CA2121403C - Traffic accident data recorder and traffic accident reproduction system - Google Patents

Traffic accident data recorder and traffic accident reproduction system

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Publication number
CA2121403C
CA2121403C CA002121403A CA2121403A CA2121403C CA 2121403 C CA2121403 C CA 2121403C CA 002121403 A CA002121403 A CA 002121403A CA 2121403 A CA2121403 A CA 2121403A CA 2121403 C CA2121403 C CA 2121403C
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CA
Canada
Prior art keywords
data
traffic accident
angular velocity
acceleration
time
Prior art date
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CA002121403A
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French (fr)
Other versions
CA2121403A1 (en
Inventor
Yuichiro Yamawaki
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Awaji Ferryboat KK
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Awaji Ferryboat KK
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Application filed by Awaji Ferryboat KK filed Critical Awaji Ferryboat KK
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Classifications

    • GPHYSICS
    • G01MEASURING; TESTING
    • G01PMEASURING LINEAR OR ANGULAR SPEED, ACCELERATION, DECELERATION, OR SHOCK; INDICATING PRESENCE, ABSENCE, OR DIRECTION, OF MOVEMENT
    • G01P1/00Details of instruments
    • G01P1/12Recording devices
    • G01P1/127Recording devices for acceleration values
    • GPHYSICS
    • G07CHECKING-DEVICES
    • G07CTIME OR ATTENDANCE REGISTERS; REGISTERING OR INDICATING THE WORKING OF MACHINES; GENERATING RANDOM NUMBERS; VOTING OR LOTTERY APPARATUS; ARRANGEMENTS, SYSTEMS OR APPARATUS FOR CHECKING NOT PROVIDED FOR ELSEWHERE
    • G07C5/00Registering or indicating the working of vehicles
    • G07C5/08Registering or indicating performance data other than driving, working, idle, or waiting time, with or without registering driving, working, idle or waiting time
    • G07C5/0841Registering performance data
    • G07C5/085Registering performance data using electronic data carriers

Abstract

A traffic accident data recorder is disclosed.
The traffic accident data recorder comprises an acceleration sensor, an angular velocity sensor, if necessary, a memory, and a control section for controlling the recording in the memory. When the output datum from the acceleration sensor or angular velocity sensor exceeds a predetermined value, the control section recognizes that time as a traffic accident occurrence time, and stores the acceleration data and angular velocity data both before and after, or after, in the memory. By analyzing the data pith a traffic accident data reproduction system, it is possible to reproduce the situation at the traffic accident occurrence time.

Description

21~1~ ~~3 The present invention relates to a traffic accident data recorder mounted on a means of land transportation such as a car, a means of marine transportation such as a ship, an aircraft, or the like, to store acceleration and angular velocity data of the transportation means at the time of occurrence of a traffic accident (intended to denote a general term for accidents of transportation means which occur on the earth, on the sea and in the air), and to a traffic accident reproduction system for reproducing the traffic accident by using the traffic accident data stored in the traffic accident data recorder.
Generally, it is very advantageous to know the state of a means of transportation when a traffic accident has occurred thereto, in order to investigate the cause of the accident. As a representative means for storing data at a traffic accident occurrence time, a flight recorder mounted on an aircraft is known. The flight recorder for an aircraft receives and records data of the speed, acceleration, etc. of the aircraft body through wires from hydraulic cylinders, the speed indicator, sensors, etc. in the aircraft at all times while the aircraft is flying.
The recording is continued at least from the time the airplane has taken off until it has landed.
Such a flight recorder is a very large scale apparatus which, as stated above, needs data supplied from the hydraulic cylinders, speed indicator, sensors, etc. in the aircraft. No instances are known where this is mounted on other than aircraft which are large means of transportation.
On the other hand, also in a traffic accident of a means of transportation, other than an aircraft, such as a ship or a car, it is very advantageous to analyze data of, for example, acceleration, angular velocity, etc. of the transportation means at the accident occurrence time, in order to investigate the cause of the accident.

However, because the flight recorder is a very large scale apparatus, it is not possible to apply this to other means of transportation practically because of the complex mounting operation, costs, etc., although it might be theoretically possible.
British Patent Application GB 2,020,127 A (filed April 27, 1979) discloses an accident recording system using an accelerometer. This system merely keeps acceleration data during a certain time period until the speed and acceleration become zero. Therefore, this time period may not contain a traffic accident occurrence time.
Also, because the above system measures only the speed and acceleration, it is not possible to know what the position of the transportation means has been if the means has turned sideways or slipped sideways in an accident.
It is an object of the present invention to provide a traffic accident data recorder, with which it is possible to recognize a traffic accident occurrence time, and obtain acceleration and/or angular velocity data during a predetermined time period after or before and after the recognized time. By obtaining the angular velocity data, it is possible to know what the position of the transportation means has been. It is another object of the invention to provide a traffic accident reproduction system, which can simulate the traffic accident from the acceleration and/or angular velocity data stored in the traffic accident data recorder.
Accordingly, one aspect of the invention provides a traffic accident data recorder for use with a transportation means to store acceleration data of the transportation means during a predetermined time period after the time of occurrence of a traffic accident, said traffic accident data recorder comprising a c c a 1 a r a t i o n measurement means for measuring acceleration at least in the travelling direction of the transportation means in a three-dimensional space to output acceleration data, C =-2I214~3 storage means for storing the acceleration data, and control means for determining the time of occurrence of the traffic accident by recognizing a time when a predetermined value has been exceeded by an acceleration datum obtained by the acceleration measurement means, and thereupon starting storage of the acceleration data in the storage means, and stopping storage of the acceleration data in the storage means when said predetermined time period has passed.
Another aspect of the invention provides a traffic accident data recorder for use on a transportation means to store acceleration data of the transportation means during a predetermined time period before and after the time of occurrence of a traffic accident, said traffic accident data recorder comprising acceleration measurement means for measuring acceleration at least in the travelling direction of the transportation means in a three-dimensional space to output acceleration data, storage means for storing the acceleration data constantly and continuously during the predetermined time period up to the present time, and control means for determining the time of occurrence of the traffic accident by recognizing a time when a predetermined value has been exceeded by an acceleration datum obtained by the acceleration measurement means, and stopping storage of the acceleration data in the storage means when the predetermined time has passed before and after the time of occurrence of the traffic accident.
A further aspect of the invention provides a traffic accident data recorder for use on a transportation means to store acceleration data and angular velocity data of the transportation means during a predetermined time period after the time of occurrence of a traffic accident, the traffic accident data recorder comprising acceleration measurement means for measuring acceleration at least in the travelling direction of the transportation means in a three-dimensional space to output acceleration data, 2121.44 angular velocity measurement means for measuring angular velocity about at least one directional axis in a three-dimensional space, to output angular velocity data, storage means for storing the acceleration data and the angular velocity data, and control means for determining the time of occurrence of the traffic accident by recognizing a time when a predetermined value has been exceeded by an acceleration datum obtained by the acceleration measurement means or an angular velocity datum obtained by the angular velocity measurement means, thereupon commencing storage of the acceleration data and the angular velocity data in the storage means, and stopping storage of the acceleration data and the angular velocity data in the storage means when said predetermined time period has passed.
A still further aspect of the invention provides a traffic accident data recorder for use on a transportation means to store acceleration data and angular velocity data of the transportation means during a predetermined time period before and after the time of occurrence of a traffic accident, the traffic accident data recorder comprising acceleration measurement means for measuring acceleration at least in the travelling direction of the transportation means in a three-dimensional space to output acceleration data, angular velocity measurement means for measuring angular velocity about at least one direction in a three-dimensional space, to output angular velocity data, storage means for storing constantly and continuously at certain periods the acceleration data and the angular velocity data during the predetermined time up to the present time, and control means for determining the time of occurrence of a traffic accident by recognizing a time when a predetermined value has been exceeded by an acceleration datum obtained by the acceleration measurement means or an angular velocity datum obtained by the angular velocity measurement means, and for discontinuing storage of the acceleration data and the angular velocity data in ~~~4a~
the storage means when a predetermined time has passed before and after the time of occurrence of the traffic accident.
A traffic accident simulation or reproduction system according to the invention analyzes the acceleration of the transportation means, according to the acceleration data obtained from the traffic accident data recorders described above.
Another traffic accident simulation/reproduction system according to the invention analyzes the acceleration and angular velocity of the transportation means, according to the acceleration data and angular velocity data derived from the traffic accident data recorders described above.
Structure may be added which visually reproduces the speed of the transportation means according to the acceleration obtained by analyzing the acceleration data.
Further structure may be added which visually reproduces the speed and position of the transportation means according to the acceleration and angular velocity obtained by analyzing the acceleration data and angular velocity data.
The traffic accident data recorders of the above construction are used while mounted on means of transportation such as cars, ships and aircraft.
Generally, when a means of transportation encounters a traffic accident, it undergoes rapid braking or, without rapid braking, it crashes against or collides with another object, or something collides with it from behind.
Therefore, if the acceleration and angular velocity of the transportation means have been recorded, it is possible to know from their rapid changes when the traffic accident occurred. The traffic accident data recorders of the present invention record acceleration data and, if necessary, angular velocity data of a transportation means during a predetermined time period after the time of .-~~~+a~ _ occurrence of a traffic accident occurrence time or a predetermined time period before and after the accident occurrence time.
The acceleration data show the speed changes of the transportation means at the accident occurrence time, and one can ascertain from the data the shock of collision or crash, for example. The acceleration data are measured by the acceleration measurement means, for at least the travelling direction of the transportation means and, if necessary, directions other than the travelling direction in the three-dimensional space. The measurement is carried out constantly while the transportation means is running.
As the acceleration measurement means, acceleration sensors of various types may be used, such as the strain gauge type, capacitance type, piezoelectric type and differential transformer type. The acceleration measured by the acceleration measurement means is output as acceleration data.
The angular velocity data show changes in direction or position of the transportation means at the accident occurrence time, and one can determine from the data how the direction of the transportation means has changed at the accident occurrence time. The angular velocity data are measured by the angular velocity measurement means, based on the angular velocity about at least one direction in the three-dimensional space and, if necessary, based on the angular velocity about the other directions. This measurement is also carried out constantly while the transportation means is running. As the angular velocity measurement means, various commercial angular velocity sensors may be used. The angular velocity measured by the angular velocity measurement means are output as angular velocity data.
The acceleration data output from the acceleration measurement means and the angular velocity data output from the angular velocity measurement means are C

stored by the storage means. The storage means may be a semiconductor memory or a magnetic recorder using a magnetic medium or the like. In the present invention, the control means controls the storage of the data in the storage means.
Specifically, the control means recognizes the traffic accident occurrence time. The traffic accident occurrence time is defined as the time when a predetermined value has been exceeded by the acceleration data obtained at the acceleration measurement means or the angular velocity data obtained at the angular velocity measurement means. If the traffic accident occurrence time is recognized, storage of the acceleration data and, if necessary, the angular velocity data is commenced in the storage means. When a predetermined time has passed after the traffic accident occurrence time, storage of the acceleration data and angular velocity data in the storage means is discontinued. This construction enables the storage means to store the acceleration data and, if necessary, the angular velocity data for the period after the transportation means encounters the traffic accident until the transportation means stops completely.
Storage of the acceleration data and, if necessary, the angular velocity data in the traffic accident data recorders before and after a traffic accident occurrence time, takes place constantly for the acceleration data and angular velocity data. This recording is carried out endlessly; accordingly, new data replace old data in order at regular intervals. The control means recognizes the traffic accident occurrence time which is defined as the time when a predetermined value has been exceeded by the acceleration data obtained at the acceleration measurement means or the angular velocity data obtained at the angular velocity measurement means. When a predetermined time has passed before and after the traffic accident occurrence time, storage of the acceleration data and angular velocity data in the storage means is discontinued. This construction enables the storage means to store the data for the period from a predetermined time before the transportation means encounters the traffic accident until the transportation means stops completely.
The traffic accident reproduction systems of the present invention analyze the acceleration and angular velocity of the transportation means, according to the acceleration data and, if necessary, the angular velocity data obtained from the traffic accident data recorders. If it is possible to know the acceleration and angular velocity of the transportation means at the traffic accident occurrence time, it is relatively easy to analyze the cause of the traffic accident.
The traffic accident reproduction systems of the invention may be constructed to visually reproduce the speed and direction of the transportation means (which has encountered the accident) on, for example, a display according to the acceleration and, if necessary, the angular velocity of the transportation means. This allows the cause to be readily further analyzed.
Because the traffic accident data recorders of the present invention do not need signals (as do conventional flight recorders) from parts of transportation means on which they are mounted, no wiring is needed to supply the signals. Therefore, it is possible to easily analyze a traffic accident by a simple operation of only mounting on a transportation means a traffic accident data recorder according to the present invention. Also, because it is possible to use acceleration sensors and angular velocity sensors which are supplied as highly general, independent units, it is possible to produce a traffic accident data recorder at a remarkably low cost in comparison with flight recorders.
_ g _ 2121~(~
Furthermore, the traffic accident reproduction system can easily analyze the speed, position, direction, etc. of a transportation means at a traffic accident occurrence time, according to the data recorded in the traffic accident data recorder mentioned above. Therefore, it is possible to investigate the cause of a traffic accident accurately and in a very short time. Also, because a traffic accident can be reproduced visually, it is possible to easily check into the cause of the accident.
Further, according to the present invention, because the data to be recorded are only the data during a predetermined time period when a traffic accident occurs, a small memory capacity suffices. Also, because the traffic accident data recorder has only an acceleration sensor, an angular velocity sensor if necessary, a semiconductor memory, and a very small control means such as a microcomputer, etc., it has the advantage of being compact in overall size.
Embodiments of the invention will now be described, by way of example, with reference to the accompanying drawings, in which:
Figure 1 is a block diagram schematically showing the construction of a traffic accident data recorder according to an embodiment of the present invention;
Figure 2 is a view showing how the traffic accident data recorder of Figure 1 is mounted on a car;
Figure 3 shows a casing for housing the traffic accident data recorder of Figure 1;
Figure 4 shows how the case of Figure 3 houses the traffic accident data recorder of Figure 1;
Figure 5 is a perspective view showing the state in which the cover of the traffic accident data recorder is removed:
Figure 6 is a flowchart showing the control operation of the control section of the traffic accident data recorder;
_ g _ Figure 7 is a flowchart showing another control operation of the control section of the traffic accident data recorder;
Figure 8 illustrates diagrammatically the recording method in a memory;
Figure 9 is a block diagram schematically showing the construction of a traffic accident data recorder according to another embodiment of the invention:
Figure 10 is a flowchart showing the control operation of the control section of the traffic accident data recorder of Figure 9;
Figure 11 is a block diagram schematically showing the construction of an accident reproduction system according to an embodiment of the invention;
Figure 12 shows a display screen with a traffic accident reproduced visually on the screen:
Figures 13(a)-(f) are views showing in time series how a traffic accident is occurring; and Figure 14 is a perspective view of a car with a number of traffic accident data recorders mounted thereon.
Embodiments of the present invention will be described below in more detail with reference to the drawings. Figure 1 is a block diagram showing the schematic construction of a traffic accident data recorder 1, which comprises a sensor section 2, A/D converters 5 and 6, a control section 7 and a semiconductor memory 8. The sensor section 2 includes a three-dimensional acceleration sensor 3 for measuring acceleration in the three directions of the X-axis, Y-axis and Z-axis in a rectangular coordinate system of a three-dimensional space, and a three-dimensional angular velocity sensor 4 for measuring angular velocity. As shown in Figure 2, the traffic accident data recorder 1 is mounted, for example, horizontally under the driver's seat 9 of a car. The X, Y
and Z coordinates of three-dimensional acceleration sensor 3 and three-dimensional angular velocity sensor 4 are not ' ~~~
particularly limited, but should preferably be directed as shown in Figures 2 and 3 for this embodiment.
As shown in Figure 3, the traffic accident data recorder 1 is housed in a case 10, which is fixed with screws passing through holes 11 formed in the case 10 to mount the recorder 1 on the car. The case 10 needs to have sufficient strength to withstand impact when a traffic accident occurs. Figure 4 shows how the traffic accident data recorder 1 is housed in the case 10. The traffic accident data recorder 1 further includes, as shown in Figure 5, a main body la and a cover ib. The body la has a connector section 12, which is later used when connected to an apparatus for data analysis such as a computer, but which is sealed with the cover 1b as the recorder is mounted on the car.
In Figure 1, the acceleration sensor 3 detects the impact, as acceleration, which is imparted to the car by, for example, quick braking, collision, crash or the like, while the angular velocity sensor 4 detects turning of the car as angular velocity. The outputs of acceleration sensor 3 and angular velocity sensor 4 are analog amounts, which are converted into digital amounts by the A/D converters 5 and 6, and then input as acceleration data and angular velocity data into the control section 7.
In this embodiment, the acceleration measurement means consists of the acceleration sensor 3 and A/D converter 5, while the angular velocity measurement means consists of the angular velocity sensor 4 and A/D converter 6. In this embodiment, the control section 7 functions as control means and consists, for example, of a microcomputer. The control section 7 takes in the output data from the A/D
converters 5 and 6, and stores it in the memory 8 when necessary. In this embodiment, the memory 8 functions as storage means. The memory 8 maybe a semiconductor memory such as a RAM and an E2 PROM. A RAM needs an exclusive backup power source to be provided.

In this embodiment, the measurements of the acceleration sensor 3 and angular velocity sensor 4 are based on the three directions of the X-axis, Y-axis and Z-axis. Accordingly, the control section 7 independently controls the data on acceleration in the three directions and angular velocity in the three directions. Also, the memory 8 stores the data on acceleration in the three directions and on angular velocity about the three directions.
In this embodiment, threshold values are preset in the control section 7 for the acceleration data and angular velocity data based on the three directions of the X-axis, Y-axis and Z-axis, respectively. When data exceeding the threshold values are input into the control section 7, it recognizes that point in time as the time when a traffic accident has occurred. For example, if the preset threshold values for the acceleration data in the respective directions are XAM, YAM and ZAM, and if the measured acceleration data in the respective directions are XA, YA and ZA, it is determined or judged that a traffic accident has occurred when any of the following relationships is established:
XA > XAM, YA > YAM and ZA > ZAM.
That point in time is recognized as the point in time of the occurrence of the traffic accident. In other words, it is determined that a traffic accident has occurred if at least one, but not necessarily all, of XA, YA and ZA
exceeds the respective threshold value.
Likewise, for example, if the preset threshold values for the angular velocity data about the respective directions are XWM, YWM and ZWM, and if the measured angular velocity data about the respective directions are XW, YW and ZW, it is determined that a traffic accident has ri - 12 -occurred when any of the following relationships is established:
XW > XWM, YW > YWM and ZW > ZWM.
That point in time is recognized as the point in time of the traffic accident occurrence. Accordingly, in this embodiment, it is determined that a traffic accident has occurred if at least one, but not necessarily all, of XA, YA, ZA, XW, YW and ZW exceeds the respective threshold value. Because the acceleration is negative when the car is braked, collides or crashes, and it is positive when the car is struck from behind and accelerated, a determination as to whether the threshold value has or has not been exceeded is based on the absolute value of the acceleration data.
The control operation of control section 7 will now be explained with reference to the flowchart of Figure 6. The control section 7 starts the sequence of Figure 6 when the car engine starts. First, at step 10, the acceleration data and angular velocity data output from the acceleration sensor 3 and angular velocity sensor 4 through the A/D converters 5 and 6 are taken in. Then, at step 15, it is determined whether a flag is raised (FLAG - 1) showing whether or not a traffic accident has occurred. If initially this flag is not raised, the operation proceeds to next step 20. Steps 20, 25, 30, 35, 40 and 45 are each steps by which it is determined whether a traffic accident has occurred or not, and by which it is determined whether the acceleration data XA, YA, ZA and angular velocity data XW, YW, ZW, which are input as stated above, exceed the respective threshold values XAM, YAM, ZAM and XWM, YWM, ZWM. If these input data XA, YA, ZA, XW, YW and ZW are all within the threshold values, the operation returns to step 10 as there is nothing abnormal, and the same steps 10-45 are repeated.

If at steps 20-45, at least one of the acceleration data and angular velocity data exceeds the respective threshold value, the operation proceeds to step 50, where the flag is set to 1. Then, at step 55 a timer is started. If the control section 7 is, for example, a microcomputer, the timer function of the microcomputer may be utilized for the timer. After the timer has been started at step 55, the operation proceeds to step 60, where the input data XA, YA, ZA, XW, YW and ZW are written into the memory 8. At this time, it is preferable to write the accident occurrence time with these data into the memory 8. After the input data are written, at step 65 it is determined whether a preset time T has passed or not after the timer started. The time T is set sufficiently longer than the time after an accident occurs until the car completely stops. Accordingly, the memory 8 also needs to have a capacity adapted for the time T. If the preset time T has not passed, the operation returns to step 10, where the next data are input from the acceleration sensor 3 and angular velocity sensor 4 through the A/D converters 5 and 6.
Then, at step 15, because the flag is already set to 1, the operation goes from step 15 to step 60, where the input data XA, YA, ZA, XW, YW and ZW are written with the time into the memory 8. At step 65 it is determined whether or not the time T has passed after the accident occurrence time point. If not, the operation returns again to step 10, and likewise steps 10, 15, 60 and 65 are repeated. If the time T has passed, the operation goes from step 65 to step 70, where the control sequence ends.
Thus, in this embodiment, while a traffic accident has not occurred, no data are written into the memory 8, but when a traffic accident occurs the data are written for the time T, commencing with the occurrence of the accident.

Figure 7 shows the flowchart in another embodiment adapted to retain not only the acceleration data and angular velocity data after the point in time when a traffic accident occurs, but also the data before the accident occurs. In this embodiment, the acceleration data and angular velocity data are stored in the memory 8 also in a normal condition before a traffic accident occurs. If the memory 8 is full, the oldest data are successively replaced by new data, so that the memory 8 continuously stores the newest data.
In this construction, when the engine of a car starts, the sequence shown in Figure 7 commences. At step 100, the acceleration data and angular velocity data output from the acceleration sensor 3 and angular velocity sensor 4 through the A/D converters 5 and 6 are taken in. At step 115, it is determined whether or not a flag is raised (FLAG
- 1) showing traffic accident occurrence. Because the flag is initially not raised, the operation goes to step 120, which is a step where it is determined whether a traffic accident has occurred or not. This step 120 is shown as a simplification of steps 20-45 of Figure 6. If it is determined at step 120 that a traffic accident has not occurred, the input acceleration data XA, YA, ZA and angular velocity data XW, YW, ZW are written into the memory 8 at step 125, and then the operation returns to step 100. Next, again at step 115, it is determined whether the flag is set to 1 or not. Further, if it is determined at step 120 that a traffic accident has not occurred, at step 125 the acceleration data and angular velocity data are stored in the memory 8. Thus, until a traffic accident occurs and the flag is set 1, steps 100, 115, 120 and 125 are simply repeated.
If it is determined at step 120 that a traffic accident has occurred, the flag is raised at step 130 showing the accident occurrence, and then at step 135 a timer is started. Then at step 125, the acceleration data and angular velocity data are written into the memory 8.
The operation then returns to step 100.
Because it is determined at next step 115 that the flag is 1 (FLAG = 1), the operation goes to step 140, where the acceleration data and angular velocity data are stored in the memory 8. Then it is determined whether or not a time T has elapsed. If the time T has not elapsed, steps 100, 115, 140 and 145 are executed again repeatedly.
If it is determined at step 145 that the time T has elapsed, the control sequence ends.
With reference to Figure 8, the recording system in the memory 8 will be explained. In Figure 8, only acceleration data XA of data XA, YA, ZA, XW, YW, and ZW
which should be stored will be explained, but the same situation applies likewise to the other data. Normally, when a traffic accident has not occurred, data XA are initially written in order into addresses A0, A1, ... AN.
When the datum has been written into AN, the writing returns again to A0, where the datum is replaced by the new one. In order to simplify the explanation, it is assumed that datum XA input each time at step 100 of Figure 7 is written into A0, A1, ..) AN, respectively, at step 125.
When a traffic accident occurrence is determined, if the data from a time (t) before address AP storing datum XA at the accident occurrence point in time, i.e. the data stored at AL-AP, are also to be kept, assuming that the time taken to write the data into the whole memory 8 is (TO), the time (T) to be set in the timer may be T - TO - t. By thus setting the time (T), the data before the traffic accident occurrence, i.e. the data stored at AL-AP, and the data after the traffic accident occurrence, i.e. the data stored at AP-AN and AO-AL will be kept.
Figure 9 shows another embodiment adapted to retain the data before traffic accident occurrence and the data after the occurrence in separate memories. In this embodiment, a first memory 8A and a second memory 8B are used as storage means. The remaining construction is similar to that of Figure 1, and corresponding parts have been given the same reference numerals. These memories 8A
and 8B may be either separate memories, or one memory divided into two regions.
Figure 10 shows the flowchart in the traffic accident storage data having the construction of Figure 9.
This flowchart is substantially the same as that of Figure 7, but differs in that step 125 of storing the input data in the memory 8 is replaced by step 225 of storing the input data in the memory 8A, while step 140 of storing the input data also in the memory 8 is replaced by step 240 of storing the input data in the memory 8B. In this embodiment, if a traffic accident has not occurred, the data taken in at step 100 are stored in the first memory 8A
at step 225. The storage in this memory 8A is performed continuously, in which replacement is made when the memory is full. If a traffic accident has occurred, steps similar to those explained for the Figure 7 flowchart are executed, but in contrast thereto the data taken in at step 100 are written into the second memory 8B at step 240. Thus, according to this embodiment, switching is effected to store the acceleration data and angular velocity data before traffic accident occurrence in the first memory 8A
and, after the occurrence, to store the data in the second memory 8B.
In the flowcharts of Figures 6, 7 and 10, although no reference is made to the cycle for which the acceleration data and angular velocity data are recorded in the memories, it is not necessary to successively record them, but it is preferable to sample and record them at predetermined intervals of time. When a traffic accident has occurred, it is preferable that the data after the accident occurrence should be available in detail, but it is not normally necessary to know all the data before the occurrence. Consequently, in the embodiments of Figures 7 and 10, it is more preferable to change, following a traffic accident occurrence time point, the period for which the data are sampled and recorded. However, in the Figure 6 embodiment, because only the data after a traffic accident occurrence time point are recorded, it is not necessary to change the recording period.
A traffic accident reproduction system for analyzing a car accident by using a traffic accident data recorder, which has recorded acceleration data and angular velocity data as described above, will now be explained.
First, the traffic accident data recorder is removed from the car. Then, as shown in Figure 11, the acceleration data and angular velocity data are read out of the memory 8 or memories 8A and 8B into a personal computer 20. Next, the computer 20 analyzes the data and, as shown in Figure 12 , visually shows on the screen of a monitor display 21 the speed, direction, position, etc. of the car with respect to the X-axis, Y-axis and Z-axis. At this time, as shown in Figure 13, for example, it is possible to reproduce as an image for every second the state of the car from the quick braking time point (a) to the crash and stop (f). The image can be reproduced not only on the screen, but also on paper by printing it out by means of a printer 22 (Figure 11).
As explained hereinbefore, because the traffic accident data recorder of each of the above embodiments does not need data from a car's speed indicator, brake oil pressure gauge, etc., there is no need for wiring for supplying the data. It is therefore possible to facilitate analysis of a traffic accident easily by the simple operation of fixing the recorder under, for example, a seat of a car.
Because the traffic accident reproduction system of this embodiment can easily analyze a car's speed, position, direction, etc. at a traffic accident occurrence time, according to the data recorded by the traffic accident data recorder, it is possible to look into the cause of the accident accurately in a very short time.
Also, because a traffic accident can be reproduced visually, it is possible to easily review and investigate the cause of the accident.
In the above embodiment, an explanation is given for a case where an accident is reproduced according to the data recorded in the traffic accident data recorder of one car. However, in a case such as a rear-end collision, the data in the traffic accident data recorder of each of the colliding cars may be analyzed and, at the same time, the cars' states may be reproduced, in order to analyze the rear-end collision in much more detail and more accurately.
Also, as shown in Figure 14, a plurality of traffic accident data recorders may be mounted on one car; in this case, it is possible to record a traffic accident of the car in more detail, and thereby analyze the accident in more detail.
In each of the above embodiments, the traffic accident data recorder and traffic accident reproduction system are applied to a car, but such may be mounted on other means of transportation such as ships and aircrafts for application to record and reproduce traffic accidents of them under way. If the traffic accident data recorder is applied to another means of transportation, it is necessary to change, according to the speed of the transportation means, the length of the time period for which the acceleration data and angular velocity data are recorded and the threshold values of acceleration data and angular velocity data. Generally, the higher the speed of a transportation means, the shorter the time period for which the data are recorded, and also the shorter the recording intervals. Accordingly, in the case of a ship, the recording time period is long, and the recording intervals are also set long. In the case of an aircraft, there is often a substantial time after, for example, .,.J _ 19 _ something abnormal occurs to the aircraft body until an accident occurs, and accordingly the memory capacity must be large.
Further, in each of the above embodiments explanation has been given for a case in which data in three directions are recorded for each of acceleration and angular velocity, but the construction may be adapted to measure only acceleration if it is not necessary to analyze an accident in detail. Also, there may be a case where it is not necessary to measure acceleration in all three directions of the X-axis, Y-axis and Z-axis, but it is sufficient for analysis of an accident if measurement can be made at least for the direction of travel of a car.
Likewise, it is not necessary to measure angular velocity about all three axes. Also, a more strict accident analysis can be made, if a GPS (global positioning system) using a space satellite is utilized to record the absolute time and the absolute position, particularly in the case of a ship.

Claims (5)

1. A traffic accident reproduction system for reproducing a traffic accident of a vehicle during a predetermined time period after a traffic accident occurrence time, the traffic accident reproduction system comprising:
acceleration measurement means for measuring acceleration of the vehicle in three axial directions in a three-dimensional space to output acceleration data, angular velocity measurement means for measuring angular velocity of the vehicle about three directional axes in a three-dimensional space, to output angular velocity data, storage means for storing the acceleration data and the angular velocity data, control means for determining the traffic accident occurrence time by recognizing a time when a predetermined acceleration value has been exceeded by a respective acceleration datum obtained by the acceleration measurement means or a predetermined angular velocity value has been exceeded by a respective angular velocity datum obtained by the angular velocity measurement means, to start the acceleration data and the angular velocity data being stored in the storage means, and for stopping the acceleration data and the angular velocity data from being stored in the storage means when the predetermined time has passed after the traffic accident occurrence time, analyzing means for analyzing the acceleration data and the angular velocity data from said storage means to obtain traffic accident data indicating the speed, posture and position of the vehicle during said predetermined time period, and visualizing means for visualizing the speed, posture and position of the vehicle based on said traffic accident data during said predetermined time period.
2. A traffic accident reproduction system for reproducing a traffic accident of a vehicle during a predetermined time period before and after a traffic accident occurrence time, the traffic accident reproduction system comprising:
acceleration measurement means for measuring acceleration of the vehicle in three axial directions in a three-dimensional space to output acceleration data, angular velocity measurement means for measuring angular velocity of the vehicle about three directional axes in a three-dimensional space, to output angular velocity data, storage means for storing constantly and endlessly at certain time intervals the acceleration data and the angular velocity data during the predetermined time up to the present time, control means for determining the traffic accident occurrence time by recognizing a time when a predetermined acceleration value has been exceeded by a respective acceleration datum obtained by the acceleration measurement means or a predetermined angular velocity value has been exceeded by a respective angular velocity datum obtained by the angular velocity measurement means, and for stopping the acceleration data and the angular velocity data from being stored in the storage means when a predetermined time has passed before and after the traffic accident occurrence time, analyzing means for analyzing the acceleration data and the angular velocity data from said storage means to obtain traffic accident data indicating the speed, posture and position of the vehicle during said predetermined time period, and visualizing means for visualizing the speed, posture and position of the vehicle based on said traffic accident data during said predetermined time period.
3. A traffic accident reproduction system according to claim 2, wherein the storage means includes means for storing the acceleration data and the angular velocity data at shorter time intervals after the traffic accident occurrence time and longer time intervals before the traffic accident occurrence time.
4. A traffic accident reproduction system according to claim 1 or 2, wherein said visualizing means is a monitor display.
5. A traffic accident reproduction system according to claim 1 or 2, wherein said visualizing means is a printer.
CA002121403A 1993-04-20 1994-04-15 Traffic accident data recorder and traffic accident reproduction system Expired - Fee Related CA2121403C (en)

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JP5092626A JP2521024B2 (en) 1993-04-20 1993-04-20 Traffic accident data recorder and traffic accident reproduction system

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EP0621564A3 (en) 1996-01-17
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JP2521024B2 (en) 1996-07-31
AU669785B2 (en) 1996-06-20
US5446659A (en) 1995-08-29
CN1109163A (en) 1995-09-27
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AU6050794A (en) 1994-10-27
DE69411072T2 (en) 1999-01-07

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