Vehicle emergency braking electromagnetic anti-collision protection system and control method thereof

Abstract

This invention discloses an electromagnetic collision avoidance protection system for vehicle emergency braking and its control method. The system includes electromagnetic coil actuators (1–5) integrated inside the front and rear bumpers of the vehicle, multi-source and logic trigger detection modules (8, 9, 10), a supercapacitor energy storage group (6), a main control ECU (7), and an optional vehicle network communication module (11). When the vehicle brakes suddenly and the estimated time to collision (TTC) is no more than 1.5 seconds, the system drives the electromagnetic actuators of the bumpers to generate a strong magnetic field within 10 milliseconds, forming an electromagnetic repulsion field (12) between the vehicle and the adjacent vehicle, serving as an additional non-contact collision avoidance buffer layer outside the braking system. The system supports two working modes: eddy current induction repulsion and dual-vehicle cooperative direct magnetic repulsion. It automatically adjusts the repulsion force in three levels according to the estimated time to collision and has an event data recording function. The system response time of this invention is no more than 10 milliseconds, which can provide effective physical collision avoidance protection within a very short time window in which the driver cannot react. It works in conjunction with existing safety systems such as AEB and ABS, significantly reducing the incidence and intensity of rear-end collisions, and has high engineering feasibility and application value.

Description

Technical Field

[0001] This invention belongs to the field of vehicle active safety technology, specifically relating to an electromagnetic anti-collision protection system that utilizes the principle of electromagnetic repulsion to automatically generate inter-vehicle repulsion force during emergency braking of a vehicle, thereby preventing or mitigating collisions between vehicles, and a corresponding control method. Background Technology

[0002] Rear-end collisions are one of the most frequent types of road traffic accidents. Statistics show that in rear-end collisions on highways and expressways, the collision response time after emergency braking is extremely short, and conventional braking systems cannot completely avoid vehicle-to-vehicle contact, resulting in numerous casualties and property damage.

[0003] Currently, active safety technologies for rear-end collisions can be mainly divided into three categories: The first category is braking enhancement technologies, represented by anti-lock braking systems (ABS) and automatic emergency braking systems (AEB), which reduce the risk of collision by shortening the vehicle's braking distance; the second category is passive safety technologies, represented by pre-tensioned seat belts, collapsible steering columns, and airbag systems, which reduce personal injury by absorbing impact energy after a collision; and the third category is warning technologies, represented by millimeter-wave radar, cameras, and lidar, which alert the driver in advance to take action.

[0004] However, all of the above technologies have certain limitations: AEB systems have insufficient braking distance in extremely close-range scenarios where the distance is less than 5 meters; passive safety systems cannot fundamentally prevent collisions; and warning systems rely on the driver's active response, making them ineffective when the driver is distracted or fatigued. Furthermore, while electromagnetic technology has mature applications in the transportation sector, such as magnetic levitation tracks, there are currently no mature products or systematic technical solutions for applying the principle of electromagnetic repulsion to contactless collision avoidance between vehicles on ordinary roads.

[0005] Therefore, there is an urgent need for a technical solution that can quickly establish an electromagnetic repulsion field between two vehicles during emergency braking, serving as an additional anti-collision buffer layer for the existing braking system, in order to further reduce the incidence and intensity of rear-end collisions based on the existing safety system. Summary of the Invention

[0006] The purpose of this invention is to overcome the shortcomings of existing active safety technologies in terms of insufficient collision avoidance capability in extremely close-range collision scenarios, and to provide a vehicle emergency braking electromagnetic collision avoidance protection system and its control method. By rapidly establishing an electromagnetic repulsion field between the vehicle and the vehicle during emergency braking, the system reduces the incidence of rear-end collisions and minimizes casualties.

[0007] To achieve the above objectives, the present invention provides the following technical solution: An electromagnetic collision avoidance protection system for vehicle emergency braking, comprising: (1) Electromagnetic coil actuator: integrated inside the front bumper and / or rear bumper of the vehicle, consisting of a high permeability silicon steel sheet laminated iron core and a multi-turn enameled copper wire coil, with an external U-shaped magnetic yoke to enhance the magnetic field concentration, and electrically insulated from the bumper shell by silicone rubber casting and encapsulation, and integrated with the bumper buffer energy absorption structure.

[0008] (2) Trigger detection module: It is electrically connected to the vehicle braking system signal and collects signals from the brake pressure sensor, longitudinal acceleration sensor and millimeter-wave radar in real time. It adopts a multi-source AND logic decision mechanism: when the brake master cylinder pressure is not less than 60 bar or the three conditions of detecting ABS activation signal, longitudinal deceleration not less than 0.7g and collision prediction time (TTC) not greater than 1.5 seconds are met at the same time, it outputs an activation signal to the main control unit.

[0009] (3) Supercapacitor energy storage group: rated capacity from 100 farads to 1000 farads, working voltage from 48 volts to 400 volts, continuously pre-charged by the vehicle power supply through a dedicated DC-DC boost module; after receiving the activation signal, it can complete the instantaneous high current discharge to the electromagnetic coil actuator within 10 milliseconds, so that a strong magnetic field with a magnetic induction intensity of 0.5 Tesla to 3 Tesla is formed on the outside of the bumper.

[0010] (4) Main control ECU: It is the core of system control and is responsible for multi-channel sensor signal fusion calculation (decision delay not exceeding 5 milliseconds), collision risk level assessment, supercapacitor discharge timing and coil polarity control, repulsion force level adjustment and event data recording.

[0011] (5) Optional vehicle network communication module: Based on C-V2X or DSRC protocol, when the vehicle triggers emergency braking, it broadcasts emergency status information to surrounding vehicles, and when both vehicles are equipped with this system, it coordinates the polarity of their respective electromagnetic coils within 5 milliseconds to realize the dual-vehicle cooperative direct magnetic repulsion mode.

[0012] Mode 1 (Eddy Current Induction Repulsive Force Mode): Suitable for single-vehicle scenarios, requiring no cooperation from other vehicles. When a rapidly changing pulse current is applied to the electromagnetic actuator of this vehicle, a time-varying magnetic field is formed in the surrounding space. According to Lenz's law, this time-varying magnetic field induces eddy currents in the conductive metal body of the adjacent vehicle. The induced magnetic field formed by the eddy currents is in the opposite direction to the external magnetic field, thereby generating a repulsive force on this vehicle.

[0013] Mode 2 (Dual-vehicle Cooperative Direct Magnetic Repulsion Mode): Applicable to scenarios where both vehicles are equipped with this system. The two vehicles coordinate the polarity of their respective electromagnetic actuators within 5 milliseconds via V2V communication, ensuring that the bumper coils on the opposing sides of both vehicles are simultaneously energized with the same polarity, generating a direct magnetic repulsion force. Let the magnetic induction intensity be B (Tesla), the effective area be A (square meters), and the vacuum permeability be μ0 (4π×10⁻⁻⁴). 7 If H / m), then the theoretical repulsive force F = B²·A / (2μ0). With parameters B=1T and A=0.2m², a repulsive force of approximately 16 kN can be generated. The two modes can be automatically switched according to the communication status.

[0014] (1) Fast response speed: The total response time from sensing trigger to the establishment of electromagnetic field does not exceed 10 milliseconds.

[0015] (2) Non-contact buffer: Electromagnetic repulsion is a non-contact force, which can provide additional resistance before the two vehicles actually make physical contact, thus prolonging the collision time and reducing the collision impulse.

[0016] (3) Dual-mode adaptive: Eddy current induction mode can work independently without the cooperation of the other party; dual-vehicle cooperative mode automatically upgrades to obtain greater repulsive force when both parties have equipment; seamless automatic switching between the two modes.

[0017] (4) Collaboration with existing systems: As an additional safety layer for existing active safety systems such as AEB and ABS, it works in parallel without conflict or substitution.

[0018] (5) Integrated bumper design: It does not occupy extra interior space and does not affect the vehicle's appearance or the bumper's collision energy absorption performance.

[0019] (6) Low false trigger rate: The multi-source AND logic requires three signals to meet the threshold before it can be activated, which significantly reduces the probability of false triggering. Attached Figure Description

[0020] To more clearly illustrate the technical solutions of the embodiments of the present invention, the accompanying drawings are briefly described below. It should be understood that the following drawings only show some embodiments of the present invention and are not intended to limit the scope of protection of the present invention.

[0021] Figure 1 This is a block diagram of the overall system architecture of the present invention, showing the signal and energy transfer relationships between the sensor acquisition layer, the main control ECU layer, the energy storage and execution layer, and the vehicle network communication layer; Figure 2 This is a schematic diagram of the integrated structure of the electromagnetic coil actuator and the bumper of the present invention, showing the iron core, coil, yoke, heat insulation package and its assembly position with the bumper beam; Figure 3 This is a schematic diagram comparing the two working modes of the present invention. Figure 3(a) shows the electromagnetic field distribution and repulsive force direction in the two workshops under eddy current induction repulsion mode. Figure 3 (b) shows the magnetic pole arrangement and repulsive force direction in the dual-vehicle cooperative direct magnetic repulsion mode; Figure 4 This is a flowchart of the control method of the present invention, which shows the complete control logic from pre-charging, signal acquisition, collision decision, communication coordination, electromagnetic activation, hierarchical adjustment to state recovery; Figure 5 This is a schematic diagram of the response time domain partitioning of the system of the present invention and the existing AEB / ABS system, showing the response window division relationship of each layer of safety system under different collision time intervals (TTC).

[0022] Explanation of key reference numerals in the figure: 1—Bumper beam; 2—Electromagnetic core; 3—Coil winding; 4—Magnetic yoke; 5—Insulation layer; 6—Supercapacitor energy storage group; 7—Main control ECU; 8—Millimeter-wave radar; 9—Brake pressure sensor; 10—Longitudinal acceleration sensor; 11—Vehicle network communication module; 12—Electromagnetic repulsion field area. Detailed Implementation

[0023] The specific embodiments of the present invention will be described in detail below with reference to the accompanying drawings. These embodiments are used to explain the present invention and do not constitute a limitation on the scope of protection of the present invention. Any equivalent substitutions and obvious modifications made by those skilled in the art without departing from the inventive concept of the present invention are within the scope of protection of the present invention.

[0024] This embodiment uses an electromagnetic rear-end collision prevention system installed in the rear bumper of a regular passenger vehicle as an example for illustration (see...). Figure 1 , Figure 2 ).

[0025] The electromagnetic coil actuator (corresponding to reference numerals 1 to 5 in the attached figures) consists of four sets of coil units arranged in a row. Each set of coil units includes a 100-square-centimeter cross-sectional area silicon steel sheet laminated iron core (2) and an 800-turn enameled copper coil winding (3) with a cross-sectional area of ​​10 square millimeters. The four sets of coil units are embedded in the inner side of the rear bumper crossbeam (1) in a two-vertical and two-horizontal array. A U-shaped magnetic yoke (4) is installed on the outer side of the iron core to guide the magnetic field to concentrate outwards from the vehicle. The electromagnetic actuator is electrically insulated from the bumper shell by casting a heat-insulating encapsulation layer (5) with silicone rubber.

[0026] The supercapacitor energy storage unit (6) consists of 10 60 Farad / 16V single modules connected in series, with a rated capacity of 6 Farads and a rated voltage of 160V. It is installed in the protective box at the bottom of the trunk and is continuously precharged by the vehicle's 12V / 48V electrical system through a 200W dedicated DC-DC boost module.

[0027] The main control ECU (7) adopts an automotive-grade microcontroller based on the ARM Cortex-M7 core, with a clock frequency of 400MHz. The hardware delay from the activation signal input to the IGBT drive signal output does not exceed 500 microseconds, and the overall system response time does not exceed 5 milliseconds.

[0028] The main control ECU (7) polls the three trigger signals at a frequency of 1000 Hz (see Figure 4 (a) The reading of the brake master cylinder pressure sensor (9) is greater than or equal to 60 bar, or the ABS activation flag is true; (b) The reading of the longitudinal acceleration sensor (10) is greater than or equal to -0.7 g; (c) The real-time calculated collision prediction time (TTC) of the millimeter-wave radar (8) is not greater than 1.5 seconds. When the three signals simultaneously meet the conditions within the same millisecond sampling period, the activation process is triggered.

[0029] After activation, the main control ECU (7) performs three-level control of the discharge current: when the TTC is between 1.0 seconds and 1.5 seconds, it outputs the first level (peak current of about 200 amps and magnetic induction intensity of about 0.5 Tesla); when the TTC is between 0.5 seconds and 1.0 seconds, it outputs the second level (about 500 amps and about 1.2 Tesla); when the TTC is less than 0.5 seconds, it outputs the third level (about 1000 amps and about 2.5 Tesla).

[0030] After the preceding vehicle A performs emergency braking and triggers this system, the vehicle network communication module (11) broadcasts a message containing the emergency braking status to a range of 100 meters via the C-V2X PC5 interface within 1 millisecond after the activation signal is issued (see [link]). Figure 3 If vehicle B is equipped with a similar system, upon receiving the message, it will immediately set the polarity of its electromagnetic coil to the same polarity as the front bumper of vehicle A. The communication handshake and polarity coordination between the two vehicles will be completed within 5 milliseconds, and the vehicle will switch to a dual-vehicle cooperative direct magnetic repulsion mode. If the communication times out, vehicle A will automatically maintain eddy current induction mode.

[0031] When the main control ECU (7) detects that the TTC lasts for more than 3 seconds and the duration exceeds 500 milliseconds, or the braking deceleration is less than 0.3g for more than 500 milliseconds, it determines that the collision risk has been eliminated, automatically cuts off the coil discharge circuit, and starts the recharging process of the supercapacitor energy storage group (6). The recharging time is approximately 30 seconds. Each activation event triggers data recording, which is written to the eMMC non-volatile memory and can be exported through the OBD-II interface for accident analysis and system optimization.

Claims

1. A vehicle emergency braking electromagnetic collision avoidance protection system, characterized in that, include: An electromagnetic coil actuator integrated inside the front and / or rear bumper of a vehicle, the electromagnetic coil actuator comprising a high-permeability iron core and a multi-turn copper coil; a trigger detection module electrically connected to the vehicle braking system signal, the trigger detection module outputting an activation signal when a preset emergency braking condition is detected; An energy storage device electrically connected to the electromagnetic coil actuator, the energy storage device being able to provide a momentary high-current discharge to the electromagnetic coil actuator within 10 milliseconds after receiving the activation signal; and a main control unit receiving the activation signal and controlling the energy storage device to discharge to the electromagnetic coil actuator; wherein, after the electromagnetic coil actuator is energized, it generates an electromagnetic repulsion force between the vehicle and adjacent vehicles to prevent or mitigate collision contact between the vehicles.

2. The system according to claim 1, characterized in that, The energy storage device is a supercapacitor bank with a capacity of 100 to 1000 farads, an operating voltage of 48 to 400 volts, and a discharge time of no more than 50 milliseconds from receiving the activation signal.

3. The system according to claim 1, characterized in that, The trigger detection module includes: a brake pressure sensor for detecting brake master cylinder hydraulic pressure, with a trigger threshold of not less than 60 bar or detecting an anti-lock braking system activation signal; a longitudinal acceleration sensor for detecting vehicle longitudinal deceleration, with a trigger threshold of not less than 0.7g; and a millimeter-wave radar for real-time calculation of the estimated collision time between the vehicle and a target ahead, with a trigger threshold of the estimated collision time not exceeding 1.5 seconds; the trigger detection module outputs an activation signal when the above three signals simultaneously meet the trigger threshold within the same sampling period.

4. The system according to claim 1, characterized in that, The generation of electromagnetic repulsion includes the following two working modes: Eddy current induction repulsion mode: The electromagnetic coil actuator is supplied with a rapidly changing pulse current, which induces eddy currents in the conductive metal body of the adjacent vehicle. The magnetic field formed by the eddy currents is opposite to the direction of the external magnetic field generated by the electromagnetic coil actuator, thereby generating a repulsive force against the vehicle; and Dual-vehicle cooperative direct magnetic repulsion mode: Two vehicles equipped with this system coordinate the polarity of their respective electromagnetic coil actuators through a vehicle network communication protocol, so that the electromagnetic actuators on the facing surfaces of the two vehicles generate magnetic fields of the same polarity, thereby achieving direct magnetic repulsion.

5. The system according to claim 4, characterized in that, It also includes a vehicle-to-everything (V2X) communication module, which uses the C-V2X or DSRC protocol to broadcast emergency messages to surrounding vehicles when the vehicle triggers an activation signal, and completes electromagnetic coil polarity coordination with oncoming vehicles within 5 milliseconds in the dual-vehicle cooperative direct magnetic repulsion mode; if the communication timeout occurs, the system automatically switches to the eddy current induction repulsion mode.

6. The system according to claim 1, characterized in that, The main control unit adjusts the discharge current of the electromagnetic coil actuator in stages according to the vehicle speed, the distance between the two vehicles and the estimated collision time, and divides the electromagnetic repulsion intensity into at least three levels: weak level when the estimated collision time is greater than 1.0 second, medium level when the estimated collision time is 0.5 to 1.0 second, and strong level when the estimated collision time is less than 0.5 seconds.

7. The system according to claim 1, characterized in that, The electromagnetic coil actuator is integrated with the buffer energy absorption structure of the vehicle bumper. The electromagnetic coil actuator is nested inside the bumper beam and is provided with a magnetic yoke on the outside to enhance the magnetic field concentration. It is electrically insulated from the bumper shell through heat insulation encapsulation. The integrated design does not change the original collision energy absorption performance of the bumper.

8. The system according to claim 1, characterized in that, The main control unit also includes an event data recording function, which records the activation time, the vehicle speed sampling sequence 3 seconds before activation, the brake master cylinder pressure value, longitudinal deceleration value, collision prediction time value and discharge current peak value at each activation. The recorded data is written to a non-volatile memory and can be exported through the vehicle diagnostic interface.

9. A vehicle emergency braking electromagnetic collision avoidance control method based on the system of claim 1, characterized in that, Includes the following steps: Pre-charging step: During vehicle operation, the on-board power supply is used to continuously pre-charge the energy storage device to maintain its rated energy storage state. Multi-source signal acquisition steps: The main control unit acquires braking pressure, longitudinal deceleration, millimeter-wave radar collision prediction time, and vehicle speed signals in real time; Collision risk judgment steps: The main control unit fuses and processes multiple signals. When the braking pressure, longitudinal deceleration, and collision prediction time signals simultaneously meet preset thresholds, an emergency collision risk is determined; Communication coordination steps: An emergency status is broadcast to surrounding vehicles via the vehicle network communication module, and the polarity of the electromagnetic coil is coordinated with neighboring vehicles also equipped with this system within 5 milliseconds; Electromagnetic activation steps: The main control unit controls the energy storage device to complete the discharge of the electromagnetic coil actuator within 10 milliseconds, forming an electromagnetic repulsion field between the two vehicles; Repulsion force grading adjustment steps: The discharge current level is dynamically adjusted according to the real-time updated distance and collision prediction time; State recovery steps: Once the collision risk is eliminated, the coil current is cut off and the energy storage device recharging process is automatically initiated.

10. The method according to claim 9, characterized in that, The collision risk judgment step also incorporates road type information, weather condition information, and lane keeping status information to comprehensively correct the judgment result, thereby reducing the probability of false triggering in non-collision scenarios.

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