Device for sensing forward collision

Abstract

An apparatus for sensing a forward collision may include: an upper member of a front end module (FEM), the upper member of the FEM having a first end coupled to an upper member of the FEM and a second end formed to extend toward a fender; a vertical member of the FEM, the vertical member of the FEM having a first end coupled to a front side member and a second end coupled to the upper member of the FEM, the front side member being coupled from a first end portion of the upper member of the FEM in a longitudinal direction of the vehicle; and a front impact sensor (FIS) configured to sense an impact applied from the front of the vehicle. Specifically, the upper member of the FEM and the vertical member of the FEM are coupled to overlap the upper member of the FEM.

Description

Technical Field

[0001] The present disclosure relates to a device for sensing a collision in front of a vehicle. Background Art

[0002] The statements in this section merely provide background information related to the present disclosure and may not constitute prior art.

[0003] An airbag is a device for protecting passengers from impacts caused by vehicle collisions. When developing a vehicle, determining whether to deploy the airbag and the type of collision is one of the very important development items for improving the collision safety of passengers.

[0004] According to a control algorithm for determining whether to deploy the airbag and the deployment pressure (high pressure or low pressure) of the airbag at the initial time of a vehicle collision, an airbag control unit (ACU) makes a comprehensive determination based on signals from a front impact sensor (FIS) installed on the vehicle body.

[0005] In this case, the most important factors are as follows.

[0006] First, the degree of collision can be distinguished by the transmitted signal at the initial collision time.

[0007] Second, the load path around the signal should have sufficient robustness to distinguish between deployment / non-deployment signals without noise.

[0008] Referring to Figure 1 , we found that in the prior art, a front impact sensor (FIS) 2 is installed on a front-end module 1 in front of a front side member 3 to sense a forward collision, and the load path at the position where the front impact sensor 2 is installed is not very satisfactory, and thus noise is generated when the sensor identifies the signal.

[0009] In addition, we found that the stiffness of the vehicle body is insufficient, and thus there is a problem that the signal discrimination ability at the initial collision is insufficient to determine the type of collision, and the safety is insufficient due to an increased signal change width.

[0010] The foregoing description of the background art is only intended to help understand the background of the present disclosure and is not intended to indicate that the present disclosure falls within the scope of the prior art already known to those skilled in the art. Summary of the Invention

[0011] The present disclosure provides a device for sensing a forward collision, which can improve the forward collision sensing performance by setting an optimal installation position of a load path and a front impact sensor.

[0012] Other objects and advantages of the present disclosure will be understood from the following description, and other objects and advantages of the present invention will become apparent with reference to the embodiments of the present disclosure. Also, it will be apparent to those skilled in the art to which the present disclosure pertains that the objects and advantages of the present disclosure can be achieved by the claimed means and combinations thereof.

[0013] In one aspect of the present disclosure, a device for sensing a forward collision includes: an upper member of a front end module (FEM), the upper member of the front end module (FEM) including a first end coupled to the upper member of the FEM and a second end extending toward a fender; a vertical member of the FEM, the vertical member of the FEM having a first end coupled to a front side member and a second end coupled to the upper member of the FEM, the front side member being coupled along the length direction of the vehicle from the first end portion of the upper member of the FEM; and a front impact sensor (FIS) configured to sense an impact applied from in front of the vehicle. Specifically, the upper member of the FEM and the vertical member of the FEM are coupled to overlap with the upper member of the FEM.

[0014] The front impact sensor is mounted on a portion where the upper member of the FEM and the vertical member of the FEM are coupled to overlap with the upper member of the FEM.

[0015] The device further includes: a front member on a fender apron, having a first end coupled to the fender and a second end coupled to the front end module (FEM). Specifically, the first end of the upper member of the FEM is coupled to the front member on the fender apron.

[0016] The front member on the fender apron, the upper member of the FEM, and the vertical member of the FEM form a truss structure.

[0017] The device further includes: a sensor connection member fixed to the front impact sensor and configured to penetrate a portion where the upper member of the FEM and the vertical member of the FEM are coupled to overlap with each other.

[0018] The sensor connection member is coupled to a FEM fastening member that penetrates the upper member of the FEM.

[0019] Wires connected to the front impact sensor are routed to pass through the interior of the front side member.

[0020] In another aspect of the present disclosure, a device for sensing a forward collision includes: a front impact sensor (FIS) disposed at the rear of the upper member of the FEM and configured to sense an impact applied from in front of the vehicle; a FEM fastening member fastened to penetrate the upper member of the FEM; and a sensor connection member coupled between the front impact sensor and the FEM fastening member, wherein the front impact sensor, the FEM fastening member, and the sensor connection member are coaxially deployed.

[0021] The device further includes: an FEM upper side member including a first end coupled to the fender side and a second end coupled to the FEM upper member; and an FEM vertical member including a first end coupled to the front side member and a second end coupled to the FEM upper member, the front side member being coupled from the first end portion of the FEM upper member in the longitudinal direction of the vehicle, wherein the FEM upper side member and the FEM vertical member are coupled to overlap with the FEM upper member.

[0022] A front impact sensor is mounted on a portion where the FEM upper side member and the FEM vertical member are coupled to overlap with the FEM upper member.

[0023] A sensor connection member is coupled to penetrate a portion where the FEM upper side member and the FEM vertical member are coupled to overlap with each other.

[0024] Wires connected to the front impact sensor are routed to pass through the interior of the front side member.

[0025] In the device for sensing a forward collision according to the present disclosure, a truss load path is configured on the mounting portion of the front impact sensor, and thus, signals are transmitted without loss during a collision to improve signal discrimination of the airbag signal.

[0026] In addition, since the collision signal transmission path is dispersed and the signal transmission robustness is improved, the type of collision can be discriminated at an earlier time compared with the prior art.

[0027] It should be understood that the foregoing summary and the following detailed description of the present disclosure are both exemplary and explanatory and are intended to provide further explanation of the present disclosure.

[0028] Other application fields will become apparent from the description provided herein. It should be understood that the description and specific examples are for illustrative purposes only and are not intended to limit the scope of the present disclosure. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] For a better understanding of the present disclosure, various forms of the present disclosure will now be described by way of example and with reference to the accompanying drawings, in which:

[0030] Figure 1 is a view showing the mounting position of a front impact sensor of the prior art;

[0031] Figure 2 is a view showing a device for sensing a forward collision according to one form of the present disclosure;

[0032] Figure 3 is a view showing a device for sensing a forward collision according to one form of the present disclosure;

[0033] Figure 4 is a view showing the structure of the prior art;

[0034] Figure 5 is taken along line A-A of Figure 2 to compare it with the view of Figure 4 ;

[0035] Figure 6 and Figure 7 are diagrams comparatively showing the airbag signal discrimination between the prior art and the present disclosure;

[0036] Figure 8 is a diagram showing the airbag signal sensing time points of the prior art;

[0037] Figure 9 is a diagram illustrating the airbag signal sensing time points according to one form of the present disclosure;

[0038] Figure 10 is a view showing the signal transmission in the prior art;

[0039] Figure 11 is a view showing the signal transmission during a frontal collision according to one form of the present disclosure; and

[0040] Figure 12 is a view showing Figure 11 the shape of the side end face of the dashed-line portion of Figure 11 illustrating the signal transmission according to one form of the present disclosure.

[0041] The drawings described herein are for illustrative purposes only and are not intended to limit the scope of the present disclosure in any way. DETAILED DESCRIPTION

[0042] The following description is merely exemplary in nature and is not intended to limit the present disclosure, application, or uses. It should be understood that in all the drawings, corresponding reference numerals denote the same or corresponding components and features.

[0043] The above objects, features, and advantages of the present disclosure will be described in detail with reference to the drawings, and thus, those of ordinary skill in the art to which the present disclosure pertains will be able to fully understand and easily embody the technical concept of the present disclosure.

[0044] When describing the preferred embodiments of the present disclosure, the detailed description of well-known technologies related to the present disclosure will be reduced or omitted when it is determined that it obscures the subject matter of the present disclosure with unnecessary details.

[0045] Figure 2 is a view showing a device for sensing a frontal collision according to the present disclosure, and Figure 3It is a view showing a device for sensing a forward collision according to the present disclosure in a planar manner.

[0046] Hereinafter, with reference to Figure 2 and Figure 3 a device for sensing a forward collision according to an embodiment of the present disclosure will be described.

[0047] The present disclosure relates to a device for sensing a forward collision, which enables a load path to be applied from a sensor mounting portion to enhance airbag sensing performance and enables a signal from the sensor to be transmitted without loss.

[0048] As shown in the figure, a front side member 11, a front member on the fender apron 12, an FEM upper side member 13, an FEM vertical member 14, and an FEM upper member 15 are configured to be directly and indirectly connected to each other on a vehicle body, and a frontal impact sensor (FIS) 20 is mounted on the vehicle body.

[0049] The FEM as a front end module is one of various components forming a frame of a front surface of a vehicle, and can be divided into an FEM upper member 15, an FEM lower member, and an FEM side member.

[0050] First, the device includes an FEM upper member 15 as a constituent element of the FEM and a front side member 11 combined along the longitudinal direction of the vehicle from one end of the FEM upper member 15.

[0051] In addition, the device includes: a front member on the fender apron 12, one end of which is combined with a fender and the other end of which is combined with a front end module (FEM); an FEM upper side member 13, one end of which is combined with one end on the fender side of the front member on the fender apron 12 and the other end of which is combined with the FEM upper member 15; and an FEM vertical member 14, one end of which is combined with the front side member 11 and the other end of which is combined with the FEM upper member 15.

[0052] Specifically, the other end of the FEM upper side member 13 combined with the FEM upper member 15 and the other end of the FEM vertical member 14 overlap each other in the longitudinal direction of the vehicle and are combined with the FEM upper member 15 together.

[0053] In addition, the frontal impact sensor 20 is mounted on a portion where the FEM upper side member 13 and the FEM vertical member 14 are combined to overlap each other.

[0054] Therefore, as seen from the shape of the side of Figure 3 the front member on the fender apron 12, the FEM upper side member 13, and the FEM vertical member 14 form a truss shape.

[0055] With the above truss structure and the integrated installation structure of the front impact sensor 20, the FEM upper member 13, and the FEM vertical member 14, when a frontal collision is sensed, the signal from the sensor can be transmitted without time delay.

[0056] As described above, the FEM upper member 13 and the FEM vertical member 14 are combined to overlap with the FEM upper member 15, and as Figure 5 shown, the front impact sensor 20 is installed on the portion where the members 13 and 14 are combined to overlap with the FEM upper member 15.

[0057] When the FEM fastening member 31 continuously penetrates the FEM upper member 15, the FEM vertical member 14, and the FEM upper side member 13, the FEM upper side member 13 and the FEM vertical member 14 are installed on the FEM upper member 15, and through the penetration of the FEM upper side member 13, one side of the sensor connection member 32 is fastened to the FEM fastening member 31, and the other side of the sensor connection member 32 is fastened to the front impact sensor 20. The impact sensing performance is more suitable for coaxially deploying the front impact sensor 20, the FEM fastening member 31, and the sensor connection member 32.

[0058] According to the present disclosure, since the front impact sensor 20 is fastened by integrated hardware such as the sensor connection member 32, the load is transmitted more accurately for a frontal impact, and thus the sensing stability can be improved.

[0059] Furthermore, as Figure 11 and Figure 12 shown, during a forward collision, the wires from the front impact sensor 20 can be routed to pass through the interior of the front side member 11, and thus the disconnection of the wires can be prevented.

[0060] Referring to Figure 4 , a structure of the prior art is shown, and the sensor connection member includes separable hardware (i.e., the first connection member 4 and the second connection member 5). The first connection member 4 is combined with the FEM fastening member 31, and the second connection member 5 is combined with the front impact sensor 20.

[0061] Therefore, the load transfer is not very satisfactory for a frontal impact, and the sensing stability is reduced. In addition, as Figure 10 shown, the wires from the front impact sensor 20 are exposed to the outside, and thus when a forward collision occurs, the wires may be disconnected.

[0062] Figure 6 and Figure 7 are diagrams comparatively showing the airbag signal discrimination between the prior art and the present disclosure.

[0063] In the prior art, since there is no separate longitudinal load path structure, when an input load is applied, the resistivity decreases, and it is difficult to easily transmit a collision signal.

[0064] Therefore, as Figure 6 shown, a large amount of noise of the sensor is generated, and considering a margin, an inversion phenomenon may occur between the deployment / non-deployment signals, and this may lead to an error in determining whether to deploy the airbag.

[0065] In contrast, according to the present disclosure, a truss-type load path is configured on the mounting portion of the front impact sensor, and thus a signal is transmitted without loss during a collision to improve signal discrimination.

[0066] Therefore, as Figure 7 shown, the noise of the sensor is small, and even considering a margin, an inversion phenomenon does not occur between the deployment / non-deployment signals, and thus no error occurs in determining whether to deploy the airbag.

[0067] Next, Figure 8 and Figure 9 are diagrams comparatively showing the airbag signal sensing time points between the prior art and the present disclosure.

[0068] Referring to Figure 8 , the structure of the prior art is shown, and the collision signal transmission path is composed of only a single path of the FEM upper member - the front side member, and thus the signal transmission robustness is reduced.

[0069] Conversely, referring to Figure 9 , the structure according to the present disclosure is shown, and the collision signal transmission path is dispersed into two paths, and thus the signal transmission robustness is improved.

[0070] Therefore, compared with the time of the prior art, the type of collision can be distinguished at an earlier time.

[0071] As described above, for the device for sensing a forward collision according to the present disclosure, since a truss-shaped load path is configured and the front impact sensor is combined through integrated hardware, the signal transmission loss is small, and signal discrimination can be improved.

[0072] Although the present disclosure has been described with reference to the exemplary drawings, it is obvious to those of ordinary skill in the art that the present disclosure is not limited to the described embodiments, and various changes and modifications can be made without departing from the spirit and scope of the present disclosure. Therefore, such changes and modifications should belong to the scope of the present disclosure.

Claims

1. A device for sensing a forward collision, comprising: An upper front-end module member, comprising: a first end coupled to an upper front-end module member and a second end extending toward a fender; A front-end module vertical member, comprising: a first end fixedly coupled to a front-side member, the front-side member being coupled along a length direction of the vehicle from a first end portion of the upper front-end module member; and a second end coupled to the upper front-end module member, the second end being positioned higher than the first end; and A frontal impact sensor configured to sense an impact applied from a front of the vehicle, wherein a portion of the upper front-end module member and a portion of the front-end module vertical member overlap, and the portion of the upper front-end module member and the portion of the front-end module vertical member are coupled to overlap with a portion of the upper front-end module member.

2. The device according to claim 1, wherein The frontal impact sensor is mounted on a portion where the upper front-end module member and the front-end module vertical member are coupled to overlap with the upper front-end module member.

3. The device according to claim 2, further comprising: A front member on a fender apron, the front member on the fender apron comprising a first end coupled to the fender and a second end coupled to the front-end module, wherein the first end of the upper front-end module member is coupled to the front member on the fender apron.

4. The apparatus according to claim 3, wherein, The front member on the fender apron, the upper front-end module member, and the front-end module vertical member form a truss structure.

5. The device according to claim 4, further comprising: A sensor connection member fixed to the frontal impact sensor and configured to penetrate the portion where the upper front-end module member and the front-end module vertical member are coupled to overlap with each other.

6. The device according to claim 5, wherein, The sensor connection member is coupled to a front-end module fastening member penetrating the upper front-end module member.

7. The device according to claim 2, wherein Wires connected to the frontal impact sensor are routed through an interior of the front-side member.

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