Advanced Crash Discrimination using Crash Impact Sound Sensing (CISS)

Feser, Michael; McConnell, Douglas; Brandmeier, Thomas; Lauerer, Christian

doi:10.4271/2006-01-1590

Cited by 8 publications

(4 citation statements)

References 5 publications

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“…The time needed to detect the crash severity depends on the crash velocity, with less time for a higher crash velocity. The present technology sensors take about 10-50 ms to detect crash events, depending on the type of crash and sensor technology (Chan, 2002;Feser et al, 2006;Brandmeier et al, 2008;Infineon Technologies AG, 2011). Some crash detection systems employ two to four sensors over the vehicle width to approximately detect the position (middle, left or right) of the collision (Pipkorn, 2004).…”

Section: Present Crash Detection Sensors For Frontal Crashmentioning

confidence: 99%

“…The shunt resistance is connected to measure the current flowing through the sensor. The voltage across the resistive layer U in , the current 2002, Feser et al (2006), Brandmeier et al (2008) and Infineon Technologies AG (2011). through the circuit I in (which can be calculated from U shunt and R shunt using Ohm's law) and the measured voltage drop U m over the known resistance (R known = 1 M ) are continuously measured with respect to time.…”

Section: Constructionmentioning

confidence: 99%

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A validation sensor based on carbon-fiber-reinforced plastic for early activation of automotive occupant restraint systems

Sequeira

Lugner

Jumar

et al. 2019

J. Sens. Sens. Syst.

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Abstract. In the automotive industry, sensors and sensor systems are one of the most important components in upcoming challenges like highly automated and autonomous driving. Forward-looking sensors (radar, lidar and cameras) have the technical capability to already provide important (pre-)crash information, such as the position of contact, relative crash velocity and overlap (width of contact) before the crash occurs. Future safety systems can improve crash mitigation with sophisticated vehicle safety strategies based on this information. One such strategy is an early activation of restraint systems compared with conventional passive safety systems. These integrated safety systems consist of a combination of predictive forward-looking sensors and occupant restraint systems (airbags, belt tensioners, etc.) to provide the best occupant safety in inevitable crash situations. The activation of the restraint systems is the most critical decision process and requires a very robust validation system to avoid false activation. Hence, the information provided by the forward-looking sensor needs to be highly reliable. A validation sensor is required to check the plausibility of crucial information from forward-looking sensors used in integrated safety systems for safe automated and autonomous driving. This work presents a CFRP-based (carbon-fiber-reinforced plastic) validation sensor working on the principle of change in electrical resistance when a contact occurs. This sensor detects the first contact, gives information on impact position (where the contact occurs) and provides information on the overlap. The aim is to activate the vehicle restraint systems at near T0 (time of first contact). Prototypes of the sensor were manufactured in house and manually and were evaluated. At first, the sensor and its working principle were tested with a pendulum apparatus. In the next stage, the sensor was tested in a real crash test. The comparison of the signals from the CFRP-based sensor with presently used crash sensors in the vehicle highlights its advantages. The crash event can be identified at 0.1 ms after the initial contact. The sensor also provides information on impact position at 1.2 ms and enables a validation of the overlap development. Finally, a possible algorithm for the vehicle safety system using forward-looking sensors with a validation sensor is described.

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Section: Present Crash Detection Sensors For Frontal Crashmentioning

confidence: 99%

Section: Constructionmentioning

confidence: 99%

A validation sensor based on carbon-fiber-reinforced plastic for early activation of automotive occupant restraint systems

Sequeira

Lugner

Jumar

et al. 2019

J. Sens. Sens. Syst.

View full text Add to dashboard Cite

show abstract

“…Typically, such vehicles also use pressure sensors to react to side impacts by monitoring changes in air pressure in vehicle body cavities, as well as other in-car sensors. Newly developed sound sensors, such as the Crash Impact Sound Sensor (CISS) [10], which detect vibrations in materials and judge the amount of deformation being experienced, were also interesting candidates but were not chosen because they need to be mounted to a vehicle's chassis. Note that in our system, the crash sensor must be located in a suitable place in the vehicle, e.g., at the front in a car, below the seat in a motorbike or in the helmet for twowheeled vehicles; and must transmit acceleration data to the device hosting the eCall service, e.g., the car's on-board computer or a mobile phone, which processes the data and sends the eCall message (Fig.…”

Section: A Crash Sensormentioning

confidence: 99%

ECall-Compliant Early Crash Notification Service for Portable and Nomadic Devices

Pinart

Calvo

Nicholson

et al. 2009

VTC Spring 2009 - IEEE 69th Vehicular Technology Conference

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This paper presents an early crash notification system that can be implemented in handheld and aftermarket devices and is compliant with the future pan-European eCall standard. This system features a crash detector and an eCall box, which can be connected over a wired or wireless link. The box hosts the notification (emergency call) service, which sends eCall's Minimum Set of Data to the Public Safety Answering Point. Early experimental results show the viability of the system in terms of reliability of the detector-box wireless communication, and in the detection of frontal, lateral and roll-over crash types.

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“…These signals are referred to as crash-impact sound or structure-borne sound (SBS) and separate both crash scenarios in Figure 1(b). 3–6 The hard impact with a rigid obstacle generates a relatively short SBS peak during the AZT test. Because of the low velocity, only minor vehicle damage occurs and the overall SBS signal remains very low after the initial peak.…”

Section: Introductionmentioning

confidence: 99%

Finite element simulations of high-frequency crash signals for robust crash discrimination

Pawlowski¹,

Yigit²,

Meywerk

2015

Proceedings of the Institution of Mechanical Engineers, Part D:

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This work presents finite element simulations of a crash-management system and a body-in-white vehicle structure under low-speed crash conditions. The simulation models can be used to predict the excitation of high-frequency acceleration signals due to the initial impact and deformation of the crash-management system. In recent years, modern crash detection systems started to use frequency crash signals up to 20 kHz to distinguish between different crash severity levels and to trigger the restraint systems accordingly. The parameterization and application of such crash detection systems to new vehicle models require extensive testing of vehicle prototypes. The discussed approach allows assessment of the virtual components with respect to the signal quality at an early design stage. The first part of the study covers a ball-drop test to identify and isolate relevant modelling parameters. The second part discusses a crash-management system model and a low-speed crash with a body-in-white vehicle structure. Although finite element method crash simulations have already become a standard tool for assessment of the vehicle safety, no published work was found on the excitation of crash signals in that particular frequency range. The results show that the present-day finite element method is already capable of simulating frequency signals up to 20 kHz, which are excited through complex deformation processes. The simulation results are validated by experimental data and are within the measuring accuracy and the experimental repeatability. Simulations of crash signals allow simultaneous design optimization of the vehicle components and the crash detection system.

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Advanced Crash Discrimination using Crash Impact Sound Sensing (CISS)

Cited by 8 publications

References 5 publications

A validation sensor based on carbon-fiber-reinforced plastic for early activation of automotive occupant restraint systems

A validation sensor based on carbon-fiber-reinforced plastic for early activation of automotive occupant restraint systems

ECall-Compliant Early Crash Notification Service for Portable and Nomadic Devices

Finite element simulations of high-frequency crash signals for robust crash discrimination

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