Active engine hood system, control method thereof, vehicle and storage medium

Abstract

The invention discloses an active engine hood system and a control method thereof, a vehicle and a storage medium, and relates to the technical field of vehicles, and the active engine hood system comprises a hood, a hinge assembly and a driving assembly. The active engine hood system is used for the vehicle, the hinge assembly is rotationally connected with the rear end of the engine hood and a vehicle body, and the driving assembly is rotationally connected with the hinge assembly and the vehicle body and used for driving the rear end of the engine hood to ascend and descend. According to the active engine hood system disclosed by the invention, the active engine hood system can better protect pedestrians, and can be repeatedly used, so that the maintenance cost can be reduced, and the user experience feeling can be improved.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicles, and in particular to an active engine hood system, a control method for an active engine hood system, a vehicle, and a storage medium. Background Art

[0002] In the related art, the current conventional hinge-lifted active hood generally consists of an active hinge and a supporting pyrotechnic lifter. Among them, the pyrotechnic lifter is a disposable product and needs to be replaced once triggered, making it difficult to achieve secondary use. After being accidentally activated, it is necessary to conduct a structural damage appraisal on the connecting components such as the active hinge, and the normal opening and closing function of the hood can only be restored after replacing the disposable limit device, which increases the maintenance cost and simultaneously affects the driving experience of customers during road driving.

[0003] Therefore, the phenomenon of the hood being opened under unnecessary conditions due to various misoperations is the key factor restricting the application of the active hood. The unnecessary lifting of the active hood caused by misoperations will directly lead to a significant increase in the after-sales maintenance cost and the after-sales complaint rate of the whole vehicle product. Limited by the current sensing module technology, the sensing and recognition technology of each active hood cannot fully achieve 100% accurate recognition. If the response threshold of the active hood system is increased to reduce the risk of accidental lifting of the active hood, to a certain extent, the protection ability of the active hood for vulnerable road users is weakened. Summary of the Invention

[0004] The present invention aims to at least solve one of the technical problems existing in the prior art. For this purpose, the present invention provides an active engine hood system, which can better protect pedestrians and can be reused, thereby reducing the maintenance cost and improving the user experience.

[0005] The present invention also provides a control method for an active engine hood system, and the active engine hood system is the above-mentioned active engine hood system.

[0006] The present invention also provides a vehicle, and the vehicle includes the above-mentioned active engine hood system.

[0007] The present invention also provides a vehicle, and when the control program of the vehicle is executed by a processor, the steps of the above-mentioned control method for the active engine hood system are implemented.

[0008] The present invention also provides a storage medium for storing a control program of a vehicle, and when the control program of the vehicle is executed by a processor, the steps of the above-mentioned control method for the active engine hood system are implemented.

[0009] An active engine hood system according to an embodiment of the present invention includes: a hood, a hinge assembly, and a drive assembly. The active engine hood system is used for a vehicle. The hinge assembly is rotatably connected to the rear end of the hood and the vehicle body respectively. The drive assembly is rotatably connected to the hinge assembly and the vehicle body respectively, and is configured to drive the rear end of the hood to lift and lower.

[0010] According to the active engine hood system of the embodiment of the present invention, by providing a hinge assembly that is rotatably connected to the rear end of the hood and the vehicle body respectively, and a drive assembly that is rotatably connected to the hinge assembly and the vehicle body respectively, when the vehicle recognizes that there is a pedestrian in front and there is a risk of collision, the drive assembly can drive the rear end of the hood to lift, increasing more energy absorption space for the pedestrian's head to collide with the hood, reducing the injury suffered by the pedestrian if hit, thereby better protecting the pedestrian. And after the hood is lifted, it can be lowered and reset, which can effectively solve the problem of secondary usability, and can also reduce the maintenance cost caused by mis-triggering of the hood and reduce user complaints, thereby improving the user experience.

[0011] According to some embodiments of the present invention, the hinge assembly includes a main link and a sub-link. The main link is rotatably connected to the hood, and the drive assembly is rotatably connected to the main link. The two ends of the sub-link in the length direction are rotatably connected to the main link and the vehicle body respectively. There are two sub-links, and the two sub-links are arranged at intervals along the length direction of the main link.

[0012] In some embodiments of the present invention, the active engine hood system further includes a hinge flap, the hinge flap is connected to the rear end of the hood, and the active rod is rotatably connected to the hinge flap; And / or, the active engine hood system further includes a hinge seat plate, the hinge seat plate is connected to the vehicle body, and the sub-link is rotatably connected to the hinge seat plate.

[0013] According to some embodiments of the present invention, the drive assembly includes: a drive motor, a transmission worm, a transmission worm gear, and a rack. The transmission worm is connected to the output shaft of the drive motor; the transmission worm gear meshes with the transmission worm; the rack meshes with the transmission worm gear, and one end of the rack in the length direction is rotatably connected to the hinge assembly.

[0014] In some embodiments of the present invention, the transmission worm gear includes a first gear and a second gear. The first gear and the second gear are coaxially arranged and rotate synchronously. The first gear and the second gear are spaced apart. The first gear meshes with the transmission worm, and the second gear meshes with the rack.

[0015] According to some embodiments of the present invention, the active engine hood system also includes a locking ring assembly, which includes a mounting plate, a locking ring and a solenoid valve, wherein the mounting plate is connected to the front end of the hood; the locking ring moves up and down relative to the mounting plate, and the end of the locking ring facing away from the mounting plate is suitable for clamping with the vehicle body; the solenoid valve is connected to a side of the mounting plate facing away from the hood, and is used to lock the locking ring.

[0016] In some embodiments of the present invention, the locking ring assembly also includes a locking rod, which extends along the up and down directions and has an upper end connected to a side of the mounting plate facing away from the hood, the locking ring is movably inserted into the locking rod, an opening is provided on the peripheral wall of the locking rod, and the locking ring has a bayonet, and when the solenoid valve locks the locking ring, the output shaft of the solenoid valve simultaneously extends into the opening and the bayonet.

[0017] In some embodiments of the present invention, the locking ring is U-shaped, there are two locking rods, and both ends of the locking ring in the length direction are respectively inserted into the two locking rods.

[0018] According to the control method of the active hood system of an embodiment of the present invention, wherein the active hood system is the above-mentioned active hood system, the control method includes: obtaining target object information in front of the vehicle; determining that the vehicle speed is less than or equal to a preset speed; determining that there is a risk of collision; controlling the braking of the vehicle; determining again that the vehicle has a risk of collision; determining that the target object is a pedestrian; and controlling only the rear end of the hood to lift or controlling both the front and rear ends of the hood to lift at the same time according to the type of pedestrian.

[0019] According to the control method of the active hood system of the embodiment of the present invention, it is pre-determined that the vehicle is traveling at a medium or low speed and secondarily determines whether there is a collision risk. On the premise of the second determination that there is a collision risk, it is then determined whether the target object in front of the vehicle is a pedestrian. When the target object in front is a pedestrian, only the rear end of the hood is controlled to be lifted or the front and rear ends of the hood are controlled to be lifted at the same time according to the type of pedestrian. Before a collision occurs, the front end of the hood can be lifted in advance or the front and rear ends can be lifted at the same time to reduce the damage to the pedestrian if hit, and the area of ​​​​the hood's variability can be adjusted to better adapt to the impact position of the pedestrian's head to better protect the pedestrian. In addition, the action when the target object is not a pedestrian can be reduced, the probability of false triggering can be reduced, and the repair cost of the hood after damage due to false triggering can be reduced, thereby improving the user experience.

[0020] In some embodiments of the present invention, the acquiring of the target information in front of the vehicle includes: acquiring the position of the target in three-dimensional space coordinates, the distance d between the target and the vehicle, relative , the moving direction and moving speed v of the targetrelative and the posture signs of the target object.

[0021] In some embodiments of the present invention, the determination of having a collision risk includes: calculating the predicted time to collision TTC between the target object and the vehicle, where, , where d relative is the distance between the target object and the vehicle (200), and v relative is the movement direction and movement speed of the target object; determining that TTC is less than or equal to the first preset time S 1 .

[0022] In some embodiments of the present invention, the pedestrian categories include children, adults, two-wheeler users, wheelchair users, or the elderly using crutches. The controlling only the rear end of the hood to lift or controlling both the front end and the rear end of the hood to lift according to the pedestrian category includes: when the pedestrian category is a child, controlling both the front end and the rear end of the hood to lift; when the pedestrian category is an adult, a two-wheeler user, a wheelchair user, or the elderly using crutches, only controlling the rear end of the hood to lift.

[0023] In some embodiments of the present invention, the determination of the pedestrian category includes: when the height of the pedestrian is lower than the preset height H 0 and the pedestrian is in an upright state, determining that the pedestrian category is a child; when the height of the pedestrian is higher than the preset height H 0 and the pedestrian is in an upright state, determining that the pedestrian category is an adult or a two-wheeler user; when the height of the pedestrian is higher than the preset height H 0 and the pedestrian is in a non-upright state, determining that the pedestrian category is a wheelchair user or the elderly using crutches.

[0024] In some embodiments of the present invention, the preset height H 0 is 1.4 m.

[0025] In some embodiments of the present invention, a database is provided in the active engine hood system. The database records the coupling correlation relationship between the lifting height of the rear end of the hood, the pedestrian posture signs, and the head injury value and the leg injury value of the pedestrian being hit by the vehicle. When the pedestrian category is an adult or a two-wheeler user, controlling the rear end of the hood to lift to the maximum height H max ; when the pedestrian category is a wheelchair user or the elderly using crutches, controlling the rear end of the hood to lift to the corresponding optimal height H optimal in the database according to the pedestrian's posture signs, where, in the database, the rear end of the hood is lifted to the optimal height H optimalWhen the pedestrian's posture signs correspond to the pedestrian's head injury value and leg injury value caused by vehicle collision, they reach the minimum.

[0026] In some embodiments of the present invention, the active engine hood system also includes a locking ring assembly, which includes a mounting plate, a locking ring and a solenoid valve. The mounting plate is connected to the front end of the hood, and the locking ring can move up and down relative to the mounting plate. The end of the locking ring facing away from the mounting plate is clamped with the vehicle body, and the solenoid valve is connected to the mounting plate for locking the locking ring. Controlling the front and rear ends of the hood to lift simultaneously includes: controlling the solenoid valve to unlock the locking ring; controlling the drive assembly to drive the rear end of the hood to lift and drive the front end of the hood to lift.

[0027] In some embodiments of the present invention, the hood is raised for the second preset time S 2 Then determine whether a collision occurs. If no collision occurs, control the hood to reset immediately; if a collision occurs, keep the hood in a raised state.

[0028] In some embodiments of the present invention, while controlling the braking of the vehicle, a collision warning reminder in the passenger compartment is turned on.

[0029] In some embodiments of the present invention, the control method further includes: determining that the vehicle speed is greater than the preset speed; determining that there is a risk of collision; controlling the vehicle to brake, and at the same time controlling the rear end of the hood to be raised to a maximum height H. max .

[0030] In some embodiments of the present invention, the control method of the active engine hood system further comprises: when the hood is raised for a third preset time S 3 Then determine whether a collision occurs. If no collision occurs, control the hood to reset immediately; if a collision occurs, keep the hood in a raised state.

[0031] In some embodiments of the present invention, after determining that there is a risk of collision and before controlling the vehicle braking, a collision warning reminder in the passenger cabin is turned on.

[0032] In some embodiments of the present invention, the control method further includes: determining that the vehicle speed is greater than the preset speed; determining that the thermal load of the front cabin of the vehicle is overloaded; and controlling the rear end of the hood to be lifted.

[0033] In some embodiments of the present invention, determining the thermal load overload of the front cabin of the vehicle includes: obtaining the real-time average temperature T of the front cabin of the vehicle 0 ; Determine the average temperature T 0 Greater than the first preset temperature T 1 .

[0034] In some embodiments of the present invention, determining the thermal load overload of the vehicle front compartment further includes: determining the average temperature T 0 less than or equal to the first preset temperature T 1 ; obtaining the temperatures of the heat-generating components in the vehicle front compartment; determining that the temperature of at least one of the heat-generating components in the front compartment is greater than the second preset temperature T 2 .

[0035] In some embodiments of the present invention, controlling the rear end of the hood to lift includes: first controlling the rear end of the hood to lift to the first height H 1 , after an interval of the fourth preset time S 4 , then controlling the rear end of the hood to continue to lift to the second height H 2 , where the first height H 1 is less than the second height H 2 .

[0036] In some embodiments of the present invention, before controlling the rear end of the hood to lift, obtain the heat transfer coefficient U in the vehicle front compartment, and determine the second height H according to the heat transfer coefficient U in the vehicle front compartment 2 , the second height H 2 satisfies: , where m is the air quality in the vehicle front compartment in the hood closed state, C is the specific heat capacity of air, Δt is the preset time required for the thermal load of the vehicle front compartment to return to normal, A 0 is the heat dissipation area before the rear end of the hood is lifted, W is the width of the rear end of the hood along the left and right directions of the vehicle, and L is the length of the hood along the front and rear directions of the vehicle.

[0037] In some embodiments of the present invention, after determining the thermal load overload of the vehicle front compartment, turn on the over-temperature warning reminder in the passenger compartment.

[0038] In some embodiments of the present invention, the control method of the active engine hood system further includes: determining that the thermal load of the vehicle front compartment returns to normal; controlling the hood to reset.

[0039] In some embodiments of the present invention, the control method further includes: every fifth preset time S 5 , control the rear end of the hood to perform a lifting action to detect whether the driving component works normally. If a fault is detected, feedback a driving component fault reminder to the passenger compartment, and then control the rear end of the hood to descend and reset.

[0040] In some embodiments of the present invention, the driving component includes a driving motor, and determining the driving motor fault package: obtaining the actual speed of the driving motor; determining that the absolute value of the difference between the actual speed of the driving motor and the preset speed is greater than the first error value.

[0041] In some embodiments of the present invention, determining the failure of the drive motor further includes: determining that the absolute value of the difference between the real-time speed and the preset speed of the drive motor is less than or equal to a first error value; obtaining the cavity temperature inside the drive motor; determining that the cavity temperature inside the drive motor is greater than a second preset temperature T 2 。

[0042] In some embodiments of the present invention, the control method further includes: determining that the cavity temperature inside the drive motor is less than or equal to the second preset temperature T 2 ; feeding back a normal reminder of the drive motor to the passenger compartment.

[0043] In some embodiments of the present invention, the drive assembly includes a drive motor and a transmission assembly. The transmission assembly is connected to the output shaft of the drive motor and is rotatably connected to the rear end of the engine hood. Determining the failure of the transmission assembly includes: obtaining the actual maximum lifting height of the rear end of the engine hood; determining that the absolute value of the difference between the actual maximum lifting height of the rear end of the engine hood and the preset maximum lifting height is greater than a second error value.

[0044] In some embodiments of the present invention, determining the failure of the transmission assembly further includes: determining that the absolute value of the difference between the maximum lifting height of the rear end of the engine hood and the preset lifting height is less than or equal to the second error value; obtaining the vibration frequency of the transmission assembly; determining that the vibration frequency of the transmission assembly is not within the preset frequency range.

[0045] In some embodiments of the present invention, the control method further includes: determining that the vibration frequency of the transmission assembly is within the preset frequency range; feeding back a normal reminder of the transmission assembly to the passenger compartment.

[0046] The vehicle according to an embodiment of the present invention includes: the above-mentioned active engine hood system.

[0047] The vehicle according to an embodiment of the present invention, by providing a hinge assembly that is respectively rotatably connected to the rear end of the engine hood and the vehicle body and a drive assembly that is respectively rotatably connected to the hinge assembly and the vehicle body, can drive the rear end of the engine hood to lift when the vehicle recognizes that there are pedestrians in front and there is a risk of collision, increasing more energy absorption space for the pedestrians' heads to collide with the engine hood, reducing the injuries suffered by the pedestrians if they are hit, and thus better protecting the pedestrians. And after the engine hood is lifted, it can be lowered and reset, which can effectively solve the problem of secondary usability, reduce the maintenance cost caused by false triggering of the engine hood and reduce user complaints, thereby improving the user experience.

[0048] A vehicle according to an embodiment of the present invention includes: a vehicle body, a hood, a memory, a processor, and a control program for the vehicle stored on the memory and executable on the processor. Wherein, the hood is provided on the upper side of the front end of the vehicle body; when the control program for the vehicle is executed by the processor, the steps of the control method of the above-mentioned active hood system are realized.

[0049] The vehicle according to the embodiment of the present invention pre-determines that the vehicle is traveling at a medium or low speed and then secondarily determines whether there is a collision risk. On the premise that the secondary determination shows a collision risk, it further determines whether the target in front of the vehicle is a pedestrian. When the target in front is a pedestrian, only the rear end of the hood is controlled to lift or the front and rear ends of the hood are controlled to lift simultaneously according to the pedestrian category. Before a collision occurs, the front end of the hood can be lifted in advance or the front and rear ends can be lifted simultaneously, reducing the injuries that a pedestrian would suffer if hit, and can better adapt to the impact position of the pedestrian's head to adjust the variable area of the hood, better protecting the pedestrian. In addition, it can reduce the actions when the target is not a pedestrian, reduce the probability of false triggering, and reduce the maintenance cost after the hood is damaged due to false triggering, thereby improving the user experience.

[0050] A storage medium according to an embodiment of the present invention stores a control program for a vehicle. When the control program for the vehicle is executed by a processor, the steps of the control method of the above-mentioned active hood system are realized.

[0051] The storage medium according to the embodiment of the present invention pre-determines that the vehicle is traveling at a medium or low speed and then secondarily determines whether there is a collision risk. On the premise that the secondary determination shows a collision risk, it further determines whether the target in front of the vehicle is a pedestrian. When the target in front is a pedestrian, only the rear end of the hood is controlled to lift or the front and rear ends of the hood are controlled to lift simultaneously according to the pedestrian category. Before a collision occurs, the front end of the hood can be lifted in advance or the front and rear ends can be lifted simultaneously, reducing the injuries that a pedestrian would suffer if hit, and can better adapt to the impact position of the pedestrian's head to adjust the variable area of the hood, better protecting the pedestrian. In addition, it can reduce the actions when the target is not a pedestrian, reduce the probability of false triggering, and reduce the maintenance cost after the hood is damaged due to false triggering, thereby improving the user experience. BRIEF DESCRIPTION OF THE DRAWINGS

[0052] The above and / or additional aspects and advantages of the present invention will become apparent and be readily understood from the following description of the embodiments in conjunction with the accompanying drawings, where: Figure 1 is a schematic diagram of an active hood system according to an embodiment of the present invention, where the hood is not shown and the hood is not lifted; Figure 2 is a schematic diagram of an active hood system according to an embodiment of the present invention, where the hood is not shown and the hood is lifted; Figure 3 Schematic diagram of a hinge assembly of an active engine hood system according to an embodiment of the present invention; Figure 4 Schematic diagram of another perspective of a hinge assembly of an active engine hood system according to an embodiment of the present invention; Figure 5 Schematic diagram of a drive assembly of an active engine hood system according to an embodiment of the present invention; Figure 6 Cross-sectional view of a drive assembly of an active engine hood system according to an embodiment of the present invention; Figure 7 Cross-sectional view of another perspective of a drive assembly of an active engine hood system according to an embodiment of the present invention; Figure 8 Schematic diagram of a locking ring assembly of an active engine hood system according to an embodiment of the present invention; Figure 9 Schematic diagram of another perspective of a locking ring assembly of an active engine hood system according to an embodiment of the present invention, where the solenoid valve locks the locking ring; Figure 10 Schematic diagram of another perspective of a locking ring assembly of an active engine hood system according to an embodiment of the present invention, where the solenoid valve does not lock the locking ring; Figure 11 Schematic diagram of a vehicle according to an embodiment of the present invention; Figure 12 is Figure 11 Enlarged view of location A in; Figure 13 Side view of an active engine hood system according to an embodiment of the present invention, where the front end of the hood is not lifted; Figure 14 Side view of an active engine hood system according to an embodiment of the present invention, where the front end of the hood has been lifted; Figure 15 is Figure 13 Enlarged view of location B in; Figure 16 is Figure 14 Enlarged view of location C in; Figure 17 Logic diagram of a control method for an active engine hood system according to an embodiment of the present invention, where the vehicle speed is less than or equal to a preset speed; Figure 18 Logic diagram of a control method for an active engine hood system according to an embodiment of the present invention, where the vehicle speed is greater than a preset speed; Figure 19 Logic diagram of a control method for an active engine hood system according to an embodiment of the present invention regarding self-check.

[0053] Reference Signs: 100, Active Hood System; 1, Hood; 2, Hinge Assembly; 21, Main Link; 211, First Limiting Plate; 212, Second Limiting Portion; 213, Third Limiting Portion; 214, Hinge Ball; 22, Sub-link; 221, First Limiting Portion; 3, Driving Assembly; 31, Driving Motor; 32, Driving Worm; 33, Driving Worm Gear; 331, First Gear; 332, Second Gear; 34, Rack; 341, First Hinge; 342, Second Hinge; 35, Power Supply Connection Port; 4, Hinge Flap; 41, Second Limiting Plate; 5, Hinge Seat Plate; 51, Third Limiting Plate; 6, Lock Ring Assembly; 61, Mounting Plate; 611, Second Mounting Interface; 62, Locking Ring; 63, Solenoid Valve; 631, First Mounting Interface; 632, Communication Interface; 64, Lock Rod; 641, Opening; 200, Vehicle; 7, Sensing Module; 71, Front View Camera; 72, Front View Lidar; 73, Corner Millimeter Wave Radar; 74, Front Millimeter Wave Radar; 8, Judgment and Decision-making Module; 81, ECU Controller. Detailed Embodiment

[0054] The embodiments of the present invention will be described in detail below. The examples of the embodiments are shown in the drawings. The embodiments described below by referring to the drawings are exemplary and are only used to explain the present invention and should not be construed as a limitation of the present invention.

[0055] Below, reference is made to Figures 1 - 19 describe the active hood system 100 according to an embodiment of the present invention.

[0056] As Figure 1 , Figure 2 , Figure 11 and Figure 12 shown, the active hood system 100 according to an embodiment of the present invention includes a hood 1, a hinge assembly 2 and a driving assembly 3.

[0057] Specifically, as Figure 1 and Figure 2 shown, in combination with Figure 11 and Figure 12 , the active hood system 100 is used for the vehicle 200. The hinge assembly 2 is respectively rotatably connected to the rear end of the hood 1 and the vehicle body. The driving assembly 3 is respectively rotatably connected to the hinge assembly 2 and the vehicle body, and is used to drive the rear end of the hood 1 to lift and lower.

[0058] The driving component 3 can provide a driving force to drive the rear end of the engine hood 1 to lift and lower by driving the hinge component 2 to move. When the vehicle 200 recognizes vulnerable road users such as pedestrians and two-wheeler riders ahead and determines that there is a risk of collision, the vehicle 200 can control the driving component 3 to lift the rear end of the engine hood 1.

[0059] After the rear end of the engine hood 1 is lifted, the engine hood 1 is spaced apart from at least some of the components below the engine hood 1, avoiding hard contact between the engine hood 1 and the components below the engine hood 1, so that the engine hood 1 can deform downward when it is impacted from above, that is, more energy absorption space for pedestrians' heads to collide with the engine hood 1 is increased, thereby protecting the pedestrians being impacted, effectively reducing the injuries suffered by the pedestrians after being impacted, and greatly reducing the risk of pedestrian craniocerebral injury and pedestrian traffic accident fatalities, and further ensuring the protection ability of the active engine hood system 100 for vulnerable road users.

[0060] After the rear end of the engine hood 1 is lifted, if the vehicle 200 does not collide, the driving component 3 can be controlled to drive the rear end of the engine hood 1 to descend for resetting, which is convenient for subsequent use. Both the driving component 3 and the hinge component 2 are reversible, which can effectively solve the problem of secondary use. Since the engine hood 1 can be reset, even if the engine hood 1 is accidentally lifted due to various misoperations, the engine hood 1 can still be reset and return to normal use, reducing the later maintenance cost of the engine hood 1 and also reducing the after-sales complaints of consumers, thereby being beneficial to improving the user experience.

[0061] According to the active engine hood system 100 of the embodiment of the present invention, by providing a hinge component 2 that is respectively rotationally connected to the rear end of the engine hood 1 and the vehicle body and a driving component 3 that is respectively rotationally connected to the hinge component 2 and the vehicle body, when the vehicle 200 recognizes that there is a pedestrian ahead and there is a risk of collision, the driving component 3 can be driven to lift the rear end of the engine hood 1, increasing more energy absorption space for pedestrians' heads to collide with the engine hood 1, reducing the injuries suffered by pedestrians if they are impacted, and thus better protecting pedestrians. And after the engine hood 1 is lifted, it can descend and reset, which can effectively solve the problem of secondary use, and can also reduce the maintenance cost caused by accidental triggering of the engine hood 1 and reduce user complaints, thereby improving the user experience.

[0062] In some embodiments of the present invention, as Figures 1 - 4 shown, the hinge component 2 includes a main link 21 and a sub-link 22. The main link 21 is rotationally connected to the engine hood 1, and the driving component 3 is rotationally connected to the main link 21. The two ends of the sub-link 22 in the length direction are respectively rotationally connected to the main link 21 and the vehicle body. There are two sub-links 22, and the two sub-links 22 are arranged at intervals along the length direction of the main link 21.

[0063] It can be understood that the main connecting rod 21, the two sub-connecting rods 22 and the vehicle body can form a four-bar linkage mechanism. The main connecting rod 21 is the driven component in the four-bar linkage mechanism, and the driving assembly 3 can provide a force to drive the main connecting rod 21 to move upward or downward. The connection points where the two sub-connecting rods 22 are rotatably connected to the vehicle body can serve as fulcrums. Driven by the driving assembly 3, the sub-connecting rods 22 rotate to support the movement of the main connecting rod 21. Through the rotation and limitation of the two sub-connecting rods 22, the movement of the main connecting rod 21 is no longer a simple linear or circular motion, but moves obliquely upward or obliquely downward along a predetermined trajectory, so as to realize the lifting or lowering of the rear end of the hood 1 by the main connecting rod 21.

[0064] The above design of the four-bar linkage mechanism is simple in structure and low in cost, and can make the movement trajectory of the main connecting rod 21 more precisely controllable. At the same time, the two sub-connecting rods 22 can disperse the stress and impact during the movement process, making the rear end of the hood 1 more stable during the lifting and lowering process, so that vibration and noise can be reduced, and the reliability and stability of the active hood system 100 can be enhanced.

[0065] Preferably, as Figure 3 and Figure 4 shown, a first limiting plate 211 is provided on the main connecting rod 21, and a first limiting portion 221 is provided on the sub-connecting rod 22. The first limiting plate 211 and the first limiting portion 221 are opposite and spaced apart in the circumferential direction of the rotation axis of the main connecting rod 21 and the sub-connecting rod 22. When the driving assembly 3 drives the rear end of the hood 1 to lift, the main connecting rod 21 and the sub-connecting rod 22 rotate relative to each other, and the first limiting plate 211 and the first limiting portion 221 rotate around the rotation axis of the main connecting rod 21 and the sub-connecting rod 22 and approach each other until they abut, so as to realize the limiting function when the rear end of the hood 1 is lifted. Among them, the first limiting plate 211 can specifically be formed as a flanging of the main connecting rod 21, and the first limiting portion 221 can be formed as a protrusion of the sub-connecting rod 22.

[0066] In some embodiments of the present invention, as Figures 1 - 4 shown, the active hood system 100 further includes a hinge flap 4. The hinge flap 4 is connected to the rear end of the hood 1, and the active rod is rotatably connected to the hinge flap 4. The hinge flap 4 specifically extends along the front-rear direction of the vehicle 200. The front end of the hinge flap 4 is fixedly connected to the rear end of the hood 1, and the rear end of the hinge flap 4 is rotatably connected to the main connecting rod 21. In this way, it is convenient to realize the rotational connection between the hood 1 and the hinge assembly 2, and the assembly difficulty can be reduced. When the front end of the hood 1 needs to be opened, the hinge flap 4 and the main connecting rod 21 rotate relative to each other, which is convenient for the user to repair the front compartment of the vehicle 200 or replace the components in the front compartment.

[0067] Preferably, as Figures 1 - 4As shown, one end of the hinge flap 4 rotatably connected to the main link 21 is provided with a second limiting plate 41, and one end of the main link 21 rotatably connected to the hinge flap 4 is provided with a second limiting portion 212. The second limiting plate 41 and the second limiting portion 212 are opposite and spaced apart in the circumferential direction of the rotation axis of the hinge flap 4 and the main link 21. When the front end of the engine hood 1 is opened, the hinge flap 4 and the main link 21 rotate relative to each other, and the second limiting plate 41 and the second limiting portion 212 rotate around the rotation axis of the hinge flap 4 and the main link 21 and approach each other until they abut, so as to realize the limiting function when the front end of the engine hood 1 is opened. Among them, the second limiting plate 41 can specifically be formed as a flange of the hinge flap 4, and the second limiting portion 212 can be formed as a protrusion of the main link 21.

[0068] In some embodiments of the present invention, as Figures 1 - 4 shown, the active engine hood system 100 further includes a hinge seat plate 5. The hinge seat plate 5 is connected to the vehicle body, and the secondary link 22 is rotatably connected to the hinge seat plate 5. Through the hinge seat plate 5, both the fixed connection with the vehicle body and the rotational connection with the hinge assembly 2 can be realized, which can provide a pivot point for the rotation of the secondary link 22. In this way, it is convenient to realize the rotational connection between the vehicle body and the hinge assembly 2, and the assembly difficulty can be reduced.

[0069] Preferably, as Figures 1 - 4 shown, the lower end of the main link 21 is provided with a third limiting portion 213. The third limiting portion 213 is located at one end of the main link 21 rotatably connected to the engine hood 1. The hinge seat plate 5 is provided with a third limiting plate 51. The third limiting plate 51 is opposite to the third limiting portion 213. When the rear end of the engine hood 1 is lifted, the driving assembly 3 drives the main link 21 to move obliquely upward, and the third limiting portion 213 moves with the main link 21 and separates from the third limiting plate 51. When the rear end of the engine hood 1 descends and resets, the driving assembly 3 drives the main link 21 to move obliquely downward until the third limiting portion 213 moves with the main link 21 and abuts against the third limiting plate 51, so as to realize the limiting function when the rear end of the engine hood 1 descends and resets. Among them, the third limiting plate 51 can specifically be formed as a flange of the hinge seat plate 5, and the third limiting portion 213 can be formed as a stud fixed to the main link 21. When the rear end of the engine hood 1 descends and resets, one end of the stud abuts against the third limiting plate 51 to realize the limit.

[0070] In some embodiments of the present invention, as Figure 1 、 Figure 2 、 Figures 5 - 7As shown, the drive assembly 3 includes: a drive motor 31, a drive worm 32, a drive worm gear 33, and a rack 34. The drive worm 32 is connected to the output shaft of the drive motor 31. The drive worm gear 33 meshes with the drive worm 32, and the rack 34 meshes with the drive worm gear 33. One end in the length direction of the rack 34 is rotatably connected to the hinge assembly 2. The output shaft of the drive motor 31 can output a torque force to drive the drive worm 32 to rotate. Threads meshing with the drive worm gear 33 are provided on the outer peripheral wall of the drive worm 32. Through the transmission of the drive worm 32 and the drive worm gear 33, the change of the rotation direction is realized. The drive worm gear 33 continues to transmit to drive the rack 34 to move. Thus, linear movement of the rack 34 in the axial direction of the output shaft of the drive motor 31 can be realized. It can not only achieve stable transmission of the output torque of the drive motor 31, but also convert the rotational movement of the output shaft of the drive motor 31 into a linear movement. By setting the drive worm gear 33, the transmission space can also be saved. One end in the length direction of the rack 34 is rotatably connected to the hinge assembly 2, and thus the lifting and lowering of the rear end of the engine hood 1 can be realized.

[0071] Preferably, a hinge ball 214 is provided on the hinge assembly 2, and a first hinge buckle 341 cooperating with the hinge ball 214 is provided at one end in the length direction of the rack 34. In this way, the rotational connection between the hinge assembly 2 and the drive assembly 3 can be realized.

[0072] Further, a second hinge buckle 342 is provided at one end of the drive assembly 3 away from the first hinge buckle 341. The second hinge buckle 342 is connected to vehicle body components such as the longitudinal beam as above, and is used to realize the rotational connection with the vehicle body. When the vehicle 200 is in an emergency state and the engine hood 1 needs to be lifted, the drive assembly 3 can freely rotate at the second hinge buckle 342 to adapt to the linear movement of the rack 34 and the lifting of the main link 21.

[0073] In some embodiments of the present invention, as Figure 6 shown, the drive worm gear 33 includes a first gear 331 and a second gear 332. The first gear 331 and the second gear 332 are coaxially arranged and rotate synchronously. The first gear 331 and the second gear 332 are spaced apart. The first gear 331 meshes with the drive worm 32, and the second gear 332 meshes with the rack 34. The first gear 331 is in transmission connection with the drive worm 32. The rotation axis of the first gear 331 is perpendicular to the rotation axis of the drive worm 32. Thus, the transmission direction is changed. The first gear 331 drives the second gear 332 to rotate, and the second gear 332 drives the rack 34 to move linearly. Thus, the transmission between the drive worm gear 33 and the drive worm 32 and the rack 34 can be realized respectively, thereby improving the transmission stability. And rotating the worm gear enables the rack 34 to move linearly in the axial direction of the output shaft of the drive motor 31. Thus, the occupied space of the drive assembly 3 can be saved.

[0074] In some embodiments of the present invention, as Figures 8 - 10 、Figures 13 - 16 As shown, the active hood system 100 further includes a locking ring assembly 6. The locking ring assembly 6 includes a mounting plate 61, a locking ring 62, and a solenoid valve 63. The mounting plate 61 is connected to the front end of the hood 1. The locking ring 62 moves up and down relative to the mounting plate 61. One end of the locking ring 62 facing away from the mounting plate 61 is adapted to be clamped with the vehicle body. The solenoid valve 63 is connected to the side of the mounting plate 61 facing away from the hood 1 and is used to lock the locking ring 62.

[0075] When the hood 1 is closed, in the up-and-down direction, the locking ring 62 is in the position closest to the mounting plate 61 and the solenoid valve 63 locks the locking ring 62. The locking ring 62 cannot move up and down relative to the mounting plate 61. The mounting plate 61 is fixedly connected to the front end of the hood 1, and the locking ring 62 is clamped with the vehicle body. When the front end of the hood 1 is opened, the solenoid valve 63 unlocks the locking ring 62. The locking ring 62 can move relative to the mounting plate 61. The mounting plate 61 rises with the front end of the hood 1, and the locking ring 62 moves in the direction away from the mounting plate 61. In this way, the front end of the hood 1 can be lifted and lowered.

[0076] When the vehicle 200 recognizes the existence of vulnerable road users such as pedestrians and two-wheeler riders in front and determines that there is a collision risk, considering that the head landing areas of adults and children are different, the hood 1 can be lifted at different positions. Due to their lower height, the head collision positions of children are mostly concentrated at the front end of the hood 1, while adults are taller and their head collision positions are mostly concentrated at the rear end of the hood 1. When the pedestrian category is an adult, the rear end of the hood 1 is lifted so that the rear end of the hood 1 is spaced apart from the components below the hood 1. The rear end of the hood 1 can be deformed downward when hit by a pedestrian's head, better protecting the head of the hit adult; when the pedestrian category is a child, both the front end and the rear end of the hood 1 are lifted simultaneously so that the front end of the hood 1 is spaced apart from the components below the hood 1. The front end of the hood 1 can be deformed downward when hit by a pedestrian's head, better protecting the head of the hit child. Thus, the front end and / or the rear end of the hood 1 can be lifted according to adults and children, better achieving protection for adults and children.

[0077] When the vehicle 200 recognizes the existence of a child in front and determines that there is a collision risk, it controls the solenoid valve 63 to unlock the locking ring 62. At this time, the locking ring 62 can move relative to the mounting plate 61. Then the vehicle 200 controls the driving assembly 3 to lift the rear end of the hood 1. At this time, the hood 1 generates an obliquely upward pulling force on the locking ring assembly 6. One end of the locking ring 62 facing away from the mounting plate 61 is clamped with the vehicle body, and the mounting plate 61 moves away from the locking ring 62 with the hood 1, thereby realizing the lifting of the front of the hood 1.

[0078] In addition, the solenoid valve 63 is fastened to the mounting plate 61 by a fixing type including but not limited to screwing, such as Figure 9 and Figure 10In the illustrated example, the solenoid valve 63 is provided with a first mounting interface 631, and the mounting plate 61 is provided with a second mounting interface 611. The first mounting interface 631 and the second mounting interface 611 face each other. During assembly, the fastener is inserted through the first mounting interface 631 and the second mounting interface 611 to achieve integrated fastening and installation.

[0079] In some embodiments of the present invention, as Figures 8 - 10 shown, the locking ring assembly 6 further includes a locking rod 64. The locking rod 64 extends in the up and down direction and its upper end is connected to the side of the mounting plate 61 facing away from the engine hood 1. The locking ring 62 is movably sleeved on the locking rod 64. An opening 641 is provided on the peripheral wall of the locking rod 64, and the locking ring 62 has a bayonet. When the solenoid valve 63 locks the locking ring 62, the output shaft of the solenoid valve 63 simultaneously extends into the opening 641 and the bayonet. The locking rod 64 is a hollow rod structure extending in the up and down direction, and the upper end of the locking rod 64 is connected to the mounting plate 61. Thus, the locking ring 62 can be sleeved on the locking rod 64 and move up and down relative to the mounting plate 61. The opening 641 and the bayonet are respectively located at the upper ends of the locking rod 64 and the locking ring 62. When the front end of the engine hood 1 is closed, the locking ring 62 moves upward so that the opening 641 and the bayonet are relatively arranged. At this time, the output shaft of the solenoid valve 63 simultaneously extends into the opening 641 and the bayonet, thereby realizing the locking of the locking ring 62, which can limit the downward movement of the locking ring 62, thus locking the front end of the engine hood 1, and can ensure the stability and safety of the vehicle 200 during driving.

[0080] In some embodiments of the present invention, as Figures 8 - 10 shown, the locking ring 62 is U-shaped, and there are two locking rods 64. The two ends in the length direction of the locking ring 62 are respectively sleeved in the two locking rods 64. The U-shaped locking ring 62 facilitates the clamping connection between the locking ring 62 and the vehicle body. The two ends in the length direction of the locking ring 62 are respectively sleeved in the two locking rods 64, which can prevent the locking ring 62 from rotating relative to the locking rod 64, thereby improving the stability of the locking ring assembly 6.

[0081] The control method of the active engine hood system 100 according to an embodiment of the present invention will be described below.

[0082] The control method of the active engine hood system 100 according to an embodiment of the present invention includes: Obtaining the target object information in front of the vehicle 200; Determining that the vehicle speed is less than or equal to a preset speed; Determining that there is a collision risk; Controlling the vehicle 200 to brake; Determining again that the vehicle 200 has a collision risk; Determining that the target object is a pedestrian; Controlling only the rear end of the engine hood 1 to lift or controlling both the front end and the rear end of the engine hood 1 to lift according to the pedestrian category.

[0083] Specifically, as Figure 11 and Figure 17 shown, a sensing module 7 may be provided on the vehicle 200. The sensing module 7 includes but is not limited to a front-view camera 71, a front-view lidar 72, an angular millimeter-wave radar 73, and a front-mounted millimeter-wave radar 74. The sensing module 7 calibrates and calculates the distance between VRUs (Vulnerable Road Users, such as pedestrians and two-wheeler riders) (or other road entities, such as small animals and obstacles) and the vehicle 200 in real time, and also differentiates and classifies the signs of the target objects, and differentiates and classifies the signs of VRUs, etc. The sensing module 7 can collect the information of the target objects in front of the vehicle 200. For example, the front-view dual / three-view camera can collect the fine image data of the target objects in the real scene, and the radar can collect the distance between the front target object and the vehicle 200, the moving direction and moving speed of the target object, and so on.

[0084] When it is determined that the vehicle speed is less than or equal to the preset speed, that is, when the vehicle 200 is driving at a medium or low speed, it can be determined that vulnerable road users such as pedestrians and two-wheeler riders may appear on the road where the vehicle 200 is driving. At this time, it is necessary to judge in real time whether there is a collision risk and take subsequent measures. The specific preset vehicle speed can be 80 km / h.

[0085] As Figure 11 shown, the vehicle 200 may have a judgment and decision-making module 8. The judgment and decision-making module 8 may include an ECU (Electronic Control Unit) controller. The sensing module 7 transmits the detected target object message signal to the ECU controller 81 in real time, performs algorithm calculations based on the target object information detected by cameras, radars, etc., and evaluates whether there is a collision risk according to the recognition result. For example, through the fusion algorithm development of cameras and radars, the actual scene is recognized based on the existing algorithms later, and the predicted time to collision TTC between the target object and the vehicle 200 is calculated in real time according to the real-time distance and relative speed between the collected vehicle 200 and the target object. When the algorithm determines that TTC ≤ the collision threshold time, it is determined that there is a collision risk between the vehicle 200 and the target object. On the contrary, when the algorithm determines that TTC > the collision threshold time, it is determined that there is no collision risk between the vehicle 200 and the target object.

[0086] When the judgment and decision-making module 8 determines that the probability of collision during driving in the current state is extremely high, it will trigger the AEB (Automatic Emergency Braking) emergency braking of the vehicle 200, forcing the vehicle 200 to decelerate to reduce the risk of collision between the vehicle 200 and the target. During the AEB braking process of the whole vehicle, the perception module 7 and the judgment and decision-making module 8 will perform real-time calibration and comparison based on the TTC parameter. For example, when the ECU controller 81 makes a secondary determination of the collision risk and still determines that there is a collision risk between the vehicle 200 and the target, it means that the braking of the vehicle 200 cannot eliminate the collision risk, and then the discrimination of whether the target is a pedestrian will be started.

[0087] When it is determined that the vehicle 200 has a collision risk, continue to determine whether the target is a pedestrian. When it is determined that the target is a pedestrian, follow-up actions will be taken. When the target is not a pedestrian, such as an animal or another vehicle 200, no follow-up actions will be taken. Among them, the discrimination of whether the target is a pedestrian is based on the VRU depth fusion algorithm embedded in the ECU controller 81. By calling the local and cloud databases, machine learning methods such as the convolutional neural network CNN (Convolutional Neural Networks) are used to screen the image data collected by the camera, extract information such as the height and posture of the VRU, and further confirm the pedestrian posture (standing, crouching or bending, etc.) in combination with the lidar three-dimensional point cloud data. Finally, the ECU controller 81 can identify the key body part information of the pedestrian based on the above information, and then calculate the VRU posture and predict the collision path.

[0088] Then, based on the perception module 7 and the judgment and decision-making module 8, the pedestrian category is judged, and only the rear end of the hood 1 is lifted or the front and rear ends of the hood 1 are lifted simultaneously according to the pedestrian category. After the hood 1 is lifted, the hood 1 is spaced apart from at least some of the components below the hood 1, avoiding hard contact between the hood 1 and the components below the hood 1, which can enable the hood 1 to deform downward when impacted from above, protecting the impacted pedestrian. When it is determined that there is a collision risk and the target is a pedestrian, lifting the rear end of the hood 1 in advance or lifting the front and rear ends of the hood 1 simultaneously in advance can effectively reduce the injury suffered by the pedestrian after being impacted, and greatly reduce the risk of pedestrian head injury and pedestrian traffic accident fatality.

[0089] In addition, when it is determined that the target object is a pedestrian, the operation of lifting the front end or the rear end of the engine hood 1 can reduce the actions when the target object is not a pedestrian. Combining the secondary recognition of whether a collision accident occurs can, on the one hand, effectively reduce the probability of mis-triggering of the engine hood 1; on the other hand, since the engine hood 1 can be lowered and reset, even if a mis-explosion occurs, the engine hood 1 can still be reset for normal use, reducing the maintenance cost after the engine hood 1 is damaged due to mis-triggering, reducing the after-sales complaints of consumers, and thus improving the user experience. In addition, by only controlling the rear end of the engine hood 1 to lift or controlling both the front end and the rear end of the engine hood 1 to lift according to the pedestrian category, the variable area of the engine hood 1 can be better adjusted to adapt to the impact position of the pedestrian's head, so as to better protect the pedestrian.

[0090] According to the control method of the active engine hood system 100 according to an embodiment of the present invention, by pre-determining that the vehicle 200 is traveling at a medium or low speed and secondarily determining whether there is a collision risk, on the premise that there is a collision risk in the secondary determination, then determining whether the target object in front of the vehicle 200 is a pedestrian. When the target object in front is a pedestrian, only control the rear end of the engine hood 1 to lift or control both the front end and the rear end of the engine hood 1 to lift according to the pedestrian category. Before a collision occurs, the front end of the engine hood 1 can be lifted in advance or both the front end and the rear end can be lifted simultaneously, reducing the injury suffered by the pedestrian if hit, and can better adapt to the impact position of the pedestrian's head to adjust the variable area of the engine hood 1, better protecting the pedestrian. In addition, it is possible to reduce the actions when the target object is not a pedestrian, reduce the probability of mis-triggering, and reduce the maintenance cost after the engine hood 1 is damaged due to mis-triggering, thereby improving the user experience.

[0091] In some embodiments of the present invention, obtaining the target object information in front of the vehicle 200 includes: Obtaining the position of the target object in the three-dimensional space coordinates, the distance d between the target object and the vehicle 200 relative 、the moving direction and moving speed v of the target object relative and the posture signs of the target object.

[0092] The sensing module 7 on the vehicle 200 includes but is not limited to a front-view camera 71, a front-view lidar 72, an angular millimeter-wave radar 73, and a front-mounted millimeter-wave radar 74. The sensing module 7 real-time calibrates and calculates the distance between VRUs (or other road entities, such as small animals, obstacles, etc.) such as pedestrians and two-wheeler riders and the vehicle 200, and also discriminates the target object from obstacles and classifies and categorizes the signs of the VRU, etc., to facilitate the subsequent determination by the ECU controller 81 of whether there is a collision risk, whether the target object is a pedestrian, and the pedestrian category.

[0093] Among them, the front-view camera 71 can be a front-view binocular camera or a front-view trinocular camera, which is used to collect fine image data of targets (VRUs or other road entities) in the real scene, and can identify the postures, physical signs, and possible movement modes of VRUs under visually clear conditions. The camera analyzes the images in conjunction with an image deep learning algorithm to further infer information such as the height, gender, and posture (standing, walking, squatting) of pedestrians.

[0094] The front-view lidar 72 is used to provide accurate three-dimensional spatial position data, which can help identify the accurate contours of targets (VRUs or other road entities), the relative position information with the vehicle 200, and possible movement direction information. It can calculate the relative speed v between the target and the vehicle 200 with reference to Equations (1) and (2). relative Refer to Equation (2) to calculate the distance d between the target and the vehicle 200. relative And in cooperation with the corner millimeter-wave radar 73 and the front millimeter-wave radar 74, it further fuses to improve the accuracy of collision risk assessment. Equations (1) and (2) are as follows:

[0095] For Equation (1), that is, measure the position change of the target within Δt through the front-view lidar 72 to measure the relative speed v. relative Among them, p(t) is the three-dimensional spatial position of the target (VRU or other road entity) identified by the point cloud data of the front-view lidar 72 at time t, and p(t + Δt) is the three-dimensional spatial position of the target at time t + Δt; for Equation (2), that is, measure the distance d between the vehicle 200 and the target through the time difference of the laser pulses emitted by the front-view lidar 72. relative Among them, c is the speed of light and its value is constant, and Δt is the time difference between the emission and reception of laser pulses by the front-view lidar 72.

[0096] The corner millimeter-wave radar 73 and the front millimeter-wave radar 74 are used to real-time monitor the distance and relative speed between the vehicle 200 and the target. Based on the detection data of the corner millimeter-wave radar 73 and the front millimeter-wave radar 74, the real-time distance d between the vehicle 200 and the target can be obtained. relative And the relative speed v relative , d relative The calculation principle is the same as that of Equation (2), and v relative The calculation principle adopts Equation (3):

[0097] For Equation (3), that is, use the Doppler effect to measure the relative speed between the current vehicle 200 and the target through the corner millimeter-wave radar 73 and the front millimeter-wave radar 74. Among them, c is the speed of light and its value is constant, f 0Let \(f\) be the frequency of the electromagnetic waves emitted by the corner millimeter-wave radar 73 and the front millimeter-wave radar 74, and \(\Delta f\) be the difference between the electromagnetic waves received and emitted by the corner millimeter-wave radar 73 and the front millimeter-wave radar 74.

[0098] Based on the above-mentioned sensing module 7, the relative accurate position of the target object (VRU or other road entities) in the three-dimensional space coordinates, the distance between the target object and the vehicle 200, the moving direction and moving speed of the target object, and the attitude physical sign information of the target object can be obtained.

[0099] In some embodiments of the present invention, as Figure 17 shown, determining the risk of collision includes: Calculating the predicted time to collision TTC between the target object and the vehicle 200, where

[0100] Determining that TTC is less than or equal to the first preset time S 1 .

[0101] The sensing module 7 transmits the detected target object message signal to the ECU controller 81 in real time. Immediately, the ECU controller 81 starts to dynamically track and predict the collision of the target object. Through the target tracking algorithm (such as Kalman filtering), the data transmitted by the front-view lidar 72, the corner millimeter-wave radar 73, the front millimeter-wave radar 74, etc. are further fused and discriminated to improve the accuracy of the depth measurement of the target object position and other parameters. Then, based on the real-time distance d relative between the vehicle 200 and the target object and the relative speed v relative , the predicted time to collision TTC between the target object and the vehicle 200 is calculated in real time. The ECU controller 81 calculates TTC in the current vehicle state according to Equation (4), where the real-time distance d relative between the vehicle 200 and the target object and the relative speed v relative are measured with reference to Equations (1)-(3), and TTC is compared with the first preset time S 1 . The first preset time S 1 is the preset collision threshold time for determining that the target object will collide with the vehicle 200. After comparison, two results are derived: ① When the algorithm determines that the current state TTC of the vehicle 200 > S 1 , the ECU controller determines that the collision probability of the vehicle 200 driving in the current state is small, and continues to maintain the real-time monitoring of the TTC state until a potential safety risk occurs; ② When the algorithm determines that the current state TTC of the vehicle 200 ≤ S 1, the ECU controller determines that the collision probability of the vehicle 200 traveling in the current state is extremely high, that is, it determines that there is a collision risk, and at this time, the AEB emergency braking is triggered. In this way, the collision risk can be evaluated according to the real-time driving state of the vehicle 200, which is convenient to take measures in advance to avoid the collision or reduce the losses and injuries caused by the collision before the collision occurs.

[0102] In some embodiments of the present invention, as Figure 17 shown, the pedestrian categories include children, adults, two-wheeler users, wheelchair users or the elderly using crutches. Controlling only the rear end of the hood 1 to lift or controlling both the front end and the rear end of the hood 1 to lift according to the pedestrian category includes: When the pedestrian category is a child, control both the front end and the rear end of the hood 1 to lift; When the pedestrian category is an adult, a two-wheeler user, a wheelchair user or the elderly using crutches, only control the rear end of the hood 1 to lift.

[0103] Due to their relatively low height, the head collision positions of children are mostly concentrated on the front end of the hood 1. Adults, two-wheeler users or the elderly using crutches are relatively taller than children, and their head collision positions are mostly concentrated on the rear end of the hood 1. When the pedestrian category is an adult, a two-wheeler user, a wheelchair user or the elderly using crutches, lift the rear end of the hood 1 so that the rear end of the hood 1 is spaced apart from the components below the hood 1. The rear end of the hood 1 can be deformed downward when the pedestrian's head hits, which can better protect the head of the adult, two-wheeler user, wheelchair user or the elderly using crutches being hit; when the pedestrian category is a child, lift the front end of the hood 1 so that the front end of the hood 1 is spaced apart from the components below the hood 1. The front end of the hood 1 can be deformed downward when the pedestrian's head hits, which can better protect the head of the child being hit. Thus, the rear end of the hood 1 or both the front end and the rear end of the hood 1 can be lifted according to the pedestrian category, so as to better protect children, adults, two-wheeler users, wheelchair users or the elderly using crutches.

[0104] Specifically, when it is determined that the vehicle 200 has a collision risk, continue to determine whether the target object is a pedestrian and distinguish the pedestrian category. The above discrimination is based on the VRU depth fusion algorithm embedded in the ECU controller 81, call the local and cloud databases, and use machine learning methods such as the convolutional neural network CNN (Convolutional Neural Networks) to screen the image data collected by the camera, extract information such as the VRU height and posture, and further confirm the pedestrian posture (standing, crouching or bending, etc.) in combination with the lidar three-dimensional point cloud data. Finally, the ECU controller 81 can identify the key body part information of the pedestrian based on the above information, and then calculate the VRU posture and predict the collision path.

[0105] Furthermore, asFigure 17 As shown, the determination of the pedestrian category includes: When the height of the pedestrian is lower than the preset height H 0 and the pedestrian is in an upright state, the pedestrian category is determined to be a child; When the height of the pedestrian is higher than the preset height H 0 and the pedestrian is in an upright state, the pedestrian category is determined to be an adult or a two-wheeler user; When the height of the pedestrian is higher than the preset height H 0 and the pedestrian is in a non-upright state, the pedestrian category is determined to be a wheelchair user or an elderly person using a cane.

[0106] It can be understood that to determine whether a pedestrian is a child from the height of the pedestrian, specifically, when the height of the pedestrian is not higher than the preset height and the pedestrian is in an upright state, it is determined to be a child. When the height of the pedestrian is higher than the preset height, then according to whether the pedestrian is in an upright state, an adult, a two-wheeler user, a wheelchair user or an elderly person using a cane is judged. When the pedestrian is in an upright state, it is determined to be an adult or a two-wheeler user. When the pedestrian is in a non-upright state, the pedestrian category is determined to be a wheelchair user or an elderly person using a cane. Thus, it is possible to better determine the landing position of the pedestrian's head on the hood 1 according to the pedestrian category, and lift the rear end of the hood 1 or lift the front end and the rear end of the hood simultaneously for the landing position, so as to achieve more accurate protection for the pedestrian category.

[0107] Specifically, the sensing module 7 can obtain the overall height of the VRU, and then judge whether it reaches the preset height H 0 , when the overall height of the VRU exceeds the preset height H 0 then it is determined that the type of the VRU object with potential collision in the scene is a non-child group, and the non-child group includes upright state groups such as adults and two-wheel riders, as well as non-upright state groups such as wheelchair users and elderly people using canes; when the overall height of the VRU does not reach the preset height H 0 then it is determined that the type of the VRU object with potential collision in the scene is a child. Based on the VRU depth fusion algorithm embedded in the ECU controller 81, after determining the pedestrian category, the ECU controller 81 will send out targeted control signals to implement different response schemes of the active engine hood system 100.

[0108] In some embodiments of the present invention, the preset height H 0It is 1.4 m. When the height of a pedestrian is higher than 1.4 m, the head landing position of the pedestrian after being hit is generally at the rear end of the engine hood 1. When the height of the pedestrian is less than or equal to 1.4 m, the head landing position of the pedestrian after being hit is generally at the front end of the engine hood 1. Therefore, when the height of the pedestrian is higher than 1.4 m, the pedestrian category is determined as an adult, a two-wheeler user, a wheelchair user, or an elderly person using a cane. When the height of the pedestrian is not higher than, i.e., less than or equal to 1.4 m, the pedestrian category is determined as a child, which can better protect the pedestrian.

[0109] In addition, the front camera can identify information such as the facial features and gait features of the pedestrian. Based on the above information, it can be used to assist in determining the pedestrian category as a child, an adult, a two-wheeler user, a wheelchair user, or an elderly person using a cane.

[0110] In some embodiments of the present invention, as Figure 17 shown, a database is provided in the active engine hood system 100. The database records the coupling correlation relationship between the rear-end lifting height of the engine hood 1, the pedestrian posture signs, and the head injury value and leg injury value of the pedestrian when being hit by the vehicle 200. When the pedestrian category is an adult or a two-wheeler user, the rear end of the engine hood 1 is controlled to be lifted to the maximum height H max ; When the pedestrian category is a wheelchair user or an elderly person using a cane, the rear end of the engine hood 1 is controlled to be lifted to the corresponding optimal height H optimal in the database according to the pedestrian posture signs. Among them, in the database, when the rear end of the engine hood 1 is lifted to the optimal height H optimal , the head injury value and leg injury value of the pedestrian corresponding to the pedestrian posture signs when being hit by the vehicle reach the lowest.

[0111] When it is determined by the sensing module 7 and the judgment and decision-making module 8 that the target VRU type is an upright state group such as an adult or a two-wheeler rider whose overall height exceeds the preset height H 0 , the ECU controller 81 releases a communication signal to the power connection port 35 of the drive assembly 3 of the active engine hood system 100. When the electronic control module provided in the drive assembly 3 receives the signal from the ECU controller 81, the drive assembly 3 is started and drives the rear end of the engine hood 1 to be lifted until the rear end of the engine hood 1 is lifted to the maximum height H max .

[0112] When it is determined by the sensing module 7 and the judgment and decision-making module 8 that the target VRU type is a non-upright state group such as a wheelchair user or an elderly person using a cane whose overall height exceeds the preset height H 0 , considering that the group with such posture signs is not only a vulnerable group compared to the general public, and the legs, hips, etc. of the non-upright state population are significantly affected during the vehicle impact, the present invention has a targeted control method and control logic.

[0113] First, a database is provided in the active engine hood system 100, which records the coupling correlation relationship between the rear lift height of the hood 1, the pedestrian posture signs, and the head injury value and leg injury value of the pedestrian when colliding with the vehicle 200. Based on the existing vehicle models equipped with the active engine hood system 100, CAE (Computer Aided Engineering) analysis is carried out under different lift heights of the hood 1, and the collision data between the vehicle 200 and the VRU is measured (such as through head form impact tests, leg form impact tests, CAE tests of collisions between dummies with different postures and the vehicle 200, etc.), and an association database including different lift heights of the hood 1, VRU postures, head injury values (HIC, Head Injury Criterion), and leg injury values (bending moment) is established.

[0114] Among them, the specific implementation method of the database is as follows: 1. The CAE pre-experiment and the actual test are calibrated to ensure the reliability of the CAE test results; 2. Based on CAE simulation tools (such as LSDYNA, MADYMO, etc.), the lifting process of the active engine hood system 100 with different lift heights of the hood 1 is simulated, and the situations of collisions with various VRU postures (standing, crouching, bending, walking, running, etc.) and the vehicle 200 are integrated, and the head injury value (HIC) and leg injury value (bending moment) under this collision condition are recorded; 3. The characteristics of the vehicle 200 are changed to repeat the test in the second step above to expand the data set; 4. Based on the response surface method, the above CAE test results are optimized, while reducing the number of CAE simulations, a response surface characteristic surface of different lift heights of the hood 1, VRU postures, head injury values (HIC), and leg injury values (bending moment) is formed, that is, a database of multi-parameter coupling correlation.

[0115] Then, based on the above database, the lift height of the rear end of the hood 1 is determined. The VRU posture in the current scene is recognized through the sensing module 7, and decision-making discrimination is carried out through the ECU controller 81. The recognized VRU posture characteristic index is compared with the database, and the optimal height H of the lift of the hood 1 corresponding to the selected VRU posture is calculated through interpolation operations (such as Kriging interpolation). optimal 。

[0116] The ECU controller 81 releases a communication signal to the power connection port 35 of the drive component 3 of the active engine hood system 100. When the electronic control module in the drive component 3 receives the signal from the ECU controller 81, the drive component 3 starts and drives the rear end of the hood 1 to lift until the rear end of the hood 1 is lifted to the optimal height H. optimal 。

[0117] In addition, considering the diversity of VRU behaviors and postures, the perception module 7 and the judgment and decision module 8 are based on the built-in algorithm configuration, and can timely optimize their own algorithm architecture according to actual scenarios, realize adaptive expansion of the database, and continuously improve the system data optimization decision-making level and the ability to adapt to new environments.

[0118] After the rear end of the hood 1 is lifted, the hood 1 is separated from at least part of the parts below the hood 1 to avoid hard contact between the hood 1 and the parts below the hood 1. When the head of the VRU collides with the rear end of the hood 1, the hood 1 can be deformed downward when hit, which increases the energy absorption space for the pedestrian's head to hit the hood 1, thereby protecting the hit pedestrian, effectively reducing the damage to the pedestrian after being hit, and reducing the risk of pedestrian craniocerebral injury and pedestrian traffic accident death to a greater extent. In addition, according to the type of pedestrian, the rear end of the hood 1 is controlled to be lifted to different heights, which can better adapt to the impact position of the pedestrian's head and adjust the variability area of ​​the hood 1, thereby better protecting the pedestrian.

[0119] In some embodiments of the present invention, Figures 8 - 10 , Figures 13 - 17 As shown, the active hood system 100 further includes a locking ring assembly 6, which includes a mounting plate 61, a locking ring 62 and a solenoid valve 63. The mounting plate 61 is connected to the front end of the hood 1, the locking ring 62 can move up and down relative to the mounting plate 61, and the end of the locking ring 62 away from the mounting plate 61 is clamped with the vehicle body. The solenoid valve 63 is connected to the mounting plate 61 and is used to lock the locking ring 62. Controlling the front and rear ends of the hood 1 to be lifted simultaneously includes: Control the solenoid valve 63 to unlock the locking ring 62; The control driving assembly 3 drives the rear end of the hood 1 to be lifted and drives the front end of the hood 1 to be lifted.

[0120] When the sensing module 7 and the judgment and decision-making module 8 determine that the target VRU type is a child and the posture is non-erect, the default active engine hood system 100 does not act. According to practical experience, the collision site cannot reach within the range of the hood 1. Therefore, the lifting of the hood 1 in this state cannot effectively protect the non-erect child. When it is determined that the target VRU type is a child and the posture is erect, first, the ECU controller 81 releases the unlocking command of the solenoid valve 63 of the lock ring assembly 6. Through communication signals such as the CAN (Controller Area Network) communication protocol, it is transmitted to the communication interface 632 of the solenoid valve 63 via the wiring harness, and the output shaft of the solenoid valve 63 retracts to unlock. At the same time when the ECU controller 81 releases the communication signal to the solenoid valve 63, the ECU controller 81 synchronously releases the communication signal to the power connection port 35 of the drive assembly. When the electronic control module installed in the drive assembly 3 receives the signal from the ECU controller 81, the drive assembly 3 starts and drives the rear end of the hood 1 to lift. While the drive assembly 3 lifts the rear end of the hood 1, due to the limit unlocking of the solenoid valve 63, the locking ring 62 changes from the original constrained state to a state where it can rotate and move up and down.

[0121] The drive assembly 3 drives the rear end of the hood 1 to lift. Since the mounting plate 61 is fixedly connected to the hood 1, under the action of the overall rotation and lifting of the hood 1, the mounting plate 61 is subjected to a backward pulling force and bending moment. Under the load, due to the unlocking state of the solenoid valve 63, the locking ring 62 moves in the direction away from the mounting plate 61 and rotates, and the mounting plate 61 slides upward, thereby lifting the front end of the hood 1. By arranging the locking assembly, after the drive assembly 3 drives the rear end of the hood 1 to lift, it can drive the front end of the hood 1 to lift by more than 30 mm.

[0122] Compared with the prior art, the traditional gunpowder-type active hinge cannot improve the protection effect on the child's head. Instead, due to the movement trend, the front end of the hood 1 sinks, resulting in a reduction in the energy absorption space, which weakens the protection performance of the child's head. However, the lifting of the front end height of the hood 1 of the present invention will directly increase the energy absorption space when the child's head is impacted, thereby significantly improving the protection of the active engine hood system 100 against the impact on the child's head.

[0123] When the hood 1 finishes lifting, when the sensing module 7 determines in real time that there is no longer a collision risk in the real vehicle scenario (an acceleration sensor or a pressure sensor can be added if necessary to determine whether a collision occurs), the ECU controller 81 outputs a CAN message control signal containing no collision risk to the control module of the driving component 3, and then the electrical signal input of the power connection port 35 can be realized. The driving component 3 drives the rear end of the hood 1 to descend and fall back. This reset process will also pull the hood 1 and the locking ring assembly 6 back to the initial position. The locking ring 62 moves towards the direction close to the mounting plate 61. When the entire system completes the reset, the ECU controller 81 immediately transmits a solenoid valve 63 locking communication signal through the communication interface 632 of the solenoid valve 63 to make the solenoid valve 63 resume locking the locking ring 62, that is, the hood 1 and the locking ring assembly 6 return to the normal state.

[0124] In a specific embodiment, as Figures 1 - 7 、 Figure 11 and Figure 12 shown, the active engine hood system 100 further includes a hinge flap 4. The hinge assembly 2 includes a main link 21 and a sub-link 22. The hinge flap 4 is connected to the rear end of the hood 1. The active rod is rotatably connected to the hinge flap 4. The driving component 3 is rotatably connected to the main link 21. The two ends of the sub-link 22 in the length direction are respectively rotatably connected to the main link 21 and the vehicle body. There are two sub-links 22, and the two sub-links 22 are arranged at intervals along the length direction of the main link 21. The driving component 3 includes: a driving motor 31, a transmission worm 32, a transmission worm gear 33 and a rack 34. The transmission worm 32 is connected to the output shaft of the driving motor 31. The transmission worm gear 33 is meshed with the transmission worm 32. The rack 34 is meshed with the transmission worm gear 33. One end of the rack 34 in the length direction is rotatably connected to the main link 21.

[0125] When the power connection port 35 of the driving motor 31 is connected to the whole vehicle, the internal wiring pins can realize the input of the power of the transmission assembly and the electronic control information of the ECU controller 81. The ECU controller 81 outputs a specific hood 1 lifting height trigger message signal to the driving motor 31. After the driving motor 31 is powered on, the internal cage rotor and the stator winding spin according to the designed system, driving the transmission worm 32 to rotate. The transmission worm 32 drives the meshed transmission worm gear 33 to rotate, and improves the lifting performance of the rack 34 through the deceleration and torque increasing effect to meet the lifting efficiency of the driving component 3. Specifically, the driving component 3 can lift the midpoint of the rear end of the hood 1 by no less than 90 mm in the up and down direction within 600 ms. The driving motor 31 lifts the main link 21 through the rack 34 to realize the rotational lifting of the two sub-links 22 in the hinge assembly 2. Finally, the main link 21 and the sub-link 22 are mechanically locked at the first limit plate 211 and the first limiting part 221. Due to the anchoring effect of the hood 1 and the hinge flap 4, the lifting effect of the driving motor 31 directly acts on the rear end of the hood 1 without performance loss.

[0126] When the hood 1 finishes lifting, when the perception module 7 determines in real time that there is no longer a collision risk in the real vehicle scenario (an acceleration sensor or a pressure sensor can be added if necessary to determine whether a collision occurs), the ECU controller 81 outputs a CAN message control signal containing no collision risk to the control module of the drive motor 31, and then the electrical signal input of the power connection port 35 can be realized, driving the transmission worm 32 and the transmission worm gear 33 to rotate, and further driving the rack 34 to move linearly in the reverse direction, and then realizing the translational fall of the main connecting rod 21. In addition, the hinge leaf 4 is respectively connected to the hood 1 and the main connecting rod 21, so as to realize the overall reset of the rear end of the hood 1. There is no manual reset process in the whole process, and the structural recoverability of the active engine hood system 100 in the present invention is realized fully automatically, effectively avoiding the after-sales public opinion problems of the active engine hood system 100, and greatly improving the application space of the hood 1.

[0127] In some embodiments of the present invention, as Figure 17 shown, after the hood 1 is lifted for a second preset time S 2 it is judged whether a collision occurs. If no collision occurs, the hood 1 is controlled to reset immediately; if a collision occurs, the lifted state of the hood 1 is maintained.

[0128] When the height at which the drive assembly 3 drives the hood 1 to lift reaches the preset height, the drive assembly 3 dynamically and real-time monitors the internal current fluctuation of the drive motor 31 in the drive assembly 3 through an internal electronic control sensor to determine whether the current of the drive motor 31 exceeds the threshold. If the self-checking senses that the current exceeds the preset threshold, the electronic control module of the drive motor 31 outputs a power-off message signal to realize the self-locking of the drive motor 31, and finally realizes the composite limit locking of the whole active engine hood system 100, and this locking process lasts for at least the second preset time S 2 , and the self-locking of the drive motor 31 during the duration will maintain the stopping effect of the hood 1 and the hinge assembly 2, so as to play the role of continuously lifting the hood 1 and the front collision risk.

[0129] It should be particularly noted that the lifting duration of the hinge assembly 2 is determined by the actual scenario. For example, if it is judged that a collision occurs after the hood 1 is lifted for the second preset time S 2 , the hood 1 will continuously maintain the lifted state until the collision victim is rescued; if the hood 1 is lifted for the second preset time S 2Afterwards, when the perception module 7 determines in real time that there is no longer a collision risk in the real vehicle scenario (an acceleration sensor or a pressure sensor can be added if necessary to determine whether a collision has occurred), the ECU controller 81 controls the driving motor 31 to rotate to achieve overall reset, facilitating subsequent use. Both the driving assembly 3 and the hinge assembly 2 are reversible, which can effectively solve the problem of secondary use. Since the engine hood 1 can be reset, even if the engine hood 1 is accidentally lifted due to various misoperations, the engine hood 1 can still be reset and restored to normal use, reducing the later maintenance cost of the engine hood 1 and alleviating the after-sales complaints of consumers, thus being beneficial to improving the user experience.

[0130] The following specifically describes two real vehicle application scenarios. The first one: In a general traffic accident, even if the vehicle 200 still collides after the perception module 7 and the judgment and decision-making module 8 perceive a vulnerable road user and trigger the vehicle-wide braking, but before the collision, the driving assembly 3 has driven the engine hood 1 to complete the lifting action, and the engine hood 1 can withstand the impact load without significant sinking. This lifted state will continue until the accident victim is rescued and evacuated. The whole process gives full play to the head collision protection of the vulnerable road user by the active engine hood system 100 in the present invention, minimizing the cranial and limb injuries of the injured people in the traffic accident; The second one: When the engine hood 1 is accidentally lifted due to various factors, or after the perception module 7 and the judgment and decision-making module 8 perceive a vulnerable road user and trigger the vehicle-wide AEB braking, and the engine hood 1 still completes the lifting action when the collision is avoided due to the deceleration effect, after the second preset time S 2 After perceiving and determining no collision risk, the ECU controller 81 actively controls the driving motor 31 to rotate to achieve the overall reset of the engine hood 1.

[0131] Preferably, the second preset time S 2 is 3 s.

[0132] In some embodiments of the present invention, while controlling the braking of the vehicle 200, the collision warning reminder inside the passenger compartment is turned on. When the judgment and decision-making module 8 determines that the collision probability is extremely high in the current state, it will trigger the vehicle 200 AEB emergency braking, and at the same time, the collision warning reminder will be displayed inside the passenger compartment to prompt the driver and passengers that the vehicle 200 is in an emergency state, avoiding the sudden lifting of the engine hood 1 from scaring the driver and causing misoperations, and also facilitating the driver and passengers to take corresponding emergency measures and protection measures.

[0133] In the present invention, the control method of the active engine hood system 100 realizes a pedestrian protection safety grading and sub-strategy response system, reflects different protection strategies for different VRU population characteristics, realizes the functions of actively identifying collision risks and quickly raising the rear end of the hood 1 before collision, the lifting structure of the entire active engine hood system 100 can be used repeatedly, the maintenance cost is significantly reduced, and the driver and passengers do not need to manually operate or get out of the vehicle for inspection, realizing pedestrian protection and multiple accessory functions while maximizing the high-quality intelligent experience of users.

[0134] In some embodiments of the present invention, as Figure 18 shown, the control method further includes: Determine that the vehicle speed is greater than a preset speed; Determine that there is a collision risk; Control the vehicle 200 to brake, and at the same time control the rear end of the hood 1 to be lifted to the maximum height H max .

[0135] When it is determined that the vehicle speed is greater than the preset speed, that is, when the vehicle 200 is traveling at a high speed, the possibility of vulnerable road users such as pedestrians and two-wheeler riders appearing on the road where the vehicle 200 is traveling is very low at this time, and the vehicle speed is relatively high. Therefore, after determining that there is a collision risk, measures should be taken to optimize the braking performance to the greatest extent. Specifically, the preset vehicle speed can be 80 km / h.

[0136] First, the sensing module 7 calibrates and calculates the distance and relative speed between the target objects such as VRU, vehicle, and obstacle and the vehicle 200 in real time. The ECU controller 81 calculates the predicted time to collision TTC between the target object and the vehicle 200 in real time according to Equation (4), where the real-time distance d relative between the target object and the vehicle 200 and the relative speed v relative are measured with reference to Equations (1)-(3), and TTC is compared with the first preset time S 1 . The first preset time S 1 is the preset collision threshold time for determining that the target object will collide with the vehicle 200. Two results are derived after the comparison: ① When the algorithm determines that the current state TTC of the vehicle 200 > S 1 , the ECU controller 81 determines that the collision probability of the vehicle 200 traveling in the current state is relatively small, and continues to maintain the real-time monitoring of the TTC state until a potential safety risk occurs; ② When the algorithm determines that the current state TTC of the vehicle 200 ≤ S 1 , the ECU controller 81 determines that the collision probability of the vehicle 200 traveling in the current state is extremely high, that is, it is determined that there is a collision risk, and at this time, AEB emergency braking is triggered.

[0137] While the ECU controller triggers the AEB braking, it outputs a hood 1 lifting message signal to the drive assembly 3 to drive the rear end of the hood 1 to lift to the maximum height H max , this process will actively change the aerodynamic characteristics of the vehicle's front cabin, increase the driving wind resistance, improve the adhesion between the wheels and the road surface, and enhance the vehicle's braking performance.

[0138] To prove the reliability of the improvement of the vehicle 200's emergency braking performance by lifting the hood 1 during the high-speed driving process of the vehicle 200, this application example is introduced for proof, as follows:

[0139] Equation (5) is the expression of the total vehicle resultant force during the vehicle braking process, ΣF is the resultant force of the tire friction force F 制动 and the air resistance force F 空气 , μ is the friction coefficient between the tire and the ground, m is the mass of the vehicle 200, g is the acceleration due to gravity, Cd is the air resistance coefficient, A is the frontal area of the vehicle 200, and v is the initial state speed of the vehicle 200. Equation (6) is the relationship between the total vehicle resultant force and the braking acceleration in the braking state based on Newton's second law; Equation (7) is the corresponding vehicle braking distance in the braking state, m is the mass of the vehicle 200, a 制动 is the braking acceleration of the vehicle 200, and v is the initial state speed of the vehicle 200.

[0140] Assume that the mass m of the vehicle 200 is 2000 kg, the initial state speed v of the vehicle 200 is 30 m / s (i.e., 108 km / h), the friction coefficient μ between the tire and the ground is 0.8 (taking a dry asphalt road surface), and the frontal area A of the vehicle 200 is taken as 2.5 m 2 , after measurement, the air resistance coefficient (before the hood 1 is lifted) C d0 = 0.32, and the air resistance coefficient (after the hood 1 is lifted) C d1 = 0.38. Substituting the above parameters into Equations (5) - (7) respectively, it can be known that: after the hood 1 is lifted, the air resistance during the vehicle braking process increases from 1102.5 N to 1308.28 N (the lifting amplitude is 205.78 N, and the lifting ratio is 18.67%), and the vehicle braking acceleration increases from 8.40 m / s 2 to 8.50 m / s 2 . At the initial vehicle speed of 108 km / h, the braking distance is shortened by about 1 m, and the braking distance will be shortened more significantly at higher speed levels. Therefore, in the present invention, when the vehicle 200 is in a high-speed driving state, the lifting of the hood 1 plays a positive role in optimizing the braking performance of the vehicle 200, and can improve the overall safety protection of the vehicle for the driver, passengers and road traffic participants.

[0141] In some embodiments of the present invention, such as Figure 18As shown, the control method of the active engine hood system 100 further includes: after the hood 1 is lifted for a third preset time S 3 to determine whether a collision has occurred. If no collision has occurred, control the hood 1 to immediately reset; if a collision has occurred, keep the hood 1 in the lifted state.

[0142] When the height that the driving component 3 drives the hood 1 to lift reaches the maximum height H max the driving component 3 senses the current through self-check and outputs a power-off message signal to achieve self-locking of the driving motor, and finally realizes the composite limit locking of the entire active engine hood system 100, and this locking process lasts for at least the third preset time S 3 During the duration, the self-locking of the driving motor will maintain the stopping effect of the hood 1 and the hinge assembly, so as to play the role of continuously lifting the hood 1 and improving the braking performance.

[0143] It should be specially noted that the lifting duration of the hinge assembly is determined by the actual scenario. For example, if it is determined that a collision has occurred after the hood 1 is lifted for the third preset time S 3 then the hood 1 continuously maintains the lifted state; if after the hood 1 is lifted for the third preset time S 3 and after that, it is determined by the sensing module that a collision has been successfully avoided in the real vehicle scenario in real time (an acceleration sensor or a pressure sensor can be added if necessary to determine whether a collision has occurred), then the ECU controller 81 controls the driving motor of the driving component 3 to rotate back to achieve overall reset for subsequent use. The driving component 3 and the hinge assembly are both reversible, which can effectively solve the problem of secondary use. Since the hood 1 can be reset, even if the hood 1 is accidentally lifted due to various misoperations, the hood 1 can still be reset and return to normal use, reducing the later maintenance cost of the hood 1 and also reducing the after-sales complaints of consumers, thus being beneficial to improving the user experience.

[0144] In some embodiments of the present invention, as Figure 18 shown, after determining that there is a risk of collision and before controlling the vehicle 200 to brake, turn on the collision warning reminder in the passenger compartment. When the judgment decision module 8 determines that the collision probability is extremely high when driving in the current state, before triggering the AEB emergency braking of the vehicle 200, a collision warning reminder will be displayed in the passenger compartment to prompt the driver and passengers that the vehicle 200 is in an emergency state, to avoid the sudden lifting of the hood 1 scaring the driver and causing misoperations, and also to facilitate the driver and passengers to take corresponding emergency measures and protection measures.

[0145] In some embodiments of the present invention, as Figure 18 shown, the control method further includes: Determine that the vehicle speed is greater than the preset speed; Determine that the heat load in the front compartment of the vehicle 200 is overloaded; Control the rear end of the hood 1 to lift.

[0146] When it is determined that the vehicle speed is greater than the preset speed, that is, when the vehicle 200 is traveling at a high speed, components such as the engine operate at a high speed, which easily causes the temperature in the front compartment of the vehicle 200 to be too high and the thermal load to be overloaded. Specifically, the preset vehicle speed can be 80 km / h.

[0147] The vehicle 200 is provided with a temperature control module. The temperature control module includes, but is not limited to, multiple temperature sensors such as thermocouples and thermistors. The temperature control module measures the temperature of each area or each heat-generating component in the front compartment in real time and transmits the temperature signal to the judgment and decision-making module 8 to monitor the real-time temperature of the front compartment of the vehicle 200 during driving or non-driving states and monitor the real-time temperature of the heat-generating components. Among them, the heat-generating components include, but are not limited to, key heat-generating parts in the front compartment such as the lower part of the engine cover, the intake system, and the exhaust pipe.

[0148] The front compartment temperature control module converts the detected front compartment temperature data into a communication signal and transmits it to the ECU controller 81 through the CAN bus for data fusion. The ECU controller 81 optimizes the perceived temperature data through a target tracking algorithm (such as Kalman filtering) to determine whether the thermal load in the front compartment of the vehicle 200 is overloaded, that is, to evaluate whether the front compartment needs to execute a heat dissipation enhancement command. When it is determined that the thermal load in the front compartment of the vehicle 200 is overloaded, the ECU controller 81 sends a signal to the drive assembly 3 to control the drive assembly 3 to lift the rear end of the engine hood 1. Thereby, the heat dissipation efficiency of the front compartment of the vehicle 200 can be improved, so that the thermal load in the front compartment can be rapidly reduced to ensure the stability and safety of the operation of the vehicle 200.

[0149] In some embodiments of the present invention, determining that the thermal load in the front compartment of the vehicle 200 is overloaded includes: Obtaining the real-time average temperature T of the front compartment of the vehicle 200 0 ; Determining the average temperature T 0 is greater than the first preset temperature T 1 .

[0150] The ECU controller 81 calculates the real-time average temperature T of the current front compartment according to the data of all temperature sensors in the front compartment temperature control module 0 , to overall evaluate the thermal load level of the front compartment. If the average temperature T 0 is greater than the first preset temperature T 1 , it is determined that the thermal load in the front compartment of the vehicle 200 is overloaded, and the front compartment needs to execute a heat dissipation enhancement command. The ECU controller 81 then controls the drive assembly 3 to lift the rear end of the engine hood 1. Thereby, the heat dissipation efficiency of the front compartment of the vehicle 200 can be improved, so that the thermal load in the front compartment can be rapidly reduced to ensure the stability and safety of the operation of the vehicle 200.

[0151] In some embodiments of the present invention, determining that the thermal load in the front compartment of the vehicle 200 is overloaded further includes: Determine the average temperature T 0 Less than or equal to the first preset temperature T 1 ; Obtain the temperatures of each heat-generating component in the front compartment of the vehicle 200; Determine that the temperature of at least one heat-generating component in the front compartment is greater than the second preset temperature T 2 .

[0152] If it is determined that the average temperature T 0 is less than or equal to the first preset temperature T 1 , then proceed to the next evaluation criterion for special heat-generating components. The ECU controller 81 calculates whether the temperature of each heat-generating component exceeds the second preset temperature T one by one according to the temperature data transmitted by the temperature sensors arranged at each key heat-generating part in the front compartment 2 . If the temperatures of each key heat-generating part in the front compartment do not exceed the second preset temperature T 2 , it is determined that the front compartment does not need to execute the heat dissipation enhancement command; if the temperature of at least one of the key heat-generating parts in the front compartment exceeds the second preset temperature T 2 , it is determined that the heat load in the front compartment of the vehicle 200 is overloaded, and the front compartment needs to execute the heat dissipation enhancement command. The ECU controller 81 then controls the drive assembly 3 to raise the rear end of the engine hood 1. This can improve the heat dissipation efficiency of the front compartment of the vehicle 200, so that the heat load in the front compartment can be rapidly reduced to ensure the stability and safety of the operation of the vehicle 200

[0153] In some embodiments of the present invention, controlling the rear end of the engine hood 1 to lift includes: First, control the rear end of the engine hood 1 to lift to the first height H 1 , and after an interval of the fourth preset time S 4 , then control the rear end of the engine hood 1 to continue to lift to the second height H 2 , where the first height H 1 is less than the second height H 2 .

[0154] When the ECU controller 81 determines that the heat dissipation enhancement command for the front compartment needs to be executed, the ECU controller 81 immediately triggers an actuation communication signal to the drive assembly 3. After receiving the warning communication information, the controller of the drive assembly 3, considering the safety of the driver and passengers driving at high speed, first drives the rear end of the engine hood 1 to perform pre-lifting, that is, first control the rear end of the engine hood 1 to lift to the first height H 1 , and after an interval of the fourth preset time S 4 , then control the rear end of the engine hood 1 to continue to lift to the second height H 2 , rather than directly lifting to the required second height H within a short time 2 , which can avoid the engine hood 1 suddenly lifting and scaring the occupants resulting in misoperations and avoid interfering with the driving vision requirements

[0155] In some embodiments of the present invention, before the rear end of the hood 1 is lifted, the heat transfer coefficient U in the front compartment of the vehicle 200 is obtained, and the second height H is determined according to the heat transfer coefficient U in the front compartment of the vehicle 200. 2 , the second height H 2 satisfies: , where m is the air quality in the front compartment of the vehicle 200 when the hood 1 is in the closed state, C is the specific heat capacity of air, Δt is the preset time required for the heat load in the front compartment of the vehicle 200 to return to normal, A 0 is the heat dissipation area before the rear end of the hood 1 is lifted, W is the width of the rear end of the hood 1 along the left-right direction of the vehicle 200, and L is the length of the hood 1 along the front-rear direction of the vehicle 200.

[0156] First, based on existing vehicle models equipped with the active engine hood system 100, CAE under different hood 1 height lifting conditions and heat load data under actual measured wind tunnel conditions are carried out to obtain the characteristic relationship between different lifting heights H and the heat transfer coefficient U, so as to build a wind tunnel test data set.

[0157] The ECU controller 81 can process the temperature data obtained by the front compartment temperature control module, and analyze and calculate the heat dissipation Q required for the current front compartment temperature to drop to the preset temperature threshold T according to Equation (8). Equation (8) represents the heat dissipation required when the hood 1 is not lifted and is under heat load overload. m is the air quality in the front compartment when the hood 1 is in the closed state (which can be directly measured through the vehicle 200 model), C is the specific heat capacity of air (a constant value, 1000 J / (kg·K)), T 0 is the current temperature of the front compartment, and T 1 is the temperature preset threshold. Equation (8) is as follows: 0

[0158] In the above formula, there is only the single unknown quantity T 1 and it can be directly measured by the temperature sensor. Therefore, the ECU controller 81 can determine the heat dissipation Q required for the current front compartment temperature condition to drop to the threshold condition in real time based on Equation (8). Then, the ECU controller 81 only needs to confirm the target heat dissipation power according to the design requirements. Through calculation using Equation (9), Δt is the time required for the temperature to drop to the threshold condition.

[0159]

[0160] Next, by comparing the front compartment heat dissipation efficiency in the current hood 1 state, it can be calculated through Equation (10). In Equation (10), U is the heat transfer coefficient measured on the actual vehicle, A is the heat dissipation area when the hood 1 is not lifted, T 1 is the current temperature of the front compartment, and T 0 is the temperature preset threshold.is the temperature preset threshold. Based on Equation (9) and Equation (10), establishing a thermal power inequality can confirm the heat dissipation area of the target hood 1, that is, establishing the heat dissipation area of the hood 1 can obtain the required lifting height. Thus, it can be obtained that the heat dissipation area variable of the hood 1 is only positively correlated with the lifting height of the hood 1, as specifically described in Equation (11). When Equation (11) is satisfied, the target heat dissipation requirement at the current lifting height can be achieved.

[0161]

[0162] Based on Equation (11), it can be seen that to determine the target lifting height, the heat dissipation area A needs to be decomposed, and the decomposition process is specifically shown in Equation (12). A 0 is the original heat dissipation area of the hood 1, and A H is the heat dissipation area at the target lifting height. The increased area of the hood 1 lift is equal to the surface integral under the condition of the boundary shape curve of the hood 1. For the convenience of calculation, it is replaced by the simplified shape of the hood 1 boundary: W is the width of the rear end of the hood 1 along the left - right direction of the vehicle 200, and L is the length of the hood 1 along the front - rear direction of the vehicle 200, which is approximately equivalent to the sum of the area of a rectangle and two triangles on both sides. Finally, the simplified formula H is only related to a single unknown variable U. That is, the ECU controller 81 can identify the corresponding optimal height, that is, the second height H 2 by performing interpolation operations on the characteristic relationship between the obtained different lifting heights H and the heat transfer coefficient U. Lifting at this lifting height can dynamically meet the requirements of the active hood 1 lift for the performance of the front cabin during high - speed driving. It should be noted that when the second height H 2 exceeds the inherent height of the mechanical structure, it is lifted for heat dissipation at the maximum height.

[0163]

[0164] In some embodiments of the present invention, after determining that the heat load in the front cabin of the vehicle 200 is overloaded, an over - temperature warning reminder in the passenger cabin is turned on. When the judgment and decision - making module determines that the vehicle 200 is driving in the current state and the heat load in the front cabin is too high, an over - temperature warning reminder will be displayed in the passenger cabin to prompt the driver and passengers that the temperature in the front cabin of the vehicle 200 is too high, and forced heat dissipation measures will be taken soon, to avoid sudden lifting of the hood 1 scaring the driver and causing misoperation.

[0165] In some embodiments of the present invention, as Figure 18 shown, the control method of the active engine hood system 100 further includes: Determine that the heat load in the front cabin of the vehicle 200 returns to normal; Control the hood 1 to reset.

[0166] The front cabin temperature control module converts the detected front cabin temperature data into a communication signal and transmits it to the ECU controller 81 via the CAN bus for data fusion. The ECU controller 81 optimizes the perceived temperature data through a target tracking algorithm (such as Kalman filtering) to determine whether the heat load in the front cabin of the vehicle 200 is overloaded. When it is determined that the temperature in the front cabin of the vehicle 200 drops to the preset temperature value, the ECU controller 81 sends a signal to control the drive assembly 3 to drive the hood 1 to descend and return to its original position for subsequent use, while ensuring the safe view of the cab and improving the user's driving experience.

[0167] In some embodiments of the present invention, such as Figure 19 shown, the control method further includes: Every fifth preset time S 5 , control the rear end of the hood 1 to perform a lifting action to detect whether the drive assembly 3 is working properly. If a fault is detected, a fault reminder of the drive assembly 3 is fed back to the passenger compartment, and then the rear end of the hood 1 is controlled to descend and reset.

[0168] It can be understood that the active engine hood system 100 performs drive self-check and diagnosis on the drive assembly 3 every fifth preset time S 5 . Specifically, the ECU controller 81 analyzes and calculates whether the time since the last self-check moment of the drive assembly 3 exceeds the fifth preset time S 5 . If it exceeds, the ECU controller 81 transmits a communication instruction to start the drive assembly 3 to the electronic control module of the drive assembly 3 and determines whether there is a fault, thereby ensuring the structural and functional reliability of the active engine hood system 100 in the actual application scenario.

[0169] In some embodiments of the present invention, such as Figure 19 shown, the drive assembly 3 includes a drive motor 31. Determining that the drive motor 31 is faulty includes: Obtain the actual rotational speed of the drive motor 31; Determine that the absolute value of the difference between the actual rotational speed of the drive motor 31 and the preset rotational speed is greater than the first error value.

[0170] The electronic control module of the drive assembly 3 releases a low-speed operation instruction for the drive motor 31, and the output shaft of the drive motor 31 spins. Under the condition of monitoring the rotational speed by the Hall sensor embedded in the drive motor 31, it is determined whether the actual rotational speed of the drive motor 31 satisfies that the absolute value of the difference between the actual rotational speed of the drive motor 31 and the preset rotational speed is less than or equal to the first error value. If it does not satisfy, it is detected that the drive motor 31 is faulty, and a fault communication signal is synchronously fed back to the ECU controller 81. The ECU controller 81 feeds back the fault prompt information of the drive motor 31 to the passenger compartment, and the user sends it for inspection and repair according to the fault prompt information to restore the function.

[0171] In some embodiments of the present invention, such asFigure 19 As shown, determining the failure of the drive motor 31 further includes: Determining that the absolute value of the difference between the real-time speed of the drive motor 31 and the preset speed is less than or equal to the first error value; Obtaining the cavity temperature inside the drive motor 31; Determining that the cavity temperature inside the drive motor 31 is greater than the second preset temperature T 2 .

[0172] The ECU controller 81 gives the drive motor 31 an operating signal for a standard test time (the standard test time is the same as the factory temperature test time), and detects the temperature inside the cavity of the drive motor 31 through the temperature sensor of the drive motor 31. If it is determined that the cavity temperature inside the drive motor 31 is greater than the second preset temperature T 2 , if not satisfied, it is detected that the drive motor 31 fails, and a fault communication signal is synchronously fed back to the ECU controller 81. The ECU controller 81 feeds back the drive motor 31 fault prompt information to the passenger compartment, and the user sends it for inspection and repair according to the fault prompt information to restore the function.

[0173] In some embodiments of the present invention, as Figure 19 shown, the control method further includes: Determining that the cavity temperature inside the drive motor 31 is less than or equal to the second preset temperature T 2 ; Feeding back a normal reminder of the drive motor 31 to the passenger compartment.

[0174] If it is determined that the cavity temperature inside the drive motor 31 is less than or equal to the second preset temperature T 2 , it is determined that the function of the drive motor 31 is normal. The drive motor 31 electronic control module releases a stop signal for the drive motor 31, and synchronously feeds back a normal communication signal to the ECU controller 81. The ECU controller 81 resets the self-check cycle of the drive motor 31.

[0175] In some embodiments of the present invention, as Figure 19 shown, the drive assembly 3 includes a drive motor 31 and a transmission assembly. The transmission assembly is connected to the output shaft of the drive motor 31 and is rotatably connected to the rear end of the hood 1. Determining the failure of the transmission assembly includes: Obtaining the actual maximum lifting height of the rear end of the hood 1; Determining that the absolute value of the difference between the actual maximum lifting height of the rear end of the hood 1 and the preset maximum lifting height is greater than the second error value.

[0176] The electronic control module of the drive assembly 3 releases a full-speed operation instruction for the drive motor 31. The output shaft of the drive motor 31 spins, and the operating conditions are monitored through a displacement sensor embedded in the rack 34 of the drive assembly 3. The displacement sensor can be arranged at one end of the rack 34 connected to the hinge assembly 2, whereby the actual maximum lifting height of the rear end of the engine hood 1 can be measured. When it is determined that the absolute value of the difference between the actual maximum lifting height of the rear end of the engine hood 1 and the preset maximum lifting height is greater than the second error value, a fault in the transmission assembly of the drive assembly 3 is detected, and a fault communication signal is synchronously fed back to the ECU controller 81. The ECU controller 81 feeds back the transmission assembly fault prompt information to the passenger compartment, and the user sends it for inspection and repair according to the fault prompt information to restore the function.

[0177] In some embodiments of the present invention, as Figure 19 shown, determining a fault in the transmission assembly further includes: Determining that the absolute value of the difference between the maximum lifting height of the rear end of the engine hood 1 and the preset lifting height is less than or equal to the second error value; Obtaining the vibration frequency of the transmission assembly; Determining that the vibration frequency of the transmission assembly is not within the preset frequency range.

[0178] After determining that the absolute value of the difference between the maximum lifting height of the rear end of the engine hood 1 and the preset lifting height is less than or equal to the second error value, the next determination on the mechanical structure wear degree of the transmission assembly is entered. The vibration frequency of the transmission assembly is monitored through a vibration sensor embedded in the transmission assembly. By comparing and analyzing the vibration spectrum in the normal state, if it is determined that the vibration frequency of the transmission assembly is not within the preset frequency range, it is determined that the vibration frequency of the transmission assembly is abnormal, and a fault communication signal is synchronously fed back to the ECU controller 81. The ECU controller 81 feeds back the transmission assembly fault prompt information to the passenger compartment, and the user sends it for inspection and repair according to the fault prompt information to restore the function.

[0179] In some embodiments of the present invention, as Figure 19 shown, the control method further includes: Determining that the vibration frequency of the transmission assembly is within the preset frequency range; Feeding back a normal reminder of the transmission assembly to the passenger compartment.

[0180] If it is determined that the vibration frequency of the transmission assembly is within the preset frequency range, it is determined that the mechanical structure of the transmission assembly is normal. The electronic control module of the drive motor 31 releases a stop signal for the drive motor 31, and a normal communication signal is synchronously fed back to the ECU controller 81. The ECU controller 81 resets the self-check cycle of the transmission assembly.

[0181] The vehicle 200 according to an embodiment of the present invention will be described below.

[0182] Vehicle 200 according to an embodiment of the present invention includes the above-mentioned active engine hood system 100.

[0183] Vehicle 200 according to an embodiment of the present invention is provided with a hinge assembly 2 that is respectively rotatably connected to the rear end of the hood 1 and the vehicle body, and a drive assembly 3 that is respectively rotatably connected to the hinge assembly 2 and the vehicle body. When the vehicle 200 recognizes that there is a pedestrian in front and there is a risk of collision, the drive assembly 3 can drive the rear end of the hood 1 to lift, increasing more energy-absorbing space for the pedestrian's head to collide with the hood 1, reducing the injury suffered by the pedestrian if hit, and thus better protecting the pedestrian. And after the hood 1 is lifted, it can be lowered and reset, which can effectively solve the problem of secondary usability, reduce the maintenance cost caused by mis-triggering of the hood 1, and reduce user complaints, thereby improving the user experience.

[0184] The vehicle 200 according to an embodiment of the present invention will be described below.

[0185] Vehicle 200 according to an embodiment of the present invention includes: a vehicle body, a hood 1, a memory, a processor, and a control program of the vehicle 200 stored on the memory and executable on the processor. Among them, the hood 1 is provided on the upper side of the front end of the vehicle body; when the control program of the vehicle 200 is executed by the processor, the steps of the control method of the above-mentioned active engine hood system 100 are realized.

[0186] Vehicle 200 according to an embodiment of the present invention pre-determines that the vehicle 200 is traveling at a medium or low speed and then re-determines whether there is a risk of collision. On the premise that there is a risk of collision after the re-determination, it further determines whether the target in front of the vehicle 200 is a pedestrian. When the target in front is a pedestrian, only the rear end of the hood 1 is controlled to lift or the front end and the rear end of the hood 1 are controlled to lift simultaneously according to the pedestrian category. Before a collision occurs, the front end of the hood 1 can be lifted in advance or the front end and the rear end are lifted simultaneously, reducing the injury suffered by the pedestrian if hit, and can better adapt to the impact position of the pedestrian's head to adjust the variable area of the hood 1, better protecting the pedestrian. In addition, the actions when the target is not a pedestrian can be reduced, the probability of mis-triggering can be reduced, and the maintenance cost of the hood 1 damaged due to mis-triggering can be reduced, thereby improving the user experience.

[0187] The storage medium according to an embodiment of the present invention will be described below.

[0188] The storage medium according to an embodiment of the present invention stores a control program of the vehicle 200. When the control program of the vehicle 200 is executed by the processor, the steps of the control method of the above-mentioned active engine hood system 100 are realized.

[0189] According to the storage medium of the embodiment of the present invention, by pre-determining that the vehicle 200 is traveling at a medium or low speed and then secondarily determining whether there is a collision risk, on the premise that the second determination shows a collision risk, it is further determined whether the target object in front of the vehicle 200 is a pedestrian. When the target object in front is a pedestrian, only the rear end of the hood 1 is controlled to lift or the front and rear ends of the hood 1 are controlled to lift simultaneously according to the pedestrian category. Before a collision occurs, the front end of the hood 1 can be lifted in advance or the front and rear ends can be lifted simultaneously, reducing the injury suffered by the pedestrian if hit, and the variable area of the hood 1 can be better adapted to the impact position of the pedestrian's head to better protect the pedestrian. In addition, actions when the target object is not a pedestrian can be reduced, the probability of false triggering can be reduced, and the maintenance cost of the hood 1 after being damaged due to false triggering can be reduced, thereby improving the user experience.

[0190] Other components according to the embodiments of the present invention, such as the vehicle 200 and the storage medium, are known to those of ordinary skill in the art and will not be described in detail here.

[0191] Although the embodiments of the present invention have been shown and described, those of ordinary skill in the art can understand that various changes, modifications, substitutions, and variations can be made to these embodiments without departing from the principles and purposes of the present invention. The scope of the present invention is defined by the claims and their equivalents.

Claims

1. An active engine hood system, characterized in that: For a vehicle (200) and comprising: Hood (1); A hinge assembly (2), the hinge assembly (2) being rotatably connected to the rear end of the hood (1) and the vehicle body respectively; A driving assembly (3), wherein the driving assembly (3) is rotatably connected to the hinge assembly (2) and the vehicle body respectively, and is used to drive the rear end of the hood (1) to rise and fall.

2. The active hood system according to claim 1, characterized in that: The hinge assembly (2) comprises: A main connecting rod (21), the main connecting rod (21) being rotatably connected to the hood (1), and the driving assembly (3) being rotatably connected to the main connecting rod (21); A secondary connecting rod (22), both ends of the secondary connecting rod (22) in the length direction are rotatably connected to the main connecting rod (21) and the vehicle body respectively, there are two secondary connecting rods (22), and the two secondary connecting rods (22) are arranged at intervals along the length direction of the main connecting rod (21).

3. The active hood system according to claim 2, characterized in that: The active hood system further comprises: A hinge plate (4), the hinge plate (4) being connected to the rear end of the hood (1), and the active rod being rotatably connected to the hinge plate (4); And / or, a hinge seat plate (5), the hinge seat plate (5) is connected to the vehicle body, and the secondary connecting rod (22) is rotatably connected to the hinge seat plate (5).

4. The active hood system according to claim 1, characterized in that: The driving assembly (3) comprises: A driving motor (31); A transmission worm (32), wherein the transmission worm (32) is connected to an output shaft of the drive motor (31); A transmission worm wheel (33), the transmission worm wheel (33) meshing with the transmission worm (32); A rack (34), the rack (34) meshing with the transmission worm gear (33), one end of the rack (34) in the length direction being rotationally connected to the hinge assembly (2).

5. The active hood system according to claim 4, characterized in that: The transmission worm gear (33) comprises: A first gear (331) and a second gear (332), wherein the first gear (331) and the second gear (332) are coaxially arranged and rotate synchronously, the first gear (331) and the second gear (332) are spaced apart, the first gear (331) is meshed with the transmission worm (32), and the second gear (332) is meshed with the rack (34).

6. The active hood system according to claim 1, characterized in that: The active engine hood system further comprises a locking ring assembly (6), wherein the locking ring assembly (6) comprises: A mounting plate (61), the mounting plate (61) being connected to the front end of the hood (1); A locking ring (62), the locking ring (62) moves up and down relative to the mounting plate (61), and one end of the locking ring (62) away from the mounting plate (61) is suitable for being engaged with the vehicle body; A solenoid valve (63) is connected to a side of the mounting plate (61) facing away from the hood (1) and is used to lock the locking ring (62).

7. The active hood system according to claim 6, characterized in that: The locking ring assembly (6) further comprises: A locking rod (64), the locking rod (64) extending in the up-down direction and the upper end of which is connected to the side of the mounting plate (61) away from the hood (1), the locking ring (62) is movably inserted into the locking rod (64), an opening (641) is provided on the peripheral wall of the locking rod (64), and the locking ring (62) has a bayonet, and when the solenoid valve (63) locks the locking ring (62), the output shaft of the solenoid valve (63) simultaneously extends into the opening (641) and the bayonet.

8. The active hood system according to claim 7, characterized in that: The locking ring (62) is U-shaped, and there are two locking rods (64). The two ends of the locking ring (62) in the length direction are respectively inserted into the two locking rods (64).

9. A control method for an active engine hood system, characterized in that: The active engine hood system is an active engine hood system (100) according to any one of claims 1 to 8, and the control method comprises: Acquiring target object information in front of the vehicle (200); Determine that the vehicle speed is less than or equal to a preset speed; Determined to have a risk of collision; Controlling braking of the vehicle (200); again determining that the vehicle (200) has a collision risk; Determine that the target object is a pedestrian; According to the type of pedestrian, only the rear end of the hood (1) is controlled to be lifted, or both the front and rear ends of the hood (1) are controlled to be lifted simultaneously.

10. The control method of the active engine hood system according to claim 9, characterized in that: The obtaining of target object information in front of the vehicle (200) comprises: Obtaining the position of the target object in three-dimensional space coordinates and the distance d between the target object and the vehicle (200) relative , the moving direction and moving speed v of the target relative and posture signs of the target object.

11. The control method of the active engine hood system according to claim 10, characterized in that: The determining that there is a collision risk includes: The predicted time TTC of a collision between the target object and the vehicle (200) is calculated, wherein: ， Among them, d relative is the distance between the target object and the vehicle (200), v relative is the moving direction and moving speed of the target object; It is determined that TTC is less than or equal to a first preset time S1.

12. The control method of the active engine hood system according to claim 9, characterized in that: The pedestrian categories include children, adults, two-wheeled vehicle users, wheelchair users or elderly people using crutches, and the control of only the rear end of the hood (1) to be raised or the control of both the front and rear ends of the hood (1) to be raised according to the pedestrian categories includes: When the pedestrian is a child, the front and rear ends of the hood (1) are controlled to be lifted simultaneously; When the pedestrian is an adult, a two-wheeled vehicle user, a wheelchair user or an elderly person using a cane, only the rear end of the hood (1) is controlled to be lifted.

13. The control method of the active engine hood system according to claim 12, characterized in that: The determination of the pedestrian category includes: When the height of the pedestrian is lower than a preset height H0 and the pedestrian is in an upright state, determining that the pedestrian is a child; When the height of the pedestrian is higher than a preset height H0 and the pedestrian is in an upright position, determining the pedestrian category as an adult or a two-wheeled vehicle user; When the height of the pedestrian is higher than the preset height H0 and the pedestrian is in a non-upright state, the pedestrian is determined to be a wheelchair user or an elderly person using crutches.

14. The control method of the active engine hood system according to claim 13, characterized in that: The preset height H0 is 1.4 m.

15. The control method of the active engine hood system according to claim 12, characterized in that: The active engine hood system is provided with a database, wherein the database records the lifting height of the rear end of the engine hood (1), the posture and vital signs of the pedestrian, and the coupling correlation between the head injury value and the leg injury value of the pedestrian when hit by the vehicle (200), When the pedestrian is an adult or a two-wheeled vehicle user, the rear end of the hood (1) is controlled to be raised to a maximum height H. max ; When the pedestrian is a wheelchair user or an elderly person using crutches, the rear end of the hood (1) is controlled to be raised to the corresponding optimal height H in the database according to the posture and physical signs of the pedestrian. optimal , wherein, in the database, the rear end of the hood (1) is raised to an optimal height H optimal When the pedestrian's posture and vital signs correspond to the pedestrian's head injury value and leg injury value caused by the collision with the vehicle (200) reaching the minimum.

16. The control method of the active engine hood system according to claim 12, characterized in that: The active engine hood system further comprises a locking ring assembly (6), the locking ring assembly (6) comprising a mounting plate (61), a locking ring (62) and a solenoid valve (63), the mounting plate (61) being connected to the front end of the engine hood (1), the locking ring (62) being movable up and down relative to the mounting plate (61), the locking ring (62) being engaged with the vehicle body at one end of the locking ring (62) away from the mounting plate (61), the solenoid valve (63) being connected to the mounting plate (61) and being used to lock the locking ring (62), and the controlling the front end and the rear end of the engine hood (1) to be lifted simultaneously comprises: Controlling the solenoid valve (63) to unlock the locking ring (62); The driving component (3) is controlled to drive the rear end of the hood (1) to rise and drive the front end of the hood (1) to rise.

17. The control method of the active engine hood system according to claim 9, characterized in that: After the hood (1) is lifted for a second preset time S2, it is determined whether a collision occurs; if no collision occurs, the hood (1) is controlled to be reset immediately; if a collision occurs, the hood (1) is kept lifted.

18. The control method of the active engine hood system according to claim 9, characterized in that: While controlling the braking of the vehicle (200), a collision warning reminder in the passenger compartment is activated.

19. The control method of the active engine hood system according to claim 9, characterized in that: The control method further comprises: Determining that the vehicle speed is greater than the preset speed; Determined to have a risk of collision; The vehicle (200) is controlled to brake, and at the same time, the rear end of the hood (1) is controlled to be raised to a maximum height H. max .

20. The control method of the active engine hood system according to claim 19, characterized in that: Also includes: After the hood (1) is lifted for a third preset time S3, it is determined whether a collision occurs; if no collision occurs, the hood (1) is controlled to be reset immediately; if a collision occurs, the hood (1) is kept lifted.

21. The control method of the active engine hood system according to claim 19, characterized in that: After determining that there is a risk of collision and before controlling the vehicle (200) to brake, a collision warning reminder in the passenger cabin is turned on.

22. The control method of the active engine hood system according to claim 9, characterized in that: The control method further comprises: Determining that the vehicle speed is greater than the preset speed; Determining a thermal load overload of a front cabin of the vehicle (200); The rear end of the hood (1) is controlled to be lifted.

23. The control method of the active engine hood system according to claim 22, characterized in that: Determining the thermal load overload of the front cabin of the vehicle (200) comprises: Obtaining the real-time average temperature T0 of the front cabin of the vehicle (200); It is determined that the average temperature T0 is greater than the first preset temperature T1.

24. The control method of the active engine hood system according to claim 23, characterized in that: The determining that the thermal load of the front cabin of the vehicle (200) is overloaded further comprises: Determine that the average temperature T0 is less than or equal to the first preset temperature T1; Acquiring the temperature of each heat-generating component in the front cabin of the vehicle (200); It is determined that the temperature of at least one of the heat-generating components in the front compartment is greater than a second preset temperature T2.

25. The control method of the active engine hood system according to claim 22, characterized in that: The controlling the rear end of the hood (1) to lift up comprises: First, the rear end of the hood (1) is controlled to be raised to a first height H1, and after a fourth preset time S4, the rear end of the hood (1) is controlled to continue to be raised to a second height H2, wherein the first height H1 is smaller than the second height H2.

26. The control method of the active engine hood system according to claim 25, characterized in that: Before controlling the rear end of the hood (1) to be raised, a heat transfer coefficient U in the front cabin of the vehicle (200) is obtained, and the second height H2 is determined according to the heat transfer coefficient U in the front cabin of the vehicle (200), wherein the second height H2 satisfies: ， Wherein, m is the air mass in the front cabin of the vehicle (200) when the hood (1) is in a closed state, C is the specific heat capacity of the air, Δt is the preset time required for the heat load in the front cabin of the vehicle (200) to return to normal, A0 is the heat dissipation area before the rear end of the hood (1) is lifted, W is the width of the rear end of the hood (1) along the left-right direction of the vehicle (200), and L is the length of the hood (1) along the front-back direction of the vehicle (200).

27. The control method of the active engine hood system according to claim 22, characterized in that: After determining that the thermal load of the front cabin of the vehicle (200) is overloaded, an over-temperature warning reminder in the passenger cabin is activated.

28. The control method of the active engine hood system according to claim 22, characterized in that: Also includes: Determining that the thermal load of the front cabin of the vehicle (200) has returned to normal; Controlling the hood (1) to reset.

29. The control method of the active engine hood system according to claim 9, characterized in that: The control method further comprises: At every fifth preset time interval S5, the rear end of the hood (1) is controlled to perform a lifting action to detect whether the drive component (3) is working normally. If a fault is detected, a fault reminder of the drive component (3) is fed back to the passenger compartment, and then the rear end of the hood (1) is controlled to descend and reset.

30. The control method of the active engine hood system according to claim 29, characterized in that: The drive assembly (3) comprises a drive motor (31), and determining that the drive motor (31) is faulty comprises: Acquiring the actual rotation speed of the drive motor (31); It is determined that the absolute value of the difference between the actual rotation speed of the drive motor (31) and the preset rotation speed is greater than the first error value.

31. The control method of the active engine hood system according to claim 30, characterized in that: The determining that the drive motor (31) is faulty also includes: Determining that the absolute value of the difference between the real-time rotation speed of the drive motor (31) and the preset rotation speed is less than or equal to a first error value; Acquiring the cavity temperature in the drive motor (31); It is determined that the cavity temperature in the drive motor (31) is greater than a second preset temperature T2.

32. The control method of the active engine hood system according to claim 31, characterized in that: The control method further comprises: Determining that the cavity temperature in the drive motor (31) is less than or equal to a second preset temperature T2; Feedback to the passenger compartment to remind the driver (31) that the vehicle is functioning normally.

33. The control method of the active engine hood system according to claim 29, characterized in that: The drive assembly (3) comprises a drive motor (31) and a transmission assembly, wherein the transmission assembly is connected to an output shaft of the drive motor (31) and is rotationally connected to a rear end of the hood (1), and determining that the transmission assembly fails comprises: Obtaining the actual maximum lifting height of the rear end of the hood (1); It is determined that the absolute value of the difference between the actual maximum lifting height of the rear end of the hood (1) and the preset maximum lifting height is greater than the second error value.

34. The control method of the active engine hood system according to claim 33, characterized in that: Determining the transmission component failure also includes: Determining that the absolute value of the difference between the maximum lifting height of the rear end of the hood (1) and the preset lifting height is less than or equal to a second error value; Obtaining the vibration frequency of the transmission component; It is determined that the vibration frequency of the transmission assembly is not within a preset frequency range.

35. The control method of the active engine hood system according to claim 34, characterized in that: The control method further comprises: Determining that the vibration frequency of the transmission assembly is within a preset frequency range; Feedback to the passenger compartment indicating that the transmission components are normal.

36. A vehicle, characterized in that: The invention comprises an active hood system (100) according to any one of claims 1 to 8.

37. A vehicle, characterized in that: include: A vehicle body, a hood (1), a memory, a processor, and a control program for a vehicle (200) stored in the memory and operable on the processor, wherein: The hood (1) is arranged on the upper side of the front end of the vehicle body; When the control program of the vehicle (200) is executed by the processor, the steps of the control method of the active engine hood system (100) as described in any one of claims 9 to 35 are implemented.

38. A storage medium, characterized in that: The storage medium stores a control program of the vehicle (200), and when the control program of the vehicle (200) is executed by the processor, the steps of the control method of the active engine hood system (100) as described in any one of claims 9 to 35 are implemented.

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