Vehicle impact detection apparatus

Abstract

A vehicle impact detection apparatus includes: an amplifier configured to receive and amplify an impact signal of a vehicle; a comparison voltage circuit configured to generate a first reference signal; a first comparator configured to output a control signal indicating that a predetermined first impact detection condition or a predetermined second impact detection condition is satisfied based on an amplified signal output by the amplifier and the first reference signal; and a driver configured to cut off an output of a battery based on the control signal, in which the comparison voltage circuit is configured to reduce an amplitude of the first reference signal over time in response to detecting the amplified signal output by the amplifier.

Description

Technical Field

[0001] Aspects of some embodiments of the present disclosure relate to a vehicle impact detection device, a vehicle impact detection method, and a vehicle including the vehicle impact detection device. Background Art

[0002] Unlike primary batteries that are not designed to be repeatedly charged and discharged, secondary (or rechargeable) batteries are batteries designed to be repeatedly discharged and recharged. Low-capacity secondary batteries are used in portable small electronic devices such as smart phones, feature phones, laptops, digital cameras and video cameras, while large-capacity secondary batteries can be used as a power source for driving motors in hybrid vehicles and electric vehicles and for storing electricity (e.g., household and / or utility-scale power storage). Secondary batteries generally include an electrode assembly including a positive electrode and a negative electrode, a housing for accommodating the positive electrode and the negative electrode, and an electrode terminal connected to the electrode assembly.

[0003] The above information disclosed in this background section is only for enhancement of understanding of the background technology and therefore the information discussed in this background section does not necessarily constitute prior art. Summary of the invention

[0004] In a secondary battery equipped in an electric vehicle, when an external impact is applied to the electric vehicle (e.g., due to a collision, etc.), the high voltage / high current of the secondary battery may cause human injury. In order to prevent or reduce this risk, it may be desirable to provide an impact detection circuit that can detect an external impact applied to the electric vehicle to cut off the output of the battery.

[0005] For example, external impacts applied to an electric vehicle may have different directions, intensities, types, etc., so multiple impact detection conditions may be set to detect whether an impact has occurred. In this case, it may be desirable for the impact detection circuit to perform detection by distinguishing impact detection conditions.

[0006] Aspects of some embodiments include a vehicle impact detection apparatus that determines whether a plurality of impact detection conditions are satisfied by reducing the amplitude of a reference signal over time and cutting off an output of a battery.

[0007] However, the technical problems to be solved by the present disclosure are not limited to the above problems, and other problems not mentioned herein and aspects and features of the present disclosure to solve these problems will be clearly understood by those skilled in the art from the following description of the present disclosure.

[0008] According to some embodiments of the present disclosure, a vehicle impact detection device includes: an amplifier configured to receive and amplify an impact signal of a vehicle; a comparison voltage circuit configured to generate a first reference signal; a first comparator configured to output a control signal indicating that a predetermined first impact detection condition or a predetermined second impact detection condition is satisfied based on an amplified signal output by the amplifier and the first reference signal; and a driver configured to cut off the output of a battery based on the control signal, wherein the comparison voltage circuit is configured to reduce the amplitude of the first reference signal over time in response to detecting the amplified signal output by the amplifier.

[0009] According to one or more embodiments of the present disclosure, the first impact detection condition may be a condition that the impact signal is greater than or equal to a first amplitude for a first time or longer, and the second impact detection condition may be a condition that the impact signal is greater than or equal to a second amplitude for a second time or longer, and the first amplitude may be greater than the second amplitude, and the first time may be shorter than the second time.

[0010] According to one or more embodiments of the present disclosure, the comparison voltage circuit may include: a constant voltage source; and a switch. The switch may be configured to cut off the constant voltage source in response to detecting the amplified signal.

[0011] According to one or more embodiments of the present disclosure, the comparison voltage circuit may further include at least one resistor and at least one capacitor. When the constant voltage source is cut off, the first reference signal stored in the at least one capacitor may be discharged via the at least one resistor to reduce the amplitude of the first reference signal over time.

[0012] According to one or more embodiments of the present disclosure, the initial amplitude and the decreasing rate over time of the first reference signal may be determined based on the first impact detection condition and the second impact detection condition.

[0013] According to one or more embodiments of the present disclosure, the initial amplitude of the first reference signal may be greater than the amplitude of the first amplified signal having the first amplitude, and the rate of decrease of the first reference signal over time may increase as the second amplitude decreases.

[0014] According to one or more embodiments of the present disclosure, an initial amplitude of the first reference signal may be greater than an amplitude of the first amplified signal having the first amplitude, and a decreasing rate of the first reference signal over time may decrease as the difference between the first time and the second time increases.

[0015] According to one or more embodiments of the present disclosure, the first comparator may be configured to output a control signal in response to determining that the amplitude of the amplified signal is greater than the amplitude of the first reference signal.

[0016] According to one or more embodiments of the present disclosure, a first impact detection condition can be detected when a first comparator determines that the amplitude of the amplified signal is greater than the amplitude of the first reference signal at a first time point after the amplitude of the first reference signal has begun to decrease, and the first time point can be a time point at which a first time has passed and a second time has not yet passed after the amplitude of the first reference signal has begun to decrease.

[0017] According to one or more embodiments of the present disclosure, a second impact detection condition can be detected when the first comparator determines that the amplitude of the amplified signal is greater than the amplitude of the first reference signal at a second time point after the amplitude of the first reference signal has begun to decrease, and the second time point can be a time point at which a second time has passed after the amplitude of the first reference signal has begun to decrease.

[0018] According to one or more embodiments of the present disclosure, the vehicle impact detecting apparatus may further include a latch configured to receive a control signal and transmit a maintaining signal for maintaining the control signal to the driver.

[0019] According to one or more embodiments of the present disclosure, the vehicle impact detecting apparatus may further include a low pass filter between the amplifier and the first comparator.

[0020] According to one or more embodiments of the present disclosure, the vehicle impact detection device may further include a second comparator configured to compare the amplified signal with a second reference signal. The amplitude of the second reference signal may be smaller than the amplitude of the first reference signal, and the driver may be configured to cut off the output of the battery based on the number of times the amplitude of the amplified signal output by the amplifier is determined to be greater than the amplitude of the second reference signal.

[0021] According to one or more embodiments of the present disclosure, a first number of times that the amplitude of the amplified signal output by the amplifier is determined to be greater than the amplitude of the first reference signal and a second number of times that the amplitude of the amplified signal output by the amplifier is determined to be greater than the amplitude of the second reference signal can be transmitted to an external device, and whether the vehicle or the vehicle impact detection device has reached the end of its life can be determined based on the first number and the second number.

[0022] According to one or more embodiments of the present disclosure, the vehicle impact detection device may further include a resistor. The impact signal may be generated by an impact current passing through the resistor, the impact current being generated in response to an impact being applied to the vehicle.

[0023] According to some embodiments of the present disclosure, a vehicle impact detection method includes: receiving an impact signal of a vehicle and generating an amplified signal by an amplifier; generating a first reference signal by a comparison voltage circuit; determining by a comparator whether a predetermined first impact detection condition or a predetermined second impact detection condition is met based on the amplified signal and the first reference signal; and outputting by the comparator a control signal to cut off the output of a battery in response to determining that the predetermined first impact detection condition or the predetermined second impact detection condition is met, wherein in response to the comparison voltage circuit detecting the amplified signal output by the amplifier, the amplitude of the first reference signal decreases over time.

[0024] According to one or more embodiments of the present disclosure, the vehicle impact detection method may further include: cutting off the output of the battery by the driver based on the control signal.

[0025] According to one or more embodiments of the present disclosure, the first impact detection condition may be a condition that the impact signal is greater than or equal to the first amplitude for a first time or longer. The second impact detection condition may be a condition that the impact signal is greater than or equal to the second amplitude for a second time or longer. The first amplitude may be greater than the second amplitude, and the first time may be shorter than the second time.

[0026] A vehicle according to one or more embodiments of the present disclosure includes a vehicle impact detecting apparatus.

[0027] According to one or more embodiments of the present disclosure, a vehicle includes: an electronic control unit (ECU) configured to generate an impact current in response to an impact being applied to the vehicle; a battery configured to supply driving power to the vehicle; and a battery management system associated with the battery, wherein the battery management system includes a vehicle impact detection device.

[0028] According to some embodiments of the present disclosure, it is possible to prevent or reduce the occurrence of a fire or the like that may be caused by an impact of a threshold intensity or more applied to a battery pack.

[0029] According to some embodiments of the present disclosure, multiple impact detection conditions can be set in response to various types of external impacts and the environment of the vehicle, thereby preventing or reducing the problem that the output of the battery pack is not cut off due to no impact being detected even when an external impact has occurred, or different response methods can be applied to various types of impacts.

[0030] According to some embodiments of the present disclosure, whether a plurality of impact detection conditions are satisfied may be determined by decreasing the amplitude of a reference signal over time.

[0031] According to some embodiments of the present disclosure, even in a case where the impact signal is smaller than the normal amplitude due to aging of the vehicle or internal abnormality of the vehicle when an impact having a predetermined amplitude or greater is applied to the vehicle, the output of the battery can be cut off or it can be determined whether the vehicle or the vehicle impact detection device has reached the end of its service life, thereby causing replacement of the vehicle or the vehicle impact detection device.

[0032] However, aspects and features of the present disclosure are not limited to those described above, and other aspects and features not mentioned will be clearly understood by those skilled in the art from the detailed description described below. BRIEF DESCRIPTION OF THE DRAWINGS

[0033] The following drawings attached to this specification illustrate aspects of some embodiments of the present disclosure, and together with the detailed description of the present disclosure, further describe aspects and features of some embodiments of the present disclosure. Therefore, the embodiments according to the present disclosure should not be interpreted as being limited to the drawings:

[0034] Figure 1 An example is shown in which an external impact is applied to a vehicle including a battery pack according to one or more embodiments of the present disclosure.

[0035] Figure 2 Examples of multiple impact detection conditions according to one or more embodiments of the present disclosure are shown.

[0036] Figure 3 An example of a shock detection device according to one or more embodiments of the present disclosure is shown.

[0037] Figure 4 A specific configuration of a comparison voltage circuit according to one or more embodiments of the present disclosure is shown.

[0038] Figure 5 An example of outputting a control signal based on an amplified signal and a reference signal of a vehicle impact detecting device according to one or more embodiments of the present disclosure is shown.

[0039] Figure 6 A comparative example of a vehicle impact detecting apparatus according to one or more embodiments of the present disclosure is shown, in which a low-pass filter is not provided and a constant reference signal is used.

[0040] Figure 7 A comparative example of a vehicle impact detecting apparatus according to one or more embodiments of the present disclosure is shown, in which a switch that disconnects the constant voltage source is not provided.

[0041] Figure 8 A vehicle impact detecting apparatus using a controller unit according to one or more embodiments of the present disclosure is shown.

[0042] Fig. 9 Show Figure 8 Multiple reference signals of a vehicle impact detection device in.

[0043] Fig.10 A flow chart of a vehicle impact detection method according to one or more embodiments of the present disclosure is shown. DETAILED DESCRIPTION

[0044] Hereinafter, aspects of some embodiments of the present disclosure will be described in more detail with reference to the accompanying drawings. The terms or words used in this specification and claims should not be restrictively interpreted as general or dictionary meanings, and should be interpreted as meanings and concepts consistent with the technical concept of the present disclosure based on the principle that the inventor can be his / her own lexicon compiler to appropriately define the concept of the terms to best describe his / her invention.

[0045] The embodiments described in this specification and the configurations shown in the accompanying drawings are only some embodiments of the present disclosure and do not represent all technical spirits, aspects and features of the present disclosure. Therefore, it should be understood that there may be various equivalents and modifications that can replace or modify the embodiments described herein when submitting this application.

[0046] It should be understood that when an element or layer is referred to as being "on," "connected to," or "coupled to" another element or layer, it may be directly on, directly connected to, or coupled to the other element or layer, or one or more intermediate elements or layers may also be present. When an element or layer is referred to as being "directly on," "directly connected to," or "directly coupled to" another element or layer, there are no intermediate elements or layers. For example, when a first element is described as being "coupled to" or "connected to" a second element, the first element may be directly coupled to or connected to the second element, or the first element may be indirectly coupled to or connected to the second element via one or more intermediate elements.

[0047] In the accompanying drawings, for clarity, the sizes of various elements, layers, etc. may be exaggerated. The same reference numerals represent the same elements. As used herein, the term "and / or" includes any and all combinations of one or more associated listed items. In addition, when describing the embodiments of the present disclosure, the use of "may" relates to "one or more embodiments of the present disclosure". Expressions such as "at least one of ... " and "any one of ... " modify the entire element list when they are before the element list, without modifying the individual elements in the list. When phrases such as "at least one of A, B and C", "at least one of A, B or C", "at least one of the group selected from A, B and C" or "at least one of A, B and C" are used to specify the list of elements A, B and C, the phrase may refer to any and all suitable combinations or subsets of A, B and C, such as A, B, C, A and B, A and C, B and C or A and B and C. As used herein, the terms "use," "using," and "used" may be considered synonymous with the terms "utilize," "utilizing," and "utilized," respectively. As used herein, the terms "substantially," "about," and similar terms are used as terms of approximation rather than terms of degree, and are intended to take into account the inherent variations in measured or calculated values ​​that one of ordinary skill in the art would recognize.

[0048] It should be understood that although the terms first, second, third, etc. can be used herein to describe various elements, components, regions, layers and / or parts, these elements, components, regions, layers and / or parts should not be limited by these terms. These terms are used to distinguish an element, component, region, layer or part from another element, component, region, layer or part. Therefore, without departing from the teachings of the exemplary embodiments, the first element, component, region, layer or part discussed below can be referred to as a second element, component, region, layer or part.

[0049] For ease of description, spatially relative terms, such as "below," "beneath," "lower," "above," "upper," etc., may be used herein to describe the relationship of one element or feature to another or more elements or features as shown in the figures. It should be understood that in addition to the orientations shown in the figures, spatially relative terms are intended to cover different orientations of the device in use or operation. For example, if the device in the drawings is turned over, elements described as being "below" or "beneath" other elements or features will be oriented as being "above" or "above" the other elements or features. Thus, the term "below" can cover both above and below orientations. The device may be oriented in other ways (rotated 90 degrees or in other orientations), and the spatially relative descriptors used herein should be interpreted accordingly.

[0050] The terms used herein are for the purpose of describing the embodiments of the present disclosure and are not intended to limit the present disclosure. As used herein, the singular forms "a" and "an" are intended to also include the plural forms, unless the context clearly states otherwise. It will be further understood that when used in this specification, the terms "includes", "including", "comprises" and / or "comprising" specify the presence of the features, integers, steps, operations, elements and / or parts, but do not exclude the presence or addition of one or more other features, integers, steps, operations, elements, parts and / or groups thereof.

[0051] In addition, any numerical range disclosed and / or listed herein is intended to include all sub-ranges of the same numerical precision included in the listed range. For example, the range of "1.0 to 10.0" is intended to include all sub-ranges between the minimum value 1.0 and the maximum value 10.0 (and including endpoints), that is, a minimum value equal to or greater than 1.0 and a maximum value equal to or less than 10.0, such as 2.4 to 7.6. Any maximum numerical limit described herein is intended to include all lower numerical limits contained therein, and any minimum numerical limit described in this specification is intended to include all higher numerical limits contained therein. Therefore, the applicant reserves the right to modify this specification (including claims) to explicitly state any sub-ranges contained in the scope explicitly stated herein. All these ranges are intended to be inherently described in this specification, so modification to explicitly state any of these sub-ranges will meet the requirements of 35 U.S.C. § 112 (a) and 35 U.S.C. § 132 (a).

[0052] Referring to two compared elements, features, etc. as "the same" may mean that they are "substantially the same." Thus, the phrase "substantially the same" may include situations with deviations that are considered low in the art (e.g., 5% or less). Additionally, when a parameter is referred to as being uniform in a given area, it may mean that it is uniform with respect to an average value.

[0053] Throughout the specification, unless otherwise specified, each element may be in the singular or in the plural.

[0054] Arranging an arbitrary element “above (or below)” or “on (under) another element” may mean that the arbitrary element may be arranged to be in contact with the upper (or lower) surface of the element, and another element may also be interposed between the element and the arbitrary element arranged on (or below) the element.

[0055] Further, it will be understood that when a component is referred to as being “linked,” “coupled” or “connected” to another component, the elements may be directly “coupled,” “linked” or “connected” to each other or another component may be “interposed” between the components.

[0056] Throughout the specification, unless otherwise specified, when "A and / or B" is stated, it means A, B, or A and B. That is, "and / or" includes any or all combinations of the listed multiple items. When "C to D" is stated, unless otherwise specified, it means C or greater and D or less.

[0057] A battery pack according to one or more embodiments includes at least one battery module and a pack housing having an accommodation space in which the at least one battery module is accommodated.

[0058] The battery module may include a plurality of battery cells and a module housing. The battery cells may be housed in a stacked form (or stacked arrangement or configuration) inside the module housing. Each battery cell may have a positive electrode terminal and a negative electrode terminal, and may be circular, prismatic, or pouch-shaped depending on the shape of the battery. In this specification, the battery cell may also be referred to as a secondary battery, battery, or cell.

[0059] In a battery pack, a cell stack may constitute a module instead of a battery module stack. The cell stack may be accommodated in an accommodation space of a pack case, or may be accommodated in an accommodation space partitioned by a frame, a partition wall, or the like.

[0060] The battery cell may generate a large amount of heat during charging / discharging. The generated heat may accumulate in the battery cell, thereby accelerating the degradation of the battery cell. Therefore, the battery pack may further include a cooling member to remove the generated heat, thereby suppressing the degradation of the battery cell. The cooling member may be provided at the bottom of the accommodation space provided with the battery cell, but is not limited thereto, and may be provided at the top or side according to the battery pack.

[0061] The battery cell can be configured so that the exhaust gas generated inside the battery cell under abnormal operating conditions (also known as thermal runaway or thermal events) is discharged to the outside of the battery cell. The battery pack or battery module can include an exhaust port for exhausting the exhaust gas to prevent or reduce damage to the battery pack or module by the exhaust gas.

[0062] The battery pack may include a battery and a battery management system (BMS) for managing the battery. The battery management system may include a detection device, a balancing device, and a control device. The battery module may include a plurality of batteries connected in series and / or in parallel to each other. The battery modules may be connected in series and / or in parallel to each other.

[0063] The detection device can detect the state of the battery (e.g., voltage, current, temperature, etc.) to output state information indicating the state of the battery. The detection device can detect the voltage of each battery cell constituting the battery or the voltage of each battery module. The detection device can detect the current flowing through each battery module or battery group constituting the battery module. The detection device can also detect the temperature of the cell and / or module at at least one point of the battery and / or the ambient temperature.

[0064] The balancing device can perform balancing operations on the battery module and / or the monomers constituting the battery module. The control device can receive status information (e.g., voltage, current, temperature, etc.) of the battery module from the detection device. The control device can monitor and calculate the status of the battery module (e.g., voltage, current, temperature, state of charge (SOC), life (state of health (SOH)), etc.) based on the status information received from the detection device. In addition, based on the monitored status information, the control device can perform control functions (e.g., temperature control, balance control, charge / discharge control, etc.) and protection functions (e.g., over-discharge, over-charge, over-current protection, short circuit, fire extinguishing function, etc.). In addition, the control device can perform wired or wireless communication functions with external devices of the battery pack (e.g., higher-level controllers or vehicles, chargers, power conversion systems, etc.).

[0065] The control device can control the charging / discharging operation and the protection operation of the battery. To this end, the control device can include a charging / discharging control unit, a balancing control unit and / or a protection unit.

[0066] A battery management system is a system that monitors the battery status and performs diagnostic and control, communication and protection functions, and can calculate the charge / discharge status, calculate the battery life or state of health (SOH), cut off battery power as needed (e.g., relay control), control thermal management (e.g., cooling, heating, etc.), perform high-voltage interlock functions, and / or can detect and / or calculate insulation and short circuit conditions.

[0067] A relay may be a mechanical contactor that is switched on and off by the magnetic force of a coil or a semiconductor switch such as a metal oxide semiconductor field effect transistor (MOSFET).

[0068] The relay control has a function of cutting off the power supply from the battery if (or when) a problem occurs in the vehicle and the battery system, and may include one or more relays and pre-charge relays at the positive terminal and the negative terminal, respectively.

[0069] In pre-charge control, when the battery load is connected, there is a risk of inrush current in the high-voltage capacitor on the input side of the inverter. Therefore, in order to prevent or reduce inrush current when starting the vehicle, the pre-charge relay can be operated before the main relay is connected, and the pre-charge resistor can be connected.

[0070] The high voltage interlock is a circuit that uses a small signal to detect whether all high voltage parts of the entire vehicle system are connected, and may have a function of forcibly disconnecting a relay if (or when) a disconnection occurs at even one location on the entire loop.

[0071] Figure 1 An example is shown in which an external impact 140 is applied to a vehicle 100 including a battery pack 130 according to one or more embodiments of the present disclosure. Figure 1 A vehicle body and vehicle body components are shown with a battery pack 130 according to one or more embodiments of the present disclosure.

[0072] The battery pack 130 may include a pack cover 134 as part of the vehicle bottom 120 and a pack frame 132 located below the vehicle bottom 120. The pack frame 132 and the pack cover 134 may be formed integrally with the vehicle floor 110. The vehicle bottom 120 separates the interior and exterior of the vehicle, and the pack frame 132 may be located outside the vehicle. The vehicle 100 may be formed by combining additional components (e.g., a hood in front of the vehicle and fenders located at the front and rear of the vehicle, respectively) to the vehicle body. In the case where an external impact 140 is applied to the vehicle 100, an electronic control unit (ECU) of the vehicle 100 may generate an impact current. Here, the external impact 140 may vary according to the speed of the vehicle 100 at the time of the impact, the target object to be impacted, etc., and the impact current may vary accordingly. For example, a larger amount of impact applied to the vehicle 100 may result in a larger impact current.

[0073] In addition, the impact current may occur during the time when the vehicle 100 is impacted. For example, assuming that the vehicle 100 is impacted for 2 milliseconds (ms), and the impact amount at a specific time point gradually decreases from the maximum impact amount immediately after the initial impact, the impact current may be generated for 2ms, and its magnitude gradually decreases.

[0074] According to some embodiments, the battery pack 130 may include a vehicle impact sensing device. For example, the vehicle impact sensing device may be included in a battery management system (BMS) of the battery pack. In response to an external impact 140 being applied to the vehicle 100, an impact current generated by an ECU of the vehicle 100 may be transmitted to the vehicle impact sensing device of the battery pack 130.

[0075] The vehicle impact detection device may determine whether the impact signal of the vehicle satisfies an impact detection condition (e.g., a set or predetermined impact detection condition). Here, when an impact current generated in response to an impact being applied to the vehicle passes through a resistor of the vehicle impact detection device, an impact signal of the vehicle may be generated. The impact detection condition (e.g., a set or predetermined impact detection condition) may include one or more of a plurality of conditions.

[0076] In response to the impact signal of the vehicle being determined to satisfy an impact detection condition (e.g., a set or predetermined impact detection condition), the output of the battery pack 130 may be cut off. In this way, a fire or the like that may occur in response to an impact of a threshold magnitude or greater being applied to the battery pack 130 may be prevented or reduced.

[0077] Figure 2 A diagram illustrating an example of multiple shock detection conditions according to one or more embodiments of the present disclosure is illustrated. External shocks that may be applied to a vehicle may vary in direction, intensity, type, etc. In addition, the shock current generated in response to the external shock may vary depending on the environment in which the vehicle is located (e.g., a specific temperature, humidity, etc.). Therefore, by establishing multiple shock detection conditions in response to various types of external shocks and environments of the vehicle, the problem of the output of the battery pack not being cut off due to the failure to detect the shock can be prevented or reduced even after an external shock occurs. In another example, different countermeasures can be applied to different types of shocks by setting multiple shock detection conditions.

[0078] According to some embodiments, when the impact signal of the vehicle generated in response to the external impact satisfies any one of the impact detection conditions (e.g., the set or predetermined impact detection condition), it can be determined that the vehicle is impacted and the output of the battery can be cut off. For example, under two impact detection conditions, the first impact detection condition can be a condition that the impact signal is greater than or equal to the first amplitude for a first time or longer, and the second impact detection condition can be a condition that the impact signal is greater than or equal to the second amplitude for a second time or longer. Under these conditions, the first amplitude can be greater than the second amplitude, and the first time can be shorter than the second time.

[0079] exist Figure 2In the example shown, the first shock detection condition may be a condition that the shock signal is greater than or equal to 1.75A (amperes) for 0.5ms or longer. Additionally, the second shock detection condition may be a condition that the shock signal is greater than or equal to 1.25A for 2ms or longer. The shock detection range 230 may be determined based on a first critical point 210 (associated with the first shock detection condition) having a shock signal of 1.75A maintained for 0.5ms and a second critical point 220 (associated with the second shock detection condition) having a shock signal of 1.25A maintained for 2ms. In response to determining that the shock signal is within the shock detection range 230, an impact on the vehicle may be detected. That is, in a case where the reference signal is configured to decrease over time like a line connecting the first critical point 210 and the second critical point 220, a single reference signal may be used to detect whether two shock detection conditions are met. This will be described below with reference to FIG. Figures 3 to 5 Give a description.

[0080] Figure 3 An example of an impact detection device 320 according to one or more embodiments of the present disclosure is shown. The ECU 310 may generate an impact signal 312 in response to an impact on the vehicle. The impact signal 312 generated by the ECU 310 may be transmitted to the impact detection device 320 (or amplifier 330).

[0081] The amplifier 330 may be configured to amplify the impact signal 312 to output an amplified signal 332. The amplified signal 332 output by the amplifier 330 may be passed to the low pass filter 340 and the comparison voltage circuit 350.

[0082] The amplified signal 332 may be input to the comparator 360 after having passed through the low pass filter 340. The low pass filter 340 may include a resistor and a capacitor. The signal input to the comparator 360 after having passed through the low pass filter 340 may exceed the reference signal 352 at different points in time, depending on the characteristics of the resistor and capacitor and on the amplitude of the impulse signal 312. This will be referred to below. Figure 5 Describe in more detail.

[0083] In addition, the amplified signal 332 output by the amplifier 330 may be input to the comparison voltage circuit 350. The comparison voltage circuit 350 may generate a reference signal 352, with which the amplified signal having passed through the low pass filter 340 will be compared. The reference signal 352 generated by the comparison voltage circuit 350 may be maintained at a constant value before receiving the amplified signal 332. After receiving the amplified signal 332, the comparison voltage circuit 350 may begin to reduce the reference signal 352. This will be described below with reference to Figure 4 Describe in more detail.

[0084] According to some embodiments, the comparator 360 may compare the amplified signal that has passed through the low-pass filter 340 with the reference signal 352 to determine whether the impact detection condition (e.g., the set or predetermined impact detection condition) is met. For example, in the case where the amplified signal that has passed through the low-pass filter 340 is greater than the reference signal 352, the comparator 360 may determine that the impact detection condition (e.g., the set or predetermined impact detection condition) is met. In this case, the comparator 360 may output a control signal 362 indicating that the impact detection condition is met.

[0085] According to some embodiments, latch 370 may be located between comparator 360 and driver 380 to maintain control signal 362. Latch 370 may receive control signal 362 as input, generate sustain signal 372 to maintain the control signal, and transmit sustain signal 372 to driver 380. Driver 380 may cut off the output of the battery while receiving sustain signal 372.

[0086] Figure 4 FIG. 3 shows a configuration of a comparison voltage circuit 350 according to one or more embodiments of the present disclosure. With respect to components such as the ECU 310, the amplifier 330, the amplified signal 332, the reference signal 352, and the comparator 360, Figure 3 The same as those shown in the above reference will be omitted Figure 3 Description of the characteristic being described.

[0087] The ECU 310 may generate the surge current 410 in response to an external shock applied to the vehicle. In this case, the surge current 410 may be converted into a surge signal (eg, a voltage value) by the resistor 420.

[0088] The comparison voltage circuit 350 may include a constant voltage source 430, a switch 440 connecting / disconnecting the constant voltage source 430, resistors 450 and 460, and a capacitor 470. The comparison voltage circuit 350 may be configured to reduce the amplitude of the reference signal 352 over time in response to detecting the amplified signal 332 output by the amplifier 330.

[0089] For example, the amplified signal 332 output by the amplifier 330 may be passed to the switch 440 of the comparison voltage circuit 350. The switch 440 may be configured to cut off the constant voltage source 430 in response to the detection / reception of the amplified signal 332. In the case where the constant voltage source 430 is cut off by the switch 440, the reference signal 352 stored in the capacitor 470 may be discharged through the resistors 450 and 460, thereby reducing the amplitude of the reference signal 352 over time. The degree to which the reference signal 352 is reduced may be adjusted by the values ​​of the resistors 450 and 460 and the capacitor 470.

[0090] The comparison voltage circuit 350 is Figure 4 4 and 5. The comparison voltage circuit 350 is shown as including two resistors 450 and 460 and a single capacitor 470, but the present disclosure is not limited thereto. For example, the comparison voltage circuit 350 may include one or more resistors and one or more capacitors. In addition, the number of resistors, the number of capacitors, the value of the resistor, the capacitance of the capacitor, etc. may vary according to the impact detection conditions, etc.

[0091] Figure 5 A diagram showing an example of outputting a control signal based on a first amplified signal 512 and a second amplified signal 514 of a vehicle impact detection device and a reference signal 516 according to one or more embodiments of the present disclosure is shown. A second graph 520 represents a control signal generated based on the first amplified signal 512 and the second amplified signal 514 and the reference signal 516 of the first graph 510, and the time axes on the first graph 510 and the second graph 520 correspond to each other.

[0092] The first amplified signal 512 and the second amplified signal 514, the reference signal 516 and the control signal may be generated according to Figure 3 and Figure 4 The reference signal 516 may be a signal generated by the impact detection device 320 of the vehicle. That is, the reference signal 516 may be a signal generated by a constant voltage source of the comparison voltage circuit and decreased in response to the switch detecting the amplified signal. In addition, the first amplified signal 512 and the second amplified signal 514 may be amplified signals generated from the impact signal of the vehicle and having passed through a low pass filter, that is, amplified signals input to the comparator.

[0093] The first amplified signal 512 and the second amplified signal 514 may be depicted as occurring simultaneously on the same graph to illustrate that the vehicle impact detection device can detect impacts by distinguishing different impact detection conditions with different time conditions. In a practical environment, only one of the first amplified signal 512 and the second amplified signal 514 may occur.

[0094] In response to the comparator determining that the first amplified signal 512 and the second amplified signal 514 are greater than the reference signal 516, a control signal on the second graph 520 can be output. As shown, the control signal can be output when the first amplified signal 512 increases to be greater than the reference signal 516 at about 0.5 ms. For example, the first amplified signal 512 can meet a first impact detection condition, under which the impact signal is greater than or equal to 1.75A for 0.5 ms or longer. In addition, at about 2 ms, as the second amplified signal 514 increases to be greater than the reference signal 516, the control signal can be output. For example, the second amplified signal 514 can meet a second impact detection condition, under which the impact signal is greater than or equal to 1.25A for 2 ms or longer.

[0095] The first amplified signal 512 and the second amplified signal 514 of the first graph 510 represent amplified signals that satisfy a plurality of impact detection conditions (e.g., a set or predetermined plurality of impact detection conditions). In the case where the reference signal 516 is the same, even in the case where the actual amplified signal is larger than the first amplified signal 512 or the second amplified signal 514 or is maintained for a longer period of time than the first amplified signal 512 or the second amplified signal 514, it is clear that an interval in which the amplified signal is larger than the reference signal 516 occurs, and a control signal can be generated. In another case in which the actual amplified signal is smaller than the first amplified signal 512 or the second amplified signal 514 or is maintained for a shorter period of time than the first amplified signal 512 or the second amplified signal 514, an interval in which the amplified signal is larger than the reference signal 516 does not occur, and a control signal is not generated.

[0096] In the case where the impact detection condition (e.g., a set or predetermined impact detection) condition is different or changed, the initial amplitude and the rate of decrease of the reference signal can be changed. For example, in the case where the impact detection condition associated with the second amplified signal 514 is changed to require a shorter hold time, the initial amplitude and the rate of decrease of the reference signal 516 are expected to increase so that the impact detection condition associated with the first amplified signal 512 and the second amplified signal 514 can be detected.

[0097] In summary, when the first amplified signal 512 is determined to be greater than the reference signal 516 at a first time point after the amplitude of the reference signal 516 has begun to decrease, a first impact detection condition may have been detected. In this article, the first time point may be a time point at which a first time has passed and a second time has not yet passed after the amplitude of the reference signal 516 has begun to decrease.

[0098] Similarly, a second impact detection condition may have been detected when the amplified signal is determined to be greater than the reference signal 516 at a second time point after the amplitude of the reference signal 516 has begun to decrease. Here, the second time point may be a time point at which a second time has passed after the amplitude of the first reference signal has begun to decrease.

[0099] In addition, the initial amplitude and the rate of decrease over time of the reference signal 516 may be determined based on the impact detection condition. According to some embodiments, the initial amplitude of the reference signal 516 may be greater than the first amplified signal amplitude of the first impact detection condition, and the rate of decrease over time of the reference signal 516 may increase as the second amplified signal amplitude of the second impact detection condition decreases. According to some embodiments, the initial amplitude of the reference signal 516 may be greater than the first amplified signal amplitude of the first impact detection condition, and the rate of decrease over time of the reference signal 516 may decrease as the difference between the first time and the second time increases.

[0100] With this configuration, different shock detection conditions (eg, first shock detection condition and second shock detection condition) can be detected using only a single comparator instead of two comparators. Therefore, the manufacturing cost of the shock detection device capable of detecting different shock detection conditions can be reduced.

[0101] Figure 6 A comparative example of a vehicle impact detection device according to one or more embodiments of the present disclosure in which a low-pass filter is not provided and a constant reference signal 616 is used is shown. A second graph 620 represents a control signal generated based on the first amplified signal 612 and the second amplified signal 614 of the first graph 610 and the reference signal 616, and the time axes on the first graph 610 and the second graph 620 correspond to each other. Although the first amplified signal 612 and the second amplified signal 614 are shown as appearing together on the same graph for illustrative purposes, in an actual environment, one of the first amplified signal 612 and the second amplified signal 614 may appear.

[0102] It can be seen that the waveform of the amplified signal in the first graph 610 without the low-pass filter is different from that in the first graph 610 with the low-pass filter. Figure 5 The waveform of the amplified signal in . It can also be seen that Figure 5Differently, in the first graph 610, the reference signal 616 is constant. Due to this difference, in the second graph 620, a control signal can be generated immediately after the impact occurs. For example, a control signal can be generated at a time point (about 0.05ms) when the first amplified signal 612 is greater than the reference signal 616. Therefore, a control signal can be generated at a time point when the first amplified signal 612 does not satisfy the first impact detection condition that is greater than or equal to 1.75A for 0.5ms or longer. Similarly, a control signal can be generated at a time point (about 0.05ms) when the second amplified signal 614 is greater than the reference signal 616. Therefore, a control signal can be generated at a time point when the second amplified signal 614 does not satisfy the second impact detection condition that is greater than or equal to 1.25A for 2ms or longer. That is, as Figure 6 As shown, a vehicle impact detection device without a low pass filter and using a constant reference signal may not detect different impact detection conditions that require the impact signal to be maintained for more than a certain time.

[0103] Figure 7 A comparative example of a vehicle impact detection device according to one or more embodiments of the present disclosure in which a switch for disconnecting a constant voltage source is not provided is shown. A second graph 720 represents a control signal generated based on the first amplified signal 712 and the second amplified signal 714 of the first graph 710 and a reference signal 716, and the time axes on the first graph 710 and the second graph 720 correspond to each other. Although the first amplified signal 712 and the second amplified signal 714 are shown as appearing together on the same graph for illustrative purposes, in an actual environment, one of the first amplified signal 712 and the second amplified signal 714 may appear.

[0104] In the absence of a low-pass filter, it can be seen that the waveform of the amplified signal in the first graph 710 is similar to Figure 5 The waveform of the amplified signal in is the same as that in Figure 5 Different from the first graph 710, it can be seen that the reference signal 716 in the first graph 710 is constant and does not decrease over time. Figure 5 The second graph 520 in FIG. 5 is also different in that the control signal is generated after a delay time after the impact occurs, and the impact is maintained for a period of time (e.g., a set or predetermined time) before the control signal is generated. For example, the control signal is generated at a time point (about 0.1 ms) when the first amplified signal 712 is greater than the reference signal 716. Therefore, the control signal can be generated at a time point when the first amplified signal 712 does not meet the first impact detection condition of being greater than or equal to 1.75A for 0.5 ms or longer.

[0105] Similarly, the control signal may be generated at a time point (about 0.2 ms) when the second amplified signal 714 is greater than the reference signal 716. Therefore, the control signal may be generated at a time point when the second amplified signal 714 does not satisfy the second impact detection condition of being greater than or equal to 1.25 A for 2 ms or more. In addition, in the case of using a low-pass filter, the time point (e.g., 0.1 ms) when the first impact detection condition is detected and the time point (e.g., 0.2 ms) when the second impact detection condition is detected may be different, but may not satisfy the required difference of 1.5 ms. Based on this difference, as Figure 7 As shown, a vehicle impact detection device in which the reference signal does not decrease over time and is constant may not detect different impact detection conditions that require the impact signal to be maintained for more than a certain period of time.

[0106] Figure 8 A vehicle impact detection device further using a controller 860 according to one or more embodiments of the present disclosure is shown. A description of each of the amplifier 810, the amplified signal 812, the low pass filter 820, the comparator voltage circuit parts 830_1 to 830_n, the comparators 840_1 to 840_n outputting the control signals 842_1 to 842_n, the latches 850_1 to 850_n outputting the maintenance signals, and the driver 870 cutting off the output of the battery will be omitted. Figure 3 and Figure 4 The features described are the same as the features described.

[0107] The illustrated vehicle impact detection device can generate a plurality of reference signals 832_1 to 832_n by providing comparison voltage circuit parts 830_1 to 830_n. Figure 8 Impact test conditions and Figure 3 The impact detection condition of the vehicle impact detection device in is the same, then the first reference signal 832_1 can correspond to Figure 3 That is, the initial amplitude and the rate of decrease of the first reference signal 832_1 can be related to Figure 3 The initial amplitude and the rate of decrease of the reference signal 352 associated with the impact detection condition (e.g., the set or predetermined impact detection condition) in the second reference signal 832_2 may be the same as the first reference signal 832. In another example, the amplitude of the second reference signal 832_2 may be smaller than the first reference signal 832, and the amplitude of the nth reference signal (i.e., the nth reference signal 832_n) may be smaller than the (n-1)th reference signal. In other words, a plurality of gradually decreasing reference signals may be generated. Similar to the first reference signal 832_1, the amplitudes of the second reference signal 832_2 to the nth reference signal 832_n may decrease over time.

[0108] According to some embodiments, when the amplified signal passing through the low-pass filter 820 is greater than the first reference signal 832_1, the first comparator 840_1 may determine that an impact detection condition (e.g., a set or predetermined impact detection condition) is satisfied. In this case, the first comparator 840_1 may output a first control signal 842_1 indicating that the impact detection condition is satisfied. Thereafter, the first latch 850_1 may receive the first control signal 842_1 and generate a maintenance signal that maintains the first control signal, and pass it to the driver 870. The driver 870 may cut off the output of the battery while receiving the maintenance signal.

[0109] According to some embodiments, the controller 860 may count the number of times the amplified signal 812 is determined to be greater than the second reference signal 832_2 to the nth reference signal 832_n, respectively. Since the control signals 842_1 to 842_n are output in response to the amplified signal 812 being determined to be greater than the reference signals 832_1 to 832_n, and the maintenance signals are generated by the control signals 842_1 to 842_n, the controller 860 may count the number of times the maintenance signals from the second latch 850_2 to the nth latch 850_n are passed to the controller 860, respectively. In this case, in response to the maintenance signal of each of the second latch 850_2 to the nth latch 850_n being passed to the controller 860, the latch that transmits the maintenance signal may be initialized, and the maintenance signal may be interrupted, thereby allowing the maintenance signal to be counted. Subsequently, the driver 870 may cut off the output of the battery based on the number of times determined by the controller 860.

[0110] In the case where the impact signal of the vehicle is input as an intermittent signal having an amplitude less than or equal to the first reference signal 832_1 due to vehicle aging or various abnormalities inside the vehicle, the first comparator 840_1 may not detect the impact signal. By using a hybrid vehicle impact detection device that also includes a second comparator 840_2 to an nth comparator 840_n and a controller 860 capable of detecting such a modified impact signal having a temporal repeatability equal to or greater than the temporal repeatability of the vehicle, the number of occurrences of the intermittently input impact signal can be counted, and when several impact signals (e.g., a set or predetermined number of impact signals) or more appear, it can be determined that a collision has occurred. That is, due to the use of comparators 840_1 to 840_n, the reference voltage can be set in various ways, and the impact signal that is modified in various ways due to the abnormality of the vehicle can be detected.

[0111] Fig. 9 Shows Figure 8The first reference signal 910 may correspond to the plurality of reference signals 910, 920 and 930 of the vehicle impact detection device in FIG. Figure 8 The first reference signal 832_1 in the embodiment, and each of the second reference signal 920 and the third reference signal 930 may be Figure 8 Any one of the second reference signal 832_2 to the nth reference signal 832_n in.

[0112] The driver may cut off the output of the battery based on a determination that the amplified signal is greater than the first reference signal 910. In addition, the control unit or the driver may cut off the output of the battery based on a first number of times the amplified signal is determined to be greater than the second reference signal 920 or a second number of times the amplified signal is determined to be greater than the third reference signal 930. In another example, the first number of times the amplified signal is determined to be greater than the second reference signal 920 or the second number of times the amplified signal is determined to be greater than the third reference signal 930 may be used to determine whether the vehicle or the vehicle impact detection device has reached the end of its service life.

[0113] With this configuration, even in a case where the impact signal is smaller than the normal amplitude due to aging of the vehicle or internal abnormality of the vehicle when an impact having a certain amplitude (for example, a set or predetermined amplitude) or greater is applied to the vehicle, the output of the battery can be cut off or it can be determined whether the vehicle or the vehicle impact detection device has reached the end of its service life, thereby causing replacement of the vehicle or the vehicle impact detection device.

[0114] Fig.10 1 is a flow chart showing a vehicle impact detection method 1000 according to one or more embodiments of the present disclosure. Fig.10 Various operations of the vehicle impact detection method according to some embodiments are shown, but the embodiments according to the present disclosure are not limited thereto. For example, according to some embodiments, without departing from the spirit and scope of the embodiments according to the present disclosure, the vehicle impact detection method may include additional operations or fewer operations, or the operations may be in a different order (unless otherwise specified or implied). Method 1000 can be performed by a vehicle impact detection device. The vehicle impact detection device may include an amplifier, a comparison voltage circuit, a comparator, a latch, a driver, a control unit, etc. Method 1000 can be initiated by receiving an impact signal of a vehicle through the amplifier (S1010). The amplifier can amplify the received impact signal to generate an amplified signal (S1020).

[0115] The comparison voltage circuit may generate a first reference signal (S1030). According to some embodiments, the amplitude of the first reference signal may decrease over time in response to the comparison voltage circuit detecting the amplified signal output by the amplifier.

[0116] Thereafter, the comparator may determine whether a first shock detection condition (eg, a set or predetermined first shock detection condition) or a second shock detection condition (eg, a set or predetermined second shock detection condition) is satisfied based on the amplified signal and the first reference signal (S1040).

[0117] In response to determining that a first impact detection condition (e.g., a set or predetermined first impact detection condition) or a second impact detection condition (e.g., a set or predetermined second impact detection condition) is satisfied, it may be determined that an impact has been applied to the vehicle (S1050). According to some embodiments, the comparator may output a control signal for cutting off the output of the battery in response to determining that the first impact detection condition (e.g., a set or predetermined first impact detection condition) or the second impact detection condition (e.g., a set or predetermined second impact detection condition) is satisfied.

[0118] According to some embodiments, the first impact detection condition may be a condition that the impact signal is greater than or equal to a first amplitude for a first time or longer, and the second impact detection condition may be a condition that the impact signal is greater than or equal to a second amplitude for a second time or longer. Here, the first amplitude may be greater than the second amplitude, and the first time may be shorter than the second time.

[0119] In response to determining that the first impact detection condition (e.g., a set or predetermined first impact detection condition) or the second impact detection condition (e.g., a set or predetermined second impact detection condition) is satisfied, the output of the battery of the vehicle may be cut off (S1060). According to some embodiments, the driver may cut off the output of the battery based on a control signal output by the comparator.

[0120] According to some embodiments, the second comparator may compare the amplified signal with a second reference signal, and the driver and / or controller may cut off the output of the battery based on the number of times the amplified signal output by the amplifier is determined to be greater than the second reference signal. Here, the amplitude of the second reference signal may be less than the amplitude of the first reference signal. In another example, the first number of times the amplified signal output by the amplifier is determined to be greater than the first reference signal and the second number of times the amplified signal output by the amplifier is determined to be greater than the second reference signal may be transmitted to an external device and may be used to determine whether the vehicle or the vehicle impact detection device has reached the end of its service life.

[0121] refer to Fig.10 The flowcharts shown and the above description are merely illustrative and may be implemented differently in other embodiments. For example, the order of some steps may be changed, some steps may be omitted, other components may be added, and some steps described as being performed sequentially may be performed together.

[0122] Although the present disclosure has been described with reference to aspects of some embodiments and drawings showing aspects thereof, the present disclosure is not limited thereto. A person skilled in the art to which the present disclosure belongs may make various modifications and changes within the scope of the technical spirit of the present disclosure and claims and their equivalents.

Claims

1. A vehicle impact detection device, comprising: an amplifier configured to receive and amplify an impact signal of the vehicle; A comparison voltage circuit configured to generate a first reference signal; a first comparator configured to output a control signal indicating that a predetermined first impact detection condition or a predetermined second impact detection condition is satisfied based on the amplified signal output by the amplifier and the first reference signal; as well as a driver configured to cut off an output of the battery based on the control signal, The comparison voltage circuit is configured to reduce the amplitude of the first reference signal over time in response to detecting the amplified signal output by the amplifier.

2. The vehicle impact detection device according to claim 1, wherein: The first impact detection condition is a condition that the impact signal is greater than or equal to a first amplitude for a first time or longer. The second impact detection condition is a condition that the impact signal is greater than or equal to a second amplitude for a second time or longer, and The first amplitude is greater than the second amplitude, and the first time is shorter than the second time.

3. The vehicle impact detection device according to claim 1, wherein: The comparison voltage circuit comprises: a constant voltage source; and switch, The switch is configured to cut off the constant voltage source in response to detecting the amplified signal.

4. The vehicle impact detection device according to claim 3, wherein: The comparison voltage circuit also includes at least one resistor and at least one capacitor, Wherein, based on the constant voltage source being cut off, the first reference signal stored in the at least one capacitor is discharged via the at least one resistor to reduce the amplitude of the first reference signal over time.

5. The vehicle impact detection device according to claim 1, wherein: An initial amplitude and a rate of decrease over time of the first reference signal are determined based on the first shock detection condition and the second shock detection condition.

6. The vehicle impact detection device according to claim 2, wherein: The initial amplitude of the first reference signal is greater than the amplitude of the amplified signal having the first amplitude, and the rate of decrease of the first reference signal over time increases as the second amplitude decreases.

7. The vehicle impact detection device according to claim 2, wherein: An initial amplitude of the first reference signal is greater than an amplitude of the amplified signal having the first amplitude, and a rate of decrease over time of the first reference signal decreases as a difference between the first time and the second time increases.

8. The vehicle impact detection device according to claim 1, wherein: The first comparator is configured to output the control signal in response to determining that the magnitude of the amplified signal is greater than the magnitude of the first reference signal.

9. The vehicle impact detection device according to claim 2, wherein: detecting the first shock detection condition based on the first comparator determining that the amplitude of the amplified signal is greater than the amplitude of the first reference signal at a first point in time after the amplitude of the first reference signal has begun to decrease, and The first time point is a time point at which the first time has passed and the second time has not passed after the amplitude of the first reference signal has started to decrease.

10. The vehicle impact detection device according to claim 2, wherein: detecting the second shock detection condition based on the first comparator determining that the amplitude of the amplified signal is greater than the amplitude of the first reference signal at a second point in time after the amplitude of the first reference signal has begun to decrease, and The second time point is a time point at which the second time has elapsed after the amplitude of the first reference signal has started to decrease. 11 . The vehicle impact detecting apparatus of claim 1 , further comprising a latch configured to receive the control signal and transmit a maintaining signal for maintaining the control signal to the driver. 12 . The vehicle impact detection apparatus according to claim 1 , further comprising a low pass filter between the amplifier and the first comparator.

13. The vehicle impact detection device according to claim 1, further comprising a second comparator configured to compare the amplified signal with a second reference signal, wherein the amplitude of the second reference signal is smaller than the amplitude of the first reference signal, and The driver is configured to cut off the output of the battery based on a number of times the magnitude of the amplified signal output by the amplifier is determined to be greater than the magnitude of the second reference signal.

14. The vehicle impact detection device according to claim 13, wherein: A first number of times that the amplitude of the amplified signal output by the amplifier is determined to be greater than the amplitude of the first reference signal and a second number of times that the amplitude of the amplified signal output by the amplifier is determined to be greater than the amplitude of the second reference signal are transmitted to an external device, and Whether the vehicle or the vehicle impact detecting device has reached an end of its life is determined based on the first number of times and the second number of times.

15. The vehicle impact detection device according to claim 1, further comprising a resistor, in, The surge signal is generated by a surge current passing through the resistor, the surge current being generated in response to a surge being applied to the vehicle.

16. A vehicle impact detection method, comprising: receiving an impact signal of the vehicle and generating an amplified signal by an amplifier; generating a first reference signal by a comparison voltage circuit; determining, by a comparator, whether a predetermined first impact detection condition or a predetermined second impact detection condition is satisfied based on the amplified signal and the first reference signal; as well as outputting, by the comparator, a control signal to cut off the output of the battery in response to determining that the predetermined first impact detection condition or the predetermined second impact detection condition is satisfied, Wherein, in response to the comparison voltage circuit detecting the amplified signal output by the amplifier, the amplitude of the first reference signal decreases over time. 17 . The vehicle impact detection method according to claim 16 , further comprising shutting off an output of the battery by a driver based on the control signal.

18. The vehicle impact detection method according to claim 16, wherein: The first impact detection condition is a condition that the impact signal is greater than or equal to a first amplitude for a first time or longer. The second impact detection condition is a condition that the impact signal is greater than or equal to a second amplitude for a second time or longer, and The first amplitude is greater than the second amplitude, and the first time is shorter than the second time.

19. A vehicle comprising the vehicle impact detection device according to claim 1.

20. The vehicle of claim 19, further comprising: an electronic control unit configured to generate an impact current in response to an impact applied to the vehicle; a battery configured to supply driving power to the vehicle; as well as a battery management system associated with the battery, Wherein, the battery management system includes the vehicle impact detection device.

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