Whether it is autonomous driving or ADAS before autopilot, its implementation relies on intelligent technology. Although the specific implementation routes are different, in general, it is inseparable from “perception-cognition-decisionâ€. Process. The difference is that the roles of “cognition†and “decision†are different.
This year's Beijing Auto Show, if you want to judge the most popular awards, Bosch will definitely appear in the nomination. The 2000-kilometer attack of Changan's self-driving car, in addition to sucking powder for itself, also directly led to the shoulders of the Bosch booth. Car companies and emerging technology suppliers are interested in gaining a place in the autonomous driving industry.
Whether it is autonomous driving or ADAS before autopilot, its implementation relies on intelligent technology. Although the specific implementation routes are different, in general, it is inseparable from “perception-cognition-decisionâ€. Process. The difference is that the roles of “cognition†and “decision†are different.
What followed was the development of various active safety technologies. New regulatory requirements in all regions are gradually adding more active safety rating options, such as AEB.
Under such a trend, it seems that the sense of passive security is getting smaller and smaller. But this is not the case. Bosch used this opportunity to talk about some new research in the field of passive security.
Passive security also needs intelligence
The line from ADAS to autonomous driving is expected to solve the accident from the root cause, and the ultimate goal of “zero accident†is repeatedly mentioned. But before that, there are usually two predecessors - "zero injury" and "zero death." Passive safety cannot be replaced by the protection of the occupants of the vehicle when the accident cannot be completely avoided. The intelligence of cars is not only reflected in active safety, but also in passive safety.
To some extent, the intelligent development of passive security and the intelligentization of active security are the same route: by collecting more information, the judgment of the accident and the protection of the occupants are more precise. The development of active safety has added various sensors to the car. These sensors can be used to control not only the throttle, the steering module, but also the airbag or seat belt sensor.
Bosch is currently developing passive safety-related technologies in this direction, and has an intelligent safety system (Intelligent Safety System, hereinafter referred to as ISS). The intelligent security system has five phase objectives:
Accidents and pressure sensors detect accidents. Passive safety systems, such as airbags and seat belts, protect the occupants based on the detected information. This technology has been mass-produced.
Integrated collision detection: Provides additional accident information with sensors other than inertial sensors, such as cameras, radars, etc., to accurately determine accidents and optimize passive safety systems (2015)
Personalized occupant safety and pre-adjustment: There are two objectives in this phase, one is to personalize the restraint control system (belt, etc.); the other is dynamic control, which adopts different implementation strategies when an accident occurs or the vehicle is automatically braked ( 2016)
Pre-triggering of passive safety systems: trigger the restraint system in advance of an accident, improve the living space in the accident and reduce the impact damage to the occupant's head and chest (2018)
Accident guidance and calibration: When an accident is unavoidable, take into account the surrounding environment such as pedestrians and adjust the position of the vehicle in advance to reduce the severity of the accident (2020)
According to the Bosch ISS staff, the integrated collision detection and personalized occupant safety have been technically developed, and have been discussed with the car companies to integrate into the vehicle, but the specific time to market is still uncertain.
Precisely predicting accidents
The purpose of integrated collision detection is to enable the passive safety system to acquire more data, instead of just relying on the information of the acceleration sensor and the pressure sensor to explode the airbag or pre-tension the seat belt.
The information of the acceleration sensor and the pressure sensor is relatively one-sided, and it is impossible to obtain a comprehensive judgment on whether the accident occurs or the specific situation of the accident occurs. For example, if it is a car rear-end truck, directly drilled into the bottom, it is likely that these two sensors can not get information. At this time, the camera and the radar can work. The camera can collect image information, the radar can get the distance information with the vehicle in front or around, the system can analyze according to the image information, or make a certain judgment when it is found that the distance between the two cars is not normal.
From the perspective of system architecture, accessing sensor information is not difficult. The difficulty lies in the process of data analysis. On the one hand, the airbag needs to be blasted to protect the occupants in a very short time after the accident. According to the regulations, the forward collision at 50 km/h, the burst time of the airbag is 15 ms. Therefore, it is a big test to quickly and correctly extract relevant information from the data and pass it to the airbag sensor.
The second meaning of “precision†is also how to combine passive safety systems with ADAS or autopilot modes. When the system detects that an accident may occur, the first thing that will work is the active safety system, slowing down the speed, steering assistance or automatic braking. But when these are not able to avoid accidents, the passive safety restraint system will work. The difference from the previous situation is that although the accident cannot be avoided, the AEB or steering assistance will affect the strength and angle of the collision of the vehicle. It is necessary to consider how to make the restraint system cooperate with the occupant protection.
From this perspective, passive security and active security are not two independent systems, but need to be mutually assisted, with a complete system architecture to control different modules.
According to the introduction of Bosch staff, after the integration of the two, it is guaranteed that the automatic driving mode can have the same level of safety protection as the artificial cab.
Personalization is also an expression of precision. The news that children are injured or even killed by airbags in the front row of accidents occurs. In the safety test of vehicles, in addition to evaluating the degree of protection of passive safety systems, it is also tested whether the restraint system causes damage to the insiders. Extra damage.
Personalized customization collects the physical characteristics of the occupant and determines information such as age, gender, body and head position, so as to set protective measures in a targeted manner, such as airbag pop-up time, in conjunction with the tightening of the seat belt, and appropriate The strength to avoid injury.
summary
Beyond this, the last two phases of ISS are an advanced step. The fourth phase of the accuracy requirements for accident judgment goes further, so that the system can be deployed before it happens, and the last phase is another one with active security. The combination also increases the protection of pedestrians in addition to the occupants in the car.
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