Motorcycle collision detection method and device and medium

Abstract

The invention relates to the technical field of motorcycle control, in particular to a motorcycle collision detection method and device and a medium. The method includes: acquiring a current vehicle theoretical longitudinal acceleration value range; acquiring an actual longitudinal acceleration value of the current vehicle; and judging that the motorcycle is collided if the current actual longitudinal acceleration value of the motorcycle exceeds the theoretical longitudinal acceleration value range of the motorcycle. A vehicle longitudinal collision recognition algorithm is added into the motorcycle engine controller, longitudinal collision of the motorcycle can be recognized on the basis that hardware cost is not increased, safety measures such as fuel supply cutting are taken after a collision accident is recognized, follow-up collision hazards can be well prevented, and the reliability of the motorcycle is improved. The device can be widely applied to motorcycles.

Description

Technical Field

[0001] The present invention relates to the technical field of motorcycle control, and in particular to a motorcycle collision detection method, device and medium. Background Art

[0002] At present, the collision detection and passive safety technologies of passenger cars are very mature, but in the field of motorcycles, the application of collision detection and airbags and other technologies has only appeared on a very small number of top motorcycles, and the application maturity is very low. The main reason is that due to the characteristics of motorcycles, after a collision accident, it is difficult to restrict the driver and passengers to a relatively fixed position by seats and seat belts and use airbags and other measures to protect them like cars, so there are no collision detection facilities such as collision sensors on most motorcycles.

[0003] In the actual use of motorcycles, head-on collisions or rear-end collisions often occur. After a head-on collision or rear-end collision, the rider is likely to fall off the motorcycle. In some cases, the rider may have fallen off the motorcycle, but the motorcycle has not fallen. At this time, since most motorcycles do not have a collision detection function, the motorcycle does not implement safety measures such as collision fuel cut-off, and the motorcycle will continue to move. Especially when the motorcycle is in a cruising state before the collision, the motorcycle will maintain a high speed and run out of control after the collision, which will bring great safety risks. Summary of the invention

[0004] The invention discloses a motorcycle collision detection method, device and medium, which can identify motorcycle underside and rear-end collisions.

[0005] In order to achieve the above object, on the one hand, a motorcycle collision detection method is provided, and the specific method is as follows:

[0006] Get the current theoretical longitudinal acceleration value range of the vehicle;

[0007] Get the actual longitudinal acceleration value of the current vehicle;

[0008] The actual longitudinal acceleration value of the current vehicle exceeds the theoretical longitudinal acceleration value range of the vehicle, and it is determined that the motorcycle has collided;

[0009] The current actual longitudinal acceleration value of the vehicle is within the range of the theoretical longitudinal acceleration value of the vehicle, and it is determined that the motorcycle has not collided.

[0010] Furthermore, when it is determined that the motorcycle has collided, active control is performed to cut off the fuel supply.

[0011] Furthermore, the current theoretical longitudinal acceleration value range of the vehicle is obtained, and the specific method is as follows:

[0012] Identify the current vehicle's load mass;

[0013] Obtain the current vehicle operating condition parameters;

[0014] Calculate the current theoretical longitudinal acceleration value range of the vehicle based on the load mass and operating condition parameters.

[0015] Furthermore, the load mass of the current vehicle is identified, and the specific method is as follows:

[0016] Under stable operating conditions, the load mass of the current vehicle is calculated based on the current vehicle operating parameters and known vehicle basic information.

[0017] Furthermore, the known basic vehicle information includes: vehicle rolling resistance coefficient, vehicle mass, and rotational inertia of vehicle rotating parts.

[0018] Furthermore, the current vehicle operating condition parameters include:

[0019] The driving torque on the current vehicle's driving wheels, the braking torque on the current vehicle's front and rear wheels, the air resistance of the current vehicle while traveling, the slope resistance coefficient of the current vehicle, and the actual acceleration of the current vehicle.

[0020] Furthermore, the current driving torque on the driving wheels of the vehicle is obtained as follows:

[0021] Calculate the current engine output torque in real time based on the current engine throttle opening, ignition angle, mixed air-fuel ratio, intake temperature and engine temperature;

[0022] Calculate the transmission ratio of the entire transmission chain according to the gear position signal and clutch signal of the engine controller;

[0023] The current driving torque on the vehicle's driving wheels is calculated based on the engine's output torque and transmission ratio.

[0024] Furthermore, the braking torque on the front and rear wheels of the current vehicle is obtained as follows:

[0025] The braking torque on the current front and rear wheels of the vehicle is calculated based on the brake fluid pressure signal.

[0026] Furthermore, the air resistance of the current vehicle when traveling is obtained as follows:

[0027] According to the vehicle speed signal collected by the wheel speed sensor, the air resistance of the current vehicle is calculated.

[0028] Furthermore, the ramp resistance coefficient of the current vehicle is obtained as follows:

[0029] According to the road slope signal sent by the IMU module, the slope resistance coefficient of the current vehicle is calculated.

[0030] Furthermore, the actual acceleration of the current vehicle is obtained as follows:

[0031] The actual acceleration of the current vehicle is calculated based on the verified front and rear wheel speed signals.

[0032] To achieve the above object, on the other hand, a motorcycle collision detection device is provided, comprising: a theoretical longitudinal acceleration value acquisition module, an actual longitudinal acceleration value acquisition module and a judgment module;

[0033] The longitudinal acceleration value acquisition module acquires the current theoretical longitudinal acceleration value range of the vehicle;

[0034] The actual longitudinal acceleration value acquisition module acquires the current actual longitudinal acceleration value of the vehicle;

[0035] The judgment module determines that the motorcycle has collided if the current actual longitudinal acceleration value of the vehicle exceeds the range of the theoretical longitudinal acceleration value of the vehicle; and determines that the motorcycle has not collided if the current actual longitudinal acceleration value of the vehicle is within the range of the theoretical longitudinal acceleration value of the vehicle.

[0036] To achieve the above object, on the other hand, a storage medium is provided, which stores a plurality of instructions, and a processor loads the instructions to execute the above motorcycle collision detection method.

[0037] Due to the adoption of the above technical solution, the present invention has the following beneficial effects:

[0038] The present invention adds a vehicle longitudinal collision recognition algorithm into a motorcycle engine controller, thereby being able to recognize a longitudinal collision of a motorcycle without increasing hardware costs, and taking safety measures such as cutting off fuel supply after a collision accident is recognized, thereby being able to effectively prevent subsequent hazards of the collision, and being widely used on motorcycles.

[0039] It should be noted that the terms "first", "second" and similar terms used in this article are only for describing the various components in the technical solution, and do not constitute a limitation of the technical solution, nor can they be understood as an indication or suggestion of the importance of the corresponding elements; elements with "first", "second" and similar terms indicate that the corresponding technical solution contains at least one of the element. BRIEF DESCRIPTION OF THE DRAWINGS

[0040] In order to more clearly illustrate the technical solution of the present invention and facilitate further understanding of the technical effects, technical features and purposes of the present invention, the present invention is described in detail below in conjunction with the accompanying drawings. The accompanying drawings constitute an essential part of the specification and are used together with the embodiments of the present invention to illustrate the technical solution of the present invention, but do not constitute a limitation to the present invention.

[0041] The same reference numerals in the accompanying drawings represent the same components, specifically:

[0042] Figure 1 This is a schematic diagram of the collision detection process of Example 1.

[0043] Figure 2 The figure is a schematic diagram of the calculation process of the current vehicle theoretical longitudinal acceleration value range. DETAILED DESCRIPTION

[0044] The present invention will be further described in detail below in conjunction with the accompanying drawings and embodiments. Of course, the specific embodiments described below are only for explaining the technical solutions of the present invention, rather than for limiting the present invention. In addition, the parts described in the embodiments or the accompanying drawings are only examples of the relevant parts of the present invention, rather than the whole of the present invention.

[0045] Embodiment 1:

[0046] A motorcycle collision detection method can solve the problem that most motorcycles currently cannot identify frontal and rear-end collisions.

[0047] like Figure 1 As shown, the specific steps are as follows:

[0048] S1. Obtain the current theoretical longitudinal acceleration value range of the vehicle.

[0049] Specifically, obtain the current vehicle theoretical longitudinal acceleration value range, such as Figure 2 As shown, the specific steps are as follows:

[0050] S11. Identify the load mass of the current vehicle.

[0051] Specifically, the identification steps are as follows:

[0052] S111. After the motorcycle is powered on and the engine is running, the engine controller will calculate the current engine output torque in real time based on the current throttle opening, ignition angle, mixture air-fuel ratio, intake temperature, engine temperature and other parameters.

[0053] S112: The engine controller calculates the transmission ratio of the entire transmission chain according to the status of the gear position signal and the clutch signal, and calculates the driving torque on the driving wheel based on this.

[0054] S113. Calculate the real-time braking torque on the front and rear wheels according to the brake fluid pressure signal.

[0055] S114: Estimate the air resistance of the motorcycle at this time based on the vehicle speed signal collected by the wheel speed sensor.

[0056] S115. Calculate the slope resistance coefficient according to the road slope signal sent by the IMU module.

[0057] S116. Calculate the actual acceleration of the vehicle based on the verified front and rear wheel speed signals.

[0058] S117. Select a relatively stable vehicle driving condition. Under this condition, estimate the actual load mass of the current vehicle based on the vehicle operating condition parameters such as the driving torque on the driving wheels, air resistance, ramp resistance coefficient, actual vehicle acceleration, and the set vehicle rolling resistance coefficient, vehicle mass, moment of inertia of rotating parts of the vehicle, and other vehicle basic information.

[0059] S12: Obtain the current vehicle operating condition parameters.

[0060] The method of obtaining the operating condition parameters of the preceding vehicle in step S12 is the same as that in steps S111 to S116.

[0061] S13. Calculate the current theoretical longitudinal acceleration value range of the vehicle according to the load mass and the operating condition parameters.

[0062] S2. Obtain the actual longitudinal acceleration value of the current vehicle.

[0063] S3. If the current actual longitudinal acceleration value of the vehicle exceeds the range of the theoretical longitudinal acceleration value of the vehicle, it is determined that the motorcycle has collided; if the current actual longitudinal acceleration value of the vehicle is within the range of the theoretical longitudinal acceleration value of the vehicle, it is determined that the motorcycle has not collided.

[0064] The current vehicle theoretical longitudinal acceleration value range calculated in step S1 is compared with the current vehicle actual longitudinal acceleration value calculated in step S2, and when the actual acceleration value exceeds the reasonable range, it is determined that the vehicle has a collision accident. Of course, the theoretical longitudinal acceleration value range can also be expanded by means of an expansion coefficient, or by adding or subtracting upper and lower limit thresholds.

[0065] S4. When it is determined that a motorcycle collides, the engine controller cuts off the fuel supply after detecting the collision to avoid subsequent damage.

[0066] Embodiment 2:

[0067] A motorcycle collision detection device comprises: a theoretical longitudinal acceleration value acquisition module, an actual longitudinal acceleration value acquisition module and a judgment module;

[0068] The longitudinal acceleration value acquisition module acquires the current theoretical longitudinal acceleration value range of the vehicle;

[0069] The actual longitudinal acceleration value acquisition module acquires the current actual longitudinal acceleration value of the vehicle;

[0070] The judgment module determines that the motorcycle has collided if the current actual longitudinal acceleration value of the vehicle exceeds the range of the theoretical longitudinal acceleration value of the vehicle; and determines that the motorcycle has not collided if the current actual longitudinal acceleration value of the vehicle is within the range of the theoretical longitudinal acceleration value of the vehicle.

[0071] It should be noted that the above embodiments are only for more clearly illustrating the technical solutions of the present invention. Those skilled in the art will understand that the implementation methods of the present invention are not limited to the above contents, and obvious changes, replacements or substitutions based on the above contents do not exceed the scope of the technical solutions of the present invention; other implementation methods will also fall within the scope of the present invention without departing from the concept of the present invention.

Claims

1. A motorcycle collision detection method, characterized in that: The specific method is as follows: Get the current theoretical longitudinal acceleration value range of the vehicle; Get the actual longitudinal acceleration value of the current vehicle; The actual longitudinal acceleration value of the current vehicle exceeds the theoretical longitudinal acceleration value range of the vehicle, and it is determined that the motorcycle has collided; The current actual longitudinal acceleration value of the vehicle is within the range of the theoretical longitudinal acceleration value of the vehicle, and it is determined that the motorcycle has not collided.

2. The motorcycle collision detection method according to claim 1, characterized in that: When it is determined that the motorcycle has collided, active control cuts off the fuel supply.

3. The motorcycle collision detection method according to claim 1, characterized in that: Get the current theoretical longitudinal acceleration range of the vehicle. The specific method is as follows: Identify the current vehicle's load mass; Obtain the current vehicle operating condition parameters; Calculate the current theoretical longitudinal acceleration value range of the vehicle based on the load mass and operating condition parameters.

4. The motorcycle collision detection method according to claim 3, characterized in that: Identify the load mass of the current vehicle. The specific method is as follows: Under stable operating conditions, the load mass of the current vehicle is calculated based on the current vehicle operating parameters and known vehicle basic information.

5. The motorcycle collision detection method according to claim 4, characterized in that: The known basic information of the vehicle includes: vehicle rolling resistance coefficient, vehicle mass, and the moment of inertia of the vehicle's rotating parts.

6. The motorcycle collision detection method according to claim 3 or 4, characterized in that: The current vehicle operating parameters, including: The driving torque on the current vehicle's driving wheels, the braking torque on the current vehicle's front and rear wheels, the air resistance of the current vehicle while traveling, the slope resistance coefficient of the current vehicle, and the actual acceleration of the current vehicle.

7. The motorcycle collision detection method according to claim 6, characterized in that: The current driving torque on the vehicle's driving wheels can be obtained as follows: Calculate the current engine output torque in real time based on the current engine throttle opening, ignition angle, mixed air-fuel ratio, intake temperature and engine temperature; Calculate the transmission ratio of the entire transmission chain according to the gear position signal and clutch signal of the engine controller; The current driving torque on the vehicle's driving wheels is calculated based on the engine's output torque and transmission ratio.

8. The motorcycle collision detection method according to claim 6, characterized in that: The braking torque on the front and rear wheels of the current vehicle can be obtained as follows: The braking torque on the current front and rear wheels of the vehicle is calculated based on the brake fluid pressure signal.

9. The motorcycle collision detection method according to claim 6, characterized in that: The air resistance of the current vehicle is obtained as follows: According to the vehicle speed signal collected by the wheel speed sensor, the air resistance of the current vehicle is calculated.

10. The motorcycle collision detection method according to claim 6, characterized in that: The current vehicle's slope resistance coefficient can be obtained as follows: According to the road slope signal sent by the IMU module, the slope resistance coefficient of the current vehicle is calculated.

11. The motorcycle collision detection method according to claim 6, characterized in that: The actual acceleration of the current vehicle can be obtained as follows: The actual acceleration of the current vehicle is calculated based on the verified front and rear wheel speed signals.

12. A motorcycle collision detection device, characterized in that: include: Theoretical longitudinal acceleration value acquisition module, actual longitudinal acceleration value acquisition module and judgment module; The longitudinal acceleration value acquisition module acquires the current theoretical longitudinal acceleration value range of the vehicle; The actual longitudinal acceleration value acquisition module acquires the current actual longitudinal acceleration value of the vehicle; The judgment module determines that the motorcycle has collided if the current actual longitudinal acceleration value of the vehicle exceeds the theoretical longitudinal acceleration value range of the vehicle; The current actual longitudinal acceleration value of the vehicle is within the range of the theoretical longitudinal acceleration value of the vehicle, and it is determined that the motorcycle has not collided.

13. A storage medium, characterized in that: A plurality of instructions are stored, and a processor loads the instructions to execute the motorcycle collision detection method according to any one of claims 1 to 11.

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