Control device, system of a hood of a vehicle and vehicle

Abstract

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

Description

TECHNICAL FIELD

[0001] The present application relates to the field of vehicle safety technology, in particular to a control device and system for a hood of a vehicle and a vehicle. BACKGROUND

[0002] In a traffic accident in which a vehicle collides with a pedestrian, usually the pedestrian's leg first contacts the front bumper of the vehicle. Due to the speed of the vehicle at the time of impact, the upper body of the pedestrian will fall towards the hood under the action of inertia, and the head of the pedestrian will suffer a large injury due to the impact with the hood. In order to reduce the injury to the head of the pedestrian, many vehicles will set the hood to be actively pop-up. For example, the pedestrian head protection system provided in Chinese patent document CN108099835A includes a hinge device for the hood, a collision sensor for detecting the collision force, and a control unit. The control unit controls the jacking device of the hinge device of the hood to drive the hood to perform a corresponding lifting action according to the size of the collision force detected by the collision sensor, or controls the jacking device not to pop up the hood to maintain the original state of the hood. Such an actively pop-up hood can cause the jacking device at the hinge of the hood to be detonated actively before the head of the pedestrian contacts the hood, so as to lift the hood and increase the energy absorption space when the head of the pedestrian collides, thereby reducing the injury.

[0003] However, the aforementioned actively pop-up hood also has certain problems. Specifically, the actively pop-up hood uses a pressure sensor or an acceleration sensor at the front end of the vehicle to collect impact signals, and determines whether a pedestrian has been hit by monitoring the size of the impact energy, so as to decide whether to pop up the 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 is not possible to accurately distinguish whether the hit object is a pedestrian to be protected. Therefore, the actively pop-up hood has a relatively high probability of false triggering in actual use. SUMMARY

[0004] The present application aims to solve the problem of high probability of false triggering of the actively pop-up hood in the prior art.

[0005] To solve the above problems, the engine hood control device of the vehicle according to an embodiment of the present application is arranged between the bumper and the bumper 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 engine hood control device comprises: a buffer component fixed to the front side of the bumper beam and extending along the length direction of the bumper beam; an energy absorption component located at the front side of the buffer component and extending along the length direction of the bumper beam and movable along the length direction of the vehicle between a first position and a second position; and a driving assembly connected with the buffer component and the energy absorption component respectively to drive the energy absorption component to move between the first position and the second position; wherein when the energy absorption component is at the first position, the engine hood is in the sensitive state; and when the energy absorption component is at the second position, the engine hood is in the non-sensitive state.

[0006] With the above scheme, when the engine hood is in the sensitive state, the engine hood is less difficult to pop up, so that the engine hood can be easily popped up to increase the energy absorption space when the head of a pedestrian hits the engine hood to reduce the damage to the head of the pedestrian caused by the vehicle. When the engine hood is in the non-sensitive state, the engine hood is more difficult to pop up, so that the engine hood is not easily triggered when the vehicle collides with other obstacles that are not pedestrians, thereby reducing the probability of false triggering of the engine hood.

[0007] According to another specific embodiment of the present application, the engine hood control device of the vehicle according to the embodiment of the present application is characterized in that the energy absorption component is arranged opposite to the buffer component; when the energy absorption component is at the first position, the rear end surface of the energy absorption component and the front end surface of the buffer component are close to each other; and when the energy absorption component is at the second position, the rear end surface of the energy absorption component and the front end surface of the buffer component are separated from each other.

[0008] According to another specific embodiment of the present application, the engine hood control device of the vehicle according to the embodiment of the present application is characterized in that the driving assembly comprises a first magnetic attraction component, a second magnetic attraction component, and a power supply component. The first magnetic attraction component is in a sheet structure extending along the length direction of the buffer component and is fixedly arranged on the front end surface of the buffer component; the second magnetic attraction component is in a sheet structure extending along the length direction of the energy absorption component and is fixedly arranged on the rear end surface of the energy absorption component and opposite to the first magnetic attraction component; and the power supply component is electrically connected with the first magnetic attraction component and the second magnetic attraction component to control the first magnetic attraction component and the second magnetic attraction component to be switched between a power-on state and a power-off state. When the first magnetic attraction component and the second magnetic attraction component are in the power-on state, the first magnetic attraction component and the second magnetic attraction component are attracted to each other, the energy absorption component is at the first position, and the energy absorption component, the first magnetic attraction component, and the second magnetic attraction component are connected together via the buffer component; and 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 at the second position.

[0009] According to the above scheme, since the first magnetic attraction component and the second magnetic attraction component have small volumes, the occupied space of the control device of the engine cover can be reduced, and the convenience of the vehicle layout is improved. Moreover, by controlling the energization state of the first magnetic attraction component and the second magnetic attraction component to control whether the magnetic force is generated, and further controlling the relative positions 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 application, the control device of the engine cover of the vehicle disclosed in the embodiment of the present application includes a driving assembly including an elastic component, a connecting component and a positioning component. The elastic component is arranged between the buffer component and the energy absorption component, 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 absorption component. The connecting component is arranged at the corresponding end of the buffer component and the energy absorption component, and can be switched from a connected state to a disconnected state, and the connecting component is fixedly connected to the end of the buffer component and the energy absorption component at both ends. The positioning component is arranged between the buffer component and the energy absorption 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 absorption component. Moreover, 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 the buffer component and the energy absorption component are driven to approach each other, and the energy absorption component is located at 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 the buffer component and the energy absorption component are driven to move away from each other, and the energy absorption component is located at the first position. The elastic component is a spiral spring, and the connecting component is an explosive bolt.

[0011] According to the above scheme, when the vehicle collides with the pedestrian, the connecting component is switched from the connected state to the disconnected state, the elastic component is switched from the compressed state to the normal or stretched state, and the positioning component is in the unfolded state, thereby driving the energy absorption component to move away from the buffer component and close to the bumper, and limiting the position of the energy absorption component through the positioning component, so that the energy absorption component can be kept at the current position, and the energy transmission 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 cover is easily triggered to protect the pedestrian when hitting. Moreover, the explosive bolt is used as the connecting component, which can quickly and reliably control the buffer component and the energy absorption component to move away from each other when the vehicle collides with the pedestrian, further reducing the possibility of causing damage to the head of the pedestrian.

[0012] According to another specific embodiment of the present application, the control device of the hood of the vehicle disclosed in the embodiments of the present application, the energy absorbing component is arranged opposite to the buffer component, and the positioning component comprises at least one connecting rod mechanism arranged along the length direction of the buffer beam; wherein each connecting rod mechanism comprises a first connecting rod and a second connecting rod, the middle parts of the first connecting rod and the second connecting rod are rotatably connected together via a rotating shaft; one side end of the first connecting rod and the second connecting rod is rotatably arranged on one of the two side wall surfaces opposite to the buffer component and the energy absorbing component, and the other side end is slidably arranged on the other; at least one of the first connecting rod and the second connecting rod is further fixedly provided with a limiting protrusion on the side wall surface facing the other; wherein 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; when the energy absorbing component is located at the second position, the top of the limiting protrusion abuts against the inner side wall surface of the other.

[0013] By adopting the above scheme, the connecting rod mechanism is arranged between the energy absorbing component and the buffer component, so that the energy absorbing component can be more stably supported when it moves away from the buffer component. By arranging the limiting protrusion, when the pedestrian collides with the vehicle, the buffer component and the energy absorbing component move away from each other, the limiting protrusion limits the first connecting rod and the second connecting rod, so that the included angle between the first connecting rod and the second connecting rod is fixed and cannot be easily changed, and the energy absorbing component can be more stably maintained at the first position.

[0014] According to another specific embodiment of the present application, the control device of the hood of the vehicle disclosed in the embodiments of the present application, 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 application, the control device of the hood of the vehicle disclosed in the embodiments of the present application, the energy absorbing component is arranged opposite to the buffer component, and the positioning component comprises a point explosion air bag arranged between the buffer component and the energy absorbing component.

[0016] By adopting the above scheme, the positioning component is arranged as a point explosion air bag, the speed of switching from the folded state to the expanded state is faster, and by controlling the volume of the gas in the air bag, the position of the energy absorbing component and the rigidity of the air bag can be more accurately controlled, so that the force when the vehicle collides with the pedestrian can be more accurately and quickly transmitted.

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

[0018] According to another specific embodiment of the present application, the pedestrian protection system of the vehicle disclosed by the embodiment of the present application, the target object parameters comprise a relative distance between the target object and the vehicle, a relative speed between the target object and the vehicle, and an image of the target object; and the identification device comprises: a speed radar arranged at the front of the vehicle and used for acquiring the relative distance and the relative speed; and a vehicle-mounted camera arranged at the front of the vehicle and used for acquiring the image of the target object. Moreover, the control device determines whether the vehicle and the target object have a collision risk according to at least one of the comparison result of the relative distance and a preset distance threshold, the comparison result of the relative speed and a preset speed threshold, and the comparison result of a braking time calculated according to the relative speed and the relative distance and a preset time threshold; the control device determines whether the target object is a pedestrian according to the image of the target object. Moreover, the jacking device comprises a point detonator and a jacking hinge, wherein the point detonator is connected with the control device respectively, and the jacking hinge is connected with the hood. Moreover, the pressure acquisition component is a pressure sensor.

[0019] The embodiment of the present application discloses a vehicle, comprising the control device of the hood as described in any of the above embodiments.

[0020] The present application has the following beneficial effects:

[0021] The control device of the engine cover of the vehicle provided by the scheme can change the energy transmission path among the bumper, the energy absorption component, the buffer component and the buffer beam by driving the energy absorption component to move between the first position and the second position through the driving assembly. When the vehicle is about to collide with a pedestrian, the driving assembly drives the energy absorption component to the first position, at this time, the energy transmission path among the bumper, the buffer component and the buffer beam is established, the engine cover is in a sensitive state with less difficulty in bouncing up, the energy of the collision between the pedestrian and the vehicle is easily acquired by the pressure acquisition component through the buffer component and the energy absorption component, when the vehicle collides with the pedestrian, the engine cover is easily triggered, so that the energy absorption space when the head of the pedestrian collides is rapidly increased to reduce the damage of the vehicle to the head of the pedestrian. When the vehicle is about to collide with a non-pedestrian obstacle, the driving assembly drives the energy absorption component to the second position, at this time, the energy transmission path among the bumper, the buffer component and the buffer beam is cut off, the engine cover is in a non-sensitive state with more difficulty in bouncing up, the energy of the collision between the pedestrian and the vehicle is difficult to transmit through the buffer component and the energy absorption component and be acquired by the pressure acquisition component, when the vehicle collides with other obstacles of non-pedestrian, the engine cover is not easily triggered, thereby reducing the probability of false triggering of the engine cover.

[0022] The pedestrian protection system and the vehicle provided by the scheme can also increase the bouncing difficulty of the engine cover when the vehicle collides with other obstacles of non-pedestrian, thereby reducing the probability of false triggering of the engine cover. BRIEF DESCRIPTION OF DRAWINGS

[0023] Figure 1 is a schematic diagram of the control device of the engine cover of the vehicle provided by the embodiment of the present application;

[0024] Figure 2 is a schematic diagram of the structure of the control device of the engine cover of the vehicle provided by the embodiment 1 of the present application;

[0025] Figure 3 is another schematic diagram of the structure of the control device of the engine cover of the vehicle provided by the embodiment 1 of the present application;

[0026] Figure 4 is a schematic diagram of the structure of the control device of the engine cover of the vehicle provided by the embodiment 2 of the present application;

[0027] Figure 5 is a schematic diagram of the structure of the connecting rod mechanism of the control device of the engine cover of the vehicle provided by the embodiment 2 of the present application;

[0028] Figure 6 is a schematic diagram of the structure of the pedestrian protection system of the vehicle provided by the embodiment of the present application;

[0029] Figure 7is a working flow diagram of a control device of a vehicle engine cover provided by an embodiment of the present application.

[0030] Reference signs:

[0031] 1 bumper; 2 bumper beam; 3 control device of engine cover; 4 buffer component; 5 energy absorption component; 6 driving assembly; 61 first magnetic attraction component; 62 second magnetic attraction 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 jacking device; 841 detonator; 842 jacking hinge. DETAILED DESCRIPTION

[0032] Embodiment 1

[0033] To solve the problem of high probability of false triggering of the active pop-up engine cover in the prior art, an embodiment of the present application provides a control device of a vehicle engine cover. Specifically, referring to Figure 1 , the control device of the engine cover provided by the embodiment is arranged between the bumper 1 and the bumper beam 2 at the front of the vehicle to control the engine cover of the vehicle to be in a sensitive state or a non-sensitive state. More specifically, when the engine cover is in the sensitive state, the engine cover is less difficult to pop up, so that the engine cover can be easily popped up to increase the energy absorption space when the head of a pedestrian hits to reduce the damage to the head of the pedestrian by the vehicle when the vehicle collides with the pedestrian. When the engine cover is in the non-sensitive state, the engine cover is more difficult to pop up, so that the engine cover is not easily popped up when the vehicle collides with other obstacles that are not pedestrians, thereby reducing the probability of false triggering of the engine cover.

[0034] Further, in the control device of the engine cover of the vehicle according to the present application, referring to Figure 2 , the control device 3 of the engine cover includes a buffer component 4, an energy absorption component 5 and a driving assembly 6. The buffer component 4 is fixed to the front side of the bumper beam 2 and extends along the length direction of the bumper beam 2. The energy absorption component 5 is located in front of the buffer component 4 and extends along the length direction of the bumper beam 2, and referring to Figure 1, the energy absorbing component 5 is movable along the length direction AA of the vehicle between the first position and the second position. The driving assembly 6 is connected with the buffer component 4 and the energy absorbing component 5 respectively, and drives the energy absorbing component 5 to move between the first position and the second position. Further, in the control device of the vehicle hood according to the present application, when the energy absorbing component 5 is in the first position, the vehicle hood is in the sensitive state; when the energy absorbing component 5 is in the second position, the vehicle hood is in the non-sensitive state. In this way, by driving the energy absorbing component 5 to move between the first position and the second position, i.e. the position close to the buffer component 4 and the position far away from the buffer component 4, by the driving assembly 6, the energy transmission 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 driving assembly 6 drives the energy absorbing component 5 to be in the first position, at this time the energy transmission path between the bumper 1 and the buffer beam 2 is established, the vehicle hood is in the sensitive state with less difficulty to pop up, the energy of the collision between the pedestrian and the vehicle is easily acquired by the pressure acquisition component 82 through the buffer component 4 and the energy absorbing component 5, when the vehicle collides with the pedestrian, the vehicle hood is easily triggered, so that the energy absorbing space when the pedestrian's head hits can be quickly increased to reduce the damage of the vehicle to the pedestrian's head. When the vehicle is about to collide with a non-pedestrian obstacle, the driving assembly 6 drives the energy absorbing component 5 to be in the second position, at this time the energy transmission path between the bumper 1 and the buffer beam 2 is cut off, the vehicle hood is in the non-sensitive state with more difficulty to pop up, the energy of the collision between the pedestrian and the vehicle is difficult to be transmitted through the buffer component 4 and the energy absorbing component 5 and acquired by the pressure acquisition component 82, when the vehicle collides with the non-pedestrian obstacle, the vehicle hood is not easily triggered, thereby reducing the probability of false triggering of the vehicle hood.

[0035] Further, in the control device of the vehicle hood according to the present application, with reference to Figure 2The energy-absorbing component 5 is arranged opposite to the buffer component 4. In the first position, the rear end surface of the energy-absorbing component 5 and the front end surface of the buffer component 4 are close to each other. In the second position, the rear end surface of the energy-absorbing component 5 and the front end surface of the buffer component 4 are separated from each other. That is, in the embodiment, the first position is the position where the energy-absorbing component 5 and the buffer component 4 are close to each other. It should be noted that the close position of the energy-absorbing component 5 and the buffer component 4 means that the energy-absorbing component 5 and the buffer component 4 are connected together through the first magnetic attraction component 61 and the second magnetic attraction component 62, and the energy-absorbing component 5, the buffer component 4, the first magnetic attraction component 61 and the second magnetic attraction component 62 are closely attached together. At this time, the energy transmission path between the bumper 1 and the buffer beam 2 is established through the energy-absorbing component 5 and the buffer component 4, and the energy generated when the vehicle collides with the pedestrian can be transmitted from the bumper 1 to the energy-absorbing component 5, and further transmitted to the buffer beam 2 through the buffer component 4. At this time, when the vehicle collides with the pedestrian, the energy generated by the impact of the pedestrian and the vehicle is transmitted to the buffer beam 2 through the bumper 1, the energy-absorbing component 5 and the buffer component 4, and is 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 value, the engine cover is popped up to protect the head of the pedestrian. In the second position, the energy-absorbing component 5 and the buffer component 4 are away from each other, and at this time, the energy transmission path between the bumper 1 and the buffer beam 2 is not established, and the energy generated when the vehicle collides with the non-pedestrian is basically absorbed by the bumper 1, and it is difficult to be transmitted to the buffer component 4 and the buffer beam 2. The pressure acquisition component 82 arranged between the buffer component 4 and the buffer beam 2 is also difficult to acquire the pressure at the time of collision, and the engine cover is difficult to be popped up, so as to reduce the probability of false triggering of the engine cover when the vehicle collides with the non-pedestrian, and further improve the driving experience.

[0036] Further, in the control device of the engine cover of the vehicle according to the present application, the reference Figure 2The driving assembly 6 comprises a first magnetic attraction component 61, a second magnetic attraction component 62, and a power supply component 63. The first magnetic attraction component 61 is in a sheet structure extending along the length direction of the buffer component 4, and is fixedly arranged on the front end surface of the buffer component 4. The second magnetic attraction component 62 is in a sheet structure extending along the length direction of the energy absorption component 5, and is fixedly arranged on the rear end surface of the energy absorption component 5 and opposite to the first magnetic attraction component 61. In this embodiment, the fixed connection between the first magnetic attraction component 61 and the second magnetic attraction component 62 and the energy absorption component 5 and the buffer component 4 respectively includes but is not limited to adhesion, welding, screwing, etc. The power supply component 63 is electrically connected with the first magnetic attraction component 61 and the second magnetic attraction component 62 respectively, and controls the first magnetic attraction component 61 and the second magnetic attraction component 62 to switch between the power-on state and the power-off state. Specifically, the power supply component 63 comprises a power supply and wires connected with the first magnetic attraction component 61 and the second magnetic attraction component 62 respectively. It should be noted that Figure 2 only part of the wires are shown in the figure, and the type of the power supply can be selected by those skilled in the art at will. An external power supply can be selected, or the wires can be directly connected to the power supply device of the vehicle.

[0037] Further, in the control device of the engine cover of the vehicle according to the present application, with reference to Figure 3 when the first magnetic attraction component 61 and the second magnetic attraction component 62 are in the power-on state, the first magnetic attraction component 61 and the second magnetic attraction component 62 are attracted to each other, the energy absorption component 5 is located at the first position, and the energy absorption component 5 is connected together with the buffer component 4 via the first magnetic attraction component 61 and the second magnetic attraction component 62. With reference to Figure 2 when the first magnetic attraction component 61 and the second magnetic attraction component 62 are in the power-off state, the first magnetic attraction component 61 and the second magnetic attraction component 62 are separated from each other, and the energy absorption component 5 is located at the second position. Specifically, the first magnetic attraction component 61 and the second magnetic attraction component 62 are both electromagnetic patches, which generate magnetic force to attract the buffer component 4 and the energy absorption component 5 in the power-on state, and do not generate magnetic force, so that the buffer component 4 and the energy absorption component 5 are separated from each other in the power-off state. In this way, the driving assembly 6 is arranged as magnetic attraction components arranged on the buffer component 4 and the energy absorption component 5 respectively, and the generation state of the magnetic force of the magnetic attraction components is controlled by being powered on or powered off, so as to further control the relative position of the buffer component 4 and the energy absorption component 5. Since the first magnetic attraction component 61 and the second magnetic attraction component 62 have small volumes, the occupied space of the control device 3 of the engine cover can be reduced, which improves the convenience of the vehicle layout. Moreover, the power-on state of the first magnetic attraction component 61 and the second magnetic attraction component 62 is controlled to control whether the magnetic force is generated, and the relative position of the buffer component 4 and the energy absorption component 5 is further controlled, so that the reaction speed is faster and the control efficiency is higher.

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

[0039] Embodiment 2:

[0040] Based on the control device of the vehicle's engine hood in the aforementioned embodiment 1, this embodiment further provides another control device of the vehicle's engine hood. The difference between this embodiment and the control device of the vehicle's engine hood in embodiment 1 is only in the structure of the driving assembly 6. Next, the difference between this embodiment and embodiment 1 will be described in combination with Figure 1 、 Figure 4 、 Figure 5 The difference between this embodiment and embodiment 1 will be described.

[0041] Further, in the control device of the vehicle's engine hood according to the present application, the driving assembly 6 comprises 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 with the front end surface of the buffer component 4, and the other end is fixedly connected with the rear end surface of the energy-absorbing component 5. The connecting component 65 is arranged at the corresponding end 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 connecting component 65 is fixedly connected with the end of the buffer component 4 and the end of the energy-absorbing component 5 at both ends. Specifically, the fixed connection of the elastic component 64 with the buffer component 4 and the energy-absorbing component 5 includes but is not limited to welding, hinging and the like. 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 with the front end surface of the buffer component 4, and the other end is fixedly connected with the rear end surface of the energy-absorbing component 5.

[0042] Further, in the control device of the vehicle's engine hood according to the present application, reference is made to Figure 4, the elastic component 64 is in a compressed state, the positioning component is in a collapsed state, and the buffer component 4 and the energy absorption component 5 are driven to be close to each other, and the energy absorption component 5 is located at the second position. That is, when the energy absorption component 5 is located at the second position, the connecting component 65 connects the ends of the buffer component 4 and the energy absorption component 5 at this time, so that the buffer component 4 and the energy absorption component 5 are close to each other, so that the elastic component 64 is compressed, and the positioning component is also in a collapsed state. At this time, the energy transmission path between the bumper 1 and the buffer beam 2 is cut off, and when the vehicle collides with the non-pedestrian obstacle, most of the energy generated is absorbed by the bumper 1, and the rest of the energy is also absorbed by the space between the bumper 1 and the energy absorption component 5. The energy is not easily transmitted to the pressure acquisition component 82 between the buffer component 4 and the buffer beam 2, and the engine cover is difficult to be popped up, thereby reducing the probability of false triggering of the engine cover when the vehicle collides with the non-pedestrian, thereby improving the driving experience. And, when the connecting component 65 is in a disconnected state, the elastic component 64 is in a stretched state, and the positioning component is in an expanded state, so as to drive the buffer component 4 and the energy absorption component 5 away from each other, and the energy absorption component 5 is located at the first position. That is, when the energy absorption component 5 is located at the first position, the connecting component 65 separates the ends of the buffer component 4 and the energy absorption component 5 from each other at this time, and the buffer component 4 and the energy absorption component 5 are away from each other under the action of 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 that is not compressed, and the positioning component is in an expanded state. The energy transmission path between the bumper 1 and the buffer beam 2 is established, and when the vehicle collides with the pedestrian, the energy generated will be transmitted to the buffer beam 2 through the bumper 1, the energy absorption component 5, the buffer component 4, and further be 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 value, the engine cover will be popped up to protect the head of the pedestrian.

[0043] Specifically, in the present embodiment, the elastic component 64 is a spiral spring; the connecting component 65 is an explosion bolt. The explosion bolt has the advantages of simple structure, reliable work and convenient use, so the explosion bolt is used as the connecting component 65 in the present embodiment, which can quickly and reliably control the buffer component 4 and the energy absorption component 5 to be away from each other when the vehicle collides with the pedestrian, thereby further reducing the possibility of causing damage to the head of the pedestrian.

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

[0045] Further, referring to Figure 5 , each connecting rod mechanism 7 comprises a first connecting rod 71 and a second connecting rod 72, and the middle parts of the first connecting rod 71 and the second connecting rod 72 are rotatably connected together via a rotating shaft 73. Referring to Figure 4 , one side end of the first connecting rod 71 and the second connecting rod 72 is rotatably arranged on one of the two side wall surfaces opposite to the buffer component 4 and the energy-absorbing component 5, and the other side end is slidably arranged on the other side wall surface. Specifically, one side end of the first connecting rod 71 and the second connecting rod 72 connected with the buffer component 4 can be rotatably arranged on the buffer component 4, and the other side end connected with the energy-absorbing component 5 can be slidably arranged on the energy-absorbing component 5; or one side end of the first connecting rod 71 and the second connecting rod 72 connected with the energy-absorbing component 5 can be rotatably arranged on the energy-absorbing component 5, and the other side end connected with the buffer component 4 can be slidably arranged on the buffer component 4.

[0046] Further, at least one of the first connecting rod 71 and the second connecting rod 72 is further fixedly provided with a limiting protrusion 74 on the side wall surface facing the other side wall surface. Specifically, the limiting protrusion 74 can be provided only on the first connecting rod 71 and on the wall surface of the first connecting rod 71 facing the second connecting rod 72; or can be provided only on the second connecting rod 72 and on the wall surface of the second connecting rod 72 facing the first connecting rod 71; or can be provided on the wall surfaces of the first connecting rod 71 and the second connecting rod 72 facing each other. With such a structure, when the pedestrian and the vehicle collide, the limiting protrusion 74 limits the first connecting rod 71 and the second connecting rod 72 to fix the included angle between the first connecting rod 71 and the second connecting rod 72 and prevent the first connecting rod 71 and the second connecting rod 72 from easily moving, so that the energy-absorbing component 5 can be more stably maintained at the first position.

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

[0048] Further, in another preferred embodiment of the present application, the energy absorbing component 5 is arranged opposite to the buffer component 4, and the positioning component comprises a point explosion air bag arranged between the buffer component 4 and the energy absorbing component 5. The point explosion air bag is generally arranged one, and can be arranged two or other number according to the need. When the vehicle collides with the non-pedestrian, or does not collide, the point explosion air bag is in the initial, unexploded state. When the vehicle collides with the pedestrian, the point explosion air bag is quickly exploded, and the point explosion air bag drives the energy absorbing component 5 away from the buffer component 4 and close to the bumper 1, at this time the energy transmission path between the bumper 1 and the buffer beam 2 is established, and the hood is easily bounced up and protects the pedestrian when the collision occurs. With such a structure, since the point explosion air bag switches from the collapsed state to the expanded state very quickly, the speed of the energy absorbing component 5 moving from the second position to the first position is improved, the bounce-up time of the hood is reduced, and more effective protection is provided to the pedestrian. And by controlling the volume of gas in the air bag, the size and stiffness of the air bag can be controlled, so that the force when the vehicle collides with the pedestrian can be more accurately, quickly and stably transmitted.

[0049] It should be noted that in the present embodiment, only the case where the positioning component is a connecting rod mechanism 7 or a point explosion air bag is exemplarily listed, in fact, other components which can drive the energy absorbing component 5 to move and can stably maintain the position of the energy absorbing component 5 can be used as the positioning component.

[0050] Embodiment 3:

[0051] Based on the above-mentioned control device of the hood of the vehicle, the present embodiment further provides a pedestrian protection system of a vehicle. Specifically, referring to Figure 6 , the pedestrian protection system 8 of the vehicle provided in the present embodiment comprises the control device 3 of the hood of the vehicle as described in any of the above embodiments, an identification device 81, a pressure acquisition component 82, a control device 83, and a jacking device 84.

[0052] Further, in the pedestrian protection system of the vehicle according to the present application, referring to Figure 6 , the identification device 81 acquires and sends the target object parameters of the target object in front of the vehicle. Referring to Figure 1The pressure acquisition component 82 is arranged between the bumper component 4 of the control device of the engine hood and the bumper beam 2 of the vehicle, and acquires and transmits the pressure information of the bumper component 4 on the bumper 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 bumper component 4 on the bumper beam 2, and transmits the pressure to the control device 83, and then the control device 83 controls the engine hood to be in the sensitive state or the 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, i.e. an acceleration sensor. It can acquire the acceleration of the bumper component 4 when it moves towards the bumper beam 2, and the control device 83 controls the engine hood to be in the sensitive state or the non-sensitive state according to the acceleration acquired by the acceleration acquisition component.

[0053] Further, in the pedestrian protection system of the vehicle according to the present application, with continued reference to Figure 6 The control device 83 is in communication connection with the identification device 81 and the pressure acquisition component 82, acquires the target object parameters from the identification device 81, determines whether the vehicle has a collision risk with the target object and whether the target object is a pedestrian according to the target object parameters, and controls the engine hood to switch from the initial state to the sensitive state via the control device 3 of the engine hood when the vehicle has a collision risk with the target object and the target object is a pedestrian. Specifically, the driving assembly 6 of the control device 3 of the engine hood is connected with the vehicle controller or the control device 83, and when the vehicle has a collision risk with the target object and the target object is a pedestrian, the control device 83 directly controls the driving assembly 6 or sends a signal to the vehicle controller and controls the driving assembly 6 through the vehicle controller to perform corresponding actions, so that the energy-absorbing component 5 is located at the first position, thereby facilitating the protection of the head of the pedestrian when the vehicle collides with the pedestrian. When the vehicle does not have a collision risk with the target object or the target object is not a pedestrian, the control device 83 directly controls the driving assembly 6 or sends a signal to the vehicle controller and controls the driving assembly 6 through the vehicle controller to perform corresponding actions, so that the energy-absorbing component 5 is located at the second position, thereby preventing the engine hood from being easily lifted and reducing the probability of false triggering of the engine hood. More specifically, the initial state is the non-sensitive state or the sensitive state. That is, the energy-absorbing component 5 is in the non-sensitive state or the sensitive state when the vehicle is powered on, and the state switching is performed only when the conditions are met. For example, the initial state of the engine hood is the non-sensitive state, and at this time the energy-absorbing component 5 is located at the second position. When the control device 83 determines that the vehicle has a collision risk with the target object and the target object 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 the sensitive state, the energy-absorbing component 5 at this time is located at the first position. When the control device 83 determines that the vehicle does not have a collision risk with the target object or the target object is not a pedestrian, the state of the engine hood is switched to the non-sensitive state.

[0054] Further, in the pedestrian protection system of the vehicle according to the present application, the target parameter includes the relative distance between the target and the vehicle, the relative speed between the target and the vehicle, and the image of the target. Moreover, the recognition device 81 includes a speed radar arranged at the front of the vehicle for acquiring the relative distance and the relative speed, and a vehicle-mounted camera arranged at the front of the vehicle for acquiring the image of the target. Figure 6 , the jacking device 84 is connected with the control device 83 and the hood respectively. The control device 83 acquires the pressure information from the pressure acquisition component 82, and controls the jacking device 84 to pop up / keep the original state of the hood 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, the collision between the pedestrian and the vehicle occurs at this time, and the control device 83 controls the jacking device 84 to pop up the hood to protect the head of the pedestrian. 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 hood to keep in the original state without being popped up.

[0055] Further, in the pedestrian protection system of the vehicle according to the present application, the target parameter includes the relative distance between the target and the vehicle, the relative speed between the target and the vehicle, and the image of the target. Moreover, the recognition device 81 includes a speed radar arranged at the front of the vehicle for acquiring the relative distance and the relative speed, and a vehicle-mounted camera arranged at the front of the vehicle for acquiring the image of the target.

[0056] More further, in the pedestrian protection system of the vehicle according to the present application, the target parameter includes the relative distance between the target and the vehicle, the relative speed between the target and the vehicle, and the image of the target. Moreover, the recognition device 81 includes a speed radar arranged at the front of the vehicle for acquiring the relative distance and the relative speed, and a vehicle-mounted camera arranged at the front of the vehicle for acquiring the image of the target. Figure 6, the control device 83 determines whether the vehicle and the target object have a collision risk according to at least one of the comparison results of the relative distance and a preset distance threshold, the relative speed and a preset speed threshold, and the braking time calculated according to the relative speed and the relative distance and a preset time threshold. That is, the control device 83 can obtain the relative distance from the speed radar and compare the relative distance with the preset distance threshold, and if the relative distance is greater than the distance threshold, it is determined that the vehicle and the target object have a collision risk. The control device 83 can also obtain the relative speed from the speed radar and compare the relative speed with the preset speed threshold, and if the relative speed is greater than the speed threshold, it is determined that the vehicle and the target object have a collision risk. The control device 83 can also obtain the actual braking time of the vehicle calculated by the speed radar according to the relative speed and the relative distance from the speed radar, and compare the braking time with the preset time threshold, and when the braking time is greater than the preset time threshold, it is determined that the vehicle and the target object have a collision risk. It should be noted that when determining whether the vehicle and the target object have a collision risk, the control device 83 can calculate only according to the relative distance, or the relative speed, or the braking time, or according to the relative speed and the relative distance, or the relative speed and the braking time, or the relative distance and the braking time, that is, 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 the vehicle and the target object have a collision risk. It can also be calculated according to the relative speed, the relative distance and the braking time together to improve the judgment accuracy. It should be noted that the preset distance threshold, the speed threshold and the time threshold can be determined according to the vehicle experiment, the specific vehicle model and the actual road conditions, and the specific values are not limited in this embodiment.

[0057] Further, in the pedestrian protection system of the vehicle according to the present application, with reference to Figure 6 , the control device 83 determines whether the target object is a pedestrian according to the image of the target object.

[0058] Further, in the pedestrian protection system of the vehicle according to the present application, with reference to Figure 6 , the jacking device 84 includes a point detonator 841 and a jacking hinge 842. The point detonator 841 is connected to the control device 83, and the jacking hinge 842 is connected to the engine cover. When the pressure value obtained by the pressure obtaining part 82 is greater than the preset pressure threshold, the control device 83 sends information to the point detonator 841 to control the point detonator 841 to detonate, the point detonator 841 moves towards the jacking hinge 842 and transmits an impact force to the jacking hinge 842, the jacking hinge 842 rotates under the action of the impact force and drives the engine cover to pop up.

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

[0060] First, the relative distance, relative speed, and braking time information is obtained by the speed radar arranged at the front of the vehicle, and the image of the target object in front of the vehicle is obtained by the vehicle-mounted camera arranged at the front of the vehicle.

[0061] Then, 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 value, preset speed threshold value, and preset time threshold value stored in the control device 83. When the relative distance is greater than the distance threshold value, or the relative speed is greater than the speed threshold value, or the braking time is greater than the time threshold value, it is determined that the vehicle and the obstacle have a collision risk. If the vehicle and the obstacle do not have a collision risk, the current mode state of the engine cover, i.e. the non-sensitive state (i.e. the false trigger mode), is maintained.

[0062] Finally, the control device 83 obtains the image of the target object from the vehicle-mounted camera, and processes and analyzes the image to determine whether the obstacle in front is a pedestrian.

[0063] If the obstacle is a pedestrian, the control device 3 of the engine cover of the vehicle switches the engine cover to the sensitive state (i.e. the pedestrian mode). Specifically, referring to Figure 1 、 Figure 2 、 Figure 6 For the control device of the engine cover in embodiment 1, the control device 83 sends a signal to the driving assembly 6 to control the power supply component 63 to supply current to the first magnetic attraction component 61 and the second magnetic attraction component 62 at the same time, so that the first magnetic attraction component 61 and the second magnetic attraction component 62 attract each other to approach to drive the energy absorption component 5 to the first position and approach to the buffer component 4. At this time, the energy of the pedestrian colliding with the vehicle is transmitted to the bumper beam 2 via the bumper 1, the energy absorption component 5, and the buffer component 4, and is obtained by the pressure obtaining component 82. The control device 83 obtains the pressure from the pressure obtaining component 82, and when the pressure is greater than the pressure threshold value, sends information to the point detonator 841 to control the point detonator 841 to detonate, and drives the jacking hinge 842 to pop up the engine cover.

[0064] For the control device of the engine cover in embodiment 2, referring to Figure 1 、 Figure 4 、 Figure 6The control device 83 sends a signal to the drive assembly 6 to control the connecting component 65 to switch from the connected state to the disconnected state. At this time, the positioning component and the elastic component 64 drive the energy-absorbing component 5 to move to a first position away from the buffer component 4, and the positioning component holds the energy-absorbing component 5 in the first position. At this time, the energy of the collision between the pedestrian and the vehicle will be transferred to the buffer beam 2 through the bumper 1, the energy-absorbing component 5, the linkage mechanism 7, and the buffer component 4, and will be captured 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 a message to the detonator 841 to control the detonator 841 to detonate, and links the lifting hinge 842 to make the engine hood pop up.

[0065] If the obstacle is not a pedestrian, the engine hood is kept in a non-sensitive state via the vehicle's engine hood control device 3. Specifically, refer to Figure 1 , Figure 2 , Figure 6 In the engine hood control device of Embodiment 1, the control device 83 sends a signal to the drive assembly 6 to control the power supply component 63 to disconnect the current supply to the first magnetic suction component 61 and the second magnetic suction component 62. The first magnetic suction component 61 and the second magnetic suction component 62 separate from each other to drive the energy-absorbing component 5 to the second position and separate 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 transferred to the energy-absorbing component 5 and the buffer component 4. The pressure acquisition component 82 has difficulty acquiring 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 lifted. Of course, if the energy of the collision between the vehicle and the obstacle is large enough that after the energy is absorbed by the bumper 1, some of it is still transferred to the energy-absorbing component 5 and the buffer component 4 and acquired 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 to control the detonator 841 to detonate and link the lifting hinge 842 to lift the engine hood.

[0066] For the engine hood control device in Embodiment 2, refer to... Figure 1 , Figure 4 , Figure 6When the pedestrian collides with the vehicle, the energy of the collision is mostly absorbed by the bumper 1, and a small amount of energy is transmitted to the energy-absorbing component 5 and the buffer component 4 and is obtained by the pressure obtaining component 82. At this time, the control device 83 does not send information to the detonator 841, and the hood is not lifted. Of course, if the energy of the collision between the vehicle and the obstacle is large enough so that part of the energy is transmitted to the energy-absorbing component 5 and the buffer component 4 and is obtained by the pressure obtaining component 82 after the energy is absorbed by the bumper 1, the control device 83 will still send information to the detonator 841 to control the detonator 841 to detonate and drive the hood lifting hinge 842 to lift the hood when the pressure is greater than the pressure threshold.

[0067] It should be noted that in the embodiment, the control device 83 is only illustratively described as judging whether the vehicle and the obstacle in front exist a collision risk according to the relative distance, the relative speed and the braking time, and then continuing to obtain the image to judge the target type after the collision risk exists. Those skilled in the art can think that the control device 83 can simultaneously judge whether the vehicle and the obstacle in front exist a collision risk and the target type; or first judge the target type and then judge whether the collision risk exists.

[0068] Embodiment 4:

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

[0070] The vehicle provided in the embodiment has the control device of the hood of the vehicle provided in the above-mentioned embodiments, so when the vehicle collides with the pedestrian, the hood can be easily lifted to reduce the damage to the head of the pedestrian. When the vehicle collides with other obstacles that are not pedestrians, the difficulty of lifting the hood increases, and the probability of false triggering of the hood is reduced.

[0071] Although the present application has been illustrated and described with reference to certain preferred embodiments thereof, it should be understood by those skilled in the art that the foregoing is a further detailed description of the application and is not intended to limit the application to the specific embodiments described. Various changes in form and details can be made without departing from the spirit and scope of the application.

Claims

1. A control device of a hood cover of a vehicle, characterized by, The control device of the engine hood is arranged between the bumper and the bumper 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; The control device of the engine hood comprises: a bumper component fixed to the front side of the bumper beam and extending along the length direction of the bumper beam; an energy absorption component located in front of the bumper component and extending along the length direction of the bumper beam and movable along the length direction of the vehicle between a first position and a second position; a driving assembly connected with the bumper component and the energy absorption component respectively to drive the energy absorption component to move between the first position and the second position; wherein when the energy absorption component is in the first position, the engine hood is in the sensitive state; when the energy absorption component is in the second position, the engine hood is in the non-sensitive state; the driving assembly comprises an elastic component, a connecting component and a positioning component; wherein the elastic component is arranged between the bumper component and the energy absorption component, one end of the elastic component is fixedly connected with the front end surface of the bumper component and the other end is fixedly connected with the rear end surface of the energy absorption component; the connecting component is arranged at the corresponding end of the bumper component and the energy absorption component and can be switched from a connected state to a disconnected state, and the connecting component is fixedly connected with the end of the bumper component and the end of the energy absorption component at both ends respectively; the positioning component is arranged between the bumper component and the energy absorption component and can be switched from a folded state to an unfolded state, one end of the positioning component is fixedly connected with the front end surface of the bumper component and the other end is fixedly connected with the rear end surface of the energy absorption component; and when the connecting component is in the connected state, the elastic component is in a compressed state, the positioning component is in the folded state, and the bumper component and the energy absorption component are driven to approach each other, and the energy absorption component is 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 the unfolded state, and the bumper component and the energy absorption component are driven to move away from each other, and the energy absorption component is in the first position.

2. The hood control device of claim 1, wherein the energy absorption component is arranged opposite to the bumper component; in the first position, the rear end surface of the energy absorption component and the front end surface of the bumper component approach each other; in the second position, the rear end surface of the energy absorption component and the front end surface of the bumper component are separated from each other.

3. The hood control device of claim 1, wherein wherein the elastic component is a spiral spring; the connecting component is an explosive bolt.

4. The hood control device of claim 1, wherein the energy absorption component is arranged opposite to the bumper component, and the positioning component comprises at least one linkage mechanism arranged along the length direction of the bumper beam; wherein each linkage mechanism comprises a first linkage rod and a second linkage rod, the middle parts of the first linkage rod and the second linkage rod are rotatably connected together via a rotating shaft; One side end of the first link and the second link is rotatably arranged on one of the two side wall surfaces opposite to the energy-absorbing component and the buffer component, and the other side end is slidably arranged on the other one; At least one of the first link and the second link is further fixedly arranged with a limiting protrusion on the side wall surface facing the other one; 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 one; When the energy-absorbing component is in the second position, the top of the limiting protrusion abuts against the inner side wall surface of the other one.

5. The hood control device of claim 4, wherein The limiting protrusion does not exceed the width range of the first link and the second link.

6. The control device of a hood of a vehicle according to any one of claims 1 to 5, characterized in that, The energy-absorbing component is arranged opposite to the buffer component, and the positioning component includes a point explosion airbag arranged between the buffer component and the energy-absorbing component.

7. A pedestrian protection system of a vehicle, characterized in that Comprise: The control device of the hood of the vehicle according to any one of claims 1-6; And The identification device acquires and sends the target object parameters of the target object in front of the vehicle; The pressure acquisition component is arranged between the buffer component of the control device of the hood and the buffer beam of the vehicle, acquires and sends the pressure information of the buffer component on the buffer beam when the vehicle collides with the target object; The control device is in communication connection with the identification device and the pressure acquisition component, acquires the target object parameters from the identification device, determines whether the vehicle and the target object exist collision risk and whether the target object is a pedestrian according to the target object parameters, and controls the hood to switch from the initial state to the sensitive state via the control device of the hood when the vehicle and the target object exist collision risk and the target object is a pedestrian; wherein the initial state is the non-sensitive state or the sensitive state; And The jacking device is connected with the control device and the hood respectively; and The control device acquires the pressure information from the pressure acquisition component, and controls the jacking device to lift up / keep the original state of the hood according to the comparison result of the pressure information and the preset pressure threshold.

8. The pedestrian protection system of a vehicle according to claim 7, 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 measurement radar arranged at the front of the vehicle for acquiring the relative distance and the relative speed; and A vehicle-mounted camera arranged at the front of the vehicle for acquiring the image of the target object; and The control device determines whether the vehicle and the target object exist collision risk 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; The control device determines whether the target object is a pedestrian according to the image of the target object; and The jacking device comprises a point exploder and a jacking hinge, wherein the point exploder is connected with the control device, and the jacking hinge is connected with the engine hood; and The pressure acquisition component is a pressure sensor.

9. A vehicle comprising: The control device of the engine hood of the vehicle according to any one of claims 1-6.

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