> are not specifically configured to detect impact accelerations and/or pressure changes indicative of a low impact, the low impact determination function <NUM> can implement an algorithm that conditions the data determined by the impact detection function based on the data determined by the risk identification function. This way, the magnitude of the acceleration determined by the impact detection function <NUM> necessary to verify a low impact collision is based on the type of risk determined by the risk identification function <NUM>.

A PPS enabled implementation of the low impact detection system <NUM> builds on the baseline implementation. In addition to the information utilized by the baseline implementation, in the PPS enabled implementation, the impact detection function <NUM> can additionally utilize information available from pedestrian protection sensing (PPS) portions of the vehicle safety system <NUM> to detect low impact collisions. The PPS enabled implementation utilizes the PPS accelerometers <NUM> and/or PPS tube pressure sensors <NUM> to extend PPS detection to the front and rear of the vehicle <NUM>. Providing this information to the impact detection function <NUM> improves the fidelity with which low impacts with the vehicle <NUM> are detected.

For this PPS enhanced implementation, the low impact determination function <NUM> can rely on automated driving system <NUM> functionality to identify risks, and then monitor the VSS crash sensors, including the PPS sensors, to determine whether the detected risk evolved into a low impact collision. Because the PPS sensors are specifically configured to detect impact accelerations and/or pressure changes indicative of a low impact, e.g., a pedestrian impact, the algorithm implemented by the low impact determination function <NUM> may not require conditioning for verifying low impact collisions where the identified risk is a front/rear risk because the PPS sensors are specifically configured to verify these types of collisions. For low impact side collisions, the low impact detection system <NUM> relies on the baseline functionality, as described above, wherein the magnitude of the acceleration determined by the impact detection function <NUM> necessary to verify a low impact collision is based on the type of risk determined by the risk identification function <NUM>.

In an enhanced PPS implementation of the low impact detection system <NUM>, in addition to the conventional crash sensors <NUM>, <NUM>, <NUM> and the front/rear PPS sensors <NUM>, <NUM>, the low impact determination function <NUM> can additionally utilize information available from additional PPS sensors. Referring to <FIG>, the vehicle <NUM> can include driver side and passenger side mounted PPS accelerometers <NUM> to provide additional low impact detection capabilities. In this example implementation, the risks detected via the automated driving system <NUM> can be verified as actual impacts via the PPS accelerometers <NUM>. The low impact determination function <NUM> can therefore provide positive verification that the detected risk has actually evolved into a low impact event, which is a further improvement in the fidelity of the low impact determination system <NUM>.

In an enhanced crash and PPS implementation of the low impact detection system <NUM>, the vehicle safety system <NUM> can utilize enhanced crash and PPS sensors. Referring to <FIG>, the vehicle safety system <NUM>, including the multi-axis mid/high range impact accelerometers <NUM> and the multi-axis PPS enhanced accelerometers <NUM>, can offer improved impact discrimination information. As a result, the vehicle safety system <NUM> can discern the difference between a mid/high range collision and a low impact collision. The VSS <NUM> can also discern directional information from the multi-axis sensors <NUM>, <NUM>, which can improve both the crash verification and crash magnitude determination capabilities of the low impact detection system <NUM>. As a result, in this example implementation, the risks detected via the automated driving system <NUM> can be verified as actual low impacts via the discrimination functionality of the multi-axis accelerometers <NUM>, <NUM>. The low impact determination function <NUM> can therefore provide positive verification that the detected risk has actually evolved into a low impact event, which is a further improvement in the fidelity of the low impact determination system <NUM>.

In another example implementation of the low impact determination system <NUM>, information obtained from the microphone sensors <NUM> of the automated driving system <NUM> can be utilized to help verify the occurrence of a low impact collision. Referring to <FIG>, the microphone sensors <NUM> can provide further verification that the risks detected via the automated driving system <NUM> have evolved to actual low impact collisions. In an implementation where microphone sensors <NUM> are positioned along the front, rear, and sides of the vehicle, the microphone sensors <NUM> used to verify the low impact collision can be those closest to the area where the risk is identified by the ADS <NUM>. The low impact determination function <NUM> can therefore provide positive verification that the detected risk has actually evolved into a low impact event, which is a further improvement in the fidelity of the low impact determination system <NUM>.

In another example implementation of the low impact determination system <NUM>, information obtained from the IMU <NUM> can be used to determine external yaw torque, which can be used to help verify that the risks detected via the automated driving system <NUM> have evolved to actual low impact collisions.

In the implementations of the low impact determination system <NUM> described above, the automated driving system <NUM> is described as relying on information obtained via cameras <NUM> to identify the risks, which are verified by the impact detection algorithm <NUM> with crash data obtained from the VSS <NUM>. The automated driving system <NUM> could, however, utilize information obtained from other sensors of the ADS <NUM> when available. For example, the ADS <NUM> could utilize, in any combination, information obtained from the radar sensors <NUM>, <NUM>, <NUM>, the camera(s) <NUM>, the LIDAR sensors <NUM>.

Claim 1:
A method for helping to protect an occupant of a vehicle equipped with an automated driving (AD) system and a vehicle safety system (VSS) by detecting low impact crash events with the vehicle, the method comprising:
utilizing AD sensors of the AD system to identify possible low impact collision risks;
utilizing VSS sensors of the vehicle safety system to determine a low impact collision resulting from the identified possible low impact collision,
wherein utilizing AD sensors comprises utilizing AD cameras to identify possible low impact collision risks, and utilizing VSS sensors to determine a low impact collision comprises utilizing at least one of front mid/high impact accelerometers, side mid/high impact accelerometers, ACU accelerometers, and satellite side impact pressure sensors (PSATs),
characterized by utilizing AD cameras to identify a vehicle zone for the low impact collision risk, identifying which of the front and side mid/high impact accelerometers of the VSS, ACU accelerometers, and satellite side impact pressure sensors (PSATs) are best suited to determine the occurrence of the low impact collision, and utilizing the identified accelerometer(s) and/or pressure sensor(s) to determine the low impact collision.