Telescopic device, vehicle emergency braking assistance control method and assistance controller, vehicle

Abstract

The application discloses a telescopic device, a vehicle emergency braking auxiliary control method and an auxiliary controller, and a vehicle, wherein the telescopic device is arranged on a vehicle bumper, and comprises a front end, a telescopic assembly and a driving member; the bottom of the telescopic assembly is fixedly connected with the front end; the telescopic assembly is used for telescoping in a first direction perpendicular to the front end according to a driving instruction; and the driving member is arranged on the front end and connected with the telescopic assembly and used for driving the telescopic assembly according to a control instruction. The telescopic device can adjust the length of the vehicle bumper, thereby increasing the distance between the vehicle and a front vehicle or a pedestrian, preventing collision, forming a safety redundancy with an automatic emergency braking system, and effectively reducing the collision risk of the vehicle.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and in particular to a telescopic device, a vehicle emergency braking assist control method, a vehicle emergency braking assist controller, and a vehicle. Background Technology

[0002] With the development of technology and the widespread adoption of autonomous driving, modern cars widely use Automatic Emergency Braking (AEB) systems to prevent collisions. This system can automatically trigger the brakes when it detects a risk of collision with a vehicle or pedestrian ahead, helping to reduce the occurrence of accidents.

[0003] However, road tests and after-sales feedback on autonomous driving AEB have revealed that in certain situations, vehicles cannot guarantee 100% avoidance of collisions with vehicles or pedestrians ahead. For example, sensors may become less sensitive after prolonged use, and cameras may fail to accurately detect vehicles or pedestrians ahead in adverse weather conditions. These factors mean that traditional AEB cannot completely guarantee collision avoidance in some situations, posing certain safety hazards. Furthermore, currently, apart from the automatic emergency braking system, there are no other methods for collision prevention and protection. When AEB fails or its performance is insufficient, the probability of collision with vehicles or pedestrians ahead increases significantly, thereby increasing the vehicle's collision risk. Summary of the Invention

[0004] This invention aims to at least solve one of the technical problems existing in the prior art. Therefore, one object of this invention is to provide a telescopic device that allows for adjustment of the length of a vehicle bumper, thereby increasing the distance between the vehicle and other vehicles or pedestrians in front, thus preventing collisions and creating a safety redundancy with the automatic emergency braking system, effectively reducing the risk of vehicle collisions.

[0005] The second objective of this invention is to propose a vehicle emergency braking auxiliary control method.

[0006] The third objective of this invention is to provide a vehicle emergency braking assist controller.

[0007] The fourth objective of this invention is to provide a vehicle.

[0008] To achieve the above objectives, a telescopic device according to a first aspect of the present invention is disposed on a vehicle bumper. The telescopic device includes: a front bumper rear end; a telescopic assembly, the bottom of which is fixedly connected to the front bumper rear end, the telescopic assembly being used to extend and retract along a first direction perpendicular to the front bumper rear end according to a driving command; and a driving member, which is located on the front bumper rear end and connected to the telescopic assembly, and is used to drive the telescopic assembly according to a control command.

[0009] According to the embodiments of the present invention, based on the hardware configuration of the drive component and the telescopic component, when the vehicle system senses a collision risk with a vehicle or pedestrian ahead, the system sends a control command to the drive component. Upon receiving the command, the drive component starts and transmits the control signal to the telescopic component, causing it to begin telescopically extending and retracting along a first direction perpendicular to the rear end of the front bumper. This telescopic process causes the vehicle bumper to gradually collapse inward to shorten its length, thus achieving a length adjustment of the vehicle bumper. This length adjustment is equivalent to increasing the distance between the vehicle and the vehicle or pedestrian ahead, playing a role in assisting in collision prevention. Therefore, the telescopic device of the present invention forms a safety redundancy with the automatic emergency braking system. Even if the automatic emergency braking system fails or its performance is insufficient, the telescopic device can still play a role in preventing collisions, thereby effectively reducing the collision risk of the vehicle.

[0010] In some embodiments, the telescopic assembly includes at least one sliding assembly, each of the sliding assemblies including a plurality of track sliders sleeved together and capable of sliding in multiple stages along the first direction.

[0011] In some embodiments, each of the sliding assemblies includes: a bottom guide rail slider, the bottom of which is fixed to the rear end of the front bumper, the bottom guide rail slider having a first groove extending along the first direction, the first groove having a first guide rail along the first direction; and a rear support guide rail slider, which is fitted into the first groove and can slide along the first guide rail.

[0012] In some embodiments, the rear support rail slider is configured with a second groove along the first direction, and a second rail along the first direction is disposed in the second groove; each sliding assembly further includes: a middle support rail slider, the middle support rail slider being sleeved in the second groove and slidable along the second rail.

[0013] In some embodiments, the middle support rail slider is configured with a third groove along the first direction, and a third guide rail along the first direction is disposed in the third groove; each sliding assembly further includes: a front support rail slider, the front support rail slider being sleeved in the third groove and slidable along the third guide rail.

[0014] In some embodiments, the telescopic assembly includes a plurality of the sliding assemblies, which are spaced apart on the rear end of the front bumper along a second direction parallel to the rear end of the front bumper.

[0015] In some embodiments, the telescopic device further includes a stiffness adjustment component connected to the top of the telescopic component, for moving along the first direction according to a driving command, and for adjusting the stiffness according to a stiffness adjustment command.

[0016] In some embodiments, the stiffness adjustment assembly includes: a front bumper support end connected to the top of the telescopic assembly, the front bumper support end having a fourth groove, and a fourth guide rail disposed within the fourth groove along the first direction; a front bumper front end connected to the drive member, located within the fourth groove and slidable along the fourth guide rail; and at least one support sleeve, at least one of the support sleeves located inside the front bumper front end, for collapsing towards the bottom of the fourth groove of the front bumper front end according to the stiffness adjustment command to reduce support for the front bumper front end.

[0017] In some embodiments, the stiffness adjustment assembly includes a plurality of support sleeves, which are spaced apart along the second direction within the front end of the front bumper.

[0018] To achieve the above objectives, a vehicle emergency braking assist control method according to a second aspect of the present invention includes: acquiring road perception information of the vehicle; identifying the type of a target object and the relative collision time between the vehicle and the target object based on the road perception information; and controlling the movement of a telescopic device on the vehicle's bumper based on the type of the target object and the relative collision time to increase the distance between the vehicle and the target object and / or adjust the stiffness of the telescopic device.

[0019] According to the vehicle emergency braking assist control method of the present invention, by acquiring the type of the target object and the relative collision time, the system can control the movement of the telescopic device on the vehicle's bumper. The drive component of the telescopic device drives the telescopic assembly to extend and retract along a first direction perpendicular to the rear end of the front bumper according to the control command. This extension and retraction process causes the vehicle bumper to gradually collapse inward to shorten its length, thereby increasing the distance between the vehicle and the target object and playing a role in assisting in collision prevention. At the same time, the gradual inward collapse of the vehicle bumper also reduces the number of support points of the bumper, making the support structure of the bumper more fragile. In this case, the stiffness of the telescopic device is reduced accordingly, realizing the adjustment of stiffness. This adjustment of stiffness means that the vehicle is more likely to deform during a collision and can better absorb the impact force, thereby reducing the damage to the vehicle and pedestrians during a collision.

[0020] In some embodiments, controlling the movement of a telescopic device on the vehicle's bumper according to the target object type and the relative collision time includes: when the target object type is a vehicle and the relative collision time is greater than or equal to a first time threshold and less than a second time threshold, controlling the front end of the telescopic device to collapse to the innermost part of the fourth groove of the front bumper support end. Alternatively, when the target object type is a vehicle and the relative collision time is less than the first time threshold, controlling the front end of the telescopic device to collapse to the innermost part of the fourth groove of the front bumper support end, and controlling the front support rail slider of the telescopic device to slide along the third rail in the third groove of the middle support rail slider to the bottom of the third groove; or, when the target object type is a cyclist and the relative collision time is greater than or equal to the first time threshold and less than the second time threshold, controlling the front end of the telescopic device to collapse to the innermost part of the fourth groove of the front bumper support end, and controlling the front support rail slider of the telescopic device to slide along the third rail in the third groove of the middle support rail slider to the bottom of the third groove, and controlling the middle support rail slider to slide along the third rail in the third groove of the middle support rail slider to the bottom of the third groove. The second guide rail in the second groove of the rear support guide rail slider of the telescopic device slides to the bottom of the second groove; or, when the target type is a cyclist and the relative collision time is less than the first time threshold, the front end of the telescopic device is controlled to collapse to the innermost part of the fourth groove of the front support end, and the front support guide rail slider of the telescopic device is controlled to slide along the third guide rail in the third groove of the middle support guide rail slider to the bottom of the third groove, and the middle support guide rail slider is controlled to slide along the second guide rail in the second groove of the rear support guide rail slider of the telescopic device to the bottom of the second groove, and the rear support guide rail slider is controlled to slide along the first guide rail in the first groove of the bottom guide rail slider of the telescopic device to the bottom of the first groove.

[0021] In some embodiments, controlling the movement of the telescopic device on the vehicle's bumper according to the target object type and the relative collision time includes: when the target type is a pedestrian and the relative collision time is greater than or equal to a first time threshold and less than a second time threshold, controlling the front end of the telescopic device to collapse to the innermost part of the fourth groove of the front bumper support end; controlling the front end support rail slider of the telescopic device to slide along the third guide rail in the third groove of the middle support rail slider to the bottom of the third groove; controlling the middle support rail slider to slide along the second guide rail in the second groove of the rear end support rail slider of the telescopic device to the bottom of the second groove; and controlling a portion of the support sleeves of the multiple support sleeves of the stiffness adjustment assembly of the telescopic device to collapse towards the bottom of the fourth groove of the front end of the front bumper support end. Alternatively, when the target type is a pedestrian and the relative collision time is less than the first time threshold, the front end of the telescopic device is controlled to collapse to the innermost part of the fourth groove of the front support end, and the front support guide slider of the telescopic device is controlled to slide along the third guide rail in the third groove of the middle support guide slider to the bottom of the third groove, and the middle support guide slider is controlled to slide along the second guide rail in the second groove of the rear support guide slider of the telescopic device to the bottom of the second groove, and the rear support guide slider is controlled to slide along the first guide rail in the first groove of the bottom guide slider of the telescopic device to the bottom of the first groove, and all the support sleeves of the multiple support sleeves of the stiffness adjustment assembly of the telescopic device are controlled to collapse towards the bottom of the fourth groove of the front end of the front support end.

[0022] To achieve the above objectives, a vehicle emergency braking assist controller according to a third aspect of the present invention includes: a processor; a memory communicatively connected to the processor; the memory storing a computer program executable by the processor, wherein the processor executes the computer program to implement the vehicle emergency braking assist control method described in the above embodiment.

[0023] According to the vehicle emergency braking assist controller of the present invention, the processor can adjust the length of the vehicle bumper by executing the computer program of the vehicle emergency braking assist control method described in the above embodiment, thereby increasing the distance between the vehicle and the target object and effectively reducing the risk of vehicle collision. At the same time, the gradual inward collapse of the vehicle bumper also reduces the number of support points of the bumper, making the support structure of the bumper more fragile. In this case, the stiffness of the telescopic device is reduced accordingly, realizing the adjustment of stiffness. This adjustment of stiffness means that the vehicle is more likely to deform during a collision and can better absorb the impact force, thereby reducing the damage to the vehicle and pedestrians during a collision.

[0024] To achieve the above objectives, a vehicle according to a fourth aspect of the present invention includes: a bumper and a telescopic device as described in the above embodiment, the telescopic device being disposed on the bumper; and a vehicle emergency braking assist controller as described in the above embodiment, the vehicle emergency braking assist controller being connected to the telescopic device.

[0025] According to embodiments of the present invention, the vehicle employs the telescopic device and vehicle emergency braking assist controller described in the above embodiments. The vehicle emergency braking assist controller is connected to the telescopic device. By controlling the movement of the telescopic device on the vehicle's bumper, the length of the vehicle bumper can be adjusted, thereby increasing the distance between the vehicle and the target object, thus preventing collisions. This creates a safety redundancy with the automatic emergency braking system, effectively reducing the vehicle's collision risk. At the same time, the gradual inward collapse of the vehicle bumper also reduces the number of support points, making the bumper's support structure more fragile. In this case, the stiffness of the telescopic device decreases accordingly, achieving stiffness adjustment. This stiffness adjustment means that the vehicle is more likely to deform during a collision, better absorbing impact forces, thereby reducing damage to the vehicle and pedestrians during a collision.

[0026] Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0027] The above and / or additional aspects and advantages of the present invention will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:

[0028] Figure 1 This is a schematic diagram of a telescopic device according to an embodiment of the present invention;

[0029] Figure 2 This is a flowchart of a vehicle emergency braking assist control method according to an embodiment of the present invention;

[0030] Figure 3 This is a schematic diagram illustrating the detection of a vehicle as the type of a target object ahead, according to an embodiment of the present invention.

[0031] Figure 4 This is a schematic diagram of a telescopic device after primary collapse according to an embodiment of the present invention;

[0032] Figure 5 This is a schematic diagram of a telescopic device after secondary collapse according to an embodiment of the present invention;

[0033] Figure 6 This is a schematic diagram illustrating the detection of a cyclist as a target object ahead, according to an embodiment of the present invention.

[0034] Figure 7 This is a schematic diagram of a three-stage collapse-after telescopic device according to an embodiment of the present invention;

[0035] Figure 8 This is a schematic diagram of a four-stage collapse telescopic device according to an embodiment of the present invention;

[0036] Figure 9 This is a schematic diagram illustrating the detection of a pedestrian as the type of a target object ahead, according to an embodiment of the present invention.

[0037] Figure 10 This is a schematic diagram of a telescopic device after three-stage collapse and one-stage stiffness weakening adjustment according to an embodiment of the present invention.

[0038] Figure 11 This is a schematic diagram of a telescopic device after four-stage collapse and two-stage stiffness weakening adjustment according to an embodiment of the present invention.

[0039] Figure 12 This is a logical schematic diagram of a vehicle emergency braking assist control method according to an embodiment of the present invention;

[0040] Figure 13 This is a block diagram of a vehicle emergency braking assist controller according to an embodiment of the present invention;

[0041] Figure 14 This is a block diagram of a vehicle according to an embodiment of the present invention.

[0042] Figure label:

[0043] 100 vehicles;

[0044] 1. Telescopic device; 2. Vehicle emergency braking assist controller; 3. Bumper;

[0045] 11. Front and rear protection; 12. Telescopic assembly; 13. Drive component; 14. Stiffness adjustment assembly; 21. Processor; 22. Memory;

[0046] Bottom guide rail slider 121; rear support guide rail slider 122; middle support guide rail slider 123; front support guide rail slider 124; front bumper support end 141; front bumper front end 142; support sleeve 143. Detailed Implementation

[0047] The embodiments of the present invention are described in detail below. The embodiments described with reference to the accompanying drawings are exemplary. The embodiments of the present invention are described in detail below.

[0048] The following is for reference. Figure 1A telescopic device according to an embodiment of the present invention is described. The telescopic device is disposed on a vehicle bumper, a design that allows the telescopic device to directly influence or adjust the length of the entire vehicle bumper to adapt to different driving conditions or collision risks. By adjusting the length of the vehicle bumper, the distance between the vehicle and other vehicles or pedestrians ahead can be increased, thereby preventing collisions in advance. Especially when systems such as AEB fail or are underperforming, the telescopic device can provide additional collision prevention protection, reducing the likelihood of a collision.

[0049] Figure 1 This is a schematic diagram of a telescopic device according to an embodiment of the present invention, as shown below. Figure 1 As shown, the telescopic device 1 includes: a front rear end 11, a telescopic assembly 12, and a drive component 13.

[0050] In some embodiments, the front bumper rear end 11 can refer to the fixed end of the telescopic device 1, i.e., the part connected to the vehicle bumper, which is fixed to the front end of the vehicle. The front bumper rear end 11 can be a fixed bracket or structure, whose main function is to provide support and fixation for the telescopic device 1 and the various modules of the vehicle bumper, thereby ensuring the stability and reliability of the telescopic device 1 and the vehicle bumper.

[0051] In some embodiments, such as Figure 1 As shown, the telescopic component 12 is the core component of the entire telescopic device 1, used to adjust the length of the vehicle bumper. The telescopic component 12 refers to the extendable part of the telescopic device 1, including components such as guide rails and sliders. Its bottom is fixedly connected to the rear end 11 of the front bumper; this connection ensures the stability and reliability of the telescopic component 12. By fixing the bottom of the telescopic component 12 to the rear end 11 of the front bumper, it is ensured that the telescopic device 1 will not become loose or unstable during movement, thereby effectively achieving the length adjustment of the vehicle bumper.

[0052] In some embodiments, the telescopic component 12 can be used to extend or retract along a first direction perpendicular to the rear end 11 of the front bumper according to a drive command. The first direction can be the same as or opposite to the vehicle's forward direction. Therefore, the telescopic component 12 retracts along the first direction according to the drive command, thereby shortening the length of the vehicle bumper and increasing the distance between the vehicle and vehicles or pedestrians in front.

[0053] In some embodiments, the drive element 13 may be a component that drives the telescopic assembly 12 to perform telescopic movements, such as an electric motor or other drive device, for providing power to control the telescopic movement of the telescopic assembly 12. The drive element 13 may include a control motor, a transmission device, a control unit, etc., wherein the control motor can be used to provide driving force, the transmission device can be used to convert the rotational motion of the motor into linear motion, and the control unit can be used to receive control commands and control the operation of the motor and the transmission device.

[0054] like Figure 1 As shown, the drive unit 13 is located on the rear end 11 of the front bumper and is connected to the telescopic assembly 12, and is used to drive the telescopic assembly 12 according to the control command.

[0055] Specifically, when the vehicle is in motion, the system continuously monitors vehicles and pedestrians ahead using sensors (such as cameras and millimeter-wave radar). When the vehicle system detects a risk of collision with a vehicle or pedestrian ahead, it sends a control command to the drive unit 13. Upon receiving the command, the drive unit 13 starts the motor and drives the transmission device. The transmission device converts the rotational motion of the motor into linear motion and transmits it to the telescopic assembly 12. The telescopic assembly 12 then begins to extend and retract along a first direction perpendicular to the rear end 11 of the front bumper, thereby adjusting the length of the vehicle bumper. Once the telescopic assembly 12 has extended or retracted to the appropriate position, the system can send a stop drive command, and the telescopic device 1 will stop working.

[0056] According to the embodiment of the present invention, the telescopic device 1, based on the hardware configuration of the drive member 13 and the telescopic component 12, when the vehicle system senses a collision risk with a vehicle or pedestrian in front, the system sends a control command to the drive member 13. Upon receiving the command, the drive member 13 starts and transmits the control signal to the telescopic component 12, causing it to begin telescopically extending and retracting along a first direction perpendicular to the rear end 11 of the front bumper. This telescopic process causes the vehicle bumper to gradually collapse inward to shorten its length, thus achieving a length adjustment of the vehicle bumper. This length adjustment is equivalent to increasing the distance between the vehicle and the vehicle or pedestrian in front, playing a role in assisting in collision prevention. Therefore, the telescopic device 1 of the present invention forms a safety redundancy with the automatic emergency braking system. Even if the automatic emergency braking system fails or its performance is insufficient, the telescopic device 1 can still play a role in preventing collisions, thereby effectively reducing the collision risk of the vehicle.

[0057] In some embodiments, the telescopic assembly 12 includes at least one sliding assembly. The at least one sliding assembly can be one sliding assembly, two sliding assemblies, three sliding assemblies, five sliding assemblies, ten sliding assemblies, etc. The number of sliding assemblies can be set according to factors such as vehicle type, length adjustment requirements, and stability requirements, and is not specifically limited here.

[0058] In some embodiments, each sliding assembly may consist of multiple track sliders nested together, which can slide in multiple stages along a first direction. This design enables the telescopic device 1 to perform multi-stage telescopic functions, making the adjustment of the vehicle bumper length more precise and flexible.

[0059] Specifically, the track slider in each sliding assembly can slide in multiple stages along the first direction, meaning it can slide and be fixed at different positions. This multi-stage sliding design allows the telescopic device 1 to adjust the length of the vehicle bumper in different levels according to different collision risks or driving conditions, thereby increasing the distance between the vehicle and the vehicle or pedestrian in front in stages. This multi-stage sliding design gives the telescopic assembly 12 a large adjustment range and precision to adapt to collision prevention needs in different situations, thereby improving vehicle driving safety and effectively reducing the risk of vehicle collisions.

[0060] In some embodiments, the track slider in each sliding assembly may consist of components such as a guide rail, a slider seat, a slider block, a pulley, and a connector. The guide rail may be a linear guide rail, made of metal or a high-strength material, and is mounted on the structure of the telescopic assembly 12. The guide rail may extend along a first direction perpendicular to the rear end 11 of the front retainer, providing the slider with an accurate movement trajectory. The slider seat may be a part mounted on the guide rail, cooperating with the guide rail to allow the slider to slide smoothly along the guide rail. The slider seat may have a certain degree of wear resistance and corrosion resistance to ensure reliable use over a long period.

[0061] In some embodiments, the slider block may be a component fixed to the slider seat, which can be directly connected to other components to transmit driving force and move along the guide rail. The slider block can be made of metal or wear-resistant material to ensure stability and durability during movement. The sliding wheel increases the smoothness of sliding and reduces friction, and can be mounted on the bottom of the slider seat or slider block. They can be made of high-strength plastic or metal to ensure good sliding characteristics. Connectors are used to connect components such as the slider block, slider seat, and sliding wheel together to form a complete track slider unit. The connectors can be designed to be detachable for easy maintenance and replacement.

[0062] like Figure 1 As shown, each sliding assembly includes a bottom guide rail slider 121 and a rear support guide rail slider 122. The bottom of the bottom guide rail slider 121 is fixed to the front bumper rear end 11. The main purpose of this design is to ensure a stable connection between the telescopic assembly 12 and the vehicle bumper. As the basic support component of the telescopic assembly 12, the bottom guide rail slider 121, fixed to the front bumper rear end 11, provides reliable support and allows the telescopic assembly 12 to accurately extend and retract along a first direction perpendicular to the front bumper rear end 11.

[0063] Therefore, by fixing the bottom guide rail slider 121 to the rear end 11 of the front bumper, the entire telescopic device 1 can be firmly connected to the vehicle bumper and will not loosen or fall off due to vibration or external force during movement. This design ensures the stability of the telescopic device 1 during use, while also providing good support and fixation, allowing the telescopic device 1 to be accurately adjusted for extension and retraction.

[0064] In some embodiments, the bottom guide rail slider 121 is constructed with a first groove extending along a first direction, and a first guide rail along the first direction is disposed within the first groove. The function of the first guide rail is to provide a track and guide for the sliding of the rear support guide rail slider 122. Specifically, the first guide rail within the first groove allows the rear support guide rail slider 122 to move accurately along a predetermined path during extension and retraction, thereby effectively preventing the slider from deviating from the track during sliding. Therefore, the design of the first guide rail is required to ensure that the rear support guide rail slider 122 remains stable during sliding and does not deviate from the track, while also reducing friction, making the movement of the telescopic device 1 smoother, thereby ensuring that the extension and retraction adjustment function of the telescopic device 1 can be accurately realized.

[0065] In some embodiments, the rear support rail slider 122 is fitted into the first groove of the bottom rail slider 121 and can slide along the first rail. This design enables the rear support rail slider 122 to perform part of the telescopic function of the telescopic device 1. When the drive unit 13 receives a control command, it drives the rear support rail slider 122 to slide along the first rail. By controlling the rear support rail slider 122 to slide to the bottom of the first groove, the telescopic component 12 can be driven to achieve a certain degree of extension and retraction. This extension and retraction process can adjust the length of the vehicle bumper to adapt to different driving conditions or collision risks.

[0066] In some embodiments, the rear support guide rail slider 122 is configured with a second groove along a first direction, and a second guide rail along the first direction is disposed within the second groove. The function of the second groove is to provide space for the slider adjacent to the rear support guide rail slider 122 to slide, ensuring that the slider has sufficient distance to slide.

[0067] The function of the second guide rail is to ensure that the slider adjacent to the rear support guide rail slider 122 can move accurately along the predetermined path during the sliding process. Specifically, the second guide rail provides an accurate track and guide for the slider adjacent to the rear support guide rail slider 122 during the sliding process. This design allows the slider to slide accurately in the first direction within the second groove, preventing instability or derailment of the slider during the sliding process, thereby ensuring smooth and accurate movement of the telescopic device 1 and realizing the multi-stage sliding function of the telescopic device 1.

[0068] like Figure 1 As shown, each sliding assembly also includes a middle support guide rail slider 123. The middle support guide rail slider 123 can be the slider adjacent to the rear support guide rail slider 122. The middle support guide rail slider 123 is sleeved in the second groove and can slide along the second guide rail.

[0069] Specifically, when the vehicle's sensors detect a risk of collision with another vehicle or pedestrian, the drive unit 13 receives a corresponding control command and begins to drive the middle support rail slider 123 to slide along the second guide rail. As the middle support rail slider 123 slides along the second guide rail to the bottom of the second groove, the system can detect the current adjustment of the bumper length. If the system determines that the bumper length needs to be further shortened to prevent collisions, the drive unit 13 will continue to send control commands to control the rear support rail slider 122 to slide along the first guide rail. When the rear support rail slider 122 slides along the first guide rail to the bottom of the first groove, the bumper length can be further shortened. This design allows the telescopic device 1 to have a multi-level adjustment function, which can gradually adjust the bumper length according to specific circumstances to cope with different collision risks or driving conditions.

[0070] In some embodiments, the mid-end support rail slider 123 is configured with a third groove along a first direction, and a third guide rail along the first direction is disposed within the third groove. The function of the third groove is to provide space for the slider adjacent to the mid-end support rail slider 123 and located on the opposite side to the rear support rail slider 122 to slide, ensuring that the slider has sufficient distance to slide. This design enables the telescopic device 1 to accurately achieve multi-stage sliding during adjustment, gradually adjusting the length of the bumper to cope with different collision risks or driving conditions.

[0071] Meanwhile, the third guide rail ensures that the slider adjacent to the middle support guide rail slider 123 and located on the opposite side of the rear support guide rail slider 122 can move accurately along the predetermined path during sliding. The third guide rail provides an accurate track and guide for the sliding of the middle support guide rail slider 123, preventing the slider from deviating from the track or detaching from the guide rail during sliding. Therefore, the third guide rail improves the accuracy and stability of the telescopic device 1 during adjustment, realizing the multi-stage sliding function of the telescopic device 1.

[0072] like Figure 1 As shown, each sliding assembly also includes a front support guide rail slider 124. The front support guide rail slider 124 can be a slider adjacent to the middle support guide rail slider 123 and located on the opposite side to the rear support guide rail slider 122. The front support guide rail slider 124 is sleeved in the third groove and can slide along the third guide rail.

[0073] Specifically, when the vehicle's sensors detect a risk of collision with another vehicle or pedestrian, the drive unit 13 receives corresponding control commands. First, the front support rail slider 124 slides along the third rail until it reaches the bottom of the third recess. The system monitors the current bumper length adjustment. If the system deems the bumper length needs further shortening to prevent collisions, the drive unit 13 sends control commands to control the middle support rail slider 123 to slide along the second rail. When the middle support rail slider 123 slides along the second rail to the bottom of the second recess, the bumper length can be further shortened. If further shortening is still needed, the drive unit 13 sends control commands to control the rear support rail slider 122 to slide along the first rail. The sliding of the rear support rail slider 122 further shortens the bumper length, allowing it to adapt to more urgent collision prevention needs. This multi-level adjustment design allows for gradual adjustment of the bumper length according to specific circumstances, providing more precise and flexible collision prevention protection measures, thereby enhancing vehicle driving safety.

[0074] like Figure 1 As shown, the telescopic assembly 12 includes multiple sliding assemblies, each comprising a bottom guide rail slider 121, a rear support guide rail slider 122, a middle support guide rail slider 123, and a front support guide rail slider 124. These sliding assemblies are spaced apart on the front bumper rear end 11 along a second direction parallel to the vehicle's travel direction or the vehicle's width direction. The spaced arrangement of multiple sliding assemblies increases the system's stability and reliability. Under different collision risk conditions, the system can control multiple sliding assemblies to work simultaneously as needed, thereby balancing the bumper length adjustment and overall stability. This design ensures that the bumper length can be quickly and accurately adjusted in emergency situations, providing more reliable safety protection for vehicle driving.

[0075] Specifically, when the drive unit 13 receives a control command, the track sliders in multiple sliding assemblies simultaneously slide to different degrees according to different levels of collision prevention risk, thereby achieving multi-level adjustment of the bumper length. This operation ensures that the system can selectively adjust the length of different parts of the bumper according to specific needs under different driving conditions. For example, when the system senses a high-risk situation of being too close to the vehicle in front, it may simultaneously drive all the track modules in multiple sliding assemblies, causing the entire bumper to shorten inward. In low-risk situations, it may only be necessary to drive some of the track modules in the multiple sliding assemblies for partial sliding. This multi-level adjustment design can more accurately adapt to different driving conditions and collision risks, improving overall safety and applicability.

[0076] In some embodiments, the telescopic device 1 further includes a stiffness adjustment component 14, which provides stiffness adjustment for the front end structure of the bumper within the telescopic device 1. The purpose of stiffness adjustment is to disperse collision energy and reduce the impact force on occupants and pedestrians during a collision. This is because bumpers are typically made of relatively stiff materials; in a collision, an overly stiff bumper may transmit more impact force to the vehicle's occupants or pedestrians, increasing the likelihood of injury. Therefore, stiffness reduction adjustment can decrease the stiffness of the front end of the bumper during a collision, making it more easily deformable, thereby mitigating the impact.

[0077] In some embodiments, the stiffness adjustment component 14 is connected to the top of the telescopic component 12. This connection is designed to ensure that drive commands and stiffness adjustment commands are accurately transmitted to the stiffness adjustment component 14. The stiffness adjustment component 14 can move along a first direction according to the drive command and adjust its stiffness according to the stiffness adjustment command. Moving the stiffness adjustment component 14 along the first direction can shorten the length of the vehicle bumper, thereby increasing the distance between the vehicle and other vehicles or pedestrians in front. Simultaneously, adjusting the stiffness of the stiffness adjustment component 14 according to the stiffness adjustment command can change its internal structure, thereby altering the stiffness of the front end of the bumper. This achieves simultaneous adjustment of the bumper's length and stiffness, providing more comprehensive collision protection for the vehicle.

[0078] like Figure 1 As shown, the stiffness adjustment assembly 14 includes: a front bumper support end 141, a front bumper front end 142, and at least one support sleeve 143. The front bumper support end 141, as a key component connecting the stiffness adjustment assembly 14 and the telescopic assembly 12, can be connected to the top of the telescopic assembly 12. This connection design allows the stiffness adjustment assembly 14 to be tightly integrated with the telescopic assembly 12, ensuring that drive commands and stiffness adjustment commands can be transmitted to the stiffness adjustment assembly 14, enabling it to make corresponding adjustments as required.

[0079] In some embodiments, the front bumper support end 141 is provided with a fourth groove, and a fourth guide rail along a first direction is disposed within the fourth groove. The fourth groove provides space for the front bumper front end 142 to slide, ensuring that the front bumper front end 142 has sufficient distance to slide. The fourth guide rail provides an accurate track and guide for the sliding of the front bumper front end 142, ensuring that the front bumper front end 142 can move accurately along a predetermined path during sliding, preventing the slider from deviating from the track or disengaging from the guide rail during sliding.

[0080] In some embodiments, the front bumper end 142 is connected to the drive member 13, located within the fourth groove, and can slide along the fourth guide rail. Specifically, when the vehicle's sensors detect a risk of collision between the vehicle and another vehicle or pedestrian, the drive member 13 receives a corresponding control command and transmits the command to the front bumper end 142 in the stiffness adjustment assembly 14. The front bumper end 142 then begins to slide along the fourth guide rail until it reaches the bottom of the fourth groove. The system monitors the current adjustment of the bumper length. If the system determines that the bumper length needs to be further shortened to prevent collisions, the drive member 13 continues to send control commands to control the front support guide rail slider 124, the middle support guide rail slider 123, and the rear support guide rail slider 122 to slide along their respective tracks within their respective grooves. This allows for overall bumper length collapse, enabling the bumper to adapt to more urgent collision prevention needs. This multi-level adjustment design can gradually adjust the bumper length according to specific circumstances, providing more precise and flexible collision prevention protection measures, thereby enhancing vehicle driving safety.

[0081] In some embodiments, at least one support sleeve 143 may be one support sleeve 143, two support sleeves 143, three support sleeves 143, five support sleeves 143, etc. The specific number of support sleeves 143 can be determined according to the design and requirements of the vehicle, and is not specifically limited here.

[0082] In some embodiments, at least one support sleeve 143 is located inside the front bumper front end 142, and the at least one support sleeve 143 can be fixed inside the front bumper front end 142 by means of welding, riveting or bolting. The function of these support sleeves 143 is to collapse towards the bottom of the fourth groove of the front bumper front end 142 according to the stiffness adjustment command, so as to reduce the support on the front bumper front end 142.

[0083] Specifically, under normal driving conditions, the front bumper 142 requires sufficient stiffness to maintain structural stability and integrity. At this time, all support sleeves 143 collectively support the front bumper 142 to maintain its relative stiffness. However, when the vehicle's sensors detect a risk of collision with another vehicle or pedestrian, the drive unit 13 receives a corresponding stiffness adjustment command and transmits this command to the support sleeves 143 in the stiffness adjustment assembly 14. At least one support sleeve 143 will collapse towards the bottom of the fourth recess of the front bumper 142 according to this command, reducing support for the front bumper 142. Reduced support for the front bumper 142 means that the support structure at the front of the bumper becomes more fragile, reducing the stiffness of the front bumper 142 upon impact. This makes it more prone to elastic deformation to absorb some of the collision energy, reducing the impact force transmitted to the vehicle or pedestrian during a collision, improving collision safety, and mitigating the severity of collision damage.

[0084] In summary, the interaction between the support sleeve 143 and the front bumper front end 142 is achieved by adjusting the stiffness of the front bumper front end 142 through the movement of the support sleeve 143. When the support sleeve 143 moves outward towards the front bumper front end 142, it increases the support for the front bumper front end 142, thereby increasing the overall stiffness; conversely, when the support sleeve 143 moves inward, it reduces the support for the front bumper front end 142, making it more prone to deformation and reducing the overall stiffness. This design allows the telescopic device 1 to adjust its stiffness according to specific needs and circumstances. The adjustment of the support sleeve 143 can be automatically controlled by factors such as the collision risk level detected by sensors, vehicle speed, and driving mode, or it can be manually adjusted by the driver. This stiffness adjustment design makes the telescopic device 1 more flexible and adaptable to different driving scenarios and needs.

[0085] In some embodiments, the stiffness adjustment assembly 14 includes a plurality of support sleeves 143, which are spaced apart along a second direction within the front bumper front end 142. Specifically, under different driving conditions and collision risks, the system can control the multiple support sleeves 143 to work simultaneously as needed to balance the overall stiffness and structural stability of the bumper. For example, in a high-risk situation where the distance to the vehicle in front is perceived to be too close, multiple support sleeves 143 may be simultaneously driven to collapse towards the bottom of the fourth recess in the front bumper front end 142, significantly reducing the stiffness of the front bumper front end 142, making it more prone to elastic deformation, absorbing some of the collision energy, and reducing the impact force on the vehicle and pedestrians. In low-risk situations, it may only be necessary to adjust some of the support sleeves 143 to maintain the relative stiffness of the front bumper front end 142 to ensure the stability of the vehicle structure, while also reducing the impact force on the vehicle and pedestrians to a certain extent in the event of a collision. This arrangement of multiple support sleeves 143 allows the telescopic device 1 to flexibly adjust its stiffness under different collision conditions, providing more effective protection and safety for the vehicle.

[0086] Based on the telescopic device described in the above embodiments, the following references... Figure 2 A vehicle emergency braking assist control method according to an embodiment of the present invention is described.

[0087] Figure 2 This is a flowchart of a vehicle emergency braking assist control method according to an embodiment of the present invention, such as... Figure 2 As shown, the vehicle emergency braking assist control method includes at least steps S1-S3, as detailed below:

[0088] S1, acquires road perception information of the vehicle.

[0089] In some embodiments, the vehicle's road perception information may include, but is not limited to, the shape of the object ahead (e.g., the size, height, and outline of the object), the position of the object ahead (e.g., the distance and offset angle from the vehicle), the speed of the object ahead, lane lines, and road signs. This road perception information can be acquired through various sensors, such as cameras and millimeter-wave radar. Through these sensors, the vehicle can acquire relevant information about the surrounding road in real time, thereby providing the necessary data support for the vehicle emergency braking assist control method of the present invention, ensuring that the vehicle can react and control effectively in emergency situations.

[0090] S2 identifies the type of target object and the relative collision time between the vehicle and the target object based on road perception information.

[0091] Specifically, a forward-facing camera is mounted above the vehicle's windshield. Utilizing a high-resolution pixel visual sensor, it monitors objects in front of the vehicle in real time. The camera compares the captured images with information in its image library to determine the type of object, such as other vehicles, pedestrians on bicycles, or pedestrians walking alone. This object type information is then input into the vehicle's emergency braking assist controller, providing data support for subsequent control of the telescopic device.

[0092] Meanwhile, by mounting a millimeter-wave radar directly in front of the vehicle's front bumper, it can monitor the vehicle's direction of motion and the relative distance and speed between it and objects in front of it in real time. The millimeter-wave radar transmits this information to the vehicle's emergency braking assist controller to calculate the time to crash (TTC) between the vehicle and the target.

[0093] In some embodiments, the vehicle emergency braking assist controller is disposed inside the vehicle and communicates with a forward-facing camera and a millimeter-wave radar. The vehicle emergency braking assist controller receives information about the type of the target object from the camera, and information about the relative distance and relative speed between the vehicle and the target object from the millimeter-wave radar. Based on this information, the controller can calculate the relative collision time between the vehicle and the target object.

[0094] S3 controls the movement of the telescopic device on the vehicle's bumper based on the type of the target object and the relative collision time, in order to increase the distance between the vehicle and the target object and / or adjust the stiffness of the telescopic device.

[0095] Specifically, when the system detects a risk of collision between the vehicle and an object ahead, the controller can determine the degree of collision risk based on the type of object and the relative time of impact. Depending on the level of collision risk, the controller can adjust the retractable bumper's collapse mechanism to increase the distance between the vehicle and the object, thus providing a degree of collision prevention. If the system detects a pedestrian ahead and deems the collision risk high, it also needs to consider the potential damage to both the pedestrian and the vehicle. Therefore, in addition to controlling the collapse of the bumper's retractable bumper, the stiffness of the mechanism can be further adjusted to reduce the impact force on the vehicle and pedestrian, thereby improving safety during a collision and mitigating the severity of injury.

[0096] According to the vehicle emergency braking assist control method of the present invention, by acquiring the type of the target object and the relative collision time, the system can control the movement of the telescopic device on the vehicle's bumper. The drive component of the telescopic device drives the telescopic assembly to extend and retract along a first direction perpendicular to the rear end of the front bumper according to the control command. This extension and retraction process causes the vehicle bumper to gradually collapse inward to shorten its length, thereby increasing the distance between the vehicle and the target object and playing a role in assisting in collision prevention. At the same time, the gradual inward collapse of the vehicle bumper also reduces the number of support points of the bumper, making the support structure of the bumper more fragile. In this case, the stiffness of the telescopic device is reduced accordingly, realizing the adjustment of stiffness. This adjustment of stiffness means that the vehicle is more likely to deform during a collision and can better absorb the impact force, thereby reducing the damage to the vehicle and pedestrians during a collision.

[0097] In some embodiments, the degree of collision risk can be determined based on the type of target object and the relative collision time. This degree of collision risk can be categorized into six levels. Each level corresponds to a control mode, and each control mode can control the movement of the telescopic device on the vehicle's bumper, thereby controlling the telescopic device to perform different levels of crumple and stiffness adjustment. These six control modes are as follows:

[0098] For Mode 1, when the target object is a vehicle and the relative collision time is greater than or equal to a first time threshold and less than a second time threshold, the front end of the control telescopic device collapses to the innermost part of the fourth groove of the front bumper support end. In practical applications, the setting of the first and second time thresholds can be comprehensively considered based on factors such as the vehicle manufacturer's experience and test data, road conditions, and collision risk assessments for different types of target objects.

[0099] Specifically, such as Figure 3As shown, when the vehicle detects a vehicle as the type of object ahead using sensors such as cameras and millimeter-wave radar, and the relative collision time (TTC) is greater than or equal to a first time threshold (e.g., 2s) and less than a second time threshold (4.4s), it is determined that there is a first-level collision risk between the vehicle and the object ahead. At this time, the system will send a corresponding first-level collapse command to the drive component of the telescopic device. After receiving the command, the drive component controls the front end of the telescopic device to slide along the fourth guide rail in the first direction until the front end of the front bumper slides to the innermost part of the fourth groove of the front bumper support end, thereby realizing the first-level collapse of the telescopic device. The structure of the telescopic device after collapse is as follows. Figure 4 As shown.

[0100] For Mode 2, when the target type is a vehicle and the relative collision time is less than the first time threshold, the front end of the telescopic device is controlled to collapse to the innermost part of the fourth groove of the front support end, and the front support guide slider of the telescopic device is controlled to slide along the third guide in the third groove of the middle support guide slider to the bottom of the third groove.

[0101] Specifically, when the vehicle detects a vehicle as an object ahead using sensors such as cameras and millimeter-wave radar, and the relative collision time (TTC) is less than a first time threshold (e.g., 2 seconds), a level 2 collision risk is determined between the vehicle and the object ahead. At this point, the system sends a corresponding level 2 collapse command to the drive mechanism of the telescopic device. Upon receiving the command, the drive mechanism first controls the front bumper of the telescopic device to slide along the fourth guide rail in the first direction until the front bumper reaches the innermost part of the fourth groove at the front bumper support end. Then, it controls the front support guide rail slider of the telescopic device to slide along the third guide rail within the third groove of the middle support guide rail slider to the bottom of the third groove, thereby achieving level 2 collapse of the telescopic device. The structure of the collapsed telescopic device is as follows: Figure 5 As shown.

[0102] For Mode 3, when the target type is a cyclist and the relative collision time is greater than or equal to the first time threshold and less than the second time threshold, the front end of the telescopic device is controlled to collapse to the innermost part of the fourth groove of the front support end, and the front support rail slider of the telescopic device is controlled to slide along the third rail in the third groove of the middle support rail slider to the bottom of the third groove, and the middle support rail slider is controlled to slide along the second rail in the second groove of the rear support rail slider of the telescopic device to the bottom of the second groove.

[0103] Specifically, such as Figure 6As shown, when a vehicle detects a cyclist as an object ahead using sensors such as cameras and millimeter-wave radar, and the relative time to collision (TTC) is greater than or equal to a first time threshold (e.g., 2 seconds) and less than a second time threshold (4.4 seconds), a Level 3 collision risk is assessed between the vehicle and the object ahead. This is because cyclists have lower protection compared to vehicles. Cyclists typically lack the protective devices of a vehicle, such as the body, roof, and airbags, making them more susceptible to serious injury in a collision. Therefore, a collision risk posed by a cyclist is higher than that posed by a vehicle.

[0104] Furthermore, the system will send a corresponding three-stage collapse command to the drive component of the telescopic device. Upon receiving the command, the drive component first controls the front end of the telescopic device to collapse to the innermost part of the fourth groove of the front support end. Then, it controls the front support guide slider of the telescopic device to slide along the third guide rail within the third groove of the middle support guide slider to the bottom of the third groove. Based on this, it controls the middle support guide slider to slide along the second guide rail within the second groove of the rear support guide slider of the telescopic device to the bottom of the second groove, thus achieving three-stage collapse of the telescopic device. The structure of the telescopic device after collapse is as follows: Figure 7 As shown.

[0105] For mode 4, when the target type is a cyclist and the relative collision time is less than the first time threshold, the front end of the telescopic device is controlled to collapse to the innermost part of the fourth groove of the front support end, and the front support rail slider of the telescopic device is controlled to slide along the third rail in the third groove of the middle support rail slider to the bottom of the third groove, and the middle support rail slider is controlled to slide along the second rail in the second groove of the rear support rail slider of the telescopic device to the bottom of the second groove, and the rear support rail slider is controlled to slide along the first rail in the first groove of the bottom guide rail slider of the telescopic device to the bottom of the first groove.

[0106] Specifically, when the vehicle detects a cyclist as a target ahead using sensors such as cameras and millimeter-wave radar, and the Time to Collision (TTC) is less than a first time threshold (e.g., 2 seconds), a Level 4 collision risk is assessed. At this point, the system sends a corresponding Level 4 collapse command to the telescopic device's drive mechanism. Upon receiving the command, the drive mechanism first controls the front bumper of the telescopic device to slide along the fourth guide rail in the first direction until it reaches the innermost part of the fourth groove of the front bumper support end. Then, it controls the front support guide rail slider to slide along the third guide rail in the third groove of the middle support guide rail slider to the bottom of the third groove. Next, it controls the middle support guide rail slider to slide along the second guide rail in the second groove of the rear support guide rail slider to the bottom of the second groove. Finally, it controls the rear support guide rail slider to slide along the first guide rail in the first groove of the bottom guide rail slider to the bottom of the first groove, thus achieving Level 4 collapse of the telescopic device. The structure of the collapsed telescopic device is as follows: Figure 8 As shown.

[0107] For Mode 5, when the target type is a pedestrian and the relative collision time is greater than or equal to the first time threshold and less than the second time threshold, the front end of the telescopic device is controlled to collapse to the innermost part of the fourth groove of the front support end, and the front support guide slider of the telescopic device is controlled to slide along the third guide rail in the third groove of the middle support guide slider to the bottom of the third groove, and the middle support guide slider is controlled to slide along the second guide rail in the second groove of the rear support guide slider of the telescopic device to the bottom of the second groove, and the rear support guide slider is controlled to slide along the first guide rail in the first groove of the bottom guide slider of the telescopic device to the bottom of the first groove, and some of the support sleeves of the stiffness condition component of the telescopic device are controlled to collapse towards the bottom of the fourth groove of the front end of the front support end.

[0108] Specifically, such as Figure 9 As shown, when the vehicle detects a pedestrian as an object ahead using sensors such as cameras and millimeter-wave radar, and the relative time to collision (TTC) is greater than or equal to a first time threshold (e.g., 2 seconds) and less than a second time threshold (4.4 seconds), the system determines that there is a level 5 collision risk between the vehicle and the object ahead. At this time, the system will send corresponding level 3 crumple command and level 1 stiffness reduction adjustment command to the drive component of the telescopic device.

[0109] Further, after receiving the command, the drive unit first controls the front end of the telescopic device to slide along the fourth guide rail in the first direction until the front end of the front bumper slides to the innermost part of the fourth groove of the front bumper support end. Then, it controls the front support guide rail slider of the telescopic device to slide along the third guide rail in the third groove of the middle support guide rail slider to the bottom of the third groove. Next, it controls the middle support guide rail slider to slide along the second guide rail in the second groove of the rear support guide rail slider of the telescopic device to the bottom of the second groove, so as to realize the three-stage collapse of the telescopic device. Finally, based on this, the drive unit controls some of the support sleeves of the multiple support sleeves of the stiffness adjustment component of the telescopic device to collapse towards the bottom of the fourth groove of the front end of the front bumper support end, so as to realize the first-stage stiffness weakening adjustment of the telescopic device. The structure of the telescopic device after collapse and stiffness weakening is as follows. Figure 10 As shown.

[0110] Mode 5 not only includes a progressively collapsible design for the telescopic bumper but also a weakening adjustment to the rigidity of the front bumper's front end. This is because pedestrians are more susceptible to severe injuries in traffic accidents than vehicles and cyclists. Since pedestrians typically lack protective gear such as helmets and seatbelts, their bodies are directly impacted during a collision, resulting in greater injuries. By weakening the rigidity of the front bumper's front end, the vehicle bumper can be made more vulnerable, thereby reducing the risk of pedestrian injuries in a collision.

[0111] For Mode 6, when the target type is a pedestrian and the relative collision time is less than the first time threshold, the front end of the telescopic device is controlled to collapse to the innermost part of the fourth groove of the front support end, and the front support guide slider of the telescopic device is controlled to slide along the third guide rail in the third groove of the middle support guide slider to the bottom of the third groove, and the middle support guide slider is controlled to slide along the second guide rail in the second groove of the rear support guide slider of the telescopic device to the bottom of the second groove, and the rear support guide slider is controlled to slide along the first guide rail in the first groove of the bottom guide slider of the telescopic device to the bottom of the first groove, and all the support sleeves of the multiple support sleeves of the stiffness adjustment assembly of the telescopic device are controlled to collapse towards the bottom of the fourth groove of the front end of the front support end.

[0112] Specifically, when the vehicle detects a pedestrian as an object ahead using sensors such as cameras and millimeter-wave radar, and the relative collision time (TTC) is less than a first time threshold (e.g., 2 seconds), the system determines that there is a Level 6 collision risk between the vehicle and the object ahead. At this time, the system will send corresponding Level 4 crumple command and Level 2 stiffness reduction adjustment command to the drive component of the telescopic device.

[0113] Further, after receiving the command, the drive unit first controls the front end of the telescopic device to slide along the fourth guide rail in the first direction until the front end of the front bumper slides to the innermost part of the fourth groove of the front bumper support end. Then, it controls the front support guide rail slider of the telescopic device to slide along the third guide rail in the third groove of the middle support guide rail slider to the bottom of the third groove. Next, it controls the middle support guide rail slider to slide along the second guide rail in the second groove of the rear support guide rail slider of the telescopic device to the bottom of the second groove. Then, it controls the rear support guide rail slider to slide along the first guide rail in the first groove of the bottom guide rail slider of the telescopic device to the bottom of the first groove, so as to realize the four-stage collapse of the telescopic device. Finally, based on this, the drive unit controls all the support sleeves of the multiple support sleeves of the stiffness adjustment assembly of the telescopic device to collapse in the direction of the front end of the front bumper close to the bottom of the fourth groove of the front bumper support end, so as to realize the second-stage stiffness weakening adjustment of the telescopic device. The structure of the telescopic device after collapse and stiffness weakening is as follows. Figure 11 As shown.

[0114] In some embodiments, when the relative collision time between the vehicle and the target object exceeds a second time threshold, the controller will not output any crumple zone command or stiffness adjustment command, regardless of the type of target object in front of the vehicle. At this time, the length and stiffness of the vehicle's bumper will remain unchanged, consistent with normal driving conditions.

[0115] In summary, such as Figure 12 As shown, the camera can acquire information about the type of object in front of the vehicle, which can be categorized as a vehicle, a cyclist, or a pedestrian. Millimeter-wave radar can acquire information about the motion of the object, including the relative distance and speed between the vehicle and the object. Upon receiving this information, the vehicle's emergency braking assist controller calculates the relative collision time between the vehicle and the object. By comparing the relative collision time with preset first and second time thresholds and considering the object type, the controller determines the degree of collision risk. Then, based on the corresponding mode, the controller issues appropriate control commands to adjust the retractable bumper's crumple zone and stiffness accordingly. This achieves bumper length and stiffness adjustment, preventing collisions and reducing collision damage. It also creates safety redundancy with the automatic emergency braking system, effectively reducing the vehicle's collision risk.

[0116] The following is for reference. Figure 13 A vehicle emergency braking assist controller according to an embodiment of the present invention is described.

[0117] Figure 13 This is a block diagram of a vehicle emergency braking assist controller according to an embodiment of the present invention, such as... Figure 13As shown, the vehicle emergency braking assist controller 2 includes a processor 21 and a memory 22.

[0118] In some embodiments, the processor 21 can be a processor commonly used in embedded systems, such as an ARM-based processor 21 or a similar processor 21. These processors 21 have high computing power and real-time response performance, enabling them to quickly process sensor data and execute control logic. The processor 21 is the core component of the vehicle emergency braking assist controller 2, responsible for executing control algorithms and logic. It receives data provided by sensors, calculates the relative collision time, determines the type of target object, and then adjusts the action of the telescopic device 1 according to the control strategy.

[0119] In some embodiments, memory 22 may be flash memory or other types of non-volatile memory. It is used to store computer programs and related data that the controller needs to execute. Memory 22 stores computer programs that can be executed by processor 21, including algorithms and logic required to control the vehicle emergency braking assist control method. Memory 22 may also include historical data, configuration files, etc. Processor 21, through a communicative connection with memory 22, can implement the vehicle emergency braking assist control method described in the above embodiments when executing the computer program.

[0120] According to the vehicle emergency braking assist controller 2 of the present invention, the processor 21 can realize the length adjustment of the vehicle bumper by executing the computer program of the vehicle emergency braking assist control method described in the above embodiment, thereby increasing the distance between the vehicle and the target object and effectively reducing the collision risk of the vehicle. At the same time, the gradual inward collapse of the vehicle bumper also reduces the number of support points of the bumper, making the support structure of the bumper more fragile. In this case, the stiffness of the telescopic device 1 is reduced accordingly, realizing the adjustment of stiffness. This adjustment of stiffness means that the vehicle is more likely to deform during a collision and can better absorb the impact force, thereby reducing the damage to the vehicle and pedestrians during a collision.

[0121] The following is for reference. Figure 14 A vehicle according to an embodiment of the present invention is described.

[0122] Figure 14 This is a block diagram of a vehicle according to an embodiment of the present invention, such as... Figure 14 As shown, vehicle 100 includes: bumper 3, telescopic device 1, and vehicle emergency braking assist controller 2.

[0123] In some embodiments, the bumper 3 is a structure installed at the front of the vehicle 100, which may be made of plastic, metal, or other materials. The main function of the bumper 3 is to absorb energy and reduce damage to the vehicle 100 and its occupants in low-speed collisions or collision accidents. It can also protect important components of the vehicle 100, such as the engine and headlights, and provide some protection when the vehicle is parked.

[0124] In some embodiments, the telescopic device 1 may be a device mounted on the bumper 3, used to adjust the state of the bumper 3 during a collision or emergency braking, so as to prevent collisions or reduce the damage to the vehicle 100 and pedestrians. It can be dynamically adjusted according to the relative collision time, the type of target object, etc., such as crumple zone, stiffness adjustment, etc., to maximize the safety of the vehicle 100 and pedestrians.

[0125] In some embodiments, the vehicle emergency braking assist controller 2 is an electronic control device that can be integrated into the electronic control unit system of the vehicle 100. The vehicle emergency braking assist controller 2 is connected to the telescopic device 1, a connection that enables the controller to monitor road conditions and vehicle status in real time and react quickly based on this information. Specifically, through this connection, the controller can receive real-time data from the vehicle's sensor systems, such as cameras, millimeter-wave radar, etc. Once the controller detects an emergency (such as an obstacle ahead or a collision risk), it can immediately send a command to the telescopic device 1, requesting corresponding adjustments. Based on real-time data, the controller can adjust the actions of the telescopic device 1, such as collapsing or stiffness adjustment, to adapt to different collision risks and road conditions.

[0126] According to the embodiments of the present invention, the vehicle 100 employs the telescopic device 1 and the vehicle emergency braking assist controller 2 described in the above embodiments. The vehicle emergency braking assist controller 2 is connected to the telescopic device 1. By controlling the movement of the telescopic device 1 on the bumper 3 of the vehicle 100, the length of the vehicle bumper 3 can be adjusted, thereby increasing the distance between the vehicle 100 and the target object, thus preventing collisions. This creates a safety redundancy with the automatic emergency braking system, effectively reducing the collision risk of the vehicle 100. At the same time, the gradual inward collapse of the vehicle bumper 3 also reduces the number of support points, making the support structure of the bumper 3 more fragile. In this case, the stiffness of the telescopic device 1 decreases accordingly, achieving stiffness adjustment. This stiffness adjustment means that the vehicle 100 is more likely to deform during a collision, better absorbing the impact force, thereby reducing the damage to the vehicle 100 and pedestrians during a collision.

[0127] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example.

[0128] Although embodiments of the invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A telescopic device, characterized in that, The telescopic device, installed on the vehicle bumper, includes: Front-end and back-end protection; A telescopic assembly, the bottom of which is fixedly connected to the rear end of the front bumper, is used to extend and retract along a first direction perpendicular to the rear end of the front bumper according to a drive command; A driving component, located on the rear end of the front bumper and connected to the telescopic assembly, is used to drive the telescopic assembly according to control commands; The telescopic component includes: at least one sliding assembly, each of the sliding assemblies including a plurality of track sliders sleeved together and capable of sliding in multiple stages along the first direction; When a risk of collision between the vehicle and a target object ahead is detected, the degree of collision risk is determined based on the type of target object and the relative collision time. The telescopic device is then controlled to perform graded collapse based on the degree of collision risk to shorten the length of the vehicle bumper in the first direction, thereby increasing the distance between the vehicle and the target object. The higher the degree of collision risk, the shorter the length of the vehicle bumper in the first direction. The target object types include vehicles and cyclists, and the collision risk level is higher for cyclists than for vehicles.

2. The telescopic device according to claim 1, characterized in that, Each of the aforementioned sliding assembly includes: Bottom guide rail slider, the bottom of which is fixed to the rear end of the front bumper, the bottom guide rail slider is constructed with a first groove extending along the first direction, and a first guide rail along the first direction is provided in the first groove. A rear support guide rail slider is fitted inside the first groove and can slide along the first guide rail.

3. The telescopic device according to claim 2, characterized in that, The rear support guide rail slider is constructed with a second groove along the first direction, and a second guide rail along the first direction is disposed in the second groove. Each of the aforementioned sliding assemblies further includes: A middle-end support guide rail slider is fitted inside the second groove and can slide along the second guide rail.

4. The telescopic device according to claim 3, characterized in that, The middle support guide rail slider is constructed with a third groove along the first direction, and a third guide rail along the first direction is provided in the third groove. Each of the aforementioned sliding assemblies further includes: A front-end support guide rail slider is fitted inside the third groove and can slide along the third guide rail.

5. The telescopic device according to claim 1, characterized in that, The telescopic assembly includes a plurality of sliding assemblies, which are spaced apart on the rear end of the front bumper along a second direction parallel to the rear end of the front bumper.

6. The telescopic device according to any one of claims 1-5, characterized in that, The telescopic device further includes: A stiffness adjustment component is connected to the top of the telescopic component and is used to move along the first direction according to a drive command and to adjust the stiffness according to a stiffness adjustment command.

7. The telescopic device according to claim 6, characterized in that, The stiffness adjustment component includes: The front bumper support end is connected to the top of the telescopic assembly. The front bumper support end is constructed with a fourth groove, and a fourth guide rail along the first direction is provided in the fourth groove. The front end of the front bumper is connected to the drive component, located in the fourth groove, and can slide along the fourth guide rail; At least one support sleeve, wherein at least one of the support sleeves is located inside the front end of the front bumper, and is used to collapse toward the front end of the front bumper toward the bottom of the fourth groove in accordance with the stiffness adjustment command to reduce the support on the front end of the front bumper.

8. The telescopic device according to claim 7, characterized in that, The stiffness adjustment assembly includes multiple support sleeves, which are spaced apart along a second direction within the front end of the front bumper.

9. A vehicle emergency braking assist control method, characterized in that, The control method for the telescopic device according to claim 1 includes: Acquire road perception information of the vehicle; The type of target object and the relative collision time between the vehicle and the target object are identified based on the road perception information; The telescopic device on the vehicle's bumper is controlled to operate according to the type of the target object and the relative collision time, so as to increase the distance between the vehicle and the target object and / or adjust the stiffness of the telescopic device.

10. The vehicle emergency braking assist control method according to claim 9, characterized in that, Each of the sliding assemblies includes a bottom guide rail slider and a rear support guide rail slider, wherein the bottom of the bottom guide rail slider is fixed to the rear end of the front bumper, the bottom guide rail slider is configured with a first groove extending along the first direction, the first groove is provided with a first guide rail along the first direction, the rear support guide rail slider is sleeved in the first groove and can slide along the first guide rail, the rear support guide rail slider is configured with a second groove along the first direction, the second groove is provided with a second guide rail along the first direction; Each of the sliding assemblies further includes a middle support rail slider, which is sleeved in the second groove and can slide along the second rail. The middle support rail slider is constructed with a third groove along the first direction, and a third rail along the first direction is provided in the third groove. Each of the sliding assemblies also includes a front support guide rail slider, which is sleeved in the third groove and can slide along the third guide rail; The telescopic device further includes a stiffness adjustment component, which includes a front support end and a front end. The front support end is connected to the top of the telescopic component. The front support end is constructed with a fourth groove. A fourth guide rail along the first direction is provided in the fourth groove. The front end is connected to the driving member, located in the fourth groove, and can slide along the fourth guide rail. Controlling the movement of the telescopic device on the vehicle's bumper based on the type of the target object and the relative collision time includes: When the target object type is a vehicle and the relative collision time is greater than or equal to a first time threshold and less than a second time threshold, the front end of the telescopic device is controlled to collapse to the innermost part of the fourth groove of the front bumper support end; Alternatively, when the target object type is a vehicle and the relative collision time is less than the first time threshold, the front end of the telescopic device is controlled to collapse to the innermost part of the fourth groove of the front support end, and the front support guide slider of the telescopic device is controlled to slide along the third guide in the third groove of the middle support guide slider to the bottom of the third groove. Alternatively, when the target object type is a cyclist and the relative collision time is greater than or equal to a first time threshold and less than a second time threshold, the front end of the telescopic device is controlled to collapse to the innermost part of the fourth groove of the front support end, and the front support rail slider of the telescopic device is controlled to slide along the third rail in the third groove of the middle support rail slider to the bottom of the third groove, and the middle support rail slider is controlled to slide along the second rail in the second groove of the rear support rail slider of the telescopic device to the bottom of the second groove. Alternatively, when the target object type is a cyclist and the relative collision time is less than the first time threshold, the front end of the telescopic device is controlled to collapse to the innermost part of the fourth groove of the front support end, and the front support rail slider of the telescopic device is controlled to slide along the third rail in the third groove of the middle support rail slider to the bottom of the third groove, and the middle support rail slider is controlled to slide along the second rail in the second groove of the rear support rail slider of the telescopic device to the bottom of the second groove, and the rear support rail slider is controlled to slide along the first rail in the first groove of the bottom guide rail slider of the telescopic device to the bottom of the first groove.

11. The vehicle emergency braking assist control method according to claim 9, characterized in that, Each of the sliding assemblies includes a bottom guide rail slider and a rear support guide rail slider, wherein the bottom of the bottom guide rail slider is fixed to the rear end of the front bumper, the bottom guide rail slider is configured with a first groove extending along the first direction, the first groove is provided with a first guide rail along the first direction, the rear support guide rail slider is sleeved in the first groove and can slide along the first guide rail, the rear support guide rail slider is configured with a second groove along the first direction, the second groove is provided with a second guide rail along the first direction; Each of the sliding assemblies further includes a middle support rail slider, which is sleeved in the second groove and can slide along the second rail. The middle support rail slider is constructed with a third groove along the first direction, and a third rail along the first direction is provided in the third groove. Each of the sliding assemblies also includes a front support guide rail slider, which is sleeved in the third groove and can slide along the third guide rail; The telescopic device further includes a stiffness adjustment component, which includes a front bumper support end, a front bumper front end, and at least one support sleeve. The front bumper support end is connected to the top of the telescopic component. The front bumper support end is constructed with a fourth groove. A fourth guide rail along the first direction is provided in the fourth groove. The front bumper front end is connected to the driving member, located in the fourth groove, and can slide along the fourth guide rail. At least one support sleeve is located inside the front bumper front end and is used to collapse towards the bottom of the fourth groove of the front bumper front end according to the stiffness adjustment command to reduce the support on the front bumper front end. Controlling the movement of the telescopic device on the vehicle's bumper based on the type of the target object and the relative collision time includes: When the target object type is a pedestrian and the relative collision time is greater than or equal to a first time threshold and less than a second time threshold, the front end of the telescopic device is controlled to collapse to the innermost part of the fourth groove of the front support end, and the front support guide slider of the telescopic device is controlled to slide along the third guide rail in the third groove of the middle support guide slider to the bottom of the third groove, and the middle support guide slider is controlled to slide along the second guide rail in the second groove of the rear support guide slider of the telescopic device to the bottom of the second groove, and a portion of the support sleeves of the multiple support sleeves of the stiffness adjustment assembly of the telescopic device is controlled to collapse towards the bottom of the fourth groove of the front end of the front support end. Alternatively, when the target object type is a pedestrian and the relative collision time is less than the first time threshold, the front end of the telescopic device is controlled to collapse to the innermost part of the fourth groove of the front support end, and the front support guide slider of the telescopic device is controlled to slide along the third guide rail in the third groove of the middle support guide slider to the bottom of the third groove, and the middle support guide slider is controlled to slide along the second guide rail in the second groove of the rear support guide slider of the telescopic device to the bottom of the second groove, and the rear support guide slider is controlled to slide along the first guide rail in the first groove of the bottom guide slider of the telescopic device to the bottom of the first groove, and all the support sleeves of the multiple support sleeves of the stiffness adjustment assembly of the telescopic device are controlled to collapse towards the bottom of the fourth groove of the front end of the front support end.

12. A vehicle emergency braking assist controller, characterized in that, include: processor; The memory is communicatively connected to the processor; The memory stores a computer program that can be executed by the processor, and when the processor executes the computer program, it implements the vehicle emergency braking assist control method according to any one of claims 9-11.

13. A vehicle, characterized in that, include: bumper; The telescopic device according to any one of claims 1-8, wherein the telescopic device is disposed on the bumper; The vehicle emergency braking assist controller of claim 12, wherein the vehicle emergency braking assist controller is connected to the telescopic device.

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