Pedestrian protection method and system for a vehicle

Abstract

This invention provides a method and system for pedestrian protection of vehicles. The method includes: determining whether an obstacle in front of the vehicle is a pedestrian based on obstacle information, and raising the hood to a first position if it is a pedestrian. Further determining whether a collision will occur between the vehicle and the pedestrian within a first collision time threshold based on movement status information; if so, raising the hood to a preset second position; and further determining whether a collision will occur between the vehicle and the pedestrian based on contact information. If a collision occurs, raising the hood to a third position. If no collision occurs, lowering the hood back to the first position. This solution raises the hood to a first position when the obstacle in front of the vehicle is a pedestrian, raises it to a second position when a collision is likely to occur within the first collision time threshold, and raises it to a third position when a collision occurs, thus shortening the hood's response time and providing effective protection for pedestrians.

Description

Technical Field

[0001] This invention relates to the field of automotive safety technology, and in particular to a method and system for pedestrian protection in vehicles. Background Technology

[0002] With the rapid increase in vehicle ownership, the probability of traffic accidents is also gradually increasing. Among them, pedestrians and cyclists (hereinafter referred to as pedestrians) are often the most vulnerable to injury in collisions. Therefore, the need to protect pedestrians is extremely urgent.

[0003] In traffic accidents involving vehicles and pedestrians, the pedestrian's lower limbs usually make initial contact with the vehicle's front bumper. Due to the vehicle's speed at the time of impact, the pedestrian's upper body will tilt towards the hood due to inertia, resulting in significant head injuries from the impact.

[0004] To reduce head injuries to pedestrians, many vehicles have hoods that can be actively popped up. These hoods include the following two types of structures:

[0005] The first type is the detonation-type active hood. When a vehicle collides with a pedestrian, the detonator is activated based on the sensed impact force. After detonation, the detonator moves towards the lifting hinge, transmitting the impact force to it. The lifting hinge then uses this force to lift the engine hood. However, detonation-type active hoods cannot be reused after detonation, resulting in high maintenance costs.

[0006] The second type is the retractable active cover. Although the retractable active cover can lift the cover during a collision and lower it after the collision, making up for the inability to reuse the detonation active cover, the mechanical transmission structure used to lift or lower the engine cover is relatively complex. This retractable active cover has problems such as an excessively long detonation time and an excessively low pop-up height, which cannot adequately protect pedestrians.

[0007] Therefore, among the existing active pop-up engine covers, although recyclable active covers can make up for the shortcomings of detonation active covers that cannot be reused, they still have the problem of low lifting efficiency and inability to protect pedestrians well. Summary of the Invention

[0008] The purpose of this invention is to solve the problem that the engine cover lifting efficiency is low in the prior art, and it cannot effectively protect pedestrians.

[0009] To address the above problems, an embodiment of the present invention discloses a method for pedestrian protection of a vehicle, S1: acquiring information about obstacles in front of the vehicle, and determining whether the obstacle in front of the vehicle is a pedestrian based on the obstacle information;

[0010] If so, raise the engine hood to the preset first position and execute step S2;

[0011] If not, keep the vehicle's hood in the initial position and continue to determine whether the obstacle in front of the vehicle is a pedestrian;

[0012] S2: Obtain the movement status information of vehicles and pedestrians, and determine whether the vehicles and pedestrians will collide within the preset first collision time threshold based on the movement status information;

[0013] If so, the engine hood is raised to a preset second position, and step S3 is executed; wherein, in the height direction of the vehicle, the second position is higher than the first position;

[0014] If not, the engine hood is lowered back to its initial position, and the process returns to step S1 to reacquire information about obstacles in front of the vehicle and determine whether the obstacle in front of the vehicle is a pedestrian.

[0015] S3: Obtain contact information between the vehicle and the pedestrian, and determine whether a collision has occurred between the vehicle and the pedestrian based on the contact information;

[0016] If so, the engine hood will be raised to a preset third position; wherein, in the height direction of the vehicle, the third position is higher than the second position;

[0017] If not, lower the engine hood to the first position and proceed to step S4:

[0018] S4: Reacquire the movement status information of the vehicle and pedestrian, and determine whether the vehicle and pedestrian will collide within the preset second collision time threshold based on the movement status information;

[0019] If so, raise the engine hood to the third position;

[0020] If not, the engine hood is lowered back to its initial position, and the process returns to step S1 to reacquire information about obstacles in front of the vehicle and determine whether the obstacle is a pedestrian.

[0021] In the above-described implementation, steps S1 and S2, through the collection of action status information and the determination of collision time, pre-prepare to raise the engine hood to the first and second collision prevention positions. Compared to the low detonation efficiency of the detonation-type active hood, this method can reach the third position, i.e., the optimal collision prevention position, in the shortest time. In steps S2, S3, and S4, if the engine hood is raised to the first and second collision prevention positions but a collision does not occur, it can return to its initial position. Compared to the inability to reuse the detonation-type active hood, this method allows for the reuse of the engine hood and its collision prevention function. Therefore, this vehicle pedestrian protection method disclosed in this embodiment overcomes the inability to reuse the detonation-type active hood while shortening the time it takes for the engine hood to reach the designated position, thus providing better pedestrian protection. Furthermore, by raising the engine hood to a predetermined position according to different situations, the time it takes for the engine hood to rise to the optimal position for pedestrian protection during a collision between a pedestrian and a vehicle is shortened, improving the lifting efficiency of the engine hood.

[0022] According to another specific embodiment of the present invention, in the pedestrian protection method for vehicles disclosed in this embodiment, in step S1, the obstacle information includes sensing information indicating the presence of an obstacle and type information indicating the type of obstacle; and

[0023] Determining whether an obstacle in front of a vehicle is a pedestrian based on obstacle information includes:

[0024] Acquire sensor information and determine whether an obstacle exists based on the sensor information;

[0025] If so, obtain the type information and determine whether the obstacle is a pedestrian based on the type information;

[0026] If not, continue to acquire sensor information and determine whether an obstacle exists.

[0027] By adopting the above implementation method, it is first determined whether an obstacle exists, and only if the obstacle exists is the type of obstacle determined, rather than directly determining the type of obstacle, thus reducing the amount of calculation in the determination process.

[0028] According to another specific embodiment of the present invention, the pedestrian protection method for vehicles disclosed in this embodiment further includes the following if the judgment result obtained based on the sensing information indicates the presence of an obstacle:

[0029] Generate obstacle warning information; among which

[0030] Obstacle warning information includes:

[0031] At least one of the following: the interior indicator light illuminates, or the interior warning alarm sounds; and

[0032] The brightness and duration of the indicator lights inside the vehicle, as well as the duration of the warning bell inside the vehicle, increase sequentially according to the following order: the presence of an obstacle, the obstacle being a pedestrian, the engine hood being raised to the first position, the engine hood being raised to the second position, and the engine hood being raised to the third position.

[0033] By adopting the above implementation method, when an obstacle exists, the driver is alerted to the impending collision by the brightness and duration of the indicator lights inside the vehicle and the duration of the warning bell inside the vehicle. By alerting the driver before a collision occurs, the driver can then drive the vehicle to prevent a collision, thus reducing the possibility of a collision.

[0034] According to another specific embodiment of the present invention, the pedestrian protection method for vehicles disclosed in this embodiment further includes the following if the determination result obtained based on type information indicates that the obstacle in front of the vehicle is a pedestrian:

[0035] Generate pedestrian warning signals; and

[0036] Cut off the control signal from the vehicle's steering wheel to the wheels, and control the vehicle speed to decrease to a predetermined speed range with a predetermined deceleration.

[0037] Using the above implementation method, when the obstacle is a pedestrian, the vehicle actively issues a pedestrian warning signal and cuts off the control signal from the steering wheel to the wheels, while controlling the vehicle speed to decrease to a predetermined speed range at a predetermined deceleration. After issuing the pedestrian warning signal, the vehicle can alert the pedestrian, allowing them to avoid a collision. Furthermore, cutting off the control signal from the steering wheel to the wheels and controlling the vehicle speed to decrease to a predetermined speed range serves two purposes: firstly, it prevents the driver from accidentally operating the steering wheel in an emergency, causing the vehicle to skid or overturn; secondly, by actively decelerating to reduce the speed to a predetermined range, it avoids a collision or reduces the injury to the pedestrian and driver after a collision.

[0038] According to another specific embodiment of the present invention, the pedestrian protection method for vehicles disclosed in this embodiment includes, as an action status information, the relative distance between the vehicle and the pedestrian and the current vehicle speed; and

[0039] In step S2, determining whether a collision will occur between the vehicle and the pedestrian within a preset first collision time threshold based on the action status information includes:

[0040] The first collision time between the vehicle and the pedestrian from the current moment to the collision is determined based on the relative distance and the current vehicle speed, and it is determined whether the first collision time is less than or equal to the first collision time threshold.

[0041] If so, the vehicle and the pedestrian will collide within the first collision time threshold.

[0042] If not, the vehicle and pedestrian will not collide within the first collision time threshold; and

[0043] In step S4, it is determined whether a collision will occur between the vehicle and the pedestrian within a preset second collision time threshold based on the action status information, including:

[0044] The second collision duration is determined based on the relative distance and current vehicle speed, starting from the moment the engine hood falls back to the first position until the collision between the vehicle and the pedestrian occurs, and it is determined whether the second collision duration is less than or equal to the second collision time threshold.

[0045] If so, the vehicle and the pedestrian will collide within the second collision time threshold.

[0046] If not, the vehicle and pedestrian will not collide within the second collision time threshold.

[0047] Using the above implementation method, the duration of a collision between a pedestrian and a vehicle is determined based on the relative distance and the current vehicle speed. The calculation results are more accurate, and the calculation method is simpler and more efficient.

[0048] According to another specific embodiment of the present invention, in the pedestrian protection method for vehicles disclosed in this embodiment, step S3 includes contact information including the contact force between the vehicle and the pedestrian; and

[0049] Determining whether a collision occurred between a vehicle and a pedestrian based on contact information includes:

[0050] Determine whether the contact force between the vehicle and the pedestrian exceeds a preset contact force threshold;

[0051] If so, then it is determined that a collision occurred between the vehicle and the pedestrian;

[0052] If not, it is determined that no collision occurred between the vehicle and the pedestrian; among which

[0053] The contact force threshold ranges from 800N to 1000N.

[0054] Using the above implementation method, in step S3, preferably, the contact force threshold is set to a range of 800N to 1000N. By comparing the contact force between the vehicle and the pedestrian with the preset contact force threshold, it is determined whether a collision has occurred between the vehicle and the pedestrian. By setting the range of the contact force threshold, the accuracy of collision avoidance is ensured, and misoperation caused by accidental contact and minor abrasions is eliminated, thereby reducing ineffective actions of the mechanism.

[0055] According to another specific embodiment of the present invention, the pedestrian protection method for a vehicle disclosed in this embodiment includes an engine hood comprising a honeycomb structure layer, and a metal structure layer, a fiber resin layer, and a cushioning foam layer sequentially disposed on both sides of the honeycomb structure layer in the thickness direction of the engine hood; and

[0056] The height difference between the first position and the initial position ranges from 40mm to 60mm.

[0057] The height difference between the second position and the initial position ranges from 100mm to 120mm.

[0058] The height difference between the third position and the initial position ranges from 180mm to 200mm; and

[0059] The first collision time threshold ranges from 0.8s to 1.2s;

[0060] The second collision time threshold ranges from 1.8s to 2.2s.

[0061] By adopting the above-described embodiment, the engine hood can effectively absorb the impact force when a pedestrian is hit by the above-described structural layer, and bounce the pedestrian off the vehicle's engine hood, reducing the possibility of pedestrian injury.

[0062] Embodiments of the present invention also disclose a pedestrian protection system for a vehicle, used to execute the engine hood control method described in any of the above embodiments, the control system comprising:

[0063] The information acquisition component acquires information about obstacles in front of the vehicle, the movement status of the vehicle and pedestrians, and the contact information between the vehicle and pedestrians.

[0064] The main control unit is connected to the information acquisition component. It determines whether the obstacle in front of the vehicle is a pedestrian based on the obstacle information from the information acquisition component. It determines whether the vehicle and the pedestrian will collide within a preset first collision time threshold and a preset second collision time threshold based on the action status information. It determines whether the vehicle and the pedestrian have collided based on the contact information and generates control information to control the lifting position of the engine hood based on the judgment results.

[0065] The lifting and lowering device is connected to the main control unit and the engine cover respectively. It controls the engine cover to be raised / lowered to the designated position according to the control information from the main control unit.

[0066] Using the above implementation method, the information acquisition component acquires information about obstacles in front of the vehicle, the movement status information of the vehicle and pedestrians, and the contact information between the vehicle and pedestrians, to prepare for subsequent collision avoidance. The main control device is communicatively connected to the information acquisition component. Based on the obstacle information from the information acquisition component, it determines whether the obstacle in front of the vehicle is a pedestrian. Based on the movement status information, it determines whether the vehicle and pedestrian will collide within a preset first collision time threshold and a preset second collision time threshold. Based on the contact information, it determines whether a collision has occurred between the vehicle and pedestrian. Based on the determination results, it generates control information to control the lifting position of the engine hood. Throughout this process, the system is in a collision avoidance mode, immediately determining whether the obstacle is a pedestrian. The system increases the accuracy of collision response while reducing ineffective actions of the mechanism. The setting of the first and second collision time thresholds can quickly determine whether a collision is imminent and take preventive measures against potential subsequent collisions, greatly reducing the preparation time for the engine hood to be raised in response to a collision, while ensuring that the engine hood is raised to the optimal position in the shortest possible time. The lifting and lowering device is connected to the main control device and the engine hood respectively. It controls the engine hood to be raised / lowered to the designated position according to the control information from the main control device. The lifting and lowering device can raise and lower the engine hood position in real time according to the control signal of the main control device. At the same time, the lifting and lowering device is a reusable device, thereby ensuring pedestrian safety while reducing the maintenance cost of the vehicle lifting and lowering device.

[0067] According to another specific embodiment of the present invention, the pedestrian protection system for a vehicle disclosed in this embodiment includes obstacle information including sensing information indicating the presence of an obstacle and type information indicating the type of obstacle; action status information including the relative distance between the vehicle and the pedestrian and the current vehicle speed; contact information including the contact force between the vehicle and the pedestrian; and information acquisition components including: an infrared sensing component that acquires the sensing information and the relative distance; an image acquisition component that acquires an image of an obstacle in front of the vehicle and determines the type of obstacle based on the obstacle image; a vehicle speed acquisition component that acquires the current vehicle speed; and a contact force acquisition component that acquires the contact force between the vehicle and the pedestrian.

[0068] Using the above implementation method, the infrared sensing component and the vehicle speed acquisition component respectively acquire the relative distance and current vehicle speed between the vehicle and the pedestrian, thereby preparing for subsequent collision avoidance; the image acquisition component acquires the image of the obstacle in front of the vehicle, and determines the obstacle type based on the obstacle image. Determining the obstacle type can increase the accuracy of the system in responding to collisions while reducing ineffective actions of the mechanism; the contact force acquisition component acquires the contact force between the vehicle and the pedestrian. By measuring the magnitude of the collision contact force, it can be determined whether it is a false collision or a minor collision, thereby eliminating erroneous actions of the mechanism.

[0069] According to another specific embodiment of the present invention, the pedestrian protection system for vehicles disclosed in this embodiment further includes a main control device that generates prompting information based on the sensing results of an infrared sensing component, and generates warning information and wheel control information based on the acquisition results of an image acquisition component; the system also includes: a prompting component connected to the main control device, which generates obstacle prompting information based on the prompting information from the main control device; an alarm component connected to the main control device, which generates a pedestrian prompting signal based on the warning information from the main control device; and a wheel control component connected to the main control device, which controls wheel deceleration based on the wheel control information from the main control device.

[0070] In the above implementation, the warning component is connected to the main control device and generates obstacle warning information based on the warning information from the main control device, thereby alerting the driver and helping to avoid collisions or prepare for them. The alarm component is also connected to the main control device and generates pedestrian warning signals based on the warning information from the main control device, thereby alerting pedestrians to the risk of collision and prompting them to avoid the risk. Both the warning and alarm components play a role in active protection. The wheel control component is connected to the main control device and controls the wheels to decelerate based on the wheel control information from the main control device, thus actively protecting against collisions by controlling wheel deceleration to avoid collision hazards or mitigate collision damage. The combination of active and passive protection minimizes the probability of collisions and reduces the damage caused by them.

[0071] The beneficial effects of this invention are:

[0072] This invention designs a pedestrian protection method for vehicles that integrates active and passive protection for pedestrians. Before a collision occurs, it minimizes the impact between pedestrians and vehicles through pre-warning and active braking. In the event of an unfortunate incident, it can shorten the response time and the time it takes for the active cover to rise to the target height through pre-preparation, thereby protecting pedestrians from injury to the greatest extent. Attached Figure Description

[0073] Figure 1 This is a flowchart illustrating the pedestrian protection method for vehicles provided in an embodiment of the present invention;

[0074] Figure 2 This is a schematic diagram of the structure of the engine hood in the pedestrian protection method for vehicles provided in this embodiment of the invention;

[0075] Figure 3 This is another schematic flowchart of the pedestrian protection method for vehicles provided in an embodiment of the present invention;

[0076] Figure 4 This is a schematic diagram of the electrical connections of the pedestrian protection system for a vehicle provided in an embodiment of the present invention;

[0077] Figure 5 This is a schematic diagram of the pedestrian protection system for vehicles provided in an embodiment of the present invention.

[0078] Explanation of reference numerals in the attached figures:

[0079] 1. Honeycomb structure layer; 2. Metal structure layer; 3. Fiber resin layer; 4. Buffer foam layer; 5. Information acquisition component; 51. Infrared sensing component; 52. Image acquisition component; 53. Vehicle speed acquisition component; 54. Contact force acquisition component; 6. Main control device; 7. Lifting and lowering device; 8. Prompt component; 9. Alarm component; 10. Wheel control component; H0, Initial position; H1, First position; H2, Second position; H3, Third position. Detailed Implementation

[0080] Example 1:

[0081] To address the problem of low efficiency in lifting the engine hood in existing technologies, which fails to adequately protect pedestrians, this embodiment provides a method for pedestrian protection of vehicles. Specifically, refer to... Figure 1 This includes the following steps:

[0082] S1: Obtain information about obstacles in front of the vehicle and determine whether the obstacle in front of the vehicle is a pedestrian based on the obstacle information;

[0083] If so, raise the engine hood to the preset first position and execute step S2;

[0084] If not, keep the vehicle's hood in the initial position and continue to determine whether the obstacle in front of the vehicle is a pedestrian;

[0085] S2: Obtain the movement status information of vehicles and pedestrians, and determine whether the vehicles and pedestrians will collide within the preset first collision time threshold based on the movement status information;

[0086] If so, the engine hood is raised to a preset second position, and step S3 is executed; wherein, in the height direction of the vehicle, the second position is higher than the first position;

[0087] If not, the engine hood is lowered back to its initial position, and the process returns to step S1 to reacquire information about obstacles in front of the vehicle and determine whether the obstacle in front of the vehicle is a pedestrian.

[0088] S3: Obtain contact information between the vehicle and the pedestrian, and determine whether a collision has occurred between the vehicle and the pedestrian based on the contact information;

[0089] If so, the engine hood will be raised to a preset third position; wherein, in the height direction of the vehicle, the third position is higher than the second position;

[0090] If not, lower the engine hood to the first position and proceed to step S4:

[0091] S4: Reacquire the movement status information of the vehicle and pedestrian, and determine whether the vehicle and pedestrian will collide within the preset second collision time threshold based on the movement status information;

[0092] If so, raise the engine hood to the third position;

[0093] If not, the engine hood is lowered back to its initial position, and the process returns to step S1 to reacquire information about obstacles in front of the vehicle and determine whether the obstacle is a pedestrian.

[0094] Specifically, the height difference between the first position and the initial position ranges from 40mm to 60mm, for example, 40mm, 50mm, 60mm, or other height values ​​within this range; the height difference between the second position and the initial position ranges from 100mm to 120mm, for example, 100mm, 110mm, 120mm, or other height values ​​within this range; and the height difference between the third position and the initial position ranges from 180mm to 200mm, for example, 180mm, 190mm, 200mm, or other height values ​​within this range. By setting the height differences between the first, second, and third positions relative to the initial position to increase sequentially, when an unfortunate event occurs, the engine hood can be raised to the corresponding height according to the urgency of the event, thereby shortening the time it takes for the engine hood to rise to the third position in the event of a pedestrian-vehicle collision, and improving the efficiency of engine hood lifting.

[0095] More specifically, the first collision time threshold ranges from 0.8s to 1.2s, for example, it can be 0.8s, 1s, 1.2s, or other times within that range; the second collision time threshold ranges from 1.8s to 2.2s, for example, it can be 1.8s, 2s, 2.2s, or other times within that range.

[0096] Using the above implementation method, in step S1, obstacle information in front of the vehicle is first obtained, and it is determined whether the obstacle in front of the vehicle is a pedestrian based on the obstacle information. If the obstacle is a pedestrian, the hood is raised to a preset first position in advance, reducing the reaction time to raise the hood to the third position when a collision occurs. In step S2, after raising the hood to the preset first position in advance, a certain time threshold is preset to calculate based on the vehicle and pedestrian movement status information, which can accurately predict collisions within the time threshold. If the collision time is less than the predicted threshold, the hood is raised to a preset second position in advance to further prevent collisions and reduce the preparation time for adjusting the hood to the third position when a collision occurs. If no collision occurs, the hood returns to the initial position, and the vehicle maintains pedestrian protection function at all times. In step S3, contact information between the vehicle and the pedestrian is obtained, and it is determined whether a collision has occurred between the vehicle and the pedestrian based on the contact information. In step S4, if a collision occurs, the hood is raised to a preset third position. This step eliminates the possibility of the hood continuing to rise due to accidental contact, ensuring the accuracy of the collision avoidance and reducing ineffective actions of the mechanism. If no collision occurs, the hood returns to the first position, ready to respond to potential subsequent collision risks and reducing preparation time for handling potential collision events. In step S5, after the hood returns to the first position, the vehicle and pedestrian movement status information is reacquired, and it is determined whether a collision will occur within a preset second collision time threshold. At this time, the hood is in the first position. If the collision time is less than the preset second collision time threshold, the hood is directly raised to the third position to prepare for the collision, reducing the time required to raise the hood to the third position and completing the collision avoidance preparation in the shortest possible time, thus improving pedestrian safety. Throughout the entire collision avoidance process, proactive prevention is always the premise, reducing preparation time when a collision occurs and solving the problem of not being able to reach the optimal collision avoidance position in a short time. Setting the height difference between the first position and the initial position to a range of 40mm to 60mm can reduce the preparation time during a collision and the time required to rise to the third collision position, thereby increasing the safety margin. Setting the height difference between the second position and the initial position to a range of 100mm to 120mm further reduces the preparation time during a collision and the time required to rise to the third collision position, ensuring that the engine hood rises to the required height in the shortest possible time during a collision. Setting the height difference between the third position and the initial position to a range of 180mm to 200mm can effectively protect pedestrians' heads from direct impact from the vehicle after a collision, and also reduce the impact force, thus protecting pedestrians.The first collision time threshold is set in the range of 0.8s to 1.2s, which allows for the preparation of anti-collision measures in advance before a collision occurs, thereby achieving a preventive effect. The second collision time threshold is set in the range of 1.8s to 2.2s. Setting the second collision time threshold after the first collision time ends can prevent the possibility of subsequent potential collisions, thereby enabling subsequent anti-collision measures to be taken as soon as possible.

[0097] With this structure, the vehicle's pedestrian protection method can control not only the raising but also the lowering of the hood, reducing maintenance costs compared to point-detonation active hoods. Furthermore, this method raises the hood to a predetermined position based on different situations, thereby shortening the time it takes for the hood to rise to the optimal position for pedestrian protection in the event of a collision, and improving the efficiency of hood lifting.

[0098] Furthermore, in the pedestrian protection method for the vehicle according to the present invention, reference is made to... Figure 1 In step S1, the obstacle information includes sensor information indicating the presence of an obstacle and type information indicating the type of obstacle. Furthermore, determining whether an obstacle in front of the vehicle is a pedestrian based on the obstacle information includes:

[0099] Acquire sensor information and determine whether an obstacle exists based on the sensor information;

[0100] If so, obtain the type information and determine whether the obstacle is a pedestrian based on the type information;

[0101] If not, continue to acquire sensor information and determine whether an obstacle exists.

[0102] In the above implementation method, in step S1, the obstacle information includes sensing information indicating the presence of an obstacle and type information indicating the type of obstacle. First, it is determined whether an obstacle exists, and only if the obstacle exists is the type of obstacle determined, rather than directly determining the obstacle type, thus reducing the computational load in the determination process.

[0103] Furthermore, in the pedestrian protection method for the vehicle according to the present invention, if the judgment result obtained based on the sensing information indicates the presence of an obstacle, the method further includes: generating obstacle warning information. Specifically, the obstacle warning information includes at least one of: an interior indicator light illuminating, and an interior warning bell ringing. More specifically, the brightness and duration of the interior indicator light illuminating, and the duration of the interior warning bell ringing, increase sequentially in the order of obstacle presence, obstacle being a pedestrian, engine hood being raised to a first position, engine hood being raised to a second position, and engine hood being raised to a third position.

[0104] Specifically, obstacle warning information can be provided by simply illuminating an interior indicator light, sounding an interior warning bell, or both. The indicator light and warning bell will both illuminate for approximately 1 to 5 seconds. Similarly, the indicator light will illuminate for 1 second when an obstacle is present, for 3 seconds when the obstacle is identified as a pedestrian, and for 5 seconds when a collision occurs, with the indicator light becoming brighter. Likewise, the warning bell will sound for 1 second when an obstacle is present, for 3 seconds when the obstacle is identified as a pedestrian, and for 5 seconds when a collision occurs.

[0105] Using the above implementation method, when the sensor information indicates the presence of an obstacle, the driver is alerted to the impending collision by the brightness and duration of the indicator lights inside the vehicle and the duration of the warning alarm. This proactive approach allows the driver to anticipate and prevent a collision before it occurs. Conversely, a passive approach involves raising the hood to a first, second, and third position in sequence to prevent or respond to a collision. By employing both active and passive collision avoidance measures, the probability of a collision is reduced, and in the event of a collision, the hood can be raised to the optimal collision-avoidance position in the shortest possible time.

[0106] Furthermore, in the pedestrian protection method for the vehicle according to the present invention, if the judgment result obtained based on the type information is that the obstacle in front of the vehicle is a pedestrian, the method further includes: generating a pedestrian warning signal; and cutting off the control signal from the vehicle's steering wheel to the wheels, and controlling the vehicle speed to decrease to a predetermined speed range by a predetermined deceleration.

[0107] Specifically, pedestrian warning signals include both external headlight illumination and external horn blasting. This can be a single external horn blast, or a combination of both. When an obstacle is detected ahead, the external horn blasting signal emits a low-frequency horn sound for 1 second; when both external headlight illumination and external horn blasting signals are combined, a low-frequency horn blast and low-frequency flashing lights are emitted for 1 second. When the obstacle is determined to be a pedestrian, the external horn blasting signal emits a continuous horn sound for 3 seconds; when both external headlight illumination and external horn blasting signals are combined, a continuous horn blast and mid-frequency flashing lights are emitted for 3 seconds.

[0108] Using the above implementation method, when the judgment result based on the type information indicates that the obstacle in front of the vehicle is a pedestrian, the vehicle actively issues a pedestrian warning signal and cuts off the control signal from the steering wheel to the wheels. It also controls the vehicle speed to decrease to a predetermined speed range at a predetermined deceleration. Considering the different sensitivities of people to light and sound during daytime and nighttime driving, the pedestrian warning signal can be delivered using a combination of lights and horn sounds to alert pedestrians in the most conspicuous way, allowing them to avoid collisions. This is an active collision avoidance measure. Cutting off the control signal from the steering wheel to the wheels and controlling the vehicle speed to decrease to a predetermined speed range serves two purposes: first, it prevents the driver from accidentally operating the steering wheel in an emergency, causing the vehicle to skid or overturn; second, at high speeds, the system's intervention can reduce the vehicle's speed to the minimum in the shortest time and distance, thus minimizing the impact force on the driver and pedestrians. At low speeds, the vehicle can directly decelerate and stop, directly avoiding a collision. Through both active and passive collision avoidance measures, the probability of a collision is reduced, and the injuries to pedestrians and drivers after a collision are mitigated.

[0109] Furthermore, in the pedestrian protection method for a vehicle according to the present invention, the action status information includes the relative distance between the vehicle and the pedestrian and the current vehicle speed. Also, referring to... Figure 1 In step S2, determining whether a collision will occur between the vehicle and the pedestrian within a preset first collision time threshold based on the action status information includes:

[0110] The first collision time between the vehicle and the pedestrian from the current moment to the collision is determined based on the relative distance and the current vehicle speed, and it is determined whether the first collision time is less than or equal to the first collision time threshold.

[0111] If so, the vehicle and the pedestrian will collide within the first collision time threshold.

[0112] If not, the vehicle and pedestrian will not collide within the first collision time threshold.

[0113] Furthermore, in the pedestrian protection method for the vehicle according to the present invention, step S4, determining whether a collision will occur between the vehicle and the pedestrian within a preset second collision time threshold based on the action status information, includes:

[0114] The second collision duration is determined based on the relative distance and current vehicle speed, starting from the moment the engine hood falls back to the first position until the collision between the vehicle and the pedestrian occurs, and it is determined whether the second collision duration is less than or equal to the second collision time threshold.

[0115] If so, the vehicle and the pedestrian will collide within the second collision time threshold.

[0116] If not, the vehicle and pedestrian will not collide within the second collision time threshold.

[0117] Using the above implementation method, in step S2, it is determined whether the vehicle and pedestrian will collide within a preset first collision time threshold based on the action status information. The vehicle itself has a first collision time threshold. The first collision time from the current moment to the collision between the vehicle and pedestrian is determined based on the relative distance and the current vehicle speed. It is determined whether the first collision time is less than or equal to the first collision time threshold. If the first collision time is less than or equal to the first collision time threshold, the vehicle and pedestrian will collide within the first collision time threshold. The first collision time threshold and the above logical judgment provide a confirmation method and basic logic for subsequent collision determination. If the first collision time is greater than the first collision time threshold, the vehicle and pedestrian will not collide within the first collision time threshold. In step S4, it is further determined whether the vehicle and pedestrian will collide within a preset second collision time threshold based on the action status information. If the second collision time is less than or equal to the second collision time threshold, the vehicle and pedestrian will collide within the second collision time threshold. Otherwise, the vehicle and pedestrian will not collide within the second collision time threshold. The second collision time threshold and the above logical judgment provide a confirmation method and basic logic for subsequent collision determination between pedestrians and vehicles, thereby providing support for subsequent mechanism actions.

[0118] Furthermore, in the pedestrian protection method for the vehicle according to the present invention, reference is made to... Figure 1 In step S3, the contact information includes the contact force between the vehicle and the pedestrian. Furthermore, determining whether a collision has occurred between the vehicle and the pedestrian based on the contact information includes:

[0119] Determine whether the contact force between the vehicle and the pedestrian exceeds a preset contact force threshold;

[0120] If so, then it is determined that a collision occurred between the vehicle and the pedestrian;

[0121] If not, it is determined that no collision occurred between the vehicle and the pedestrian.

[0122] Specifically, the contact force threshold ranges from 800N to 1000N, and optionally, the contact force threshold can be 800N, 850N, 900N, 950N, or 1000N.

[0123] Using the above implementation method, in step S3, preferably, the contact force threshold is set to a range of 800N to 1000N. By comparing the contact force between the vehicle and the pedestrian with the preset contact force threshold, it is determined whether a collision has occurred between the vehicle and the pedestrian. By setting the range of the contact force threshold, the accuracy of collision avoidance is ensured, and misoperation caused by accidental contact and minor abrasions is eliminated, thereby reducing ineffective actions of the mechanism.

[0124] Furthermore, in the pedestrian protection method for the vehicle according to the present invention, reference is made to... Figure 2 The engine cover includes a honeycomb structure layer 1, and a metal structure layer 2, a fiber resin layer 3, and a cushioning foam layer 4, which are sequentially disposed on both sides of the honeycomb structure layer 1 in the thickness direction of the engine cover.

[0125] Using the above-described embodiments, preferably, the engine cover includes a honeycomb structure layer 1 and a metal structure layer 2, a fiber resin layer 3, and a buffer foam layer 4 sequentially disposed on both sides of the honeycomb structure layer 1 in the thickness direction of the engine cover. Specifically, the honeycomb structure layer 1 can be made of plastic or lightweight aluminum. The honeycomb structure is lightweight, impact-resistant, and has good shock absorption properties. When it is hit by a collision, it can reduce some of the impact force, and its lightweight nature reduces the lifting time of the engine hood. The metal structure layer 2 set on both sides of the honeycomb structure layer 1 is preferably metal steel plate, which can ensure the rigidity and impact resistance of the engine hood. When it is hit by a collision, it can ensure that the engine hood is not damaged, thereby avoiding injuries to pedestrians and drivers caused by damage to the engine hood. The fiber resin layer 3 is preferably woven in an angle interlocking manner. It has the characteristics of vibration attenuation and good wear resistance, which can reduce the wear of parts. It further enhances the energy absorption and buffering effect of the engine hood when it is hit by a collision, while reducing the wear of the engine hood. The buffer foam layer 4 is made of compressible foam or polypropylene plastic foam material. It has good buffering performance and can absorb the impact force generated when the engine hood is hit, thereby reducing the injury to pedestrians. With the above structure, the engine hood can effectively absorb the impact force of a pedestrian collision using the aforementioned structural layers, and bounce the pedestrian off the vehicle's engine hood, reducing the possibility of pedestrian injury.

[0126] Next, combined Figure 3This describes a specific pedestrian protection method for a vehicle. During vehicle startup and operation, the pedestrian protection system is actively activated. First, an infrared sensor detects obstacles ahead. When an obstacle is present, the camera performs an image recognition algorithm to determine the obstacle type. If the obstacle is not a pedestrian, the active hood (i.e., the engine hood) remains in its initial position. If the obstacle is a pedestrian, the main controller sends signals to the FICM (Control Module), the automatic braking system, and the active hood. At this time, the FICM controls the AMP (Amplifier) ​​to emit a pedestrian warning sound, the braking system activates, and the vehicle begins to decelerate. Simultaneously, the engine hood is raised to a first height. If the time of impact with the pedestrian is determined to be greater than or equal to 1 second, the image recognition algorithm restarts. If the time of impact is less than 1 second, the active hood is raised to a second height, and a second collision assessment continues. If the time of impact is again determined to be less than 1 second, and the sensors detect a collision, the engine hood is raised to a third height (the target height) to protect the pedestrian. If it is determined that the time between the vehicle impact and the pedestrian's arrival is greater than or equal to 1 second, the active hood descends to its first height, and the system continues to assess whether a collision occurs within the next 2 seconds. If a collision occurs, the sensors detect it, and the active hood rises to its third height (target height) to protect the pedestrian. If no collision occurs, the hood descends to its initial height, and the camera image recognition algorithm is re-executed. At this point, the vehicle's collision response mechanism forms a closed loop.

[0127] Example 2:

[0128] Based on the above-described method for protecting pedestrians in vehicles, this embodiment also provides a vehicle pedestrian protection system for executing the engine hood control method described in the above embodiment.

[0129] Specifically, refer to Figure 4 The pedestrian protection system includes an information acquisition component 5, a main control device 6, and a lifting and lowering device 7. The information acquisition component 5 acquires information about obstacles in front of the vehicle, the movement status of the vehicle and pedestrians, and contact information between the vehicle and pedestrians. The main control device 6 is communicatively connected to the information acquisition component 5. Based on the obstacle information from the information acquisition component 5, it determines whether the obstacle in front of the vehicle is a pedestrian; based on the movement status information, it determines whether a collision will occur between the vehicle and pedestrian within a preset first collision time threshold and a preset second collision time threshold; based on the contact information, it determines whether a collision has occurred between the vehicle and pedestrian, and generates control information to control the lifting position of the engine hood based on the judgment results. The lifting and lowering device is connected to both the main control device 6 and the engine hood, and controls the engine hood to lift / lower to a designated position based on the control information from the main control device 6.

[0130] Using the above implementation method, the information acquisition component 5 acquires information about obstacles in front of the vehicle, the movement status information of the vehicle and pedestrians, and the contact information between the vehicle and pedestrians in the first instance, so as to prepare for subsequent collision avoidance. The main control device 6 is communicatively connected to the information acquisition component 5. Based on the obstacle information from the information acquisition component, it determines whether the obstacle in front of the vehicle is a pedestrian. Based on the movement status information, it determines whether the vehicle and pedestrian will collide within a preset first collision time threshold and a preset second collision time threshold. Based on the contact information, it determines whether the vehicle and pedestrian have collided. Based on the judgment results, it generates control information to control the lifting position of the engine hood. Throughout this process, the system is in a collision avoidance mode, determining whether a collision has occurred in the first instance. This system increases the accuracy of collision response for pedestrians while reducing ineffective actions of the mechanism. The setting of the first and second collision time thresholds can quickly determine whether a collision is imminent and take preventative measures against potential subsequent collisions, greatly reducing the preparation time for the engine hood to be raised in response to a collision, while ensuring that the engine hood is raised to the optimal position in the shortest possible time. The lifting and lowering device 7 is connected to the main control device 6 and the engine hood respectively. According to the control information from the main control device 6, it controls the engine hood to be raised / lowered to the designated position. The lifting and lowering device 7 can change the position of the engine hood in real time according to the control signal of the main control device 6. At the same time, the lifting and lowering device is a reusable device, thereby ensuring pedestrian safety while reducing the maintenance cost of the vehicle lifting device.

[0131] Furthermore, in the pedestrian protection system of the vehicle according to the present invention, obstacle information includes sensing information indicating the presence of an obstacle and type information indicating the type of obstacle. Action status information includes the relative distance between the vehicle and the pedestrian and the current vehicle speed. Contact information includes the contact force between the vehicle and the pedestrian.

[0132] Furthermore, in the pedestrian protection system of the vehicle according to the present invention, reference Figure 4 The information acquisition component 5 includes an infrared sensing component 51, an image acquisition component 52, a vehicle speed acquisition component 53, and a contact force acquisition component 54. The infrared sensing component 51 acquires sensing information and relative distance. The image acquisition component 52 acquires images of obstacles in front of the vehicle and determines the type of obstacle based on the image. The vehicle speed acquisition component 53 acquires the current vehicle speed. The contact force acquisition component 54 acquires the contact force between the vehicle and the pedestrian.

[0133] In the above-described implementation, specifically, the information acquisition component 5 includes: an infrared sensing component 51, an image acquisition component 52, a vehicle speed acquisition component 53, and a contact force acquisition component 54. The infrared sensing component 51 and the vehicle speed acquisition component 53 acquire the relative distance between the vehicle and the pedestrian and the current vehicle speed, respectively, thus preparing for subsequent collision avoidance. Subsequently, the image acquisition component 52 acquires an image of an obstacle in front of the vehicle and determines the obstacle type based on the image. Determining the obstacle type increases the accuracy of the system in responding to collisions while reducing ineffective actions of the mechanism. Finally, the contact force acquisition component 54 acquires the contact force between the vehicle and the pedestrian. The magnitude of the collision contact force determines whether it is a false collision or a minor collision, thereby eliminating erroneous actions of the mechanism.

[0134] Furthermore, in the pedestrian protection system of the vehicle according to the present invention, the main control device 6 also generates prompt information based on the sensing result of the infrared sensing component 51, and generates warning information and wheel control information based on the acquisition result of the image acquisition component 52.

[0135] Furthermore, in the pedestrian protection system of the vehicle according to the present invention, reference Figure 4 The protection system also includes a warning component 8, an alarm component 9, and a wheel control component 10. The warning component 8 is connected to the main control device 6 and generates obstacle warning information based on the warning information received from the main control device 6. The alarm component 9 is connected to the main control device 6 and generates pedestrian warning signals based on the warning information received from the main control device 6. The wheel control component 10 is connected to the main control device 6 and controls the wheels to decelerate based on the wheel control information received from the main control device 6. Specifically, the warning component 8 is an indicator light or audio device inside the vehicle, which can remind the driver to pay attention to the situation outside the vehicle in time when danger occurs. The alarm component 9 is a horn or lights outside the vehicle, which can alert pedestrians in the vicinity when danger occurs. The wheel control component 10 is the vehicle's braking system, which can control the vehicle to decelerate.

[0136] In the above implementation, the prompting component 8 is connected to the main control device 6 and generates obstacle warning information based on the prompting information from the main control device 6, thereby alerting the driver and helping to avoid collisions or prepare for collisions. The alarm component 9 is connected to the main control device 6 and generates pedestrian warning signals based on the warning information from the main control device 6, thereby alerting pedestrians to the danger of collisions and prompting them to avoid the risk. Both the prompting component 8 and the alarm component 9 play an active protection role. The wheel control component 10 is connected to the main control device 6 and controls the wheels to decelerate based on the wheel control information from the main control device 6, thus avoiding collision hazards or mitigating the damage caused by collisions through active protection. The combination of active and passive protection minimizes the probability of collisions and reduces the losses caused by collisions.

[0137] Next, refer to Figure 5 This describes a specific pedestrian protection system for a vehicle. The system includes a main control unit 6, a lifting device 7, an infrared sensor 51, and an image acquisition unit 52. The infrared sensor 51, installed at the front of the vehicle, senses whether there are obstacles in front of the vehicle and the relative distance between the vehicle and the obstacle. The infrared sensor 51 then transmits this information to the connected image acquisition unit 52. The image acquisition unit 52 acquires an image of the obstacle in front of the vehicle. The infrared sensor 51 then transmits this information to the main control unit 6. Based on the obstacle information acquired by the image acquisition unit 52, the main control unit 6 determines whether the obstacle in front of the vehicle is a pedestrian. Based on the obstacle information acquired by the infrared sensor 51, the main control unit 6 determines whether a collision will occur between the vehicle and the pedestrian within a preset first collision time threshold and a preset second collision time threshold. Then, if... Based on the information acquired by the infrared sensing component 51 and the image acquisition component 52, the main control device 6 determines that the obstacle is a pedestrian and there is a risk of collision. The main control device 6 then sends a command to the lifting device 7 to raise the active cover (i.e., the engine cover) from the initial position H0 to the first position H1. If the main control device 6 determines that the collision time between the obstacle and the pedestrian is less than 1 second, the main control device 6 continues to send a command to the lifting device 7 to raise the active cover from the first position H1 to the second position H2. If a collision occurs between the obstacle and the pedestrian within 1 second, the main control device 6 sends a command to the lifting device 7 to raise the active cover from the second position H2 to the third position H3, thereby achieving the purpose of protecting pedestrians.

[0138] Furthermore, in the pedestrian protection system of the vehicle according to the present invention, an infrared sensing component 51 is used as a distance measuring component to determine the presence or absence of obstacles and the distance between the vehicle and obstacles. Specifically, an infrared sensor can be used. Similarly, ultrasonic sensors have the same function, characterized by having no mechanical transmission parts, being resistant to electromagnetic interference, being resistant to strong corrosive liquids such as acids and alkalis, having strong stability, high frequency, short wavelength, and minimal diffraction, especially good directionality, and being able to propagate in a directional manner as a ray; millimeter-wave sensors are characterized by long detection distance, typically capable of detecting at 100 meters, strong anti-interference ability, all-weather operation, strong ability to penetrate fog, smoke, and dust, and advantages in multi-target detection; lidar sensors are characterized by high accuracy, accurate distance measurement and obstacle identification, and the ability to operate in darkness. Therefore, provided that the measurement requirements are met, ultrasonic sensors, millimeter-wave sensors, and lidar sensors can all be used as alternative devices to the infrared sensing component 51.

[0139] Preferably, in the pedestrian protection system of the vehicle according to the present invention, the image acquisition component 52 can be a camera as an obstacle information acquisition device; the main control device 7 can be integrated with the original vehicle system to ensure the high integration of the whole machine, or it can be set up separately to facilitate subsequent disassembly and inspection.

[0140] Furthermore, in the pedestrian protection system of the vehicle according to the present invention, a lifting and lowering device 7 is used to lift and lower the active cover. Specifically, the lifting and lowering device 7 can be a motor-driven worm gear mechanism to complete the lifting and lowering work. The motor receives the lifting or lowering signal from the main control device 6, and then responds to the signal to complete forward and reverse rotation. Through the forward and reverse rotation of the motor and the worm gear mechanism connected thereto, the horizontal rotation is converted into vertical up and down movement perpendicular to the active cover, thereby completing the lifting and lowering commands issued by the main control device 6.

[0141] While the present invention has been illustrated and described with reference to certain preferred embodiments, those skilled in the art should understand that the above description is a further detailed explanation of the invention in conjunction with specific embodiments, and should not be construed as limiting the specific implementation of the invention to these descriptions. Various changes in form and detail can be made by those skilled in the art, including several simple deductions or substitutions, without departing from the spirit and scope of the invention.

Claims

1. A method for pedestrian protection in vehicles, characterized in that, include: S1: Obtain information about obstacles in front of the vehicle, and determine whether the obstacle in front of the vehicle is a pedestrian based on the obstacle information; If so, raise the vehicle's engine hood to the preset first position and execute step S2; If not, keep the vehicle's hood in the initial position and continue to determine whether the obstacle in front of the vehicle is a pedestrian; S2: Obtain the action status information of the vehicle and pedestrian, and determine whether the vehicle and pedestrian will collide within the preset first collision time threshold based on the action status information; If so, the engine hood is raised to a preset second position, and step S3 is executed; wherein, in the height direction of the vehicle, the second position is higher than the first position; If not, the engine hood is lowered back to the initial position, and the process returns to step S1 to reacquire information about obstacles in front of the vehicle and determine whether the obstacle in front of the vehicle is a pedestrian. S3: Obtain contact information between the vehicle and the pedestrian, and determine whether a collision has occurred between the vehicle and the pedestrian based on the contact information; If so, the engine hood is raised to a preset third position; wherein, in the height direction of the vehicle, the third position is higher than the second position; If not, the engine cover is lowered back to the first position, and step S4 is executed: S4: Reacquire the action status information of the vehicle and pedestrian, and determine whether the vehicle and pedestrian will collide within the preset second collision time threshold based on the action status information; If so, the engine hood is raised to the third position; If not, the engine hood is lowered back to the initial position, and the process returns to step S1 to reacquire information about obstacles in front of the vehicle and determine whether the obstacle is a pedestrian.

2. The pedestrian protection method for vehicles as described in claim 1, characterized in that, In step S1, the obstacle information includes sensing information indicating the presence of an obstacle and type information indicating the type of obstacle. and Determining whether an obstacle in front of the vehicle is a pedestrian based on the obstacle information includes: Acquire the sensing information and determine whether an obstacle exists based on the sensing information; If so, obtain the type information and determine whether the obstacle is a pedestrian based on the type information; If not, continue acquiring the sensing information and determine whether an obstacle exists.

3. The pedestrian protection method for vehicles as described in claim 2, characterized in that, If the judgment result obtained based on the sensing information indicates that an obstacle exists, the method further includes: Generate obstacle warning information; among which The obstacle warning information includes: At least one of the following: the interior indicator light illuminates, or the interior warning alarm sounds; and The brightness and duration of the indicator lights inside the vehicle, as well as the duration of the warning bell inside the vehicle, increase sequentially according to the following order: the presence of an obstacle, the obstacle being a pedestrian, the engine hood being raised to the first position, the engine hood being raised to the second position, and the engine hood being raised to the third position.

4. The pedestrian protection method for vehicles as described in claim 2, characterized in that, If the determination result obtained based on the type information is that the obstacle in front of the vehicle is a pedestrian, the method further includes: Generate pedestrian warning signals; and Cut off the control signal from the vehicle's steering wheel to the wheels, and control the vehicle speed to decrease to a predetermined speed range with a predetermined deceleration.

5. The method for pedestrian protection of a vehicle as described in any one of claims 1-4, characterized in that, The action status information includes the relative distance between the vehicle and the pedestrian and the current vehicle speed; and In step S2, determining whether a collision will occur between the vehicle and the pedestrian within a preset first collision time threshold based on the action status information includes: The first collision duration from the current moment to the collision between the vehicle and the pedestrian is determined based on the relative distance and the current vehicle speed, and it is determined whether the first collision duration is less than or equal to the first collision time threshold. If so, the vehicle and the pedestrian will collide within the first collision time threshold. If not, the vehicle and pedestrian will not collide within the first collision time threshold; and In step S4, determining whether a collision will occur between the vehicle and the pedestrian within a preset second collision time threshold based on the action status information includes: Based on the relative distance and the current vehicle speed, determine the second collision duration from the moment the engine hood falls back from the second position to the first position until the collision between the vehicle and the pedestrian, and determine whether the second collision duration is less than or equal to the second collision time threshold. If so, the vehicle and the pedestrian will collide within the second collision time threshold. If not, the vehicle and pedestrian will not collide within the second collision time threshold.

6. The method for pedestrian protection of a vehicle as described in any one of claims 1-4, characterized in that, In step S3, the contact information includes the contact force between the vehicle and the pedestrian; and Determining whether a collision has occurred between a vehicle and a pedestrian based on the contact information includes: Determine whether the contact force between the vehicle and the pedestrian exceeds a preset contact force threshold; If so, then it is determined that the vehicle collided with the pedestrian; If not, then it is determined that the vehicle and the pedestrian did not collide; whereby The contact force threshold ranges from 800N to 1000N.

7. The pedestrian protection method for vehicles as described in claim 1, characterized in that, The engine cover includes a honeycomb structure layer, and a metal structure layer, a fiber resin layer, and a cushioning foam layer sequentially disposed on both sides of the honeycomb structure layer in the thickness direction of the engine cover; and The height difference between the first position and the initial position ranges from 40 mm to 60 mm. The height difference between the second position and the initial position ranges from 100mm to 120mm; The height difference between the third position and the initial position ranges from 180mm to 200mm; and The first collision time threshold ranges from 0.8s to 1.2s; The second collision time threshold ranges from 1.8s to 2.2s.

8. A pedestrian protection system for a vehicle, characterized in that, For performing the control method for an engine hood as described in any one of claims 1-7, the control system includes: An information acquisition component acquires information about obstacles in front of the vehicle, the movement status information of the vehicle and pedestrians, and the contact information between the vehicle and pedestrians. The main control device is communicatively connected to the information acquisition component. It determines whether the obstacle in front of the vehicle is a pedestrian based on the obstacle information from the information acquisition component, determines whether the vehicle and the pedestrian will collide within a preset first collision time threshold and a preset second collision time threshold based on the action status information, determines whether the vehicle and the pedestrian have collided based on the contact information, and generates control information to control the lifting position of the engine hood based on the judgment result. A lifting and lowering device is connected to the main control device and the engine cover respectively, and controls the engine cover to be raised / lowered to a designated position according to the control information from the main control device.

9. The pedestrian protection system for a vehicle as described in claim 8, characterized in that, The obstacle information includes sensor information indicating the presence of an obstacle, and type information indicating the type of obstacle; The action status information includes the relative distance between the vehicle and the pedestrian and the current vehicle speed; The contact information includes the contact force between the vehicle and the pedestrian; and The information acquisition component includes: An infrared sensing component, wherein the infrared sensing component acquires the sensing information and the relative distance; An image acquisition component acquires images of obstacles in front of the vehicle and determines the type of obstacle based on the images. Vehicle speed acquisition component, wherein the vehicle speed acquisition component acquires the current vehicle speed; and A contact force acquisition component acquires the contact force between a vehicle and a pedestrian.

10. The pedestrian protection system for a vehicle as described in claim 9, characterized in that, The main control device also generates prompt information based on the sensing results of the infrared sensing component, and generates warning information and wheel control information based on the acquisition results of the image acquisition component; and The system also includes: A prompting component, which is connected to the main control device, generates obstacle prompting information based on the prompting information from the main control device; An alarm component is connected to the main control device and generates a pedestrian alert signal based on the warning information from the main control device. A wheel control component, which is connected to the main control device, controls wheel deceleration based on wheel control information from the main control device.

Images