Pedestrian protection method and system, vehicle and storage medium

Abstract

The invention relates to a pedestrian protection method. The method comprises the following steps: acquiring vehicle speed, vehicle acceleration, steering wheel angle and environment data of a preset area; predicting a vehicle driving track and a driving area; dividing the preset area into a plurality of first sub-areas, and dividing the driving area into a plurality of second sub-areas; determining a first sub-region where the pedestrian is located, and determining a motion region of the pedestrian from a current moment to a moment corresponding to the first sub-region where the pedestrian is located; and in response to the condition that the overlap ratio of the motion area and a second sub-area corresponding to the first sub-area where the pedestrian is located meets a preset condition, controlling the bouncing device to drive the engine hood to bounce. The invention further provides a pedestrian protection system. The invention further provides a vehicle. The invention further provides a storage medium. The engine hood can be bounced before a pedestrian collides with a vehicle, protection on the pedestrian is improved, the bouncing device and the engine hood hinge mechanism can be reset manually, and the economic cost and the time cost can be saved.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and more specifically to a pedestrian protection method, system, vehicle, and storage medium. Background Technology

[0002] Some vehicles are equipped with an active hood system. In the event of a collision between the vehicle and a pedestrian, the system's lifting mechanism raises the rear of the hood to increase the buffer zone during the collision, thus protecting pedestrians who are thrown onto the hood. However, existing active hood systems face the following technical challenges: Existing active hood systems only activate the lifting device to raise the hood after a pedestrian-vehicle collision. This places high demands on the reaction time of the active hood system; otherwise, it is difficult to ensure that the hood can be raised to the preset position in time, and it is difficult to provide effective protection for pedestrians who are thrown onto the hood during a collision.

[0003] The lifting devices used in existing active engine hood systems are usually irreversible structures, such as pyrotechnic lifting devices triggered by explosions. After the active engine hood system is activated, the lifting device is difficult to restore, and the engine hood is difficult to restore on-site. It usually requires going to a designated location for repair, which not only takes a lot of time but also requires a lot of economic investment. In particular, when the active engine hood system is falsely triggered, it will cause trouble for users.

[0004] Some active hood systems use reversible lifting devices, but existing reversible lifting devices are complex in structure and expensive, making them difficult to widely apply. Summary of the Invention

[0005] The purpose of this invention is to provide a pedestrian protection method, system, vehicle, and storage medium to mitigate or eliminate at least one of the aforementioned technical problems.

[0006] The pedestrian protection method of the present invention includes the following steps: Acquire vehicle speed, vehicle acceleration, steering wheel angle, and environmental data for a preset area; Based on the vehicle speed, vehicle acceleration, steering wheel angle, and environmental data, determine the vehicle's driving trajectory and driving area within a preset future time period starting from the current moment; Starting from the current moment, multiple driving position points are determined on the driving trajectory according to a preset time interval. Multiple driving trajectory normals corresponding to the multiple driving position points are used to divide the preset area into multiple first sub-regions and the driving area into multiple second sub-regions. Based on the environmental data, pedestrians within the preset area are identified. When there are pedestrians in the preset area, the first sub-region where the pedestrian is located is determined, and the movement area of ​​the pedestrian from the current time to the time corresponding to the first sub-region where the pedestrian is located is determined. In response to the overlap between the movement area and the second sub-region corresponding to the first sub-region where the pedestrian is located satisfying a preset condition, the pop-up device is controlled to drive the engine hood to pop up.

[0007] Optionally, a risk zone is set within the preset area, and the control pop-up device is executed to drive the engine hood to pop up only when the pedestrian is in the risk zone.

[0008] Optionally, the environmental data includes image data, and dividing the preset area into multiple first sub-regions includes the following steps: determining the driving trajectory on the image data; starting from the current time, determining multiple driving position points on the driving trajectory according to a preset time interval; determining multiple driving trajectory normals on the image data that correspond to the multiple driving position points respectively; and dividing the preset area into multiple first sub-regions by the multiple driving trajectory normals.

[0009] Optionally, determining the movement area of ​​the pedestrian from the current time to the time corresponding to the first sub-region where the pedestrian is located includes the following steps: defining the pedestrian with a rectangle on the image data; determining the movement distance of the pedestrian from the current time to the time corresponding to the first sub-region where the pedestrian is located according to the preset speed strategy; stretching the rectangle along the movement direction of the pedestrian according to the movement distance; the area defined by the stretched rectangle is the movement area.

[0010] The present invention also proposes a pedestrian protection system, comprising: Vehicle speed module, used to collect vehicle speed; An acceleration module is used to collect vehicle acceleration data. Steering wheel angle module, used to collect steering wheel angle; The vision module is used to collect environmental data of a preset area; A pop-up mechanism for driving the engine hood to pop up; The control module is configured to: determine the vehicle's driving trajectory and driving area within a preset future time period starting from the current moment, based on the vehicle speed, vehicle acceleration, steering wheel angle, and environmental data; determine multiple driving position points on the driving trajectory at preset time intervals starting from the current moment, and divide the preset area into multiple first sub-regions and the driving area into multiple second sub-regions using multiple driving trajectory normals corresponding to the multiple driving position points; identify pedestrians within the preset area based on the environmental data, and when a pedestrian is present in the preset area, determine the first sub-region where the pedestrian is located, and determine the movement area of ​​the pedestrian from the current moment to the moment corresponding to the first sub-region where the pedestrian is located; and control the pop-up device to drive the engine hood to pop up in response to a preset condition that the overlap between the movement area and the second sub-region corresponding to the first sub-region where the pedestrian is located meets the condition.

[0011] Optionally, the pop-up device includes a base, a pop-up component, a lifting spring, an electromagnet, an attracted component, and a compression spring. The pop-up component is connected to the base in a vertically sliding manner. The lifting spring is installed between the base and the pop-up component. The electromagnet is installed on the base. The attracted component is connected to the base in a direction perpendicular to the vertical. The end of the attracted component near the pop-up component is provided with a locking pin. The pop-up component is provided with a locking groove that cooperates with the locking pin. The magnetic attraction force generated by the electromagnet when energized is used to drive the attracted component to move away from the pop-up component, so that the locking pin disengages from the locking groove, thereby allowing the pop-up component to pop up under the action of the lifting spring. The compression spring acts on the attracted component, and the spring force applied by the compression spring to the attracted component is used to drive the attracted component to press against the pop-up component when the electromagnet is de-energized.

[0012] Optionally, it also includes a hood hinge mechanism, which includes a first link fixedly connected to the pop-up member, a second link for fixedly connecting to the engine hood, a third link whose lower end is hinged to the rear end of the first link, a fourth link whose lower end is hinged to the front end of the first link, a fifth link whose upper end is hinged to the front end of the second link, a sixth link whose upper end is hinged to the upper end of the fifth link, and a mounting base for fixedly connecting to the vehicle body. The upper end of the third link is hinged to the rear end of the second link, the upper end of the fourth link is hinged to the middle of the second link in the front-rear direction, and the lower end of the sixth link is hinged to the mounting base.

[0013] Optionally, the vehicle speed module includes a wheel speed sensor, the acceleration module includes a brake pressure sensor, the steering wheel angle module includes a steering wheel angle sensor, and the vision module includes an onboard camera.

[0014] The present invention also proposes a vehicle including the pedestrian protection system described in any of the preceding claims.

[0015] The present invention also proposes a storage medium on which a computer program is stored, which, when executed by a processor, implements the pedestrian protection method described in any of the preceding claims.

[0016] The present invention has the following features: it can pop up the engine hood before a pedestrian collides with a vehicle, thereby improving the protection effect for pedestrians. Furthermore, the pop-up device and the engine hood hinge mechanism can be manually reset, which can save economic and time costs and help promote the application of pedestrian protection systems. It also helps to reduce the trigger threshold of the overlap between the driving area and the moving area, further improving the protection effect for pedestrians. Attached Figure Description

[0017] Figure 1 This is a flowchart of the pedestrian protection method described in some embodiments; Figure 2 This is a simplified structural diagram of the pedestrian protection system described in some embodiments; Figure 3 This is an assembly diagram of the active shroud assembly described in some embodiments; Figure 4 This is one of the cross-sectional views of the spring-loaded device described in some embodiments; Figure 5 This is a second cross-sectional view of the spring-loaded device described in some embodiments; Figure 6 This is a third cross-sectional view of the spring-loaded device described in some embodiments; Figure 7 This is a schematic diagram of the structure of some components of the spring-loaded device described in some embodiments; Figure 8 This is one of the structural schematic diagrams of the hood hinge mechanism described in some embodiments; Figure 9 This is a second schematic diagram of the structure of the hood hinge mechanism described in some embodiments; Figure 10 This is the third schematic diagram of the structure of the hood hinge mechanism described in some embodiments; Figure 11 This is the fourth structural schematic diagram of the hood hinge mechanism described in some embodiments; Figure 12 This diagram illustrates the opening and closing process of the engine hood when the pop-up device is in the non-pop-up state.

[0018] Figure 13 This is a schematic diagram of the popping process of the popping device; Figure 14 A schematic diagram of the reset process of the pop-up device and the hood hinge mechanism; Figure 15 This is a schematic diagram illustrating the pedestrian protection method calculation in some embodiments.

[0019] Wherein: 1-Pop-up device; 2-Hood hinge mechanism; 3-Engine hood; 4-Control module; 5-Vehicle speed module; 6-Acceleration module; 7-Steering wheel angle module; 8-Vision module; 9-Preset area; 10-Left front wheel trajectory line; 11-Right front wheel trajectory line; 12-Driving area; 13-Driving trajectory; 14-Driving trajectory normal; 15-First sub-area; 16-Second sub-area; 17-Pedestrian; 18-Rectangle; 19-Overlapping area; 101-Base; 102-Pop-up component; 103-Mounting cavity; 104-Mating hole; 105-Mounting hole; 106-Electromagnet; 107-Attracted component; 108-Clamping pin; 109-Spring seat; 110-Compression spring; 111-First spring positioning head; 112-Second spring positioning head; 113-Lifting spring; 114-Top wall; 115-Side wall; 116-Clamping slot; 201-First link; 202-Second link; 203-Third link; 204-Fourth link; 205-Fifth link; 206-Sixth link; 207-Fixed seat; 208-First pin; 209-Second pin; 210-Third pin; 211-Fourth pin; 212-Fifth pin; 213-Sixth pin; 214-Extension; 215-Seventh pin. Detailed Implementation

[0020] The embodiments of the present invention will be described below with reference to the accompanying drawings and preferred embodiments. Those skilled in the art can easily understand other advantages and effects of the present invention from the content disclosed in this specification. The present invention can also be implemented or applied through other different specific embodiments, and various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of the present invention. It should be understood that the preferred embodiments are only for illustrating the present invention and not for limiting the scope of protection of the present invention.

[0021] It should be noted that the illustrations provided in the following embodiments are only schematic representations of the basic concept of the present invention. Therefore, the drawings only show the components related to the present invention and are not drawn according to the actual number, shape and size of the components in the actual implementation. In the actual implementation, the form, quantity and proportion of each component can be arbitrarily changed, and the layout of the components may also be more complex.

[0022] like Figure 1 and Figure 15 The pedestrian protection method shown includes the following steps: S100: Acquire vehicle speed, vehicle acceleration, steering wheel angle, and environmental data for a preset area 9; S200: Based on vehicle speed, vehicle acceleration, steering wheel angle and environmental data, determine the vehicle's driving trajectory 13 and driving area 12 within a preset future time period starting from the current moment; S300: Starting from the current time, multiple driving position points are determined on the driving trajectory 13 according to a preset time interval. Multiple driving trajectory normals 14, each corresponding to a multiple driving position point, are used to divide the preset area 9 into multiple first sub-areas 15 and the driving area 12 into multiple second sub-areas 16. Among them, the area between two adjacent driving trajectory normals 14 in the preset area 9 is a first sub-area 15, and the area enclosed between two adjacent driving trajectory normals 14 and the boundary of the driving area 12 is a second sub-area 16. Multiple second sub-areas 16 are respectively contained in multiple first sub-areas 15. The driving trajectory normal 14 refers to a virtual line on the road surface that is perpendicular to the driving trajectory 13. S400: Identify pedestrian 17 in preset area 9 based on environmental data. When there is pedestrian 17 in preset area 9, determine the first sub-area 15 where pedestrian 17 is located, and determine the movement area of ​​pedestrian 17 from the current time to the time corresponding to the first sub-area 15 where pedestrian 17 is located. S500: In response to the fact that the overlap between the motion area and the second sub-region 16 corresponding to the first sub-region 15 where the pedestrian 17 is located meets the preset conditions, the pop-up device 1 is controlled to drive the engine cover 3 to pop up.

[0023] By employing the above technical solution, the vehicle's trajectory 13, driving area 12, and pedestrian 17's movement area are predicted using environmental data and vehicle driving data. Furthermore, the preset area 9 and driving area 12 are divided based on preset time intervals. This allows for a more accurate prediction of the likelihood and timing of a collision between pedestrian 17 and the vehicle, enabling the hood 3 to pop up before a collision occurs, thus improving the protection of pedestrian 17. Because the likelihood of a collision between pedestrian 17 and the vehicle can be predicted more accurately, the possibility of accidental triggering of the pop-up device 1 is reduced, as is the possibility of the pop-up device 1 failing to trigger when a collision occurs.

[0024] Obviously, in actual implementation, the preset future time period, preset area 9, preset time interval and preset conditions can be set according to actual design requirements and calibration results. The preset area 9 is usually the area in front of the vehicle. The preset area 9 can be determined by the shooting range of the vehicle camera. The driving area 12 is located in the preset area 9.

[0025] In specific implementation, determining multiple driving position points on the driving trajectory 13 according to a preset time interval includes the following steps: determining multiple moments according to a preset time interval, determining the driving position of the vehicle at multiple moments, and determining multiple driving position points based on the multiple driving positions.

[0026] In practical implementation, the driving area 12 can be determined by the trajectory lines of the vehicle's two front wheels. Based on vehicle speed, vehicle acceleration, steering wheel angle, and environmental data, the trajectory line 10 of the left front wheel and the trajectory line 11 of the right front wheel are determined within a preset future time period starting from the current moment. The area between the left front wheel trajectory line 10 and the right front wheel trajectory line 11 is the vehicle's driving area 12, and the left front wheel trajectory line 10 and the right front wheel trajectory line 11 serve as the boundary of the driving area 12. The center line between the left front wheel trajectory line 10 and the right front wheel trajectory line 11 can be used as the vehicle's driving trajectory 13.

[0027] In some embodiments, a risk zone is set within the preset area 9. The control device 1 is activated to lift the engine hood 3 only when the pedestrian 17 is located in the risk zone. Dividing the preset area 9 into risk and non-risk zones can reduce the amount of computation.

[0028] In some embodiments, the environmental data includes image data. Dividing the preset region 9 into multiple first sub-regions 15 includes the following steps: determining a driving trajectory 13 on the image data; determining multiple driving position points on the driving trajectory 13 at preset time intervals, starting from the current time; determining multiple driving trajectory normals 14 on the image data, each corresponding to one of the multiple driving position points; and dividing the preset region 9 into multiple first sub-regions 15 by the multiple driving trajectory normals 14. Using the above technical solution, the division of multiple first sub-regions 15 and multiple second sub-regions 16 can be performed using image data captured by the vehicle-mounted camera, which is easy to implement.

[0029] In some embodiments, determining the motion region of pedestrian 17 from the current moment to the moment corresponding to the first sub-region 15 where pedestrian 17 is located includes the following steps: defining pedestrian 17 on the image data with a rectangle 18; determining the motion distance of pedestrian 17 from the current moment to the moment corresponding to the first sub-region 15 where pedestrian 17 is located according to a preset speed strategy; stretching the rectangle 18 along the motion direction of pedestrian 17 according to the motion distance; the area defined by the stretched rectangle 18 is the motion region. Using the above technical solution, the motion region of pedestrian 17 can be predicted using image data captured by the vehicle-mounted camera, which is easy to implement.

[0030] In some embodiments, the pedestrian protection method described above can be executed by the ECU controller of the vehicle's ADAS system. The vehicle's ADAS system may include an onboard camera, a lidar, and an ECU controller. The ECU controller is configured to receive vehicle driving information and environmental data of a preset area 9. Based on the vehicle driving information and the environmental data of the preset area 9, it predicts the risk of a collision between pedestrian 17 and the vehicle according to the pedestrian protection method described above. When the risk of collision is higher than a preset threshold, the ECU controller can send a trigger signal to the pop-up device 1 to trigger the pop-up device 1 to drive the engine hood 3 to pop up. The vehicle driving information includes vehicle speed, vehicle acceleration, and steering wheel angle.

[0031] In practical implementation, a steering wheel angle sensor can be used to collect steering wheel angle, a wheel speed sensor can be used to collect vehicle speed, a brake pressure sensor can be used to collect braking force, and an onboard camera can be used to collect environmental information of a preset area 9. The environmental information includes road information and pedestrian information. This onboard camera needs to be installed on the longitudinal center plane of the front of the vehicle so that the vehicle is in the center position in the collected image. If there is a radar device on the vehicle, the radar information can also be incorporated into the calculation.

[0032] In practice, based on vehicle speed, vehicle acceleration and vehicle direction of travel, the estimated travel distance of the vehicle in a preset future time period can be calculated and predicted. The preset future time period can be set to 2 seconds. On the image captured by the vehicle camera, two curves that can describe the trajectory of the left front wheel and the trajectory of the right front wheel of the vehicle are fitted to obtain the left front wheel trajectory line 10 and the right front wheel trajectory line 11. The vehicle's travel trajectory 13 is determined based on the left front wheel trajectory line 10 and the right front wheel trajectory line 11.

[0033] In practical implementation, the steering wheel angle measured by the steering wheel angle sensor is converted into the angle between the front wheels and the vehicle's driving direction, ultimately affecting the curvature of the vehicle's driving trajectory 13. This allows for trajectory correction of the vehicle's left front wheel trajectory line 10, right front wheel trajectory line 11, and driving trajectory 13. The left front wheel trajectory line 10, right front wheel trajectory line 11, and driving trajectory 13 can be calculated from a top-down plane and then converted to the vehicle's camera view using coordinates. In the vehicle's camera view, a timeline can be marked on the vehicle's driving trajectory 13. The scale of this timeline indicates the time the vehicle will reach that point after that scale. Points determined on the timeline divide the image captured by the vehicle's camera into multiple first regions at 0.1-second intervals along the normal direction of the driving trajectory 13.

[0034] In practice, the preset area 9 can be subdivided into multiple stages, with the area between 0s and 1s being the high-risk area and the area between 1s and 2s being the medium-risk area. When necessary, the time period can be divided into more detailed stages to facilitate the next step of collision probability prediction.

[0035] In practice, the vehicle-mounted camera captures pedestrian images, predicts pedestrian trajectories based on pedestrian posture, and converts the pedestrian's image into a stick figure skeleton structure. Pedestrian 17 is then categorized based on their orientation and posture: moving from the driver's side to the passenger side, moving from the passenger side to the driver's side, facing away, or stationary. Furthermore, the motion pattern is identified based on the stick figure skeleton structure, including but not limited to walking, running, and other types of motion at different speeds.

[0036] The preset speed strategy can be: the walking speed of pedestrian 17 is 2 body lengths per second, the running speed is 5 body lengths per second, and the width of the facing, back-facing, or stationary posture is 1 body length. During the calibration process, the described number of body lengths can be modified according to the road data, and is not limited to the 1 body length, 2 body lengths, and 5 body lengths. The final corrected number of body lengths based on road verification should be a non-integer.

[0037] In practice, drawing the movement area of ​​pedestrian 17 includes the following steps: Based on the acquired image data, the movement direction and speed of pedestrian 17 are determined through movement orientation recognition and posture recognition. Pedestrian 17 is then framed using a rectangle 18. The size of the rectangle 18 is defined based on the size of the pedestrian 17's body. The size of the rectangle 18 is converted according to the stick figure skeleton structure, and its length is stretched according to the movement direction of pedestrian 17, ultimately forming the movement area of ​​pedestrian 17. It should be noted that the rectangle 18 in the acquired image data is a two-dimensional graphic; therefore, the extension direction of the rectangle 18 and the movement direction of pedestrian 17 are both in the direction of the trajectory normal 14.

[0038] In specific implementation, the calculation of the overlap between the motion area and the second sub-region 16 corresponding to the first sub-region 15 where the pedestrian 17 is located includes the following steps: On the acquired image data, the motion area of ​​the pedestrian 17 is described as a rectangular box 18. When the lower border of the rectangular box 18 overlaps with the corresponding second sub-region 16 in the area 19 or the overlap is greater than a preset threshold, it is determined that the pedestrian 17 and the vehicle will collide at the moment corresponding to the first sub-region 15 where the pedestrian 17 is located. That is, it is necessary to control the pop-up device 1 to drive the engine hood 3 to pop up before the moment corresponding to the first sub-region 15 where the pedestrian 17 is located.

[0039] like Figure 2As shown, the present invention also proposes a pedestrian protection system, comprising: Vehicle speed module 5 is used to collect vehicle speed; Acceleration module 6 is used to collect vehicle acceleration. Steering wheel angle module 7 is used to collect steering wheel angle data; Vision module 8 is used to collect environmental data of the preset area 9; The pop-up device 1 is used to drive the engine cover 3 to pop up; The control module 4 is used to: determine the vehicle's driving trajectory 13 and driving area 12 within a preset future time period starting from the current moment, based on vehicle speed, vehicle acceleration, steering wheel angle, and environmental data; determine multiple driving position points on the driving trajectory 13 at preset time intervals starting from the current moment, and divide the preset area 9 into multiple first sub-areas 15 and the driving area 12 into multiple second sub-areas 16 using multiple driving trajectory normals 14 corresponding to the multiple driving position points; identify pedestrians 17 in the preset area 9 based on environmental data, and when there are pedestrians 17 in the preset area 9, determine the first sub-area 15 where the pedestrian 17 is located, and determine the movement area of ​​the pedestrian 17 from the current moment to the moment corresponding to the first sub-area 15 where the pedestrian 17 is located; and control the pop-up device 1 to drive the engine hood 3 to pop up in response to the overlap between the movement area and the second sub-area 16 corresponding to the first sub-area 15 where the pedestrian 17 is located satisfying a preset condition.

[0040] The pedestrian protection system described above can accurately predict the possibility of a collision between pedestrian 17 and the vehicle, and can then pop up the engine hood 3 before the collision occurs, thus improving the protection of pedestrian 17.

[0041] In some embodiments, the vehicle speed module 5 includes a wheel speed sensor, the acceleration module 6 includes a brake pressure sensor, the steering wheel angle module 7 includes a steering wheel angle sensor, and the vision module 8 includes an onboard camera. In a specific implementation, the control module 4 can be connected to the vehicle controller to obtain vehicle speed, vehicle acceleration, steering wheel angle, and environmental data of a preset area 9.

[0042] In some embodiments, such as Figures 4 to 7As shown, the pop-up device 1 includes a base 101, a pop-up member 102, a lifting spring 113, an electromagnet 106, an attracted member 107, and a compression spring 110. The pop-up member 102 is connected to the base 101 in a vertically sliding manner. The lifting spring 113 is installed between the base 101 and the pop-up member 102. The electromagnet 106 is installed on the base 101. The attracted member 107 is connected to the base 101 in a direction perpendicular to the vertical. The attracted member 107 may be provided with an iron part that can be attracted by the magnetic force of the electromagnet 106. The attracted member 107 is attached to the pop-up member. A locking pin 108 is provided at one end of the 102, and a slot 116 that cooperates with the locking pin 108 is provided on the pop-up member 102; the magnetic attraction force generated by the electromagnet 106 when it is energized is used to drive the attracted member 107 to move away from the pop-up member 102, so that the locking pin 108 disengages from the slot 116, thereby allowing the pop-up member 102 to pop up under the action of the lifting spring 113; the compression spring 110 acts on the attracted member 107, and the spring force applied by the compression spring 110 to the attracted member 107 is used to drive the attracted member 107 to press against the pop-up member 102 when the electromagnet 106 is de-energized.

[0043] In practical implementation, the pop-up device 1 is used to provide vertical explosive force to cause vertical displacement of the rear edge of the engine cover 3, so that the rear edge of the engine cover 3 pops up. After the control system of the pop-up device 1 receives the trigger signal, it energizes the electromagnet 106, which releases the pop-up member 102. The pop-up member 102 is driven to pop up by the lifting spring 113.

[0044] In a specific implementation, the electromagnet 106 device includes an electromagnetic coil. The electromagnet 106 is installed in the mounting cavity 103 of the base 101. The attracted part 107 is slidably engaged with the mating hole 104 on the base 101. A spring seat 109 for supporting the compression spring 110 is installed in the mating hole 104 of the base 101. The compression spring 110 is fitted onto the attracted part 107. The two ends of the compression spring 110 respectively press against the locking pin 108 and the spring seat 109.

[0045] In a specific implementation, the spring-loaded component 102 is a shell-shaped component that slides with the base 101. The spring-loaded component 102 is surrounded by a top wall 114 and a side wall 115. A slot 116 is located inside the side wall 115. The top of the base 101 has a mounting hole 105, and a vertically arranged lifting spring 113 is installed in the mounting hole 105. A first spring positioning head 111 and a second spring positioning head 112 are respectively located at both ends of the lifting spring 113. Under normal conditions, the lifting spring 113 is compressed, storing elastic potential energy. After the locking pin 108 leaves the slot 116, the elastic potential energy of the lifting spring 113 is released, driving the spring-loaded component 102 to spring upwards. In a specific implementation, to better guide the compression of the lifting spring 113, the upper opening of the mounting hole 105 is designed as a flared opening.

[0046] In specific implementation, a vertical guide structure consisting of guide ribs and guide grooves can be provided between the base 101 and the side wall 115 of the pop-up member 102 to guide the pop-up member 102 to move in a specific direction.

[0047] In some embodiments, such as Figures 5 to 11 As shown, the pedestrian protection system also includes a hood hinge mechanism 2. The hood hinge mechanism 2 includes a first link 201 fixedly connected to the pop-up member 102, a second link 202 fixedly connected to the engine hood 3, a third link 203 whose lower end is hinged to the rear end of the first link 201 via a first pin 208, a fourth link 204 whose lower end is hinged to the front end of the first link 201 via a second pin 209, and an upper end hinged to the front end of the second link 202 via a fifth pin 212. The system includes a fifth link 205, a sixth link 206 whose upper end is hinged to the upper end of the fifth link 205 via a sixth pin 213, and a mounting base 207 for fixed connection to the vehicle body. The upper end of the third link 203 is hinged to the rear end of the second link 202 via a third pin 210. The upper end of the fourth link 204 is hinged to the middle of the second link 202 in the longitudinal direction via a fourth pin 211. The lower end of the sixth link 206 is hinged to the mounting base 207 via a seventh pin 215. Furthermore, the length of the fourth link 204 is greater than the length of the third link 203. The front end of the second link 202 is provided with a downwardly extending extension 214. The upper end of the fifth link 205 is hinged to the end of the extension 214 via a fifth pin 212.

[0048] In practice, after the pop-up component 102 pops up, it can be reset by opening the engine hood 3. The specific implementation process is as follows: when the engine hood 3 is opened, the fifth link 205 and the sixth link 206 will be under tension, and the included angle between the fifth link 205 and the sixth link 206 will gradually increase. When the engine hood 3 continues to open to the maximum included angle that the fifth link 205 and the sixth link 206 can form, the fifth link 205 and the sixth link 206 will become fulcrum points to limit the engine hood 3 from opening further. At this time, the force applied to the front end of the engine hood 3 will be amplified and transmitted to the third link 203 and the fourth link 204. By pressing down the third link 203 and the fourth link 204, the pop-up component 102 can be pressed back to its initial position. The locking pin 108 is locked into the locking groove 116 under the action of the compression spring 110, so that both the pop-up device 1 and the engine hood hinge mechanism 2 are reset. During the reset process, the hood hinge mechanism 2 and the engine hood 3 form a force-saving lever mechanism, enabling manual reset on-site. Because the aforementioned pop-up device 1 and hood hinge mechanism 2 can be manually reset, the overlapping area 19 or the degree of overlap exceeding a preset threshold can be set smaller, effectively increasing the sensitivity of the pedestrian protection system. This reduces the likelihood of the engine hood 3 failing to pop up in the event of a collision between pedestrian 17 and the vehicle, further enhancing the protection effect for pedestrian 17.

[0049] like Figure 3 As shown, the pop-up device 1, the hood hinge mechanism 2, and the engine hood 3 constitute the active hood assembly. The normal opening and closing process of the active hood assembly is as follows: Figure 12 As shown, the pop-up process of the active shield assembly is as follows: Figure 13 As shown, the reset process after the active housing assembly pops up is as follows: Figure 14 As shown.

[0050] The present invention also proposes a vehicle including the pedestrian protection system described in any of the preceding claims.

[0051] The present invention also proposes a storage medium on which a computer program is stored, which, when executed by a processor, implements the pedestrian protection method described in any of the preceding claims.

[0052] The above embodiments are merely preferred embodiments provided to fully illustrate the present invention, and the scope of protection of the present invention is not limited thereto. Equivalent substitutions or modifications made by those skilled in the art based on the present invention are all within the scope of protection of the present invention. In the description of this specification, the reference to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., means that a specific feature, structure, material, or characteristic associated with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described can be combined in any suitable manner in one or more embodiments or examples. Furthermore, those skilled in the art can combine and integrate the different embodiments or examples described in this specification.

Claims

1. A pedestrian protection method, characterized in that, Includes the following steps: Acquire vehicle speed, vehicle acceleration, steering wheel angle, and environmental data for a preset area; Based on the vehicle speed, vehicle acceleration, steering wheel angle, and environmental data, determine the vehicle's driving trajectory and driving area within a preset future time period starting from the current moment; Starting from the current moment, multiple driving position points are determined on the driving trajectory according to a preset time interval. Multiple driving trajectory normals corresponding to the multiple driving position points are used to divide the preset area into multiple first sub-regions and the driving area into multiple second sub-regions. Based on the environmental data, pedestrians within the preset area are identified. When there are pedestrians in the preset area, the first sub-region where the pedestrian is located is determined, and the movement area of ​​the pedestrian from the current time to the time corresponding to the first sub-region where the pedestrian is located is determined. In response to the overlap between the movement area and the second sub-region corresponding to the first sub-region where the pedestrian is located satisfying a preset condition, the pop-up device is controlled to drive the engine hood to pop up.

2. The pedestrian protection method according to claim 1, characterized in that, A risk zone is set within the preset area. The engine hood is only lifted when the pedestrian is in the risk zone.

3. The pedestrian protection method according to claim 1, characterized in that, The environmental data includes image data, and dividing the preset region into multiple first sub-regions includes the following steps: The driving trajectory is determined on the image data. Starting from the current time, multiple driving position points are determined on the driving trajectory at preset time intervals. Multiple driving trajectory normals corresponding to the multiple driving position points are determined on the image data. The multiple driving trajectory normals divide the preset area into multiple first sub-regions.

4. The pedestrian protection method according to claim 1, characterized in that, Determining the movement area of ​​the pedestrian from the current time to the time corresponding to the first sub-region where the pedestrian is located includes the following steps: defining the pedestrian with a rectangle on the image data; determining the movement distance of the pedestrian from the current time to the time corresponding to the first sub-region where the pedestrian is located according to the preset speed strategy; stretching the rectangle along the movement direction of the pedestrian according to the movement distance; the area defined by the stretched rectangle is the movement area.

5. A pedestrian protection system, characterized in that, include: Vehicle speed module, used to collect vehicle speed; An acceleration module is used to collect vehicle acceleration data. Steering wheel angle module, used to collect steering wheel angle; The vision module is used to collect environmental data of a preset area; A pop-up mechanism for driving the engine hood to pop up; The control module is used to: determine the vehicle's driving trajectory and driving area within a preset future time period starting from the current moment, based on the vehicle speed, the vehicle acceleration, the steering wheel angle, and the environmental data; Starting from the current moment, multiple driving position points are determined on the driving trajectory according to a preset time interval. Multiple driving trajectory normals corresponding to the multiple driving position points are used to divide the preset area into multiple first sub-regions and the driving area into multiple second sub-regions. Based on the environmental data, pedestrians within the preset area are identified. When there are pedestrians in the preset area, the first sub-region where the pedestrian is located is determined, and the movement area of ​​the pedestrian from the current time to the time corresponding to the first sub-region where the pedestrian is located is determined. In response to the overlap between the movement area and the second sub-region corresponding to the first sub-region where the pedestrian is located satisfying a preset condition, the pop-up device is controlled to drive the engine hood to pop up.

6. The pedestrian protection system according to claim 5, characterized in that, The pop-up device includes a base, a pop-up component, a lifting spring, an electromagnet, an attracted component, and a compression spring. The pop-up component is connected to the base in a vertically sliding manner. The lifting spring is installed between the base and the pop-up component. The electromagnet is installed on the base. The attracted component is connected to the base in a direction perpendicular to the vertical. The end of the attracted component near the pop-up component is provided with a locking pin. The pop-up component is provided with a locking groove that cooperates with the locking pin. The magnetic attraction force generated by the electromagnet when energized is used to drive the attracted component to move away from the pop-up component, so that the locking pin disengages from the locking groove, thereby allowing the pop-up component to pop up under the action of the lifting spring. The compression spring acts on the attracted component, and the spring force applied by the compression spring to the attracted component is used to drive the attracted component to press against the pop-up component when the electromagnet is de-energized.

7. The pedestrian protection system according to claim 6, characterized in that, It also includes a hood hinge mechanism, which includes a first link fixedly connected to the pop-up member, a second link for fixedly connecting to the engine hood, a third link whose lower end is hinged to the rear end of the first link, a fourth link whose lower end is hinged to the front end of the first link, a fifth link whose upper end is hinged to the front end of the second link, a sixth link whose upper end is hinged to the upper end of the fifth link, and a mounting base for fixedly connecting to the vehicle body. The upper end of the third link is hinged to the rear end of the second link, the upper end of the fourth link is hinged to the middle of the second link in the front-rear direction, and the lower end of the sixth link is hinged to the mounting base.

8. The pedestrian protection system according to claim 5, characterized in that, The vehicle speed module includes a wheel speed sensor, the acceleration module includes a brake pressure sensor, the steering wheel angle module includes a steering wheel angle sensor, and the vision module includes an onboard camera.

9. A vehicle, characterized in that, Including the pedestrian protection system as described in claims 5-8.

10. A storage medium, characterized in that, It stores a computer program that, when executed by a processor, implements the pedestrian protection method according to any one of claims 1-4.

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