Control device and system for engine cover of vehicle and vehicle

Abstract

The invention provides a control device and system for an engine cover of a vehicle and the vehicle, the control device is arranged between a bumper and a buffer beam at the front part of the vehicle so as to control the engine cover to be in a sensitive state or a non-sensitive state, and the control device comprises a buffer part, an energy absorption part and a driving assembly. The buffer component is fixed to the front side of the buffer beam and extends in the length direction of the buffer beam. The energy absorption part is located on the front side of the buffer part, extends in the length direction of the buffer beam and can move between a first position and a second position in the length direction of the vehicle; the driving assembly is connected with the buffering component and the energy absorption component and drives the energy absorption component to move between the first position and the second position. When the energy absorption part is located at the first position, the engine cover is in a sensitive state; and when the energy absorption part is located at the second position, the engine cover is in a non-sensitive state. According to the scheme, when the vehicle collides with a non-pedestrian obstacle, the engine cover is not easy to trigger, so that the probability of false triggering of the engine cover can be reduced.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle safety, and in particular to a control device and system for an engine hood of a vehicle and a vehicle. Background Art

[0002] In a traffic accident where a vehicle collides with a pedestrian, the pedestrian's legs usually come into contact with the front bumper of the vehicle first. Since the vehicle has a certain speed during the collision, the pedestrian's upper body will fall toward the engine hood under the action of inertia, and the pedestrian's head will be seriously injured due to the collision with the engine hood. In order to reduce the head injury of pedestrians, many vehicles will set the engine hood to be actively popped up. For example, the pedestrian head protection system provided by Chinese patent document CN108099835A includes a hinge device for the engine hood, a collision sensor for detecting the collision force, and a control unit. The control unit controls the lifter of the hinge device of the engine hood to drive the engine hood to perform a corresponding lifting action according to the collision force detected by the collision sensor, or controls the lifter not to pop up the engine hood so that the engine hood remains in its original state. This active pop-up hood can be actively detonated by the lifter at the hinge of the engine hood when the pedestrian collides with the vehicle and before the pedestrian's head has not yet touched the engine hood, so as to lift the engine hood and increase the energy absorption space when the pedestrian's head hits, thereby reducing the injury.

[0003] However, the aforementioned active pop-up engine hood also has certain problems. Specifically, the active pop-up engine hood uses a pressure sensor or acceleration sensor at the front end of the vehicle to collect impact signals, and determines whether a pedestrian has been hit by the impact by monitoring the magnitude of the impact energy, thereby deciding whether to pop up the engine hood. Therefore, if the energy generated when the vehicle hits an object is similar to the energy generated when the vehicle hits a pedestrian, it cannot accurately distinguish whether the impacting object is the pedestrian to be protected. Therefore, the probability of false triggering of the active pop-up engine hood is relatively high during actual use. Summary of the invention

[0004] The purpose of the present invention is to solve the problem of high false triggering probability of active pop-up engine hood in the prior art.

[0005] To solve the above problems, an embodiment of the present invention discloses a control device for an engine hood of a vehicle, wherein the control device for the engine hood is arranged between a bumper and a buffer beam at the front of the vehicle to control the engine hood of the vehicle to be in a sensitive state or a non-sensitive state; and the control device for the engine hood comprises: a buffer component, which is fixed to the front side of the buffer beam and extends along the length direction of the buffer beam; an energy absorbing component, which is located at the front side of the buffer component, extends along the length direction of the buffer beam, and can move between a first position and a second position along the length direction of the vehicle; a driving component, which is respectively connected to the buffer component and the energy absorbing component, and drives the energy absorbing component to move between the first position and the second position; wherein when the energy absorbing component is located at the first position, the engine hood is in a sensitive state; when the energy absorbing component is located at the second position, the engine hood is in a non-sensitive state.

[0006] With the above solution, the engine hood is in a sensitive state, and it is not difficult for the engine hood to pop up, so that the engine hood can be easily popped up when the vehicle collides with a pedestrian to increase the energy absorption space when the pedestrian's head hits the pedestrian, thereby reducing the damage to the pedestrian's head caused by the vehicle. When the engine hood is in a non-sensitive state, it is more difficult for the engine hood to pop up, so that the engine hood is not easily triggered when the vehicle collides with other obstacles other than pedestrians, thereby reducing the probability of the engine hood being triggered by mistake.

[0007] According to another specific embodiment of the present invention, in the control device of the engine hood of the vehicle disclosed in the embodiment of the present invention, the energy absorbing component and the buffer component are arranged relative to each other; in the first position, the rear end face of the energy absorbing component and the front end face of the buffer component are close to each other; in the second position, the rear end face of the energy absorbing component and the front end face of the buffer component are separated from each other.

[0008] According to another specific embodiment of the present invention, the control device of the engine hood of the vehicle disclosed in the embodiment of the present invention, the driving component includes a first magnetic component, a second magnetic component, and a power supply component. Wherein, the first magnetic component is a sheet-like structure extending along the length direction of the buffer component, and the first magnetic component is fixedly arranged on the front end surface of the buffer component; the second magnetic component is a sheet-like structure extending along the length direction of the energy absorbing component, and the second magnetic component is fixedly arranged on the rear end surface of the energy absorbing component and opposite to the first magnetic component; the power supply component is electrically connected to the first magnetic component and the second magnetic component respectively, and controls the first magnetic component and the second magnetic component to switch between the power-on state and the power-off state at the same time. Wherein, when the first magnetic component and the second magnetic component are in the power-on state, the first magnetic component and the second magnetic component attract and fit each other, the energy absorbing component is located in the first position, and is connected to the buffer component via the first magnetic component and the second magnetic component; when the first magnetic component and the second magnetic component are in the power-off state, the first magnetic component and the second magnetic component are separated from each other, and the energy absorbing component is located in the second position.

[0009] With the above solution, since the first magnetic attraction component and the second magnetic attraction component are small in size, the occupied space of the control device of the engine hood can be reduced, which improves the convenience of the vehicle layout. In addition, by controlling the power-on state of the first magnetic attraction component and the second magnetic attraction component to control whether they generate magnetic force, and further controlling the relative position of the buffer component and the energy absorption component, the reaction speed is faster and the control efficiency is higher.

[0010] According to another specific embodiment of the present invention, the control device of the engine hood of the vehicle disclosed in the embodiment of the present invention, the driving assembly includes an elastic component, a connecting component and a positioning component. Among them, the elastic component is arranged between the buffer component and the energy absorbing component, and one end of the elastic component is fixedly connected to the front end surface of the buffer component, and the other end is fixedly connected to the rear end surface of the energy absorbing component; the connecting component is arranged at the corresponding ends of the buffer component and the energy absorbing component, and can be switched from a connected state to a disconnected state, and the two ends of the connecting component are respectively fixedly connected to the ends of the buffer component and the energy absorbing component. The positioning component is arranged between the buffer component and the energy absorbing component, and can be switched from a folded state to an unfolded state, and one end of the positioning component is fixedly connected to the front end surface of the buffer component, and the other end is fixedly connected to the rear end surface of the energy absorbing component. In addition, when the connecting component is in the connected state, the elastic component is in a compressed state, the positioning component is in a folded state, and drives the buffer component and the energy absorbing component to approach each other, and the energy absorbing component is located in the second position; when the connecting component is in the disconnected state, the elastic component is in a stretched state, the positioning component is in an unfolded state, and drives the buffer component and the energy absorbing component to move away from each other, and the energy absorbing component is located in the first position. Among them, the elastic component is a coil spring; and the connecting component is an explosive bolt.

[0011] With the above scheme, when a vehicle collides with a pedestrian, the connecting component switches from a connected state to a disconnected state, driving the elastic component to switch from a compressed state to a normal or stretched state, and the positioning component is linked to an expanded state, thereby driving the energy-absorbing component to move in a direction away from the buffer component and close to the bumper, and the position of the energy-absorbing component is limited by the positioning component so that the energy-absorbing component can remain in the current position, and the energy transfer path from the bumper to the buffer beam is established and maintained. At this time, the force of the pedestrian hitting the bumper is more easily transmitted to the buffer beam and collected, and the engine hood is easily triggered to protect the pedestrian during the collision. In addition, by using explosive bolts as connecting components, when a vehicle collides with a pedestrian, the buffer component and the energy-absorbing component can be quickly and reliably controlled to move away from each other, further reducing the possibility of causing damage to the pedestrian's head.

[0012] According to another specific embodiment of the present invention, in the control device of the engine hood of a vehicle disclosed in the embodiment of the present invention, the energy absorbing component and the buffer component are arranged opposite to each other, and the positioning component includes at least one link mechanism arranged along the length direction of the buffer beam; wherein each link mechanism includes a first link and a second link, and the middle parts of the first link and the second link are rotatably connected together via a rotating shaft; one side end of the first link and the second link is rotatably spaced apart on one of the two side walls opposite to the buffer component and the energy absorbing component, and the other side end is slidably arranged on the other side; at least one of the first link and the second link is also fixedly provided with a limiting protrusion on the side wall facing the other side; wherein, when the energy absorbing component is in the first position, the peripheral wall of the limiting protrusion abuts against the side wall of the other side; when the energy absorbing component is in the second position, the top of the limiting protrusion abuts against the inner wall of the other side.

[0013] By adopting the above solution, by arranging a link mechanism between the energy absorbing component and the buffer component, the energy absorbing component can be supported more stably when the energy absorbing component is away from the buffer component. By arranging the limiting protrusion, when the buffer component and the energy absorbing component are away from each other after the pedestrian collides with the vehicle, the limiting protrusion will limit the first link and the second link, so that the angle between the first link and the second link is fixed and will not move easily, and the energy absorbing component can be kept in the first position more stably.

[0014] According to another specific embodiment of the present invention, in the control device of the engine hood of the vehicle disclosed in the embodiment of the present invention, the limiting protrusion does not exceed the width range of the first connecting rod and the second connecting rod.

[0015] According to another specific embodiment of the present invention, in the control device of the engine hood of the vehicle disclosed in the embodiment of the present invention, the energy absorbing component and the buffer component are arranged opposite to each other, and the positioning component includes a detonating airbag arranged between the buffer component and the energy absorbing component.

[0016] By adopting the above scheme, the positioning component is set to detonate the airbag, and the speed of switching from the folded state to the deployed state is faster. By controlling the volume of the gas in the airbag, the position of the energy-absorbing component and the stiffness of the airbag can be more accurately controlled, so that the force when the vehicle collides with a pedestrian can be transmitted more accurately and quickly.

[0017] The embodiment of the present invention discloses a pedestrian protection system for a vehicle, comprising: a control device of a vehicle engine hood as described in any of the above embodiments; and an identification device, the identification device acquires and sends target parameters of a target object in front of the vehicle; a pressure acquisition component, the pressure acquisition component is arranged between a buffer component of the control device of the engine hood and a buffer beam of the vehicle, and acquires and sends pressure information of the buffer component on the buffer beam when the vehicle collides with the target; a control device, the control device is connected to the identification device and the pressure acquisition component in communication, acquires target parameters from the identification device, determines whether there is a collision risk between the vehicle and the target, and whether the target is a pedestrian according to the target parameters, and controls the engine hood to switch from an initial state to a sensitive state via the control device of the engine hood when there is a collision risk between the vehicle and the target, and the target is a pedestrian; wherein the initial state is a non-sensitive state or a sensitive state; and a lifting device, the lifting device is connected to the control device and the engine hood respectively. In addition, the control device acquires pressure information from the pressure acquisition component, and controls the lifting device to drive the engine hood to pop up / remain in its original state according to the comparison result of the pressure information and a preset pressure threshold.

[0018] According to another specific embodiment of the present invention, the pedestrian protection system of the vehicle disclosed in the embodiment of the present invention, the target object parameters include the relative distance between the target object and the vehicle, the relative speed between the target object and the vehicle, and the image of the target object; and the identification device includes: a speed radar arranged at the front of the vehicle for obtaining the relative distance and relative speed; and a vehicle-mounted camera arranged at the front of the vehicle for obtaining the image of the target object. In addition, the control device determines whether there is a collision risk between the vehicle and the target object based on at least one of the comparison results of the relative distance and the preset distance threshold, the relative speed and the preset speed threshold, and the braking time calculated based on the relative speed and the relative distance and the preset time threshold; the control device determines whether the target object is a pedestrian based on the image of the target object. In addition, the lifting device includes a detonator and a lifting hinge, wherein the detonator is respectively connected to the control device, and the lifting hinge is connected to the engine hood. In addition, the pressure acquisition component is a pressure sensor.

[0019] An embodiment of the present invention discloses a vehicle, comprising the control device for an engine hood as described in any of the above embodiments.

[0020] The beneficial effects of the present invention are:

[0021] The control device of the engine hood of the vehicle provided by the present invention can change the energy transfer path between the bumper, the energy absorbing component, the buffer component and the buffer beam by driving the energy absorbing component to move between the first position and the second position. When the vehicle is about to collide with a pedestrian, the driving component drives the energy absorbing component to be located at the first position, at which time the energy transfer path from the bumper to the buffer beam is established, the engine hood is in a sensitive state where it is less difficult to pop up, and the energy of the collision between the pedestrian and the vehicle is easily obtained by the pressure obtaining component via the buffer component and the energy absorbing component. When the vehicle collides with the pedestrian, the engine hood is easily triggered, thereby quickly increasing the energy absorbing space when the pedestrian's head hits the pedestrian to reduce the damage to the pedestrian's head caused by the vehicle. When the vehicle is about to collide with a non-pedestrian obstacle, the drive assembly drives the energy absorbing component to the second position. At this time, the energy transfer path from the bumper to the buffer beam is cut off, and the engine hood is in a non-sensitive state where it is difficult to pop up. The energy of the collision between the pedestrian and the vehicle is difficult to be transmitted through the buffer component and the energy absorbing component and obtained by the pressure acquisition component. When the vehicle collides with other non-pedestrian obstacles, the engine hood is not easily triggered, thereby reducing the probability of false triggering of the engine hood.

[0022] The pedestrian protection system and vehicle provided by the present solution, because they have the engine hood control device, can also increase the difficulty of the engine hood popping up when the vehicle collides with other non-pedestrian obstacles, thereby reducing the probability of the engine hood being accidentally triggered. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] Figure 1 is a schematic diagram of the arrangement of a control device for an engine hood of a vehicle provided by an embodiment of the present invention;

[0024] Figure 2 is a schematic structural diagram of a control device for an engine hood of a vehicle provided in Embodiment 1 of the present invention;

[0025] Figure 3 is another structural schematic diagram of the control device for the engine hood of a vehicle provided in Embodiment 1 of the present invention;

[0026] Figure 4 is a schematic structural diagram of a control device for an engine hood of a vehicle provided in Embodiment 2 of the present invention;

[0027] Figure 5 is a schematic structural diagram of a connecting rod mechanism of a control device for an engine hood of a vehicle provided in Embodiment 2 of the present invention;

[0028] Figure 6 is a schematic structural diagram of a pedestrian protection system for a vehicle provided by an embodiment of the present invention;

[0029] Figure 7It is a schematic diagram of the working process of the control device of the engine hood of the vehicle provided by the embodiment of the present invention.

[0030] Description of reference numerals:

[0031] 1. Bumper; 2. Buffer beam; 3. Control device of engine hood; 4. Buffer component; 5. Energy absorption component; 6. Driving assembly; 61. First magnetic component; 62. Second magnetic component; 63. Power supply component; 64. Elastic component; 65. Connecting component; 7. Connecting rod mechanism; 71. First connecting rod; 72. Second connecting rod; 73. Rotating shaft; 74. Limiting protrusion; 8. Pedestrian protection system; 81. Identification device; 82. Pressure acquisition component; 83. Control device; 84. Lifting device; 841. Detonator; 842. Lifting hinge. DETAILED DESCRIPTION

[0032] Embodiment 1:

[0033] In order to solve the problem of high false triggering probability of active pop-up engine hood in the prior art, an embodiment of the present invention provides a control device for the engine hood of a vehicle. Figure 1 The control device of the engine hood provided in this embodiment is arranged between the bumper 1 and the buffer beam 2 at the front of the vehicle to control the engine hood of the vehicle to be in a sensitive state or a non-sensitive state. More specifically, when the engine hood is in a sensitive state, it is less difficult to pop up the engine hood, so that the engine hood can be easily popped up when the vehicle collides with a pedestrian to increase the energy absorption space when the pedestrian's head hits it to reduce the damage to the pedestrian's head caused by the vehicle. When the engine hood is in a non-sensitive state, it is more difficult to pop up the engine hood, so that it is not easy to pop up the engine hood when the vehicle collides with other obstacles other than pedestrians, thereby reducing the probability of the engine hood being triggered by mistake.

[0034] Further, in the control device of the engine hood of the vehicle according to the present invention, reference is made to Figure 2 The control device 3 of the engine hood includes a buffer component 4, an energy absorbing component 5 and a drive assembly 6. The buffer component 4 is fixed to the front side of the buffer beam 2 and extends along the length direction of the buffer beam 2. The energy absorbing component 5 is located at the front side of the buffer component 4 and extends along the length direction of the buffer beam 2, and, with reference to Figure 1, the energy absorbing component 5 can move between a first position and a second position along the length direction AA of the vehicle. The driving component 6 is connected to the buffer component 4 and the energy absorbing component 5, respectively, to drive the energy absorbing component 5 to move between the first position and the second position. Furthermore, in the control device of the engine hood of the vehicle according to the present invention, when the energy absorbing component 5 is in the first position, the engine hood is in a sensitive state; when the energy absorbing component 5 is in the second position, the engine hood is in a non-sensitive state. In this way, by driving the energy absorbing component 5 to move between the first position and the second position, that is, the position close to the buffer component 4 and the position far away from the buffer component 4, the energy transfer path between the bumper 1, the energy absorbing component 5, the buffer component 4 and the buffer beam 2 can be changed. When the vehicle is about to collide with a pedestrian, the drive assembly 6 drives the energy absorbing component 5 to be located in the first position, at which time the energy transfer path between the bumper 1 and the buffer beam 2 is established, the engine hood is in a sensitive state with less difficulty in popping up, and the energy of the collision between the pedestrian and the vehicle is easily acquired by the pressure acquisition component 82 via the buffer component 4 and the energy absorbing component 5. When the vehicle collides with the pedestrian, the engine hood is easily triggered, so that the energy absorption space when the pedestrian's head hits can be quickly increased to reduce the damage to the pedestrian's head caused by the vehicle. When the vehicle is about to collide with a non-pedestrian obstacle, the drive assembly 6 drives the energy absorbing component 5 to be located in the second position, at which time the energy transfer path between the bumper 1 and the buffer beam 2 is cut off, the engine hood is in a non-sensitive state with greater difficulty in popping up, and the energy of the collision between the pedestrian and the vehicle is difficult to be transferred via the buffer component 4 and the energy absorbing component 5 and acquired by the pressure acquisition component 82. When the vehicle collides with other non-pedestrian obstacles, the engine hood is not easily triggered, thereby reducing the probability of the engine hood being triggered by mistake.

[0035] Further, in the control device of the engine hood of the vehicle according to the present invention, reference is made to Figure 2, the energy absorbing component 5 and the buffer component 4 are arranged opposite to each other. Moreover, in the first position, the rear end face of the energy absorbing component 5 and the front end face of the buffer component 4 are close to each other; in the second position, the rear end face of the energy absorbing component 5 and the front end face of the buffer component 4 are separated from each other. That is to say, in this embodiment, the first position is a position where the energy absorbing component 5 and the buffer component 4 are close to each other. It should be noted that the energy absorbing component 5 and the buffer component 4 being close to each other at this time means that the energy absorbing component 5 and the buffer component 4 are connected together via the first magnetic component 61 and the second magnetic component 62 described later, and the energy absorbing component 5, the buffer component 4, the first magnetic component 61 and the second magnetic component 62 are all tightly fitted together. At this time, the energy transfer path between the bumper 1 and the buffer beam 2 is established via the energy absorbing component 5 and the buffer component 4, and the energy when the vehicle collides with the pedestrian can be transferred from the bumper 1 to the energy absorbing component 5, and further transferred to the buffer beam 2 via the buffer component 4. At this time, when the vehicle collides with a pedestrian, the energy generated by the collision between the pedestrian and the vehicle will be transferred to the buffer beam 2 via the bumper 1, the energy absorbing component 5, and the buffer component 4, and will be acquired by the pressure acquisition component 82 disposed between the buffer component 4 and the buffer beam 2. When the pressure acquired by the pressure acquisition component 82 reaches a certain threshold, the engine hood will be popped up to protect the pedestrian's head. In the second position, the energy absorbing component 5 and the buffer component 4 are far away from each other. At this time, the energy transfer path between the bumper 1 and the buffer beam 2 will not be established. The energy generated when the vehicle collides with a non-pedestrian is basically absorbed by the bumper 1 and is difficult to be transferred to the buffer component 4 and the buffer beam 2. The pressure acquisition component 82 disposed between the buffer component 4 and the buffer beam 2 is also difficult to acquire the pressure during the collision, and the engine hood is difficult to be popped up, thereby reducing the probability of the engine hood being accidentally triggered when the vehicle collides with a non-pedestrian, thereby improving the driving experience.

[0036] Further, in the control device of the engine hood of the vehicle according to the present invention, reference is made to Figure 2, the driving component 6 includes a first magnetic component 61, a second magnetic component 62, and a power supply component 63. Among them, the first magnetic component 61 is a sheet-like structure extending along the length direction of the buffer component 4, and the first magnetic component 61 is fixedly arranged on the front end surface of the buffer component 4. The second magnetic component 62 is a sheet-like structure extending along the length direction of the energy absorption component 5, and the second magnetic component 62 is fixedly arranged on the rear end surface of the energy absorption component 5, and is opposite to the first magnetic component 61. In this embodiment, the first magnetic component 61 and the second magnetic component 62 are respectively fixedly connected to the energy absorption component 5 and the buffer component 4 in ways including but not limited to bonding, welding, screwing, etc. In addition, the power supply component 63 is electrically connected to the first magnetic component 61 and the second magnetic component 62, respectively, to control the first magnetic component 61 and the second magnetic component 62 to switch between the power-on state and the power-off state at the same time. Specifically, the power supply component 63 includes a power supply and wires connected to the first magnetic component 61 and the second magnetic component 62, respectively. It should be noted that, Figure 2 Only some of the wires are shown in the figure, and the power supply model can be selected by those skilled in the art. An external power supply can be selected, or the wires can be directly connected to the power supply equipment of the vehicle.

[0037] Further, in the control device of the engine hood of the vehicle according to the present invention, reference is made to Figure 3 When the first magnetic component 61 and the second magnetic component 62 are in the energized state, the first magnetic component 61 and the second magnetic component 62 attract and fit each other, the energy absorbing component 5 is located at the first position, and the energy absorbing component 5 is connected to the buffer component 4 via the first magnetic component 61 and the second magnetic component 62. Figure 2 , when the first magnetic component 61 and the second magnetic component 62 are in the power-off state, the first magnetic component 61 and the second magnetic component 62 are separated from each other, and the energy absorbing component 5 is located in the second position. Specifically, the first magnetic component 61 and the second magnetic component 62 are both electromagnetic patches, which generate magnetic force in the power-on state to attract and fit the buffer component 4 and the energy absorbing component 5; in the power-off state, no magnetic force is generated, and the buffer component 4 and the energy absorbing component 5 are separated from each other. In this way, the drive component 6 is set as a magnetic component respectively arranged on the buffer component 4 and the energy absorbing component 5, and the magnetic force generation state of the magnetic component is controlled by powering on or off the power to further control the relative position of the buffer component 4 and the energy absorbing component 5. Since the first magnetic component 61 and the second magnetic component 62 are small in size, the space occupied by the control device 3 of the engine hood can be reduced, which improves the convenience of the whole vehicle layout. Furthermore, by controlling the power-on state of the first magnetic attraction component 61 and the second magnetic attraction component 62 to control whether they generate magnetic force, and further controlling the relative position of the buffer component 4 and the energy absorbing component 5, the response speed is faster and the control efficiency is higher.

[0038] Further, in the control device of the engine hood of the vehicle according to the present invention, the buffer component 4 and the energy absorbing component 5 are both buffer foams.

[0039] Embodiment 2:

[0040] Based on the control device for the engine hood of a vehicle in the aforementioned embodiment 1, this embodiment further provides another control device for the engine hood of a vehicle. The difference between this embodiment and the control device for the engine hood of a vehicle in the embodiment 1 is only that the structure of the drive assembly 6 is different. Figure 1 , Figure 4 , Figure 5 The difference between this embodiment and Embodiment 1 is described.

[0041] Further, in the control device of the engine hood of the vehicle according to the present invention, the driving assembly 6 includes an elastic component 64, a connecting component 65 and a positioning component. The elastic component 64 is arranged between the buffer component 4 and the energy absorbing component 5, and one end of the elastic component 64 is fixedly connected to the front end face of the buffer component 4, and the other end is fixedly connected to the rear end face of the energy absorbing component 5. The connecting component 65 is arranged at the corresponding ends of the buffer component 4 and the energy absorbing component 5, and can be switched from a connected state to a disconnected state, and the two ends of the connecting component 65 are respectively fixedly connected to the ends of the buffer component 4 and the energy absorbing component 5. Specifically, the manner in which the elastic component 64 is fixedly connected to the buffer component 4 and the energy absorbing component 5 includes but is not limited to welding, hinged connection, etc. The positioning component is arranged between the buffer component 4 and the energy absorbing component 5, and can be switched from a folded state to an unfolded state, and one end of the positioning component is fixedly connected to the front end face of the buffer component 4, and the other end is fixedly connected to the rear end face of the energy absorbing component 5.

[0042] Furthermore, in the control device of the engine hood of the vehicle according to the present invention, reference is made to Figure 4When the connecting component 65 is in the connected state, the elastic component 64 is in a compressed state, the positioning component is in a retracted state, and the buffer component 4 and the energy absorbing component 5 are driven to approach each other, and the energy absorbing component 5 is located in the second position. That is to say, when the energy absorbing component 5 is located in the second position, the connecting component 65 connects the ends of the buffer component 4 and the energy absorbing component 5, so that the buffer component 4 and the energy absorbing component 5 are close to each other, so that the elastic component 64 is compressed, and the positioning component is also in a retracted state. At this time, the energy transfer path between the bumper 1 and the buffer beam 2 is cut off. When the vehicle collides with a non-pedestrian obstacle, most of the energy generated is absorbed by the bumper 1, and the remaining energy is also absorbed by the space between the bumper 1 and the energy absorbing component 5. The energy is not easily transferred to the pressure acquisition component 82 between the buffer component 4 and the buffer beam 2, and the engine hood is difficult to be popped up, thereby reducing the probability of the engine hood being accidentally triggered when the vehicle collides with a non-pedestrian, thereby improving the driving experience. Furthermore, when the connecting component 65 is in the disconnected state, the elastic component 64 is in the stretched state, and the positioning component is in the unfolded state, so that the buffer component 4 and the energy absorbing component 5 can be driven to move away from each other, and the energy absorbing component 5 is located in the first position. That is to say, when the energy absorbing component 5 is located in the first position, the connecting component 65 separates the ends of the buffer component 4 and the energy absorbing component 5 from each other, and the buffer component 4 and the energy absorbing component 5 move away from each other under the elastic force of the elastic component 64 and the thrust of the positioning component. At this time, the elastic component 64 is in a normal state or a stretched state without being compressed, and the positioning component is in the unfolded state. The energy transfer path between the bumper 1 and the buffer beam 2 is established. When the vehicle collides with a pedestrian, the energy generated will be transmitted to the buffer beam 2 via the bumper 1, the energy absorbing component 5, and the buffer component 4, and further acquired by the pressure acquisition component 82 arranged between the buffer component 4 and the buffer beam 2. When the pressure acquired by the pressure acquisition component 82 reaches a certain threshold, the engine hood will be popped up to protect the pedestrian's head.

[0043] Specifically, in this embodiment, the elastic component 64 is a coil spring, and the connecting component 65 is an explosive bolt. The explosive bolt has the advantages of simple structure, reliable operation, and convenient use. Therefore, in this embodiment, the explosive bolt is used as the connecting component 65. When the vehicle collides with the pedestrian, the buffer component 4 and the energy absorbing component 5 can be quickly and reliably controlled to move away from each other, further reducing the possibility of causing injury to the pedestrian's head.

[0044] Further, in a preferred embodiment of the present invention, the energy absorbing component 5 is arranged opposite to the buffer component 4, and the positioning component includes at least one link mechanism 7 arranged along the length direction of the buffer beam 2. Specifically, the link mechanism 7 can be a link mechanism 7 arranged in the middle along the length direction of the buffer beam 2, or two link mechanisms 7 arranged at two ends close to the energy absorbing component 5 and the buffer component 4, respectively, or three, five or even more link mechanisms 7 arranged at equal intervals.

[0045] And, reference Figure 5 Each link mechanism 7 includes a first link 71 and a second link 72, and the middle parts of the first link 71 and the second link 72 are rotatably connected together via a rotating shaft 73. Figure 4 , one end of the first link 71 and the second link 72 is rotatably arranged at intervals on one of the two side walls of the buffer component 4 and the energy absorbing component 5, and the other end is slidably arranged on the other side. Specifically, the one end of the first link 71 and the second link 72 connected to the buffer component 4 can be rotatably arranged on the buffer component 4, and the one end connected to the energy absorbing component 5 can be slidably arranged on the energy absorbing component 5; or the one end of the first link 71 and the second link 72 connected to the energy absorbing component 5 can be rotatably arranged on the energy absorbing component 5, and the one end connected to the buffer component 4 can be slidably arranged on the buffer component 4.

[0046] Furthermore, at least one of the first link 71 and the second link 72 is fixedly provided with a limiting protrusion 74 on a wall surface facing the other side. Specifically, the limiting protrusion 74 can be provided only on the first link 71 and on the wall surface of the first link 71 facing the second link 72; or can be provided only on the second link 72 and on the wall surface of the second link 72 facing the first link 71; or the limiting protrusion 74 can be provided on both the first link 71 and the second link 72 and on the wall surfaces of the first link 71 and the second link 72 facing each other. With such a structure, by providing the limiting protrusion 74, when the buffer component 4 and the energy absorbing component 5 move away from each other after a pedestrian collides with a vehicle, the limiting protrusion 74 will limit the first link 71 and the second link 72, so that the angle between the first link 71 and the second link 72 is fixed and will not move easily, thereby maintaining the energy absorbing component 5 in the first position more stably.

[0047] Furthermore, when the energy absorbing member 5 is at the first position, the peripheral wall of the limiting protrusion 74 abuts against the side wall of the other side. When the energy absorbing member 5 is at the second position, the top of the limiting protrusion 74 abuts against the inner wall surface of the other side. Specifically, the limiting protrusion 74 does not exceed the width range of the first connecting rod 71 and the second connecting rod 72.

[0048] Furthermore, in another preferred embodiment of the present invention, the energy absorbing component 5 is arranged opposite to the buffer component 4, and the positioning component includes a detonation airbag arranged between the buffer component 4 and the energy absorbing component 5. Generally, one detonation airbag is arranged, and two or other numbers can also be arranged as needed. When the vehicle collides with a non-pedestrian, or when no collision occurs, the detonation airbag is in an initial, undetonated state. When the vehicle collides with a pedestrian, the detonation airbag is quickly detonated, and the detonation airbag will drive the energy absorbing component 5 away from the buffer component 4 and close to the bumper 1. At this time, the energy transfer path between the bumper 1 and the buffer beam 2 is established, and the engine hood is easily popped up and protects pedestrians in the event of a collision. With such a structure, since the detonation airbag switches from the folded state to the unfolded state very quickly, the speed of the energy absorbing component 5 moving from the second position to the first position is increased, the pop-up time of the engine hood is reduced, and more effective protection is provided for pedestrians. In addition, the size and stiffness of the airbag can be controlled by controlling the volume of gas in the airbag, so that the force generated when a vehicle collides with a pedestrian can be transmitted more accurately, quickly and stably.

[0049] It should be noted that, in this embodiment, the positioning component is only schematically listed as a connecting rod mechanism 7 or a detonating airbag. In fact, those skilled in the art can use other components that can drive the energy absorbing component 5 to move and can stably maintain the position of the energy absorbing component 5 as the positioning component.

[0050] Embodiment 3:

[0051] Based on the above-mentioned vehicle engine hood control device, this embodiment also provides a vehicle pedestrian protection system. Specifically, refer to Figure 6 The vehicle pedestrian protection system 8 provided in this embodiment includes the vehicle engine hood control device 3, the identification device 81, the pressure acquisition component 82, the control device 83, and the lifting device 84 as described in any of the above embodiments.

[0052] Further, in the pedestrian protection system of the vehicle according to the present invention, reference is made to Figure 6 , the recognition device 81 obtains and sends the target object parameters of the target object in front of the vehicle. Figure 1The pressure acquisition component 82 is disposed between the buffer component 4 of the control device of the engine hood and the buffer beam 2 of the vehicle, and acquires and sends the pressure information of the buffer component 4 on the buffer beam 2 when the vehicle collides with the target object. Specifically, in this embodiment, the pressure acquisition component 82 is a pressure sensor, which acquires the pressure of the buffer component 4 on the buffer beam 2 and transmits the pressure to the control device 83, and then the control device 83 controls the engine hood to be in a sensitive state or a non-sensitive state according to the pressure from the pressure acquisition component 82. Of course, in this embodiment, the pressure acquisition component 82 can also be replaced by an acceleration acquisition component, that is, an acceleration sensor. It can acquire the acceleration when the buffer component 4 moves toward the buffer beam 2, and the control device 83 controls the engine hood to be in a sensitive state or a non-sensitive state according to the acceleration acquired from the acceleration acquisition component.

[0053] Further, in the pedestrian protection system of the vehicle according to the present invention, continue to refer to Figure 6 The control device 83 is connected to the recognition device 81 and the pressure acquisition component 82 in communication, and obtains the target object parameters from the recognition device 81. According to the target object parameters, it is determined whether there is a collision risk between the vehicle and the target object, and whether the target object is a pedestrian. When there is a collision risk between the vehicle and the target object, and the target object is a pedestrian, the control device 3 of the engine hood controls the engine hood to switch from the initial state to the sensitive state. Specifically, the drive component 6 of the control device 3 of the engine hood is connected to the vehicle controller or the control device 83. When there is a collision risk between the vehicle and the target object, and the target object is a pedestrian, the control device 83 directly controls the drive component 6 or sends a signal to the vehicle controller and controls the drive component 6 to perform corresponding actions through the vehicle controller, so that the energy absorption component 5 is located in the first position, so as to protect the pedestrian's head when the vehicle collides with the pedestrian. When there is no risk of collision between the vehicle and the target, or the target is not a pedestrian, the control device 83 will directly control the drive assembly 6 or send a signal to the vehicle controller and control the drive assembly 6 to perform corresponding actions through the vehicle controller, so that the energy absorbing component 5 is located in the second position, so that the engine hood will not be easily popped up, reducing the probability of the engine hood being triggered by mistake. More specifically, the initial state is a non-sensitive state or a sensitive state. That is, the energy absorbing component 5 is in a non-sensitive state or a sensitive state when the vehicle is powered on, and the state is switched only when the conditions are met. For example, the initial state of the engine hood is a non-sensitive state, and the energy absorbing component 5 is in the second position. When the control device 83 determines that there is a risk of collision between the vehicle and the target, and the target is a pedestrian, the state of the engine hood is switched from the non-sensitive state to the sensitive state. If the initial state of the engine hood is a sensitive state, the energy absorbing component 5 is in the first position at this time. When the control device 83 determines that there is no risk of collision between the vehicle and the target, or the target is not a pedestrian, the state of the engine hood is switched to a non-sensitive state.

[0054] Further, in the pedestrian protection system of the vehicle according to the present invention, reference is made to Figure 6 , the lifting device 84 is connected to the control device 83 and the engine hood respectively. The control device 83 obtains the pressure information from the pressure acquisition component 82, and controls the lifting device 84 to drive the engine hood to pop up / remain in its original state according to the comparison result between the pressure information and the preset pressure threshold. Specifically, when the pressure information from the pressure acquisition component 82 is greater than the preset pressure threshold, a collision between a pedestrian and a vehicle occurs at this time, and the control device 83 controls the lifting device 84 to pop up the engine hood to protect the pedestrian's head. When the pressure information from the pressure acquisition component 82 is less than or equal to the preset pressure threshold, the control device 83 controls the engine hood to remain in its original, non-popped-up state.

[0055] Further, in the pedestrian protection system of the vehicle according to the present invention, the target object parameters include the relative distance between the target object and the vehicle, the relative speed between the target object and the vehicle, and the image of the target object. In addition, the recognition device 81 includes: a speed measuring radar arranged at the front of the vehicle for obtaining the relative distance and the relative speed, and a vehicle-mounted camera arranged at the front of the vehicle for obtaining the image of the target object.

[0056] Furthermore, in the pedestrian protection system of the vehicle according to the present invention, reference is made to Figure 6, the control device 83 determines whether there is a risk of collision between the vehicle and the target object according to at least one of the comparison results of the relative distance and the preset distance threshold, the relative speed and the preset speed threshold, and the braking time calculated according to the relative speed and the relative distance and the preset time threshold. That is, the control device 83 can obtain the relative distance from the speed measuring radar, and compare the relative distance with the preset distance threshold. If it is greater than the distance threshold, it is determined that there is a risk of collision between the vehicle and the target object. The control device 83 can also obtain the relative speed from the speed measuring radar, and compare the relative speed with the preset speed threshold. If it is greater than the speed threshold, it is determined that there is a risk of collision between the vehicle and the target object. The control device 83 can also obtain the actual braking time of the vehicle calculated by the speed measuring radar according to the relative speed and relative distance from the speed measuring radar, and compare the braking time with the preset time threshold. When the braking time is greater than the preset time threshold, it is determined that there is a risk of collision between the vehicle and the target object. It should be noted that when the control device 83 determines whether there is a risk of collision between the vehicle and the target object, it can be calculated only based on the relative distance, or the relative speed, or the braking time, or it can be calculated based on the relative speed and relative distance, or the relative speed and braking time, or the relative distance and braking time. For example, when the relative speed is greater than the preset speed threshold and the relative distance is greater than the preset distance threshold, it is determined that there is a risk of collision between the vehicle and the target object. It can also be calculated based on the relative speed, relative distance and braking time to improve the accuracy of the judgment. It should also be noted that the preset distance threshold, speed threshold, and time threshold can all be determined comprehensively based on the whole vehicle experiment, the specific vehicle model, and the actual road conditions, and the specific values ​​are not limited in this embodiment.

[0057] Furthermore, in the pedestrian protection system of the vehicle according to the present invention, reference is made to Figure 6 , the control device 83 determines whether the target object is a pedestrian based on the image of the target object.

[0058] Further, in the pedestrian protection system of the vehicle according to the present invention, reference is made to Figure 6 The lifting device 84 includes a detonator 841 and a lifting hinge 842. The detonator 841 is connected to the control device 83, and the lifting hinge 842 is connected to the engine hood. When the pressure value obtained by the pressure acquisition component 82 is greater than the preset pressure threshold, the control device 83 sends information to the detonator 841 to control the detonator 841 to detonate, and the detonator 841 moves toward the lifting hinge 842 and transmits the impact force to the lifting hinge 842. The lifting hinge 842 rotates under the action of the impact force and drives the engine hood to pop up.

[0059] Next, combine Figure 7The specific working process of the pedestrian protection system 8 of the vehicle provided in this embodiment is described. In the example process, the initial state of the engine hood is a non-sensitive state as an example.

[0060] First, the speed measuring radar installed at the front of the vehicle obtains information on relative distance, relative speed, and braking time, and the on-board camera installed at the front of the vehicle obtains an image of the target object in front of the vehicle.

[0061] Afterwards, the control device 83 (i.e., the processor) obtains the relative distance, relative speed, and braking time from the speed radar, and compares them with the preset distance threshold, preset speed threshold, and preset time threshold stored in the control device 83. When the relative distance is greater than the distance threshold, or the relative speed is greater than the speed threshold, or the braking time is greater than the time threshold, it is determined that there is a risk of collision between the vehicle and the obstacle. If there is no risk of collision between the vehicle and the obstacle, the current mode state of the engine hood is maintained, that is, the non-sensitive state (i.e., the false trigger mode).

[0062] Finally, the control device 83 obtains the image of the target object from the vehicle-mounted camera, and performs data processing and analysis on the image to determine whether the obstacle ahead is a pedestrian.

[0063] If the obstacle is a pedestrian, the control device 3 of the vehicle's engine hood switches the engine hood to a sensitive state (i.e., pedestrian mode). Figure 1 , Figure 2 , Figure 6 For the control device of the engine hood in Example 1, the control device 83 will send a signal to the drive assembly 6 to control the power supply component 63 to supply current to the first magnetic component 61 and the second magnetic component 62 at the same time, and the first magnetic component 61 and the second magnetic component 62 are attracted to each other to drive the energy absorption component 5 to be located in the first position and close to each other with the buffer component 4. At this time, the energy of the collision between the pedestrian and the vehicle will be transmitted to the buffer beam 2 via the bumper 1, the energy absorption component 5, and the buffer component 4, and will be acquired by the pressure acquisition component 82. The control device 83 acquires the pressure from the pressure acquisition component 82, and when the pressure is greater than the pressure threshold, it sends information to the detonator 841 to control the detonator 841 to detonate, and links the lifting hinge 842 to drive the engine hood to pop up.

[0064] For the control device of the engine hood in Embodiment 2, refer to Figure 1 , Figure 4 , Figure 6, the control device 83 will send a signal to the drive assembly 6 to control the connection component 65 to switch from the connection state to the disconnection state. At this time, the positioning component and the elastic component 64 will drive the energy absorbing component 5 to move to the first position away from the buffer component 4, and keep the energy absorbing component 5 in the first position through the positioning component. At this time, the energy of the collision between the pedestrian and the vehicle will be transmitted to the buffer beam 2 via the bumper 1, the energy absorbing component 5, the connecting rod mechanism 7, and the buffer component 4, and will be acquired by the pressure acquisition component 82. The control device 83 acquires the pressure from the pressure acquisition component 82, and when the pressure is greater than the pressure threshold, it sends information to the detonator 841 to control the detonator 841 to detonate, and links the lifting hinge 842 to drive the engine hood to pop up.

[0065] If the obstacle is not a pedestrian, the control device 3 of the vehicle's engine hood keeps the engine hood in a non-sensitive state. Figure 1 , Figure 2 , Figure 6 , for the control device of the engine hood in Example 1, the control device 83 will send a signal to the drive assembly 6 to control the power supply component 63 to disconnect the current supply to the first magnetic component 61 and the second magnetic component 62, and the first magnetic component 61 and the second magnetic component 62 are separated from each other to drive the energy absorbing component 5 to be located at the second position and separated from the buffer component 4. At this time, most of the energy of the collision between the pedestrian and the vehicle is absorbed by the bumper 1, and very little is transmitted to the energy absorbing component 5 and the buffer component 4. It is difficult for the pressure acquisition component 82 to obtain the pressure information generated during the collision. At this time, the control device 83 will not send information to the detonator 841, and the engine hood will not be popped up. Of course, if the energy when the vehicle collides with the obstacle is large enough, so that part of the energy is absorbed by the bumper 1 and is transmitted to the energy absorbing component 5 and the buffer component 4 and is obtained by the pressure acquisition component 82, then the control device 83 will still send information to the detonator 841 when the pressure is greater than the pressure threshold, so as to control the detonator 841 to detonate, and link the lifting hinge 842 to drive the engine hood to pop up.

[0066] For the control device of the engine hood in Embodiment 2, refer to Figure 1 , Figure 4 , Figure 6, the control device 83 will send a signal to the drive assembly 6 to control the connection component 65 to remain in the connection state, at which time the elastic component 64 is in a compressed state, the positioning component is in a retracted state, and the energy absorbing component 5 is located in the second position close to the buffer component 4. At this time, most of the energy of the collision between the pedestrian and the vehicle will be absorbed by the bumper 1, and very little can be transmitted to the buffer beam 2 through the energy absorbing component 5, the connecting rod mechanism 7, and the buffer component 4, and it is also difficult to be obtained by the pressure acquisition component 82. At this time, the control device 83 will not send information to the detonator 841, and the engine hood will not be popped up. Of course, if the energy when the vehicle collides with the obstacle is large enough, so that part of the energy is absorbed by the bumper 1 and is transmitted to the energy absorbing component 5 and the buffer component 4 and is obtained by the pressure acquisition component 82, then the control device 83 will still send information to the detonator 841 when the pressure is greater than the pressure threshold, so as to control the detonator 841 to detonate, and link the lifting hinge 842 to drive the engine hood to pop up.

[0067] It should be noted that in this embodiment, the control device 83 is only schematically described to first determine whether there is a collision risk between the vehicle and the obstacle ahead according to the relative distance, relative speed and braking time, and then continue to acquire images to determine the type of the target object after the collision risk exists. Those skilled in the art can imagine that the control device 83 can simultaneously determine whether there is a collision risk between the vehicle and the obstacle ahead and the type of the target object; or can first determine the type of the target object and then determine whether there is a collision risk.

[0068] Embodiment 4:

[0069] Based on the above-mentioned control device for the engine hood of a vehicle, this embodiment further provides a vehicle, comprising the control device for the engine hood of the vehicle as described in any of the above embodiments.

[0070] The vehicle provided in this embodiment has the control device for the engine hood of the vehicle provided in the above-mentioned embodiment, so when the vehicle collides with a pedestrian, the engine hood can be easily popped up to reduce the damage to the pedestrian's head. When the vehicle collides with other obstacles other than pedestrians, the engine hood is more difficult to pop up, which reduces the probability of false triggering of the engine hood.

[0071] Although the present invention has been illustrated and described with reference to certain preferred embodiments of the present invention, it should be understood by those skilled in the art that the above is a further detailed description of the present invention in conjunction with specific embodiments, and it cannot be determined that the specific implementation of the present invention is limited to these descriptions. Those skilled in the art may make various changes in form and details, including making several simple deductions or substitutions, without departing from the spirit and scope of the present invention.

Claims

1. A control device for an engine hood of a vehicle, characterized in that: The engine hood control device is arranged between the bumper and the buffer beam at the front of the vehicle to control the engine hood of the vehicle to be in a sensitive state or a non-sensitive state; Furthermore, the control device of the engine cover comprises: A buffer component, the buffer component is fixed to the front side of the buffer beam and extends along the length direction of the buffer beam; an energy absorbing component, the energy absorbing component being located at a front side of the buffer component, extending along a length direction of the buffer beam, and being movable between a first position and a second position along a length direction of the vehicle; A driving component, the driving component is connected to the buffer component and the energy absorbing component respectively, and drives the energy absorbing component to move between the first position and the second position; wherein When the energy absorbing component is located at the first position, the engine hood is in the sensitive state; When the energy absorbing component is located at the second position, the engine hood is in the non-sensitive state.

2. The control device for the vehicle engine hood according to claim 1, characterized in that: The energy absorbing component is arranged opposite to the buffer component; When in the first position, the rear end surface of the energy absorbing component and the front end surface of the buffer component are close to each other; In the second position, the rear end surface of the energy absorbing component and the front end surface of the buffer component are separated from each other.

3. The control device for the vehicle engine hood according to claim 2, characterized in that: The driving assembly includes a first magnetic attraction component, a second magnetic attraction component, and a power supply component; in The first magnetic attraction component is a sheet-like structure extending along the length direction of the buffer component, and the first magnetic attraction component is fixedly arranged on the front end surface of the buffer component; The second magnetic attraction component is a sheet-like structure extending along the length direction of the energy absorbing component. The second magnetic attraction component is fixedly arranged on the rear end surface of the energy absorbing component and is opposite to the first magnetic attraction component. The power supply component is electrically connected to the first magnetic attraction component and the second magnetic attraction component respectively, and controls the first magnetic attraction component and the second magnetic attraction component to switch between a power-on state and a power-off state at the same time; in When the first magnetic attraction component and the second magnetic attraction component are in the energized state, the first magnetic attraction component and the second magnetic attraction component attract and fit each other, the energy absorption component is located at the first position, and is connected to the buffer component via the first magnetic attraction component and the second magnetic attraction component; When the first magnetic attraction component and the second magnetic attraction component are in the power-off state, the first magnetic attraction component and the second magnetic attraction component are separated from each other, and the energy absorption component is located at the second position.

4. The control device for the vehicle engine hood according to claim 1, characterized in that: The driving assembly includes an elastic component, a connecting component and a positioning component; wherein The elastic component is arranged between the buffer component and the energy absorbing component, and one end of the elastic component is fixedly connected to the front end surface of the buffer component, and the other end is fixedly connected to the rear end surface of the energy absorbing component; The connecting component is arranged at the corresponding ends of the buffer component and the energy absorbing component, and can be switched from a connected state to a disconnected state, and the two ends of the connecting component are respectively fixedly connected to the ends of the buffer component and the energy absorbing component; The positioning component is disposed between the buffer component and the energy absorbing component, and can be switched from a folded state to an unfolded state, and one end of the positioning component is fixedly connected to the front end surface of the buffer component, and the other end is fixedly connected to the rear end surface of the energy absorbing component; and When the connecting component is in the connecting state, the elastic component is in the compressed state, the positioning component is in the retracted state, and the buffer component and the energy absorbing component are driven to approach each other, and the energy absorbing component is located at the second position; When the connecting component is in the disconnected state, the elastic component is in the stretched state, the positioning component is in the unfolded state, and drives the buffer component and the energy absorbing component to move away from each other, and the energy absorbing component is located in the first position; wherein The elastic component is a coil spring; The connecting component is an explosive bolt.

5. The control device for the engine hood of a vehicle according to claim 4, characterized in that: The energy absorbing component is arranged opposite to the buffer component, and the positioning component includes at least one connecting rod mechanism arranged along the length direction of the buffer beam; wherein Each link mechanism includes a first link and a second link, wherein the middle portions of the first link and the second link are rotatably connected together via a rotation axis; One end of each of the first link and the second link is rotatably disposed at intervals on one of the two side walls of the buffer component and the energy absorbing component, and the other end is slidably disposed on the other side; and At least one of the first connecting rod and the second connecting rod is further fixedly provided with a limiting protrusion on a wall surface on one side facing the other side; in When the energy absorbing component is located at the first position, the peripheral wall of the limiting protrusion abuts against the side wall of the other side; When the energy absorbing component is located at the second position, the top of the limiting protrusion abuts against the inner wall surface of the other side.

6. The control device for the vehicle engine hood according to claim 5, characterized in that: The limiting protrusion does not exceed the width range of the first connecting rod and the second connecting rod.

7. The control device for the engine hood of a vehicle according to any one of claims 4, characterized in that: The energy absorbing component is arranged opposite to the buffer component, and the positioning component includes a detonating airbag arranged between the buffer component and the energy absorbing component.

8. A pedestrian protection system for a vehicle, characterized in that: include: A control device for an engine hood of a vehicle as claimed in any one of claims 1 to 7; as well as An identification device, the identification device acquiring and sending target object parameters of a target object in front of the vehicle; a pressure acquisition component, the pressure acquisition component being disposed between the buffer component of the control device of the engine hood and the buffer beam of the vehicle, and acquiring and sending pressure information of the buffer component on the buffer beam when the vehicle collides with the target object; a control device, the control device being in communication connection with the identification device and the pressure acquisition component, acquiring the target object parameters from the identification device, determining whether there is a risk of collision between the vehicle and the target object, and whether the target object is a pedestrian according to the target object parameters, and controlling the engine hood cover to switch from an initial state to the sensitive state via the control device of the engine hood cover when there is a risk of collision between the vehicle and the target object and the target object is a pedestrian; wherein the initial state is the non-sensitive state or the sensitive state; as well as A lifting device, the lifting device is connected to the control device and the engine cover respectively; and The control device acquires the pressure information from the pressure acquisition component, and controls the lifting device to drive the engine hood to pop up / remain in its original state according to a comparison result between the pressure information and a preset pressure threshold.

9. The pedestrian protection system for a vehicle as claimed in claim 8, characterized in that: The target object parameters include the relative distance between the target object and the vehicle, the relative speed between the target object and the vehicle, and the image of the target object; and The identification device comprises: A speed measuring radar disposed at the front of the vehicle and used to obtain the relative distance and the relative speed; and An on-board camera disposed at the front of the vehicle for acquiring an image of the target object; and The control device determines whether there is a collision risk between the vehicle and the target object based on at least one of a comparison result of the relative distance and a preset distance threshold, the relative speed and a preset speed threshold, and a braking time calculated based on the relative speed and the relative distance and a preset time threshold; The control device determines whether the target object is a pedestrian based on the image of the target object; and The lifting device includes a detonator and a lifting hinge, wherein the detonator is connected to the control device, and the lifting hinge is connected to the engine cover; and The pressure acquisition component is a pressure sensor.

10. A vehicle comprising: A control device for an engine hood of a vehicle as claimed in any one of claims 1 to 7.

Images