Pedestrian head collision A-pillar protection device, control method and automobile

Abstract

The present invention relates to a protective device for pedestrians colliding with the A-pillar. The protective device includes a pop-up mechanism and a rotating mechanism. When it detects that the head is at risk of colliding with the vehicle's A-pillar, the pop-up mechanism pops out from the surface of the A-pillar, deforms and absorbs energy, thereby reducing injury to the pedestrian's head. When the head collides with the pop-up mechanism and the force applied to the pop-up structure exceeds a design threshold, the rotating mechanism drives the pop-up mechanism to rotate, causing the head to rotate together, pushing the head to a set area on the front windshield, thereby preventing the head from directly colliding with the A-pillar. The pop-up structure design effectively supports and absorbs energy for the pedestrian's head, thereby reducing the degree of injury to the head. When the force applied to the pop-up structure exceeds the design threshold, the rotation function is activated, causing the protective device to rotate as a whole, causing the head to rotate together, pushing the head to a default area on the front windshield, thereby also reducing the degree of injury to the head. In addition, after an accident, the pop-up mechanism can be folded back to its original state, reducing maintenance costs.

Description

Technical Field

[0001] The present invention relates to the field of automobile technology, and in particular to a pedestrian head collision A-pillar protection device. Background Art

[0002] With the continuous development of the automotive industry, the number of cars on the road continues to increase. According to statistics, collisions between vehicles and vulnerable road users, such as pedestrians or two-wheeled cyclists, are one of the most frequent road traffic accidents. Pedestrians and two-wheeled cyclists, as vulnerable road users, are particularly vulnerable to vehicle injuries in accidents, with head injuries being more common than injuries to other parts of the body.

[0003] In order to improve the collision protection of vehicles for vulnerable groups such as pedestrians or two-wheeled riders on the road and to reduce the degree of injury to vulnerable groups such as pedestrians or two-wheeled riders in collision accidents, many mandatory regulations have been formulated. However, the current regulations stipulate that the head assessment area only includes the front hood area of ​​the vehicle, and does not cover the A-pillar area of ​​the vehicle. It does not assess the damage to vulnerable groups such as pedestrians or two-wheeled riders in the A-pillar area when the vehicle collides with them.

[0004] Because a weakened A-pillar structure significantly impacts a vehicle's high-speed frontal crash performance, major automakers often overlook the A-pillar area's protection for vulnerable groups like pedestrians during product development and design, prioritizing high-speed crash performance. While the current C-NCAP and E-NCAP evaluation procedures include the A-pillar area in head impact assessments, they default to a score of 0 for this area, meaning it offers no head protection for vulnerable groups like pedestrians.

[0005] like Figure 4 As shown, patent (CN103129509A) discloses a pedestrian protection airbag. The vehicle is equipped with an active engine hood and a pedestrian protection airbag 5. The pedestrian protection airbag is stored in an airbag protection box 7 located in the engine compartment. The vehicle uses an on-board collision sensor to determine whether a collision occurs between the vehicle and a pedestrian or cyclist. If a collision occurs, a signal is output, and the rear end of the active engine hood rises and deploys, providing space for the pedestrian protection airbag to deploy. At the same time, the pedestrian protection airbag 5 inflates, and the airbag pops out of the protection box, extending backward and upward to cover the vehicle's A-pillar. The deployed airbag provides cushioning protection for pedestrians whose heads hit the vehicle's A-pillar in an accident, thereby reducing the severity of pedestrian head injuries in a collision between vehicle and pedestrian.

[0006] The pedestrian protection airbag adopted in this patent needs to be implemented in conjunction with the active engine hood, and the airbag layout, deployment space and deployment path are affected by the surrounding environment. In addition, during use, the active engine hood and pedestrian protection airbag may be triggered by mistake, increasing user complaints and the vehicle's later use and maintenance costs. The calibration and development costs and product costs of the active engine hood and pedestrian protection airbag are expensive, which will increase the R&D costs of automobile manufacturers, reduce profits, and reduce product competitiveness. Summary of the Invention

[0007] The present invention provides a pedestrian head collision A-pillar protection device, a control method and a vehicle. The device uses active safety technology to determine the possibility of a pedestrian or two-wheeled vehicle rider's head hitting the A-pillar when a vehicle collides with the pedestrian or two-wheeled vehicle rider. If avoidance is unavoidable, the pedestrian head protection device is activated to reduce the degree of head injury to the pedestrian or two-wheeled vehicle rider in the accident.

[0008] The technical solution adopted by the present invention is: a pedestrian head collision A-pillar protection device, characterized in that: it includes a pop-up mechanism and a rotating mechanism. When it is detected that the head has a risk of hitting the vehicle A-pillar, the pop-up mechanism pops out from the surface of the A-pillar, absorbs energy by deformation, reduces the risk of the pedestrian's head hitting the vehicle A-pillar, and reduces pedestrian head injuries; when the head hits the pop-up mechanism and the force on the pop-up structure exceeds the design threshold, the rotating mechanism drives the pop-up mechanism to rotate, driving the head to rotate together, pushing the head to a set area of ​​the front windshield, avoiding direct collision of the head with the A-pillar, and achieving the effect of protecting the pedestrian's head.

[0009] Preferably, the pop-up mechanism includes an upper cover plate and an elastic swing arm unit symmetrically arranged below the upper cover plate, the upper cover plate covers the surface of the vehicle's A-pillar, and the elastic swing arm unit is installed inside the vehicle's A-pillar; when it is detected that there is a risk of the head hitting the vehicle's A-pillar, the upper cover plate is disengaged from the restriction, and the compressed elastic swing arm unit drives the upper cover plate beyond the surface of the vehicle's A-pillar under the action of the rebound force.

[0010] Preferably, the elastic swing arm unit includes a rocker arm, a rotary hinge bracket, a torsion bar and an elastic energy absorbing element, one end of the rocker arm is hinged to the lower surface of the upper cover plate, and the other end is hinged to one end of the rotary hinge bracket, and the other end of the rotary hinge bracket is fixed on the torsion bar; one end of the elastic energy absorbing element is connected to the rocker arm, and the other end is connected to the torsion bar.

[0011] Preferably, the elastic energy absorbing element is an elastic telescopic rod or a spring.

[0012] Preferably, the compression length L of the elastic energy absorbing element is designed according to the following formula:

[0013]

[0014] Where: v is the velocity when the head hits the vehicle's A-pillar, m is the mass of the pedestrian's head, and k is the stiffness coefficient of the elastic energy-absorbing unit.

[0015] Preferably, the rotating mechanism includes a rotating motor.

[0016] Preferably, the rotary motor drives the torsion bar to rotate.

[0017] Preferably, the upper surface of the upper cover plate is provided with an elastic cushion that is contoured to the surface of the A-pillar.

[0018] A car is characterized by having the above-mentioned pedestrian head collision A-pillar protection device, and the protection device is installed and covered on the surface of the vehicle's A-pillar.

[0019] A method for controlling a pedestrian head collision A-pillar protection device, characterized by comprising the following steps:

[0020] S1. When the vehicle is driving normally, the protective device is in the retracted state, covering the surface of the vehicle's A-pillar;

[0021] S2: When a collision risk is detected between the vehicle and a pedestrian or two-wheeled vehicle rider, the device monitors the pedestrian's trajectory and predicts the pedestrian's head impact point. If the head impact point is in the vehicle's A-pillar area, the protective device pops up and deforms to absorb energy.

[0022] S3. When the collision speed detected is greater than the set speed V, after the pedestrian contacts the protective device, the protective device rotates inward along the vehicle's transverse direction, driving the pedestrian's head to move synchronously and deflect inward, so that the pedestrian's head impact point falls into the set area of ​​the windshield.

[0023] Preferably, V=80 km / h.

[0024] The present invention achieves the following beneficial effects: Its pop-up structure effectively supports and absorbs energy from pedestrians' heads, reducing head injuries. When the pop-up structure is subjected to forces exceeding its designed threshold, it activates its rotational function, causing the entire protective device to rotate, driving the head along with it and pushing it toward the designated area of ​​the front windshield, similarly reducing head injuries. Furthermore, the pop-up mechanism can be folded back to its original position after an accident, reducing repair costs.

[0025] The present invention combines active safety technology to determine the likelihood of a collision between a vehicle and a pedestrian or two-wheeled cyclist, implementing a pre-determination and multi-path control strategy for vehicle-pedestrian collisions. If the initial distance between the vehicle and pedestrian is relatively large, the vehicle brakes to avoid the collision. If avoidance is unavoidable, the pedestrian's or two-wheeled cyclist's trajectory is used to predict the location and speed of their head impact, and a protective device is activated to protect the pedestrian or two-wheeled cyclist's head from impacting the vehicle's A-pillar, minimizing the severity of head injuries in an accident.

[0026] Furthermore, the present invention is reusable, effectively reducing vehicle maintenance costs. It does not require any operation unless the vehicle collides with a pedestrian or two-wheeled cyclist. However, if a collision occurs, the structure is easily repairable and can be folded away for continued use. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] Figure 1 This is a schematic diagram of the protective device of the present invention after it pops up;

[0028] Figure 2 is a schematic diagram of the protective device of the present invention when it is folded;

[0029] Figure 3 A schematic diagram of the protective device of the present invention rotating toward the front windshield;

[0030] Figure 4 It is a structural diagram of the prior art;

[0031] Figure 5 This is a control principle diagram of the protection device of the present invention;

[0032] In the figure: 05, protective airbag; 07, protective box; 1, upper cover; 2, elastic swing arm unit; 21, rocker arm; 22, rotary hinge bracket; 23, elastic energy absorbing element; 24, torsion bar; 3, bearing sleeve. DETAILED DESCRIPTION

[0033] The technical solution of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the embodiments described are only some embodiments of the present invention, not all embodiments. All other embodiments obtained by ordinary technicians in this field based on the embodiments of the present invention without making any creative efforts shall fall within the scope of protection of the present invention.

[0034] like Figure 1-3As shown, the present invention provides a pedestrian head impact A-pillar protection device that is installed and covers the surface of the vehicle's A-pillar. A corresponding slot is provided on the A-pillar surface, and the protection device is installed in the slot. A corresponding limiting structure (not shown) can be provided in the slot to confine the protection device in the slot. Under normal circumstances, the limiting structure confines the protection device in the slot, and the protection device cannot be ejected from the slot. In a traffic accident, when the risk of the head impacting the vehicle's A-pillar is detected, the limiting structure is activated (retracted), the protection device is released, and the protection device is ejected from the slot under the action of its own rebound force.

[0035] The protective device includes a pop-up mechanism and a rotating mechanism. In unavoidable pedestrian-vehicle traffic accidents, if vulnerable groups such as pedestrians or two-wheeled vehicle riders are at risk of hitting the vehicle's A-pillar with their heads (the pedestrian's movement trajectory is monitored by on-board cameras or sensors to predict the pedestrian's head landing position), the pop-up mechanism will pop out from the surface of the A-pillar and absorb energy through deformation, thereby reducing the risk of the pedestrian's head hitting the vehicle's A-pillar and reducing pedestrian head injuries; when the head hits the pop-up mechanism and the force on the pop-up structure exceeds the design threshold, the rotating mechanism drives the pop-up mechanism to rotate, driving the head to rotate together, pushing the head to the set area of ​​the front windshield, avoiding direct collision of the head with the A-pillar, and achieving the effect of protecting the pedestrian's head.

[0036] In this embodiment, the pop-up mechanism includes an upper cover plate 1 and an elastic swing arm unit 2 symmetrically arranged below the upper cover plate 1. The upper cover plate 1 covers the surface of the vehicle's A-pillar, and the elastic swing arm unit 2 is installed inside the vehicle's A-pillar. When it is detected that there is a risk of the head hitting the vehicle's A-pillar, the upper cover plate 1 is disengaged from the restriction, and the compressed elastic swing arm unit 2 drives the upper cover plate 1 to exceed the surface of the vehicle's A-pillar (i.e., pop out from the A-pillar slot) under the action of the rebound force.

[0037] In this embodiment, the elastic swing arm unit 2 includes a rocker arm 21, a rotary hinge bracket 22, a torsion bar 24 and an elastic energy absorbing element 23. One end of the rocker arm 21 is hinged to the lower surface of the upper cover plate 1, and the other end is hinged to one end of the rotary hinge bracket 22. The other end of the rotary hinge bracket 22 is fixed on the torsion bar 24; one end of the elastic energy absorbing element 23 is connected to the rocker arm 21, and the other end is connected to the torsion bar 24.

[0038] In this embodiment, the elastic energy absorbing element 23 is an elastic telescopic rod or a cylindrical spring, which can provide a rebound force for the pop-up mechanism to pop up and a buffering force to buffer the head from hitting the upper cover 1.

[0039] Both ends of the torsion bar 24 are provided with bearing sleeves 3, and bearings are installed on the bearing sleeves 3. The torsion bar 24 is installed inside the A-pillar and can rotate in the transverse direction of the vehicle.

[0040] In this embodiment, the rotating mechanism includes a rotating motor. The rotating motor drives the torsion bar 24 to rotate, and the torsion bar 24 rotates in the lateral direction of the vehicle.

[0041] In this embodiment, an elastic cushion that conforms to the surface of the A-pillar is provided on the upper surface of the upper cover plate 1, which can effectively protect the pedestrian's head during a collision.

[0042] In practice, when the vehicle's speed is less than 20 km / h, AEB is deactivated by default, and the protective device does not activate. If there is a risk of the vehicle striking a pedestrian or two-wheeler, the driver can brake immediately due to the low speed. When the vehicle's speed exceeds 20 km / h, AEB activates and monitors the vehicle's surroundings. It monitors the vehicle's route for pedestrians or two-wheelers, continuously monitoring them if they are absent. If present, it identifies and reads the vehicle's speed v and the distance s between the vehicle and the pedestrian or two-wheeler.

[0043] The vehicle's maximum braking deceleration, a, is set to -1g, and the stopping distance, s1, is conservatively calculated. If s1 < s, there is no risk of the vehicle striking a pedestrian or two-wheeled cyclist. The vehicle comes to a stop under AEB and driver braking, and no further action is taken. If s1 ≥ s, there is a risk of the vehicle striking a pedestrian or two-wheeled cyclist. Based on the vehicle's speed and impact energy at the time of collision, AEB determines the pedestrian's or two-wheeled cyclist's trajectory and predicts the head impact point. If the head impact point is located in the hood area, to meet mandatory pedestrian protection regulations, manufacturers often optimize the hood's inner and outer panel structures, control the vehicle's exterior styling, and optimize the layout of internal cabin components to avoid hard spots. This ensures that the vehicle provides effective head protection for pedestrians or two-wheeled cyclists, and no further action is taken. If the head impact point is located in the default area of ​​the front windshield, both C-NCAP and E-NCAP evaluation protocols assign full credit to this area, indicating good head protection, and no further action is taken. If the head lands on the A-pillar and the surrounding area, the pedestrian protection A-pillar protection device will function to protect the head of the pedestrian or two-wheeled vehicle rider.

[0044] When the vehicle is running normally, the protection device of the present invention is in a retracted state, covering the surface of the A-pillar of the vehicle.

[0045] When a collision risk between a vehicle and a pedestrian or two-wheeled cyclist is detected, the protective device deploys by monitoring the pedestrian's trajectory and predicting where the pedestrian's head will land. This compresses the elastic energy-absorbing element 23, deforming and absorbing energy to reduce the risk of the pedestrian's head striking the vehicle's A-pillar and minimizing head injuries.

[0046] Assume that the speed at which the head impacts the vehicle's A-pillar is v, the pedestrian's head mass is m, the elastic energy-absorbing element's stiffness coefficient is k, and its compressible length is L. According to the law of conservation of energy, the kinetic energy of the pedestrian's head during the impact is converted into elastic potential energy of the elastic element. The compressed length L of the elastic energy-absorbing element 23 is designed according to the following formula:

[0047]

[0048] Where: v is the velocity when the head hits the vehicle's A-pillar, m is the mass of the pedestrian's head, and k is the stiffness coefficient of the elastic energy-absorbing unit.

[0049] According to statistics, the average pedestrian head mass is less than 4.5kg, and the pedestrian protection regulations test also stipulates that the head mass is 4.5kg. Therefore, assuming that the head mass is 4.5kg and the stiffness coefficient of the elastic energy-absorbing element 23 is a constant value, the compressible length of the elastic energy-absorbing element 23 is proportional to the pedestrian head impact speed. In general urban communities and around schools, the vehicle speed is limited to 20km / h to 40km / h. In general urban roads, the vehicle speed is limited to 40km / h to 60km / h. The vehicle speed is limited to 60km / h to 80km / h on urban expressways. Therefore, the compressible length design of the elastic energy-absorbing element 23 must meet the energy absorption requirements during a collision of 20km / h to 80km / h.

[0050] When the collision speed is detected to be greater than 80km / h, the protection device pops up. When the pedestrian contacts the A-pillar protection device, the protection device rotates inward along the vehicle's transverse direction (such as Figure 5 As shown in the figure, the pedestrian's head is driven to move synchronously inwards, so that the pedestrian's head impact point falls into the default area of ​​the glass, which can also achieve the effect of protecting the pedestrian's head.

[0051] The elastic energy absorbing element 23 is designed to have a compression length of L, the width of the A-pillar is set to L1, and the rotation angle of the protective device is θ. Then:

[0052]

[0053] A vehicle of the present invention includes the aforementioned pedestrian head impact A-pillar protection device, which is mounted and covers the surface of the vehicle's A-pillar. A corresponding slot is provided in the A-pillar surface, and the protection device is installed within the slot. A corresponding retaining structure is provided within the slot to confine the protection device within the slot. Under normal circumstances, the protection device does not eject from the slot. However, in a traffic accident, if a risk of a head impacting the vehicle's A-pillar is detected, the retaining structure activates, and the protection device ejects from the slot under its own rebound force.

[0054] A control method for a pedestrian head collision A-pillar protection device according to the present invention is characterized in that it comprises the following steps:

[0055] S1. When the vehicle is driving normally, the protective device is in the retracted state, covering the surface of the vehicle's A-pillar;

[0056] S2: When a collision risk is detected between the vehicle and a pedestrian or two-wheeled vehicle rider, the device monitors the pedestrian's trajectory and predicts the pedestrian's head impact point. If the head impact point is in the vehicle's A-pillar area, the protective device pops up and deforms to absorb energy.

[0057] S3. When the collision speed is detected to be greater than the set speed of 80 km / h, after the pedestrian contacts the protective device, the protective device rotates inward along the vehicle's transverse direction, driving the pedestrian's head to move synchronously and deflect inward, so that the pedestrian's head impact point falls into the set area of ​​the windshield.

[0058] It should be noted that the description of the above technical solutions is exemplary, and this specification may be embodied in various forms and should not be construed as limiting the technical solutions set forth herein. Rather, these descriptions are provided to make the disclosure of the present invention thorough and complete, and to fully convey the scope of the disclosure of this specification to those skilled in the art. Furthermore, the technical solutions of the present invention are limited only by the scope of the claims.

[0059] Finally, it should be noted that the above embodiments are merely representative examples of the present invention. Obviously, the present invention is not limited to the above embodiments and is susceptible to numerous variations. Any simple modifications, equivalent variations, and modifications to the above embodiments based on the technical essence of the present invention shall be deemed to fall within the scope of protection of the present invention.

Claims

1. A pedestrian head impact A-pillar protection device, characterized by: The system includes a pop-up mechanism and a rotation mechanism. When it detects that the head is at risk of hitting the vehicle's A-pillar, the pop-up mechanism pops out from the surface of the A-pillar. When the head hits the pop-up mechanism and the force on the pop-up structure exceeds the design threshold, the rotation mechanism drives the pop-up mechanism to rotate and push the head into a set area on the front windshield. The pop-up mechanism includes an upper cover plate and an elastic swing arm unit symmetrically arranged below the upper cover plate, the upper cover plate covers the surface of the vehicle's A-pillar, and the elastic swing arm unit is installed inside the vehicle's A-pillar; when it is detected that there is a risk of the head hitting the vehicle's A-pillar, the upper cover plate is disengaged from the restriction, and the compressed elastic swing arm unit drives the upper cover plate beyond the surface of the vehicle's A-pillar under the action of the rebound force; the elastic swing arm unit includes a rocker arm, a rotary hinge bracket, a torsion bar and an elastic energy absorbing element, one end of the rocker arm is hinged to the lower surface of the upper cover plate, and the other end is hinged to one end of the rotary hinge bracket, and the other end of the rotary hinge bracket is fixed to the torsion bar; one end of the elastic energy absorbing element is connected to the rocker arm, and the other end is connected to the torsion bar; the rotating mechanism includes a rotating motor.

2. The pedestrian head impact A-pillar protection device according to claim 1, characterized in that: The elastic energy absorbing element is an elastic telescopic rod or a spring.

3. The pedestrian head impact A-pillar protection device according to claim 2, characterized in that: Design the compression length L of the elastic energy absorbing element according to the following formula: Where: v is the velocity when the head hits the vehicle's A-pillar, m is the mass of the pedestrian's head, and k is the stiffness coefficient of the elastic energy-absorbing unit.

4. The pedestrian head impact A-pillar protection device according to claim 1, characterized in that: The rotary motor drives the torsion bar to rotate.

5. The pedestrian head impact A-pillar protection device according to claim 1, characterized in that: The upper surface of the upper cover plate is provided with an elastic cushion that is shaped like the surface of the A-pillar.

6. An automobile, characterized in that: The invention provides a pedestrian head collision A-pillar protection device according to any one of claims 1 to 5, wherein the protection device is installed and covers the surface of the vehicle A-pillar.

7. A method for controlling a pedestrian head impact A-pillar protection device according to any one of claims 1 to 5, characterized in that: The following steps are involved: When it is detected that there is a risk of collision between the vehicle and a pedestrian or two-wheeled vehicle rider, the pedestrian's movement trajectory is monitored to predict the landing point of the pedestrian's head. When the head landing point is in the A-pillar area of ​​the vehicle, the protective device pops up and deforms to absorb energy. When it is detected that the collision speed is greater than the set speed V, after the pedestrian contacts the protective device, the protective device rotates inward along the lateral direction of the vehicle, driving the pedestrian's head to move synchronously and deflect inward, so that the pedestrian's head impact point falls into the set area of ​​the windshield.

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