Apparatus for sensing a forward impact
By optimizing the installation position and load path of the frontal impact sensor and adopting a truss structure, the problem of insufficient signal noise and signal distinction force is solved, and more accurate collision type identification and stable deployment of the airbag is achieved.
Patent Information
- Application Number
- CN202510635473.7
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Priority Date
- 2020-01-14
- Filing Date
- 2020-04-23
- Publication Date
- 2025-08-01
AI Technical Summary
In the prior art, the installation position and load path of the front impact sensor are poorly designed, resulting in signal noise generation and insufficient signal distinction force, which affects the accurate deployment and deployment pressure control of the airbag.
By optimizing the installation position and load path of the front impact sensor, the FEM upper side member and the FEM vertical member with the truss structure are combined to form a stable load path, and coaxial deployment is achieved through the sensor connection member and the fastening member to ensure lossless transmission of signals.
The signal distinction ability of airbag signals is improved, noise interference is reduced, collision types are distinguished at an earlier time, and error rate of airbag deployment is reduced.
Smart Images
Figure CN120396879A_ABST
Abstract
Description
[0001] This application is a divisional application of the patent application with the application date of April 23, 2020, application number 202010328243.3, and invention title of "Device for Sensing Forward Collision", the entire content of which is incorporated herein by reference. Technical Field
[0002] The present disclosure relates to a device for sensing a collision in front of a vehicle. Background Art
[0003] The statements in this section only provide background information related to the present disclosure and may not constitute prior art.
[0004] An airbag is a device for protecting passengers from impacts caused by vehicle collisions. When developing a vehicle, determining whether to deploy the airbag and the type of collision is one of the very important development items to improve the collision safety of passengers.
[0005] According to a control algorithm for determining whether to deploy the airbag and the deployment pressure (high pressure or low pressure) of the airbag at the initial time of a vehicle collision, the airbag control unit (ACU) makes a comprehensive determination based on signals from a front impact sensor (FIS) installed on the vehicle body.
[0006] In this case, the most important factors are as follows.
[0007] First, the degree of collision can be distinguished by the transmitted signal at the initial collision time.
[0008] Second, the load path around the signal should have a certain degree of robustness to distinguish between deployment / non-deployment signals without noise.
[0009] Referring to Figure 1 , we found that in the prior art, the front impact sensor (FIS) 2 is installed on the front end module 1 in front of the front side member 3 to sense a forward collision, and the load path at the position where the front impact sensor 2 is installed is not very satisfactory, and thus noise is generated when the sensor identifies the signal.
[0010] In addition, we found that the stiffness of the vehicle body is insufficient, and thus there is a problem that the signal discrimination ability at the initial collision is insufficient to determine the type of collision, and the safety is insufficient due to the increased signal variation width.
[0011] The foregoing description of the background art is only intended to help understand the background of the present disclosure and is not intended to indicate that the present disclosure falls within the scope of the prior art already known to those skilled in the art. Summary of the Invention
[0012] The present disclosure provides a device for sensing a forward collision, which can improve the forward collision sensing performance by setting an optimal mounting position of a load path and a front impact sensor.
[0013] Other objects and advantages of the present disclosure will be understood from the following description, and other objects and advantages of the present invention will become apparent with reference to the embodiments of the present disclosure. Similarly, it will be apparent to those skilled in the art to which the present disclosure pertains that the objects and advantages of the present disclosure can be achieved by the means claimed and their combinations.
[0014] In one aspect of the present disclosure, a device for sensing a forward collision includes: an upper member of a front end module (FEM), the upper member of the front end module (FEM) including a first end coupled to an upper member of the FEM and a second end extending toward a fender; a vertical member of the FEM, the vertical member of the FEM having a first end coupled to a front side member and a second end coupled to the upper member of the FEM, the front side member being coupled along a length direction of the vehicle from a first end portion of the upper member of the FEM; and a front impact sensor (FIS) configured to sense an impact applied from in front of the vehicle. Specifically, the upper member of the FEM and the vertical member of the FEM are coupled to overlap with the upper member of the FEM.
[0015] The front impact sensor is mounted on a portion where the upper member of the FEM and the vertical member of the FEM are coupled to overlap with the upper member of the FEM.
[0016] The device further includes: a front member on a fender apron, which has a first end coupled to the fender and a second end coupled to a front end module (FEM). Specifically, the first end of the upper member of the FEM is coupled to the front member on the fender apron.
[0017] The front member on the fender apron, the upper member of the FEM, and the vertical member of the FEM form a truss structure.
[0018] The device further includes: a sensor connection member fixed to the front impact sensor and configured to penetrate a portion where the upper member of the FEM and the vertical member of the FEM are coupled to overlap with each other.
[0019] The sensor connection member is coupled to a FEM fastening member penetrating the upper member of the FEM.
[0020] Wires connected to the front impact sensor are routed to pass through the interior of the front side member.
[0021] In another aspect of the present disclosure, a device for sensing a forward collision includes: a frontal impact sensor (FIS) disposed at the rear of the FEM upper member and configured to sense an impact applied from the front of the vehicle; an FEM fastening member fastened to penetrate the FEM upper member; and a sensor connection member coupled between the frontal impact sensor and the FEM fastening member, wherein the frontal impact sensor, the FEM fastening member, and the sensor connection member are coaxially deployed.
[0022] The device further includes: an FEM upper side member including a first end coupled to the fender side and a second end coupled to the FEM upper member; and an FEM vertical member including a first end coupled to the front side member and a second end coupled to the FEM upper member, the front side member being coupled from the first end portion of the FEM upper member in the longitudinal direction of the vehicle, wherein the FEM upper side member and the FEM vertical member are coupled to overlap the FEM upper member.
[0023] The frontal impact sensor is mounted on a portion where the FEM upper side member and the FEM vertical member are coupled to overlap the FEM upper member.
[0024] The sensor connection member is coupled to penetrate a portion where the FEM upper side member and the FEM vertical member are coupled to overlap each other.
[0025] The wire connected to the frontal impact sensor is routed through the interior of the front side member.
[0026] In the device for sensing a forward collision according to the present disclosure, a truss load path is configured on the mounting portion of the frontal impact sensor, and thus, signals are transmitted without loss during a collision to improve signal discrimination of the airbag signal.
[0027] In addition, since the collision signal transmission path is dispersed and the signal transmission robustness is improved, the type of collision can be discriminated at an earlier time compared to the prior art.
[0028] It should be understood that the foregoing summary and the following detailed description of the present disclosure are both exemplary and explanatory and are intended to provide further explanation of the present disclosure.
[0029] Based on the description provided herein, other application fields will become apparent. It should be understood that the description and specific examples are only for illustrative purposes and are not intended to limit the scope of the present disclosure. BRIEF DESCRIPTION OF THE DRAWINGS
[0030] To better understand the present disclosure, various forms of the present disclosure will now be described by way of example and with reference to the accompanying drawings, in which:
[0031] Figure 1is a view showing the installation position of a front impact sensor of the prior art;
[0032] Figure 2 is a view showing a device for sensing a forward collision according to one form of the present disclosure;
[0033] Figure 3 is a view showing a device for sensing a forward collision according to one form of the present disclosure;
[0034] Figure 4 is a view showing the structure of the prior art;
[0035] Figure 5 is along Figure 2 taken along line A-A to compare it with Figure 4 the view;
[0036] Figure 6 and Figure 7 is a diagram comparatively showing the airbag signal discrimination between the prior art and the present disclosure;
[0037] Figure 8 is a diagram showing the airbag signal sensing time points of the prior art;
[0038] Figure 9 is a diagram illustrating the airbag signal sensing time points according to one form of the present disclosure;
[0039] Figure 10 is a view showing the signal transmission in the prior art;
[0040] Figure 11 is a view showing the signal transmission during a forward collision according to one form of the present disclosure; and
[0041] Figure 12 is a view showing Figure 11 the shape of the side end face of the dashed-line portion of Figure 11 showing the signal transmission of one form of the present disclosure.
[0042] The drawings described herein are for illustrative purposes only and are not intended to limit the scope of the present disclosure in any way. Detailed Description
[0043] The following description is merely exemplary in nature and is not intended to limit the present disclosure, its application, or uses. It should be understood that in all the drawings, corresponding reference numerals denote the same or corresponding components and features.
[0044] The above objects, features, and advantages of the present disclosure will be described in detail with reference to the drawings, and thus, those of ordinary skill in the art to which the present disclosure pertains will be able to fully understand and easily embody the technical concept of the present disclosure.
[0045] When describing the preferred embodiments of the present disclosure, the detailed description of well-known technologies related to the present disclosure will be reduced or omitted when it is determined that it obscures the subject matter of the present disclosure with unnecessary details.
[0046] Figure 2 is a view showing a device for sensing a forward collision according to the present disclosure, and Figure 3 is a view showing a device for sensing a forward collision according to the present disclosure in a planar manner.
[0047] Hereinafter, with reference to Figure 2 and Figure 3 , a device for sensing a forward collision according to an embodiment of the present disclosure will be described.
[0048] The present disclosure relates to a device for sensing a forward collision, which enables a load path to be applied from a sensor mounting portion to enhance airbag sensing performance and enables signals from the sensor to be transmitted without loss.
[0049] As shown in the figure, a front side member 11, a front member 12 on the fender apron, an FEM upper side member 13, an FEM vertical member 14, and an FEM upper member 15 are configured to be directly and indirectly connected to each other on the vehicle body, and a frontal impact sensor (FIS) 20 is mounted on the vehicle body.
[0050] The FEM as a front end module is one of various components forming the frame of the front surface of the vehicle, and can be divided into an FEM upper member 15, an FEM lower member, and an FEM side member.
[0051] First, the device includes an FEM upper member 15 as a constituent element of the FEM and a front side member 11 combined along the length direction of the vehicle from one end of the FEM upper member 15.
[0052] In addition, the device includes: a front member 12 on the fender apron, one end of which is combined with the fender and the other end of which is combined with the front end module (FEM); an FEM upper side member 13, one end of which is combined with one end on the fender side of the front member 12 on the fender apron and the other end of which is combined with the FEM upper member 15; and an FEM vertical member 14, one end of which is combined with the front side member 11 and the other end of which is combined with the FEM upper member 15.
[0053] Specifically, the other ends of the FEM upper side member 13 and the FEM vertical member 14 combined with the FEM upper member 15 overlap each other in the length direction of the vehicle and are combined with the FEM upper member 15 together.
[0054] In addition, the front impact sensor 20 is mounted on the overlapping portion where the FEM upper member 13 and the FEM vertical member 14 are joined together.
[0055] Therefore, as seen from the shape of the side of Figure 3 the front member 12 on the fender apron, the FEM upper member 13 and the FEM vertical member 14 form a truss shape.
[0056] Through the above truss structure and the integrated mounting structure of the front impact sensor 20, the FEM upper member 13 and the FEM vertical member 14, when a front collision is sensed, the signal from the sensor can be transmitted without time delay.
[0057] As described above, the FEM upper member 13 and the FEM vertical member 14 are joined to overlap with the FEM upper member 15, and as Figure 5 shown, the front impact sensor 20 is mounted on the portion where the members 13 and 14 are joined to overlap with the FEM upper member 15.
[0058] When the FEM fastening member 31 continuously penetrates the FEM upper member 15, the FEM vertical member 14 and the FEM upper member 13, the FEM upper member 13 and the FEM vertical member 14 are mounted on the FEM upper member 15, and through the penetration of the FEM upper member 13, one side of the sensor connection member 32 is fastened to the FEM fastening member 31, and the other side of the sensor connection member 32 is fastened to the front impact sensor 20. The impact sensing performance is more suitable for coaxially deploying the front impact sensor 20, the FEM fastening member 31 and the sensor connection member 32.
[0059] According to the present disclosure, since the front impact sensor 20 is fastened by integrated hardware such as the sensor connection member 32, the load is transmitted more accurately for a front impact, and thus the sensing stability can be improved.
[0060] Furthermore, as Figure 11 and Figure 12 shown, during a forward collision, the wires from the front impact sensor 20 can be routed to pass through the interior of the front side member 11, and thus disconnection of the wires can be prevented.
[0061] Referring to Figure 4 , a prior art structure is shown, and the sensor connection member includes separable hardware (i.e., the first connection member 4 and the second connection member 5). The first connection member 4 is joined to the FEM fastening member 31, and the second connection member 5 is joined to the front impact sensor 20.
[0062] Therefore, the load transfer is not very satisfactory for a front impact, and the sensing stability is reduced. In addition, as Figure 10As shown, the electric wires from the front impact sensor 20 are exposed to the outside, and thus when a front collision occurs, the electric wires may be disconnected.
[0063] Figure 6 and Figure 7 is a graph comparatively illustrating airbag signal differentiation between the prior art and the present disclosure.
[0064] In the related art, since there is no separate longitudinal load path structure, the resistivity decreases when a load is input, and it is difficult to easily transmit a collision signal.
[0065] Therefore, if Figure 6 As shown, the noise of the sensor is greatly generated, and in consideration of a margin, an inversion phenomenon may occur between deployment / non-deployment signals, and this may cause an error in determining whether to deploy the airbag.
[0066] In contrast, according to the present disclosure, a truss-type load path is configured on the mounting portion of the front impact sensor, and thus transmits the signal without loss during a collision to improve signal discrimination.
[0067] Therefore, if Figure 7 As shown, the noise of the sensor is small, and even when a margin is taken into account, no inversion phenomenon occurs between the deployment / non-deployment signals, and therefore no error occurs in determining whether to deploy the airbag.
[0068] Next, Figure 8 and Figure 9 is a diagram comparatively showing airbag signal sensing time points between the prior art and the present disclosure.
[0069] Reference Figure 8 , showing the structure of the prior art, the collision signal transmission path is composed of only a single path of the FEM upper member-front side member, and therefore the signal transmission robustness is reduced.
[0070] On the contrary, reference Figure 9 , showing that according to the structure of the present disclosure, the collision signal transmission path is dispersed into two paths, and thus the signal transmission robustness is improved.
[0071] Therefore, the type of collision can be distinguished at an earlier time compared to the prior art.
[0072] As described above, according to the apparatus for sensing a forward collision of the present disclosure, since a truss-shaped load path is configured and a front impact sensor is combined through integrated hardware, signal transmission loss is small and signal differentiation can be improved.
[0073] Although the present disclosure has been described with reference to the exemplary drawings, it will be apparent to those of ordinary skill in the art that the present disclosure is not limited to the described embodiments, and various changes and modifications can be made without departing from the spirit and scope of the present disclosure. Therefore, such changes and modifications should fall within the scope of the present disclosure.
Claims
1. A device for sensing a forward collision, comprising: A front-end module fastening member fastened to penetrate an upper member of the front-end module; A sensor connection member, one end of which is coupled to the front-end module fastening member, and A frontal impact sensor coupled to the other end of the sensor connection member and configured to sense an impact applied from the front of the vehicle, wherein the frontal impact sensor, the front-end module fastening member, and the sensor connection member are arranged coaxially in parallel with the longitudinal direction of the vehicle, wherein the impact applied from the front of the vehicle is transmitted to the frontal impact sensor via the front-end module fastening member and the sensor connection member.
2. The device according to claim 1, further comprising: An upper member of the front-end module, including: a first end coupled to the fender side; and a second end coupled to the upper member of the front-end module; and A vertical member of the front-end module, including: a first end coupled to a front-side member, the front-side member being coupled along the longitudinal direction of the vehicle from a first end portion of the upper member of the front-end module; and a second end coupled to the upper member of the front-end module, wherein the upper member of the front-end module and the vertical member of the front-end module are coupled to overlap the upper member of the front-end module.
3. The device according to claim 2, wherein The frontal impact sensor is mounted on a portion where the upper member of the front-end module and the vertical member of the front-end module are coupled to overlap the upper member of the front-end module.
4. The apparatus according to claim 3, wherein, The sensor connection member is coupled to penetrate the portion where the upper member of the front-end module and the vertical member of the front-end module are coupled to overlap each other.
5. The device according to claim 2, wherein, A wire connected to the frontal impact sensor is routed to pass through the interior of the front-side member.