RU2480834C1 - Onboard device and method for control over vehicle parameters in accidents - Google Patents

Abstract

FIELD: transport.

SUBSTANCE: set of invention relates to traffic control. Proposed control device comprises means to measure vehicle parameters by primary transducers connected to microcontroller input. Volatile data memory unit and service electronic hardware micro package are connected to microcontroller output. Said means to measure vehicle parameters is composed of strapdown inertial unit built around micro- or nano-transducers with their measurement axes directed in vehicle longitudinal, transverse and vertical overloads. Volatile data memory unit represents a flash memory. Proposed method comprises measuring vehicle parameters by said strapdown inertial unit built around micro- or nano-transducers, storing measurement results to be reproduced and analysed. Additionally, controlled are traction coefficient, magnitude and direction of maximum overload at accident while, in analysis, conditions of roadway in motion is adequately allowed for.

EFFECT: higher accuracy of defining accident conditions.

3 cl, 1 dwg

Description

The group of inventions relates to the field of creating intelligent vehicles and is intended to control vehicle motion parameters and construct a spatial path of a vehicle using fixed data for analyzing the causes of a road accident.

The collection of data from a traffic accident and the compilation of documents at the scene of the accident cause significant traffic delays on roads, which creates unacceptable delays in traffic under current conditions.

A known method of restoring the trajectory of a vehicle in a traffic accident (accident) by integrating the recorded parameters of the spatial position of the vehicle in reverse time (see Germany application No. 4132981 A1, MKI G07C 5/08, 08/06/1992).

The specified method does not allow to correctly take into account the vehicle slip (skid) after a collision with another vehicle, because the first analog sensor measures only the longitudinal speed of the vehicle (or the projection of the speed on the longitudinal axis of the vehicle) by determining the speed of rotation of the rear wheel of the vehicle, and the additional registration of the second transverse acceleration sensor does not take into account the possible roll of the vehicle, for example, due to the inclination of the roadway or the turn of the vehicle, which after integration leads to large errors in determining the true trajectory of the vehicle.

A known system for recording the functioning and condition of a vehicle and environmental conditions that implements during operation a method comprising measuring the parameters of a vehicle’s movement (see UK patent No. 2268608, MKI G07C 5/08, 1994).

This solution does not allow to build the spatial path of the vehicle and, accordingly, to conduct a reliable analysis of the traffic accident, and its implementation is associated with significant costs caused by the need to integrate sensors into almost all nodes of the vehicle, which is possible only at the manufacturer or in the conditions of a specialized automobile enterprise .

A known method of constructing a spatial trajectory of a vehicle according to recorded data using inertial measuring instruments (see Russian patent No. 219389, MKI B62D 41/00, 2001).

It performs the measurement of lateral and vertical overloads in the front and rear parts of the vehicle using accelerometers, as well as longitudinal and vertical overloads in the front of the vehicle on its longitudinal axis also using accelerometers. This method and device for its implementation have several disadvantages.

Firstly, the sensor system dispersed over the vehicle’s volume does not allow for their accurate orientation relative to each other. Ensuring the parallelism of the sensitivity axes of accelerometers spaced a distance equal to the length of the vehicle is a complex technical problem. In addition, the rigidity of the vehicle chassis to bend is poor. The non-parallelism of the axes of the accelerometers, separated into different parts of the vehicle by the distance Lx and Lz, can reach several fractions of angular degrees, which after double integration causes large errors in restoring the vehicle's trajectory, reaching several meters for every second of movement.

Secondly, to reliably recover the trajectory from data from accelerometers, it is necessary to know reliably the mass of each vehicle and the moments of inertia with respect to each of the three orthogonal axes X, Y, and Z, which are difficult to measure and can change in an unexpected way (for example, if planted in another passenger’s cabin). This also leads to significant additional errors in determining the vehicle path. To eliminate these shortcomings, a method was proposed to restore the speed and trajectory of the plan in terms of both before and after the accident, as well as the elimination of other disadvantages of the analogue indicated above.

A known method and device for restoring the speed and trajectory of a vehicle according to the recorded data during a traffic accident (traffic accident), including measuring the parameters of the movement, at least the accelerations, storing the measurement results in a memory device with subsequent playback and analysis of the measurement results, additionally measure current values of the projections of the angular velocity of the vehicle on its three geometric mutually orthogonal axes, and the measurement results used to construct the trajectory in the projection onto the horizontal plane according to the coordinates Xm and Ym in the local coordinate system as a function of time t, determined by the corresponding equations of movement of the vehicle in space (see RF patent No. 2232097, MKI B62D 4/00, July 10, 2004 .).

This method and device achieves a certain increase in the accuracy of restoring speed and trajectory in terms of both before and after the accident, as well as eliminating other disadvantages of the analogue indicated above.

However, this method and the device that implements it do not allow to fully control the parameters of the vehicle’s spatial movement in the pre-emergency period, at the time of the accident and automatically and remotely issue parameters for assessing the post-emergency situation taking into account external factors. In addition, it should be noted the relative complexity of the design of the device and significant dimensions.

The technical result of the proposed technical solutions is to increase the accuracy of determining the trajectory in the pre-emergency period, at the time of the accident and to expand the functionality by providing automatic remote output of the parameters for assessing the post-emergency situation, taking into account the condition of the roadway during movement. Simultaneously, a simplification of the design of the device is achieved and its dimensions are reduced.

This technical result is achieved by the fact that in the on-board device for monitoring vehicle motion parameters during a traffic accident containing means for measuring vehicle motion parameters by primary converters connected to the input of the microcontroller, the output of which is connected to a non-volatile data memory block, as well as a service micro-assembly electronics, a means of measuring vehicle motion parameters by primary converters is made in the form of free a shaped inertial block based on micro- or nanoelectromechanical measuring transducers oriented by its measuring axes, respectively, in the direction of the longitudinal, transverse and vertical overloads of the vehicle, and the non-volatile data memory block - in the form of non-volatile flash memory.

In addition, an onboard power supply connector, an uninterruptible power supply, a backup battery, a secondary power source, a GPS / Glonass receiver, a GPS / Glonass antenna connector, a GPS / Glonass antenna, a GSM transceiver, a GSM antenna connector can be inserted into it , GSM antenna, USB connector, service electronics microassemblies contain a power supply information bus, a power bus, a strapdown inertial block information bus, a GPS / Glonass information bus, a GSM information bus, an information bus inu flash memory, USB data bus, the microcontroller contains a strapdown inertial block controller, a GPS / Glonass receiver controller, a mobile communication controller (GSM), a flash memory controller, a USB controller connected to them by the corresponding mentioned service electronics buses, and an I / O controller connected by the information bus of the power source to the uninterruptible power supply and a power controller connected by the bus of power with a secondary power source, a strap-on inertial unit based on micro- or nanoelectromechanical measuring transducers, a GPS / Glonass receiver and a GSM transceiver, while the onboard electrical connection is connected to an uninterruptible power supply containing a backup battery and connected to a secondary power source.

For the method of monitoring vehicle motion parameters during a traffic accident, including measuring motion parameters, storing measurement results in a memory device, followed by reproducing and analyzing the measurement results, the technical result is achieved by using an on-board parameter monitoring device as a meter inertial block, when measuring, they additionally control the coefficient of adhesion Ks of the wheels of the vehicle with the road surface Thieme, value n _xy and α _xy direction maximum overload at the time of accident which is determined at appropriate assumptions on the following expressions:

;

;

;

;

;

;

;

;

;

;

;

;

Where:

i = 1 ÷ N;

To _with - the coefficient of adhesion of the wheels of the vehicle with the road surface;

ΔW _zi is the increment of apparent speed on the z axis of the vehicle;

ΔT is the BIB polling cycle;

n _xy , α _xy - the value of the maximum overload and the direction of action of the overload in the x, y plane;

γ, φ, ϑ - vehicle rotation angles around the x, z and y axes,

and when analyzing the results, the condition of the roadway in the process of movement is taken into account.

Figure 1 shows a functional diagram of a device for monitoring the parameters of the vehicle.

Figure 1 shows the following notation:

1. Connector for connecting to the on-board electrical network.

2. Uninterruptible power supply (UPS).

3. Backup battery.

4. Secondary power supply (VIP).

5. Microcontroller (MK).

5.1 Power Controller

5.2 The controller of the strapdown inertial block (BIB).

5.3 GPS / Glonass receiver controller

5.4 Mobile Communications Controller (GSM).

5.5 flash controller

5.6 USB controller.

5.7 I / O controller.

6. The strapdown inertial block based on micro- or nanoelectromechanical measuring transducers (BIB).

7. Flash memory.

8. GPS / Glonass receiver.

9. Connector for GPS / Glonass antenna.

10. GPS / Glonass antenna.

11. GSM transceiver.

12. GSM antenna connector.

13. GSM antenna.

14. USB port.

15. Information bus power source.

16. Power bus.

17. Information bus strapdown inertial block.

18. Information bus GPS / Glonass.

19. Information bus GSM.

20. Information bus flash memory.

21. Information bus USB-memory.

The device for monitoring vehicle motion parameters (UKPD TS), shown in Fig. 1, consists of a connector for connecting to the on-board electrical network 1, uninterruptible power supply 2 with a backup battery 3, a secondary power source 4, a microcontroller 5, a strap-on inertial unit based on micro - or nanomechanical accelerometers and gyroscopes 6, flash memory 7, GPS / Glonass 8 receiver with connector for connecting 9 GPS / Glonass 10 antennas, GSM 11 transceiver with connector 12 for connecting GSM 13 antenna, USB connector 14, the power information bus 15, the power bus 16, the information bus of the strap-down inertial block 17, the information bus GPS / Glonass 18, the information bus GSM 19, the information bus flash memory 20 and the data bus USB port 21. The strap-in inertial unit based on micro - or nanomechanical accelerometers and gyroscopes (BIB) 6 can be performed, for example, in the form of a strapdown inertial measuring unit according to RF patent No. 2162203 containing micromechanical vibration gyroscopes-accelerometers with electrodes in excitation of vibrations and removal of information from sensitive elements, placed on a base fixed on a substrate on which microassemblies of service electronics are installed, characterized in that the substrate is made in the form of a dielectric board, and the base is in the form of a regular hexagonal truncated pyramid, at least three lateral faces of which are sensitive elements of micromechanical vibration gyroscopes-accelerometers, while the base along the plane of the larger end face is fixed in the central part substrate, and micro-service electronics mounted on the base around the periphery of the substrate and formed by thin-film technology. The substrate is placed in a protective case with two-sided wiring of the terminals of the service electronics microassemblies in a plane parallel to the plane of the larger end face of the base.

The voltage of the on-board electrical network through the connector for connecting to the on-board electric network 1 is supplied to uninterruptible power supply 2 with a backup battery 3. Then this voltage is supplied to the secondary power supply 4, converted to +5 V. The supply voltage of 5 V is supplied through the power bus 16 on BIB 6, on microcontroller 5, flash memory 7, on a GPS / Glonass 8 receiver and GSM 11 transceiver.

и угловых скоростей (ω_xi, ω_yi, ω_zi) по информационной шине БИБ 17 поступает через контроллер БИБ 5.2 микроконтроллеров и информационную шину 20 во флеш-память 7 и одновременно в информационную шину 19 на приемо-передатчик 11, который через разъем 12 и антенну 13 передает непрерывно на диспетчерский пункт. Одновременно, информация о текущем географическом положении и о времени поступает с GPS/Глонасс приемника 8 по шине 18 в контроллер 5 и через информационные шины флеш-памяти 20 в флеш-память 7 и приемо-передатчик 11.Information with BIB in the encoded form of digital values of linear accelerations

and angular velocities (ω _xi , ω _yi , ω _zi ) via the BIB information bus 17 passes through the BIB controller 5.2 of the microcontrollers and the information bus 20 to the flash memory 7 and simultaneously to the information bus 19 to the transceiver 11, which is connected via connector 12 and the antenna 13 transmits continuously to the control room. At the same time, information about the current geographical location and time is received from the GPS / Glonass receiver 8 via bus 18 to the controller 5 and via the information buses of the flash memory 20 to the flash memory 7 and the transceiver 11.

The information from UPS 2 is sent to port 5.7 of the microcontroller 5 via the information bus 15. An uninterruptible power supply 2 based on a backup battery 3 is designed to fully complete the operation of the ACU of the vehicle in case of loss of on-board power. During operation of the ACJC vehicle with power supply from the vehicle's on-board network, the battery 3 is recharged.

The USB 14 connector is designed to connect and read information to a laptop for subsequent processing and clarification of the causes of the accident.

At the same time, in the process of movement, the following information is continuously transmitted to the control center and recorded in flash memory cyclically, subsequently updated for several hours:

ω _xi is the projection of the angular velocity on the longitudinal axis of the vehicle;

ω _yi is the projection of the angular velocity on the transverse axis of the vehicle;

ω _zi is the projection of the angular velocity on the vertical axis of the vehicle;

- проекция линейного ускорения (перегрузки) на продольную ось ТС;

- projection of linear acceleration (overload) on the longitudinal axis of the vehicle;

- проекция линейного ускорения на поперечную ось ТС;

- projection of linear acceleration on the transverse axis of the vehicle;

- проекция линейного ускорения на вертикальную ось ТС;

- projection of linear acceleration on the vertical axis of the vehicle;

X, Y - vehicle coordinates in the geographical coordinate system;

- путевая скорость;

- ground speed;

λ is the direction angle.

The list of measured parameters allows us to determine not only the trajectory during the movement and the emergency, but also to control the coefficient of adhesion Kc of the wheels of the vehicle with the road surface, the values of n _xy and ∝ _{xy are the} direction of maximum overload at the time of the accident, i.e. to provide increased accuracy in determining the trajectory in the pre-emergency period, at the time of the accident and expanding the functionality by providing automatic remote delivery of parameters for evaluating the post-emergency situation, taking into account the condition of the roadway in the process of movement. Take into account the condition of the roadway in the process of movement (bumps, etc.), it should be calculated in the microcontroller, according to the following expressions with the corresponding assumptions:

;

;

;

;

;

;

;

;

;

;

;

;

Where:

i = 1 ÷ N

To _with - the coefficient of adhesion of the wheels of the vehicle with the road surface;

ΔW _zi is the increment of apparent speed on the z axis of the vehicle;

ΔT is the BIB polling cycle;

n _xy , α _xy - the value of the maximum overload and the direction of action of the overload in the x, y plane;

γ, φ, ϑ - vehicle turning angles around the x, z and y axes.

The proposed technical solutions achieve a technical result, which is to increase the accuracy of determining the trajectory in the pre-emergency period, at the time of the accident and to expand the functionality by providing automatic remote delivery of parameters for evaluating the post-emergency situation, taking into account the condition of the roadway in the process of movement. Simultaneously, a simplification of the design of the device is achieved and its dimensions are reduced.

Claims (3)

1. An on-board device for monitoring vehicle motion parameters during a traffic accident, comprising means for measuring vehicle motion parameters by primary converters connected to an input of a microcontroller, to the output of which a non-volatile data memory unit is connected, as well as microassemblies of service electronics, characterized in that the means measurement of vehicle motion parameters by primary converters is made in the form of a strapdown inertial block and on the basis of micro- or nanoelectromechanical measuring transducers, oriented by its measuring axes, respectively, in the direction of longitudinal, transverse and vertical overloads of the vehicle, and the non-volatile data memory block - in the form of non-volatile flash memory. 2. The device according to claim 1, characterized in that it includes a connector for connecting to the on-board electrical network, uninterruptible power supply, backup battery, secondary power source, GPS / Glonass receiver, GPS / Glonass antenna connector, GPS / Glonass antenna , GSM transceiver, GSM antenna connector, GSM antenna, USB connector, service electronics microassemblies contain a power supply information bus, a power bus, a strapdown inertial block information bus, a GPS / Glonass information bus, a G information bus SM, information flash memory bus, information USB memory bus, microcontroller contains a strapdown inertial block controller, a GPS / Glonass receiver controller, a mobile communication controller (GSM), a flash memory controller, a USB controller connected to them by the corresponding mentioned service electronics buses as well as an input / output controller connected by the information bus of the power source to the uninterruptible power supply, and a power controller connected by the bus of power with a secondary power supply, strapdown and an inertial unit based on micro- or nanoelectromechanical measuring transducers, a GPS / Glonass receiver and a GSM transceiver, while the on-board electrical connection is connected to an uninterruptible power supply containing a backup battery and connected to a secondary power source. 3. A method for monitoring vehicle motion parameters during a traffic accident, including measuring motion parameters, storing measurement results in a memory device, followed by reproducing and analyzing the measurement results, characterized in that an on-board parameter control device in the form of a strapdown inertial unit is used as a meter when measured further control adhesion coefficient Kc vehicle wheels and the road surface, the magnitude and direction n _{xy x} α maximum overload at the time of accident which is determined at appropriate assumptions on the following expressions:

;

;

;

;

;

;
where i = 1 ÷ N;
K _c - coefficient of adhesion of the wheels of the vehicle with the road surface;
ΔW _zi is the increment of apparent speed on the z axis of the vehicle;
ΔT is the BIB polling cycle;
n _xy , α _xy - the value of the maximum overload and the direction of action of the overload in the x, y plane;
γ, φ, ϑ - vehicle turning angles around the x, z and y axes,
and when analyzing the results, the condition of the roadway in the process of movement is taken into account.

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