Secondary collision protection system, vehicle and secondary collision protection method

Abstract

The invention relates to the technical field of vehicle passive safety and pedestrian protection, in particular to a secondary collision protection system, a vehicle and a secondary collision protection method.The system comprises a safety air bag assembly arranged in a rearview mirror of the vehicle and an air bag mechanism which is unfolded to cover the area where a vehicle A column is located after the safety air bag assembly is triggered; the pressure sensor assembly is used for detecting a pressure signal when the vehicle is collided; the visual assembly is used for detecting road participant information in a target range in front of the vehicle; and the control unit is used for generating a control signal according to the pressure signal and the road participant information and controlling the safety air bag assembly to be unfolded into an air bag mechanism according to the control signal. Therefore, the problems that effective protection of secondary collision between the pedestrian and the vehicle A column area cannot be achieved in the related technology, and serious damage caused by collision of the head of the pedestrian on the hard A column is difficult to reduce are solved.

Description

Technical Field

[0001] This application relates to the field of vehicle passive safety and pedestrian protection technology, and in particular to a secondary collision protection system, vehicle and secondary collision protection method. Background Technology

[0002] After a pedestrian collides with a vehicle, due to inertia, their head will continue to move forward and collide with the A-pillar area a second time. Current technologies cannot effectively protect pedestrians from this secondary collision with the A-pillar area, making it difficult to reduce the severe head injuries caused by impacts with the rigid A-pillar. Summary of the Invention

[0003] This application provides a secondary collision protection system, vehicle, and secondary collision protection method to solve the problems in related technologies, such as the inability to effectively protect pedestrians from secondary collisions in the A-pillar area of ​​vehicles and the difficulty in reducing serious head injuries caused by pedestrians hitting hard A-pillars.

[0004] The first aspect of this application provides a secondary collision protection system, including: an airbag assembly disposed within the rearview mirror of a vehicle, which, upon activation, deploys to form an airbag mechanism covering the area of ​​the vehicle's A-pillar; a pressure sensor assembly for detecting pressure signals when a collision occurs; a vision assembly for detecting information about road participants within a target range in front of the vehicle; and a control unit for generating a control signal based on the pressure signal and the road participant information, and controlling the airbag assembly to deploy into the airbag mechanism based on the control signal.

[0005] Optionally, the airbag assembly includes a first limiting mechanism, a second limiting mechanism, an ejection component, and a detonation device. The first limiting mechanism is used to limit the ejection component within a first predetermined space of the rearview mirror when the ejection component is not triggered, and to release the ejection component from the first predetermined space when the ejection component is triggered. The detonation device is connected to the first limiting mechanism and is used to cause the limiting mechanism to release the ejection component from the first predetermined space at a preset speed when the detonation device is detonated. After the second limiting mechanism is unlocked, it drives the movable housing of the rearview mirror to achieve pre-unlocking.

[0006] Optionally, the second limiting mechanism is arranged inside the rearview mirror and on a plane facing the door or A-pillar.

[0007] Optionally, the pop-out component includes a base layer having a first surface and a second surface opposite to the first surface, wherein the first surface is the surface that a pedestrian can directly touch when the pop-out component pops out.

[0008] Optionally, the pop-out component further includes at least one of a first soft layer and a second soft layer, with a slip layer disposed between the first soft layer and the second soft layer.

[0009] Optionally, the base layer is made of a material with a preset hardness and a preset softness, and the first soft layer and the second soft layer are made of polymer colloidal materials.

[0010] Optionally, a locking mechanism is also provided inside the rearview mirror. The locking mechanism is used to lock one end of the pop-up component when the pop-up component is released, so that the other end of the pop-up component can be released.

[0011] Optionally, the pressure sensor assembly includes multiple pressure sensors located at multiple positions on the left and right corners of the front bumper, the outermost edge of the left fender, and the outermost edge of the right fender.

[0012] A second aspect of this application provides a vehicle including a secondary collision protection system as described in the above embodiments.

[0013] A third aspect of this application provides a secondary collision protection method. The method is applied to the control unit of the secondary collision protection system as described in the above embodiments. The method includes the following steps: acquiring a pressure signal and information about the front of the vehicle during a collision; identifying whether road participant information exists within a target range in the information about the front of the vehicle; if road participant information exists within the target range, controlling the second limiting mechanism of the airbag assembly to unlock and generating an unlocking success signal; identifying at least one collision pressure in the pressure signal; determining that a collision has occurred between the vehicle and a road participant when at least one collision pressure exceeds a corresponding pressure threshold, and generating a collision signal; generating a control signal based on the unlocking success signal and the collision signal; and controlling the airbag assembly to deploy into an airbag mechanism covering the area where the A-pillar of the vehicle is located based on the control signal.

[0014] Therefore, this application has at least the following beneficial effects: In this embodiment, the airbag assembly is housed within the vehicle's rearview mirror. Upon activation, the airbag assembly deploys to cover the area of ​​the vehicle's A-pillar. A pressure sensor assembly detects pressure signals during a collision. A vision assembly detects road user information within a target area in front of the vehicle. A control unit generates control signals based on the pressure signals and road user information, and controls the airbag assembly to deploy into an airbag mechanism. After a collision between a pedestrian and a vehicle, the airbag mechanism covering the A-pillar area cushions the pedestrian's head from secondary impact with the hard A-pillar, effectively reducing head injuries. This solves the problems in related technologies, such as the inability to effectively protect pedestrians from secondary collisions with the vehicle's A-pillar area and the difficulty in reducing severe head injuries caused by impacts with hard A-pillars.

[0015] Additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0016] The above and / or additional aspects and advantages of this application will become apparent and readily understood from the following description of the embodiments taken in conjunction with the accompanying drawings, wherein: Figure 1 This is a structural diagram of a secondary collision protection system provided according to an embodiment of this application; Figure 2 This is a schematic diagram of a secondary collision protection system layout according to an embodiment of this application; Figure 3 This is a schematic diagram of the unlocking of the second limiting mechanism according to an embodiment of this application; Figure 4 This is a schematic diagram showing the arrangement of the second limiting mechanism according to an embodiment of this application; Figure 5 This is a side view of the sensor and airbag mounting position according to an embodiment of this application; Figure 6 This is a flowchart of a secondary collision protection method provided according to an embodiment of this application; Figure 7 This is a control flowchart of a secondary collision protection system provided according to an embodiment of this application. Detailed Implementation

[0017] The embodiments of this application are described in detail below. Examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this application, and should not be construed as limiting this application.

[0018] Vehicle pedestrian protection technologies primarily focus on areas such as the hood, front bumper, and windshield, using energy-absorbing structures or active rebound mechanisms to reduce initial collision injuries. However, after a pedestrian's initial collision with a vehicle, inertia causes their head to continue moving forward and collide with the rigid, unbuffered A-pillar area, resulting in serious injury. Currently, there are no effective protective measures for this scenario; there are no buffering measures specifically for the A-pillar area, nor is there a proactive protection mechanism combining collision and environmental perception. This makes the A-pillar blind spot a weak point for pedestrian safety.

[0019] The secondary collision protection system, vehicle, and method of this application are described below with reference to the accompanying drawings. Addressing the problem mentioned in the background art that it is difficult to effectively protect pedestrians from secondary collisions in the A-pillar area of ​​a vehicle, and that it is difficult to reduce the serious head injuries caused by pedestrians impacting a hard A-pillar, this application provides a secondary collision protection system. In this system, an airbag assembly is disposed within the rearview mirror of the vehicle. After the airbag assembly is triggered, it deploys to cover the area where the vehicle's A-pillar is located. A pressure sensor assembly is used to detect pressure signals when a collision occurs. A vision assembly is used to detect information about road participants within a target range in front of the vehicle. A control unit is used to generate control signals based on the pressure signals and road participant information, and controls the airbag assembly to deploy to an airbag mechanism according to the control signals. After a collision between a pedestrian and a vehicle, the airbag mechanism covering the A-pillar area buffers the secondary impact between the pedestrian's head and the hard A-pillar, effectively reducing head injuries. Thus, the problems of the related art, such as the inability to effectively protect pedestrians from secondary collisions in the A-pillar area of ​​a vehicle and the difficulty in reducing the serious head injuries caused by pedestrians impacting a hard A-pillar, are solved.

[0020] Specifically, Figure 1 This is a structural diagram of a secondary collision protection system provided in an embodiment of this application.

[0021] like Figure 1 As shown, the secondary collision protection system includes: an airbag assembly 100, a pressure sensor assembly 200, a vision assembly 300, and a control unit 400.

[0022] The system includes an airbag assembly 100, which is located within the vehicle's rearview mirror and deploys to cover the area of ​​the vehicle's A-pillar when triggered; a pressure sensor assembly 200, used to detect pressure signals when a collision occurs; a vision assembly 300, used to detect information about road users within a target area in front of the vehicle; and a control unit 400, used to generate control signals based on the pressure signals and road user information, and to control the airbag assembly 100 to deploy into an airbag mechanism based on the control signals.

[0023] Specifically, the airbag assembly 100 refers to an airbag mechanism installed inside the vehicle's rearview mirror and deployed to cover the A-pillar area upon triggering; the pressure sensor assembly 200 is used to detect pressure signals when the vehicle collides; the vision assembly 300 is used to detect information about road participants within the target area in front of the vehicle; the control unit 400 is an electronic control module used to generate control signals based on the pressure signals and road participant information to control the deployment of the airbag assembly 100; the vehicle A-pillar refers to the structural pillars located on both sides of the windshield at the front of the vehicle; road participants refer to vulnerable road users including pedestrians, cyclists, and electric two-wheeler riders; the airbag mechanism refers to the buffer structure formed by the deployment of the airbag assembly 100 and covering the area where the A-pillar is located; and the pressure signal refers to the mechanical response signal detected by the pressure sensor assembly 200 when the vehicle collides.

[0024] It is understood that, in this embodiment of the application, the airbag assembly 100 can be installed inside the rearview mirror, and the collision pressure signal detected by the pressure sensor assembly 200 and the road participant information identified by the vision assembly 300 can be combined and judged by the control unit 400 to trigger the airbag mechanism to deploy and cover the hard A-pillar area of ​​the vehicle, thereby providing buffering in the secondary collision after the collision between pedestrians and other road participants and the vehicle, effectively reducing the injury caused by their head hitting the A-pillar.

[0025] Furthermore, the airbag coverage area is required to be a rectangle with a width equal to the outer edge of the A-pillar extending inwards from the windshield to a preset length. The preset length is the inward extension distance required to meet the pedestrian collision protection requirements of the A-pillar side, and the preset length can be 82.5mm. The length is a rectangle from the lower edge of the A-pillar to the minimum pedestrian protection regulation envelope WAD2300. In the pressure sensor assembly 200, pressure sensors are installed at four locations: the left and right corners of the front bumper and the outermost edges of the left and right fenders. These sensors are used to detect the pressure signal when a pedestrian collides with the vehicle and transmit the collision information to the control unit 400 to participate in the misuse system to determine whether it is a pedestrian collision. At the same time, the pressure misuse judgment is based on the specific experimental results of pedestrian protection misuse. The vision assembly 300 uses vision sensors mounted on the top of the vehicle to identify and track whether there are pedestrians within a 0.5m coverage area in front of the vehicle using deep learning and other technologies, and transmits this information to the control unit 400 in real time to determine whether to implement protective measures.

[0026] Specifically, such as Figure 2As shown, the vision assembly 300 is mounted on the top of the vehicle to detect information about road users ahead; the pressure sensor assembly 200 is located at the left and right corners of the front bumper and the outermost edges of the left and right fenders to collect collision pressure signals; the airbag assembly 100 is integrated into the left and right rearview mirrors to deploy the airbag mechanism covering the A-pillar area when triggered; and the control unit 400 is located at the front of the vehicle, receives the vision and pressure signals and generates control commands to achieve precise control of the airbag assembly 100.

[0027] In some embodiments, the airbag assembly 100 includes a first limiting mechanism, a second limiting mechanism, an ejection member, and a detonation device. The first limiting mechanism is used to limit the ejection member within a first predetermined space of the rearview mirror when the ejection member is not triggered, and to release the ejection member from the first predetermined space when the ejection member is triggered. The detonation device is connected to the first limiting mechanism and is used to cause the limiting mechanism to release the ejection member from the first predetermined space at a preset speed when the detonation device is detonated. After the second limiting mechanism is unlocked, it drives the movable housing of the rearview mirror to achieve pre-unlocking.

[0028] The first limiting mechanism refers to a limiting structure that constrains the ejector component within the rearview mirror and is releasable; the second limiting mechanism refers to a linkage structure that, upon unlocking, causes the rearview mirror housing to pre-unlock; the ejector component refers to a component in the airbag assembly 100 that is released and deploys to form the airbag mechanism; the detonation device refers to a triggering element that releases the limiting of the ejector component through explosion; the first predetermined space refers to a fixed space within the rearview mirror used to accommodate the ejector component in its untriggered state; the preset speed refers to the set ejection speed when the ejector component is released; and pre-unlocking refers to the early release of the locking state of the movable housing of the rearview mirror after the second limiting mechanism is unlocked.

[0029] Specifically, the second limiting mechanism is used to pre-unlock the vehicle after receiving an opening command from the misused vision assembly 300, via a movable housing connected by a magnetic or simple electronic device. The second limiting mechanism is arranged on a plane-like surface on the inner side of the rearview mirror towards the door / A-pillar. The basic requirement for the unlocking direction is as follows: Figure 3 The configuration is designed to ensure that when the airbag deploys, the debris will spread inwards and downwards towards the vehicle, preventing secondary injuries to pedestrians. A visual sensor detects an object 0.5m in front of the vehicle and transmits the target signal to the control unit 400, unlocking the second limiting mechanism to open pre-emptively. This prevents the limiting shell from falling off after the airbag deploys, or ensures it falls towards the ground, thus preventing secondary injuries to pedestrians from debris.

[0030] It is understood that, in the embodiments of this application, the ejector component can be constrained within the first predetermined space of the rearview mirror by the first limiting mechanism, and the ejector component is released at a preset speed after being detonated by the detonation device. At the same time, the second limiting mechanism unlocks and drives the movable shell of the rearview mirror to achieve pre-unlocking, ensuring that the airbag deployment path is unobstructed, improving deployment reliability and response speed, and effectively ensuring timely coverage of the A-pillar area.

[0031] In some embodiments, the second limiting mechanism is arranged inside the rearview mirror and on a plane facing the door or A-pillar.

[0032] Among them, the direction of the A-pillar is the direction pointing towards the front of the vehicle where the A-pillar is located; the flat area inside the rearview mirror is the flat area facing the door or A-pillar.

[0033] It is understood that, in the embodiments of this application, the second limiting mechanism can be arranged on a plane-like surface inside the rearview mirror and facing the door or A-pillar, so that it can effectively drive the movable shell to pre-unlock when unlocking, ensuring that the airbag deployment path faces the A-pillar area, thereby improving the protection response efficiency and structural reliability.

[0034] Specifically, such as Figure 4 As shown, the inner side A of the left rearview mirror is the arrangement plane of the second limiting mechanism, with the mirror plane located at the top. The enlarged structural diagram shows the relationship between the shape and internal space of the rearview mirror. The coordinate system marks the three directions of x, y, and z to clarify the spatial position of each component.

[0035] In some embodiments, the pop-out member includes a base layer having a first surface and a second surface opposite to the first surface, wherein the first surface is the surface that a pedestrian can directly touch when the pop-out member pops out.

[0036] Here, the base layer refers to the main support layer of the ejector component; the first surface refers to the outer surface of the base layer facing the pedestrian and that can be directly touched when ejected; and the second surface refers to the inner surface of the base layer opposite to the first surface.

[0037] It is understood that in the embodiments of this application, the pop-out component adopts a base layer with a first surface and a second surface, wherein the first surface serves as the direct contact surface for pedestrians, which facilitates the subsequent setting of a buffer structure and improves the protection effect on the pedestrian's head.

[0038] In some embodiments, the pop-out member further includes at least one of a first soft layer and a second soft layer, with a synovial layer disposed between the first soft layer and the second soft layer.

[0039] The first soft layer refers to a flexible buffer layer disposed on the first surface side of the substrate layer; the second soft layer refers to a flexible buffer layer disposed on the second surface side of the substrate layer; and the slip film layer refers to a low-friction isolation layer disposed between the first soft layer and the second soft layer.

[0040] It is understood that the pop-out component in this application embodiment includes a first soft layer and / or a second soft layer, and a sliding membrane layer is provided between the two soft layers, which can provide cushioning and allow interlayer sliding when a pedestrian collides, reduce impact force, and improve the protection performance for the pedestrian's head.

[0041] In some embodiments, the base layer is made of a material with a preset hardness and a preset softness, and the first soft layer and the second soft layer are made of polymer colloidal materials.

[0042] Among them, preset hardness refers to the hardness value set by the base layer material according to the protection requirements; preset softness refers to the softness set by the base layer material according to the cushioning requirements; polymer colloidal material refers to the flexible polymer colloidal material used in the first soft layer and the second soft layer.

[0043] It is understood that in the embodiments of this application, the base layer is made of a material with preset hardness and preset softness, which takes into account both support and cushioning. The first soft layer and the second soft layer are made of polymer colloidal material to further improve the energy absorption effect, thereby effectively reducing injury when a pedestrian's head is impacted.

[0044] Specifically, upon receiving a target signal from the vision assembly 300, the second limiting mechanism will be unlocked to ensure that the airbag can deploy without any splashing or related splashing material flying towards the lower inner area of ​​the vehicle to avoid secondary injury to pedestrians. Simultaneously, upon receiving a detonation command from the pressure sensor, the detonation device will deploy the designed airbag mechanism. The basic requirements for the airbag are: the deployment component includes a base layer and a first soft layer. The base layer is made of a material with preset hardness and preset softness. The base layer has a first surface and a second surface opposite to the first surface, and the first surface is the surface that pedestrians can directly touch when the deployment component deploys. The first soft layer should be a polymeric gel material such as polyamide elastomer, polyolefin elastomer, or polyurethane elastomer. If the predetermined space allows, a second soft layer of the same material should be provided, and a slip layer should be added between the soft layers to ensure high-speed and reasonable airbag deployment. The thickness of the soft layer should not be less than a preset thickness, which can be 1.5 mm.

[0045] In some embodiments, a locking mechanism is also provided inside the rearview mirror. The locking mechanism is used to lock one end of the pop-up member when the pop-up member is released, so that the other end of the pop-up member is released.

[0046] The locking mechanism refers to a mechanism located inside the rearview mirror and used to lock one end of the pop-out component when it is released.

[0047] It is understood that the embodiments of this application may add a locking mechanism to the airbag assembly 100. When the detonation device is triggered and the first limiting mechanism releases the ejection component, the locking mechanism fixes one end of the ejection component, causing the other end to unfold in a specific direction. In conjunction with the second limiting mechanism to pre-unlock the movable shell of the rearview mirror, the airbag stably covers the A-pillar area, improving the reliability of protection for pedestrian heads.

[0048] In some embodiments, the pressure sensor assembly 200 includes a plurality of pressure sensors disposed at multiple locations on the left corner, right corner, outermost edge of the left fender, and outermost edge of the right fender of the front bumper.

[0049] The left corner refers to the corner position at the left end of the front bumper; the right corner refers to the corner position at the right end of the front bumper; the left fender refers to the outer body panel on the left side of the vehicle that covers the front wheel; and the right fender refers to the outer body panel on the right side of the vehicle that covers the front wheel.

[0050] It is understood that the pressure sensor assembly 200 in this embodiment includes multiple pressure sensors, which are respectively arranged at the left corner, right corner, outermost edge of the left fender and outermost edge of the right fender of the front bumper. It can accurately sense the multi-point collision pressure at the front of the vehicle. Combined with the road participant information of the vision assembly 300, the control unit 400 can accurately determine whether to trigger the airbag assembly 100, thereby improving the response accuracy and reliability of secondary collision protection.

[0051] Specifically, the vehicle's front bumper pressure sensor, fender pressure sensor, and roof vision sensor operate in parallel. High and low speed pressure thresholds are set. The fender pressure sensor uses the low speed threshold, and the front bumper pressure sensor uses the high speed threshold (the high and low speed thresholds are determined by pedestrian protection-related misuse tests. The low speed threshold can be the pressure signal at the 25km / h PDI (Pedestrian Dummy Impact) leg impact speed, and the high speed threshold can be the 40km / h PDI leg impact pedestrian collision). When one or both of the pressure values ​​collected by the two pressure tubes exceed the above thresholds, and at the same time the vision sensor detects a target object within 0.5m in front of the vehicle, the controller sends a detonation command to the airbag assembly 100. Otherwise, the detonation device is locked to prevent damage caused by accidental triggering.

[0052] Specifically, such as Figure 5As shown, the installation positions and layout relationships of the key components in the secondary collision protection system are illustrated. The vision assembly 300 is located on the top of the vehicle and is used to identify pedestrians in front. Pressure sensors are respectively arranged at the left and right corners of the front bumper and the outermost edge of the fender to detect collision pressure signals. The airbag assembly 100 is integrated inside the rearview mirror and is used to deploy the airbag mechanism covering the A-pillar area when a collision occurs. The pedestrian head shape sensor is a test simulation device used to evaluate the system response effect.

[0053] According to the secondary collision protection system proposed in this application, the airbag assembly 100 is installed inside the rearview mirror of the vehicle. After the airbag assembly 100 is triggered, it deploys into an airbag mechanism covering the area of ​​the vehicle's A-pillar. A pressure sensor assembly 200 is used to detect pressure signals when a collision occurs. A vision assembly 300 is used to detect information about road participants within a target range in front of the vehicle. A control unit 400 generates a control signal based on the pressure signal and road participant information, and controls the airbag assembly 100 to deploy into an airbag mechanism according to the control signal. After a collision between a pedestrian and a vehicle, the airbag mechanism covering the A-pillar area buffers the pedestrian's head from the secondary impact with the hard A-pillar, effectively reducing head injuries. This solves the problems in related technologies, such as the inability to effectively protect pedestrians from secondary collisions with the vehicle's A-pillar area and the difficulty in reducing serious head injuries caused by impacts with hard A-pillars.

[0054] Next, a flowchart of the secondary collision protection method proposed according to the embodiments of this application is described with reference to the accompanying drawings.

[0055] like Figure 6 As shown, the secondary collision protection method includes the following steps: In step S601, the pressure signal and information about the front of the vehicle at the time of the collision are acquired.

[0056] It is understood that the embodiments of this application can synchronously acquire the pressure signal and the information in front of the vehicle during a collision through the control unit 400, providing basic data for subsequent determination of whether the collision intensity condition and the condition for the presence of road participants are met simultaneously, thereby supporting the system to achieve precise control to prevent false triggering. In step S602, it is identified whether there is road participant information in the information in front of the vehicle within the target range. If there is road participant information within the target range, the second limit mechanism of the airbag assembly 100 is controlled to unlock and an unlocking success signal is generated.

[0057] It is understood that the embodiments of this application can identify whether there is road participant information in the target range of the information in front of the vehicle through the control unit 400, and control the second limit mechanism of the airbag assembly 100 to unlock and generate an unlock success signal when it exists, so as to realize the prediction and preparation of the preconditions for airbag deployment, avoid false triggering in the absence of pedestrians, and improve system safety and response efficiency.

[0058] In step S603, at least one collision pressure in the pressure signal is identified. When at least one collision pressure exceeds the corresponding pressure threshold, it is determined that a collision has occurred between the vehicle and a road participant, and a collision signal is generated.

[0059] Among them, collision pressure refers to the pressure value in the pressure signal detected by the pressure sensor assembly 200 when a vehicle collision occurs; pressure threshold refers to the preset pressure critical value used to determine whether a valid collision has occurred.

[0060] It is understood that the embodiments of this application can identify at least one collision pressure in the pressure signal, and when the collision pressure exceeds the corresponding pressure threshold, determine that a collision has occurred between the vehicle and a road participant and generate a collision signal, thereby providing an objective and quantitative basis for airbag triggering and preventing malfunctions caused by non-collision impacts.

[0061] In step S604, a control signal is generated based on the unlock success signal and the collision signal, and the airbag assembly 100 is controlled to deploy into an airbag mechanism covering the area where the vehicle's A-pillar is located, based on the control signal.

[0062] Among them, the control signal refers to the electrical signal generated by the control unit 400 based on the unlock success signal and the collision signal, and used to trigger the deployment of the airbag assembly 100.

[0063] It is understood that in this embodiment of the application, a control signal is generated based on the unlock success signal and the collision signal, and the airbag assembly 100 is controlled to deploy into an airbag mechanism covering the area where the vehicle's A-pillar is located, so as to ensure that the protection is activated only when it is confirmed that there are road participants in front and a valid collision occurs, thereby achieving precise and reliable secondary collision protection.

[0064] Specifically, such as Figure 7 As shown, the control process of the secondary collision protection system includes: In step 701, the control unit 400 controls ignition.

[0065] In step 702, after receiving the ignition signal, the second limit mechanism is pre-opened.

[0066] In step 703, it is determined whether the second limit mechanism has been pre-unlocked. If it has not been pre-unlocked, the detonation device is locked and an airbag fault code is returned.

[0067] In step 704, a sensor self-test is performed, including the vision assembly 300 and the pressure sensor assembly 200.

[0068] In step 705, the pressure sensor assembly 200 acquires a pressure signal.

[0069] In step 706, the vision assembly 300 begins its patrol posture.

[0070] In step 707, it is determined whether there are any road users within a 0.5m radius in front of the vehicle. If not, the vision assembly 300 continues its patrol posture.

[0071] In step 708, if there are road users within 0.5m of the front of the vehicle, the unlocking signal is released. After receiving the unlocking signal, the second limit mechanism unlocks and sends an unlocking success signal A.

[0072] In step 709, upon receiving a pressure signal, it is determined whether the recipient is a road user. If not, the detonation device is locked. If a road user is identified, collision signal B is released.

[0073] In step 710, after receiving collision signal B, it is determined whether signals A and B are accepted. If not, the process returns to step 706, and the vision assembly 300 performs a patrol posture. If signals A and B are accepted, the detonation device is activated.

[0074] In step 711, the detonation device is activated.

[0075] It should be noted that the foregoing explanation of the secondary collision protection system embodiment also applies to the secondary collision protection method of this embodiment, and will not be repeated here.

[0076] According to the secondary collision protection method proposed in this application, the airbag assembly 100 is disposed within the rearview mirror of the vehicle. After the airbag assembly 100 is triggered, it deploys into an airbag mechanism covering the area of ​​the vehicle's A-pillar. A pressure sensor assembly 200 is used to detect pressure signals when a collision occurs. A vision assembly 300 is used to detect information about road participants within the target range in front of the vehicle. A control unit 400 is used to generate a control signal based on the pressure signal and road participant information, and controls the airbag assembly 100 to deploy into an airbag mechanism according to the control signal. After a collision between a pedestrian and a vehicle, the airbag mechanism covering the A-pillar area buffers the pedestrian's head from the secondary impact with the hard A-pillar, effectively reducing head injuries. This solves the problems in related technologies, such as the inability to effectively protect pedestrians from secondary collisions with the vehicle's A-pillar area and the difficulty in reducing serious head injuries caused by impacts with hard A-pillars.

[0077] This application also provides a vehicle including a secondary collision protection system as described in the above embodiments.

[0078] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0079] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, "N" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0080] Any process or method described in the flowchart or otherwise herein can be understood as representing a module, segment, or portion of code comprising one or N executable instructions for implementing custom logic functions or processes, and the scope of the preferred embodiments of this application includes additional implementations in which functions may be performed not in the order shown or discussed, including substantially simultaneously or in reverse order depending on the functions involved, as should be understood by those skilled in the art to which embodiments of this application pertain.

[0081] It should be understood that various parts of this application can be implemented using hardware, software, firmware, or a combination thereof. In the above embodiments, steps or methods can be implemented using software or firmware stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware, as in another embodiment, it can be implemented using any of the following techniques known in the art, or a combination thereof: discrete logic circuits having logic gates for implementing logical functions on data signals, application-specific integrated circuits (ASICs) having suitable combinational logic gates, programmable gate arrays (FPGAs), field-programmable gate arrays (FPGAs), etc.

[0082] Those skilled in the art will understand that all or part of the steps of the methods implementing the above embodiments can be implemented by a program instructing related hardware. The program can be stored in a computer-readable storage medium, and when executed, the program includes one or a combination of the steps of the method embodiments.

[0083] Although embodiments of this application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting this application. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of this application.

Claims

1. A secondary collision protection system, characterized in that, include: An airbag assembly, wherein the airbag assembly is disposed within the rearview mirror of the vehicle, and upon activation, the airbag assembly deploys to cover the area of ​​the A-pillar of the vehicle. A pressure sensor assembly for detecting pressure signals when the vehicle is involved in a collision; A vision assembly is used to detect information about road participants within a target range in front of the vehicle; The control unit is configured to generate a control signal based on the pressure signal and the road participant information, and control the airbag assembly to deploy into the airbag mechanism based on the control signal.

2. The secondary collision protection system according to claim 1, characterized in that, The airbag assembly includes a first limiting mechanism, a second limiting mechanism, an ejection component, and a detonation device, wherein... The first limiting mechanism is used to limit the pop-out component within a first predetermined space of the rearview mirror when the pop-out component is not triggered, and to release the pop-out component from the first predetermined space when the pop-out component is triggered. The detonation device is connected to the first limiting mechanism and is used to cause the limiting mechanism to release the ejection component from the first predetermined space at a preset speed when the detonation device is detonated. After the second limiting mechanism is unlocked, it drives the movable housing of the rearview mirror to achieve pre-unlocking.

3. The secondary collision protection system according to claim 2, characterized in that, The second limiting mechanism is arranged on the inside of the rearview mirror and on a plane facing the door or A-pillar.

4. The secondary collision protection system according to claim 2, characterized in that, The pop-out component includes a base layer having a first surface and a second surface opposite to the first surface, wherein the first surface is the surface that a pedestrian can directly touch when the pop-out component pops out.

5. The secondary collision protection system according to claim 4, characterized in that, The pop-out component further includes at least one of a first soft layer and a second soft layer, with a slip layer disposed between the first soft layer and the second soft layer.

6. The secondary collision protection system according to claim 5, characterized in that, The base layer is made of a material with a preset hardness and a preset softness, and the first soft layer and the second soft layer are made of polymer colloidal materials.

7. The secondary collision protection system according to claim 2, characterized in that, The rearview mirror is also provided with a locking mechanism, which is used to lock one end of the pop-up component when the pop-up component is released, so that the other end of the pop-up component is released.

8. The secondary collision protection system according to claim 1, characterized in that, The pressure sensor assembly includes multiple pressure sensors located at various positions on the front bumper, including the left corner, the right corner, the outermost edge of the left fender, and the outermost edge of the right fender.

9. A vehicle, characterized in that, Includes the secondary collision protection system as described in any one of claims 1-8.

10. A secondary collision protection method, characterized in that, The method is applied to the control unit of the secondary collision protection system according to any one of claims 1-8, wherein the method includes the following steps: Acquire pressure signals and information about the front of the vehicle during a collision; The system identifies whether road participant information exists within the target range in the information ahead of the vehicle. If road participant information exists within the target range, the system controls the second limiting mechanism of the airbag assembly to unlock and generates an unlocking success signal. Identify at least one collision pressure in the pressure signals; when at least one collision pressure exceeds the corresponding pressure threshold, determine that the vehicle has collided with a road participant and generate a collision signal. A control signal is generated based on the unlock success signal and the collision signal, and the airbag assembly is controlled to deploy into an airbag mechanism covering the area where the vehicle's A-pillar is located, based on the control signal.

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