Bumper assembly and control method thereof

Abstract

The invention provides a bumper assembly and a control method thereof. The bumper assembly comprises a bumper and a cross beam, the pneumatic buffer comprises a cylinder body and a piston which are respectively connected with the bumper and the cross beam, an inner cavity of the cylinder body is divided into a first sub-cavity and a second sub-cavity, and the two sub-cavities are respectively connected with the air storage tank and the atmosphere through air ports; the early warning parameters are used for collecting early warning parameters at least including the vehicle speed and a collision object, the control system predicts whether collision happens or not according to the early warning parameters and distinguishes collision scenes, and the air inlet and outlet conditions of the first branch cavity and the second branch cavity are controlled according to the predicted collision scenes so as to adjust the position of the bumper and the air pressure in the cylinder body. And the energy absorption distance and the structural rigidity are configured according to different collision scenes. According to the bumper assembly, collision can be predicted, the energy absorption buffering distance of the bumper can be increased before collision occurs, the structural rigidity of the bumper assembly can be differentially adjusted according to collision scenes, and the protection effect can be more appropriately enhanced.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and more specifically to a bumper assembly and a control method applicable to the system. Background Technology

[0002] When a vehicle collides, the bumper crumples to absorb energy, mitigating the impact on the vehicle and other objects, such as pedestrians, non-motorized vehicles, or motorized vehicles. The front bumper, in particular, is close to the passenger compartment; when the front of the vehicle experiences a high-speed collision, the impact force is significant, and the damage is severe. Therefore, the energy-absorbing and cushioning capabilities of the front bumper are crucial for protecting occupants. Summary of the Invention

[0003] In view of this, this application aims to provide a bumper assembly that actively and quickly responds before a collision occurs, enhances the energy absorption buffer distance of the bumper, and can selectively adjust the structural stiffness of the bumper according to the collision scenario, so as to more appropriately enhance the protection effect for pedestrians and vehicles while enhancing the energy absorption effect.

[0004] On one hand, this application provides a bumper assembly, including: The bumper and the crossbeam located inside the bumper; A pneumatic shock absorber includes a cylinder and a piston connected to the bumper and the crossbeam respectively. The piston divides the inner cavity of the cylinder into a first sub-cavity near the crossbeam and a second sub-cavity near the bumper. Both the first sub-cavity and the second sub-cavity are connected to an air tank through an air port and can communicate with the atmosphere. A pressure sensor is provided on the first sub-cavity and / or the second sub-cavity. The control system includes a warning component and a controller. The warning parameters are used to collect warning parameters including at least vehicle speed and collision object. The control system predicts whether a collision will occur based on the warning parameters and distinguishes collision scenarios. Based on the predicted collision scenario, the control system adjusts the position of the bumper and the air pressure in the cylinder by controlling the air intake and exhaust of the first and second sub-cavities, so as to configure the energy absorption distance and structural stiffness according to different collision scenarios.

[0005] In one possible implementation, the plurality of information acquisition components include wheel speed sensors and collision warning sensors, the collision warning sensors being configured to detect the relative distance between the colliding object and the vehicle, the relative vehicle speed, and the type of the colliding object.

[0006] In one possible implementation, the cylinder body has a top wall, a bottom wall, and an inner side wall, and the air ports of the first and second sub-cavities are opened on the top wall or the bottom wall.

[0007] In one possible implementation, limiting buffer blocks are provided on both sides of the piston in the thickness direction, and there is a gap or spacing between the limiting buffer blocks and the air port in the height direction of the vehicle body; in the same compartment, the limiting buffer blocks are used to abut against the inner wall of the cylinder and keep the piston on the side of the air port away from the inner wall.

[0008] In one possible implementation, the air inlet is connected to an air inlet pipe and an air outlet pipe. The air inlet pipe is connected to the air storage tank and is equipped with an air inlet valve. The air outlet pipe is connected to the atmosphere and is equipped with an air outlet valve.

[0009] In one possible implementation, the bumper assembly has a first holding state, a second holding state, and a buffer state; In the first holding state, the limiting buffer block on the piston facing the crossbeam abuts against the cylinder, and the air ports of both chambers are closed; In the second holding state, the limiting buffer block on the piston facing the bumper side abuts against the cylinder body, and the air ports of both chambers are closed; In the buffered state, the limiting buffer block on the piston facing the bumper side abuts against the cylinder body, and both chambers are connected to the atmosphere.

[0010] On the other hand, this application provides a method for controlling a bumper assembly, including the following steps: Step 1: Under normal driving conditions, the control system sets the distance between the bumper and the crossbeam to the default distance based on settings or input commands. Step 2: The warning component collects warning parameters and feeds them back to the control system. The warning parameters include at least vehicle speed and the object of collision. Step 3: The control system analyzes whether a collision will occur based on the warning parameters and determines the collision scenario. When it is determined that a collision will occur, it adjusts the distance between the bumper and the crossbeam, as well as the air pressure of the first and second sub-cavities, according to the determined collision scenario, so as to configure the energy absorption distance and structural stiffness according to different collision scenarios.

[0011] In one possible implementation, the warning parameters further include the relative distance and relative speed between the colliding object and the vehicle, as well as the type of colliding object; The control system determines whether a collision will occur based on whether a first parameter exceeds a preset threshold, and determines the collision scenario based on a second parameter; wherein, the first parameter includes any one and any combination of vehicle speed, relative distance and relative velocity, and the second parameter includes the type of the colliding object.

[0012] In one possible implementation, the control system sets the distance between the bumper and the crossbeam to a default distance based on a preset setting, including: The control system minimizes the distance between the bumper and the crossbeam and closes all air vents, thus placing the bumper assembly in a first holding state. The air pressure sensor monitors the air pressure P in the second compartment in real time. When P is lower than the preset first threshold P1, gas is injected into the second compartment to drive the piston to move closer to the crossbeam, so that the bumper assembly maintains the first holding state.

[0013] In one possible implementation, configuring the energy absorption distance and structural stiffness according to different collision scenarios includes: When the control system determines that a collision will occur based on the warning parameters and that the object of the collision is a pedestrian or a non-motorized vehicle, it fills the first chamber with gas, causing the piston to move toward the bumper until it comes into contact with the cylinder. After the target condition A is met, the air ports of both chambers are connected to the atmosphere, and the bumper assembly is adjusted to a buffer state. When the control system determines that a collision will occur and the object of the collision is a motor vehicle based on the warning parameters, it fills the first chamber with gas, causing the piston to move toward the bumper until it comes into contact with the cylinder. After the target condition B is met, the air ports of the two chambers are closed, and the bumper assembly is adjusted to the second holding state.

[0014] In one possible implementation, the second parameter further includes the relative velocity; When the control system determines that a collision will occur and the object of the collision is a motor vehicle based on the warning parameters, it analyzes the relative speed. If the relative speed is greater than the speed threshold, it is determined to be a level one collision; if the relative speed is less than the speed threshold, it is determined to be a level two collision. Under the first-level collision, the control system switches the bumper assembly to the second holding state and causes the air pressure in the first compartment to reach the first target value. Under the second-level collision, the control system switches the bumper assembly to the second holding state and causes the air pressure in the first compartment to reach a second target value; wherein the first target value is greater than the second target value.

[0015] In one possible implementation, when the control system switches the bumper assembly to the first holding state, it monitors the air pressure in the second compartment. If, after a first preset time, the air pressure in the second compartment does not reach the second threshold, it issues a fault message and closes all air vents, causing the bumper assembly to switch to a protection state.

[0016] In one possible implementation, the following steps are also included: The control system counts for a third preset duration when the collision occurs. After the third preset duration, gas is injected into the second sub-cavity and the gas pressure is monitored, causing the bumper assembly to switch to the first holding state or the protection state.

[0017] This application also provides a vehicle, including a body, on which a bumper assembly as described in any of the preceding claims is disposed and capable of performing a control method for the bumper assembly as described in any of the preceding claims.

[0018] The bumper assembly provided in this application can monitor and predict collision scenarios, and when a collision is predicted, it can quickly and proactively generate a protective response. Before a collision occurs, it adjusts the position of the bumper, extending it outward to increase the distance between the bumper and the crossbeam, thereby increasing the crumple zone distance in the event of a subsequent collision. Simultaneously, it differentiates between collision scenarios, such as pedestrian collisions and vehicle collisions, and adaptively adjusts the air pressure within the pneumatic buffer according to the different scenarios. This makes the structural stiffness of the bumper assembly more suitable for the current collision scenario. For example, in a vehicle-pedestrian collision, the structural stiffness of the bumper assembly can be slightly reduced to decrease rigid impact injuries to pedestrians. In a high-speed vehicle-vehicle collision, the structural stiffness of the bumper assembly can be increased to enhance the energy absorption and buffering effect, reducing injuries to occupants. Attached Figure Description

[0019] Figure 1 The diagram shown is a schematic representation of the bumper assembly in an embodiment of this application.

[0020] Figure 2 The diagram shown is a structural schematic of the pneumatic buffer in an embodiment of this application.

[0021] Figure 3 The diagram shown is a schematic representation of the first motion state in an embodiment of this application.

[0022] Figure 4 The diagram shown is a schematic representation of the second motion state in an embodiment of this application.

[0023] Figure 5 The diagram shown is a schematic representation of the first holding state in an embodiment of this application.

[0024] Figure 6 The diagram shown is a schematic representation of the second holding state in an embodiment of this application.

[0025] Figure 7 The diagram shown is a schematic representation of the buffer state in an embodiment of this application.

[0026] Figure 8 The diagram shown is a schematic representation of the protection state in an embodiment of this application.

[0027] Figure 9 The diagram shown is a schematic representation of the control system in an embodiment of this application.

[0028] Figure 10 The diagram shown is a flowchart of the control method in an embodiment of this application.

[0029] Figures 1-10 middle: 1. Bumper; 2. Crossbeam; 3. Pneumatic buffer; 4. First solenoid valve; 5. Second solenoid valve; 6. Third solenoid valve; 7. Fourth solenoid valve; 8. Piping; 9. Air tank; 31. Cylinder block; 32. Piston; 33. Air pressure sensor; 34. First limit buffer block; 35. Second limit buffer block; 311. First air port; 312. Second air port; 313. First chamber; 314. Second chamber; 315. First mounting part; 321. Second mounting part. Detailed Implementation

[0030] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0031] A bumper is a vehicle's collision protection device, designed to absorb collision energy and reduce impact damage, protecting the vehicle itself, its occupants, and other road users such as pedestrians and vehicles. However, even in high-speed collisions, injuries can still occur. The rate of serious injuries from car accidents remains high. This is especially true in some vehicle models, such as trucks, where the front bumper is mounted directly on the frame below the cab, close to the occupants. In a collision, the short crumple zone of the front bumper limits its energy absorption effectiveness, resulting in poor collision protection.

[0032] In view of this, the embodiments of this application are committed to providing a bumper assembly suitable for vehicles that performs real-time collision monitoring and prediction. When a collision is detected to be about to occur, it actively and quickly responds before the collision occurs, increases the distance between the bumper 1 and the vehicle frame, enhances the energy absorption buffer distance, and can distinguish the type of collision scenario according to the predicted collision scenario, adjust the structural stiffness of the bumper 1, enhance the energy absorption adaptability, and enhance the protection effect for pedestrians and vehicles.

[0033] For details, please refer to the appendix. Figure 1-10The bumper assembly provided in the embodiments of this application includes a bumper 1, a crossbeam 2 located inside the bumper 1, a pneumatic damper 3, a control system, etc. The bumper 1 is used to install to the front or rear of a vehicle, specifically it can be a front bumper 1 or a rear bumper 1. The crossbeam 2 is the crossbeam 2 on the vehicle frame located inside the bumper 1 and closest to the bumper 1; for example, on a truck, the crossbeam 2 is the front crossbeam 2 or the rear crossbeam 2 of the vehicle frame, and on a passenger car, the crossbeam 2 is a crash beam.

[0034] The pneumatic shock absorber 3 includes a cylinder body 31 and a piston 32 located within the cylinder body 31. A piston rod extending out of the cylinder body 31 is connected to the piston 32. One of the cylinder body 31 and the piston rod is connected to the bumper 1, and the other is connected to the crossbeam 2, allowing the bumper 1 to be telescopically connected to the crossbeam 2. For example, the cylinder body 31 may be provided with a first mounting part 315, and the end of the piston rod may be provided with a second mounting part 321. The first mounting part 315 and the second mounting part 321 may be a connecting boss, a connecting flange, or a connecting plate, etc.; the first mounting part 315 and the second mounting part 321 are respectively connected to the bumper 1 and the crossbeam 2. Exemplarily, the cylinder body 31 is connected to the crossbeam 2 through the first mounting part 315, and the end of the piston rod of the piston 32 is connected to the bumper 1 through the second mounting part 321.

[0035] Piston 32 divides the inner cavity of cylinder 31 into a second chamber 314 and a first chamber 313. Along the length of the vehicle body, the second chamber 314 is closer to the bumper 1 than the first chamber 313, while the first chamber 313 is closer to the crossbeam 2. Both the second chamber 314 and the first chamber 313 are equipped with air inlets and outlets, which are connected to an air tank 9 via a pipe 8 with a valve. The air tank 9 stores high-pressure gas. Thus, both the first chamber 313 and the second chamber 314 can be filled with high-pressure gas to adjust the air pressure. The pressure difference between the two chambers can be used to drive piston 32, which simultaneously moves bumper 1 closer to or further away from the crossbeam 2, thereby adjusting the distance between bumper 1 and crossbeam 2 and adjusting the position of bumper 1.

[0036] On the same chamber, there can be one or two air ports. When there is only one air port, it can both inlet and outlet air. For example, the air port can be connected to an outlet pipe and an inlet pipe. The outlet pipe is equipped with an outlet valve, and the inlet pipe is connected to the air storage tank 9 and is equipped with an inlet valve. When there are two air ports, one can be connected to the air storage tank 9 and the other can be directly connected to the outside atmosphere.

[0037] like Figure 1As shown, exemplarily, the second chamber 314 has a first air port 311, and the first chamber 313 has a second air port 312. The first air port 311 is connected to a first air inlet pipe and a first air outlet pipe. The other end of the first air inlet pipe is connected to a gas storage tank 9, and the first air outlet pipe is in communication with the atmosphere. A first electrically controlled valve 4 is installed on the first air inlet pipe, and a second electrically controlled valve 5 is installed on the first air outlet pipe. The second air port 312 is connected to a second air inlet pipe and a second air outlet pipe. The other end of the second air inlet pipe is connected to a gas storage tank 9, and the second air outlet pipe is in communication with the atmosphere. A third electrically controlled valve 6 is installed on the second air inlet pipe, and a fourth electrically controlled valve 7 is installed on the second air outlet pipe.

[0038] The inner cavity of the cylinder body 31 has a top wall, a bottom wall and an inner side wall. The first air port 311 and the second air port 312 are opened on the top wall or the bottom wall, so that the pipeline 8 is arranged from the top or bottom of the cylinder body 31, avoiding the pipeline 8 occupying the buffer space between the bumper 1 and the crossbeam 2.

[0039] like Figure 2 As shown, within the cylinder 31, the piston 32 is equipped with limiting buffer blocks on both sides in the thickness direction. Within the same chamber, the limiting buffer blocks abut against the inner wall of the cylinder 31, stopping the piston 32 on the side of the air port furthest from the inner wall. In the vehicle height direction, there is a gap or clearance between the limiting buffer blocks and the air port to prevent the limiting buffer blocks from blocking the air port. The limiting buffer blocks serve both limiting and buffering functions, preventing the piston 32 from blocking the air port and also preventing rigid collision between the piston 32 and the cylinder 31. The limiting buffer blocks can be made of materials such as plastic.

[0040] For example, the cylinder body 31 has a first inner sidewall and a second inner sidewall, the first inner sidewall being located in the second chamber 314 and the second inner sidewall being located in the first chamber 313. A second limiting buffer block 35 is provided on the side of the piston 32 facing the second chamber 314, and the dimension of the second limiting buffer block 35 in the length direction of the vehicle body is not less than the distance from the axis of the first air port 311 to the first inner sidewall. A first limiting buffer block 34 is provided on the side of the piston 32 facing the first chamber 313, and the dimension of the first limiting buffer block 34 in the length direction of the vehicle body is not less than the distance from the axis of the second air port 312 to the second inner sidewall. When the piston 32 moves away from the crossbeam 2 under the pressure difference between the two chambers, until the second limiting buffer block 35 abuts against the cylinder body 31, the distance between the bumper 1 and the crossbeam 2 is at its furthest, and the bumper 1 is located at the foremost position in its own movement stroke on the vehicle body; simultaneously, due to the action of the second limiting buffer block 35, the piston 32 does not block the first air port 311, avoiding affecting subsequent inflation.

[0041] When the piston 32 moves toward the crossbeam 2 under the action of the pressure difference between the two chambers, until the first limiting buffer block 34 and the cylinder 31 come into contact, the distance between the bumper 1 and the crossbeam 2 is the closest, and the bumper 1 is located at the rearmost position of its own movement stroke on the vehicle body; at the same time, due to the action of the first limiting buffer block 34, the piston 32 does not block the second air port 312, so as to avoid affecting the subsequent inflation.

[0042] A pressure sensor 33 is provided on the second compartment 314 and / or the first compartment 313.

[0043] The control system includes a warning component and a controller. The warning component includes multiple information acquisition units used to collect warning parameters; these parameters include at least vehicle speed and the object of collision. For example, the multiple information acquisition units include wheel speed sensors and collision warning sensors, which can monitor the vehicle's speed. The collision warning sensors can include radar, cameras, etc. For instance, collision warning sensors such as front radar or forward-facing cameras installed on the vehicle can collect information about objects in front of the vehicle, identifying information such as the distance and speed of the object to the vehicle. When the distance between the object and the vehicle decreases to a preset range and the relative speed or the object's speed exceeds a preset threshold, the control system can identify the object as a collision target.

[0044] The early warning component, air pressure sensor 33, first solenoid valve 4, second solenoid valve 5 and fourth solenoid valve 7 are all electrically connected to the controller and all feed back information to the controller, enabling the control system to acquire parameters and execute corresponding instructions based on the parameters.

[0045] The control system acquires early warning parameters, analyzes whether there are colliding objects and whether a collision will occur based on the early warning parameters, predicts collisions, and distinguishes collision scenarios based on the early warning parameters.

[0046] When the analysis result indicates a collision is imminent, gas is injected into the cylinder 31 to adjust the position of the bumper 1 based on the collision scenario. Feedback from the air pressure sensor 33 controls the air intake and exhaust of the second chamber 314 and the first chamber 313, thereby adjusting the position of the bumper 1 and the air pressure within the cylinder 31 of the pneumatic buffer 3. This allows for the configuration of the energy absorption distance and the structural stiffness of the bumper assembly according to different collision scenarios. The energy absorption distance is the distance from the bumper 1 to the crossbeam 2. The structural stiffness follows the change in the pneumatic buffer 3's resistance to impact forces. Furthermore, the resistance stiffness of the pneumatic buffer 3 to impact forces varies depending on the air pressure within the cylinder 31.

[0047] With this configuration, the bumper assembly provided in this application can monitor and predict collision scenarios. When a collision is predicted, it can quickly and proactively generate a protective response. Before a collision occurs, it adjusts the position of the bumper 1, extending it outward to increase the distance between the bumper 1 and the crossbeam 2, thereby increasing the crumple zone distance during the subsequent collision. At the same time, it distinguishes between collision scenarios, such as pedestrian collisions and vehicle collisions, and adaptively adjusts the air pressure in the pneumatic buffer 3 according to the different scenarios. This makes the structural stiffness of the bumper assembly more suitable for the current collision scenario. For example, in a vehicle-pedestrian collision, the structural stiffness of the bumper assembly can be slightly reduced to reduce rigid collision injuries to pedestrians. In a high-speed collision between vehicles, the structural stiffness of the bumper assembly can be increased to enhance the energy absorption and buffering effect, reducing the injury to occupants.

[0048] As can be seen, the bumper assembly provided in this application actively and quickly responds before a collision, enhancing the energy absorption buffer distance of the bumper 1, and can selectively adjust the structural stiffness of the bumper 1 according to the collision scenario. This allows for a more appropriate enhancement of protection for pedestrians and vehicles while maintaining improved energy absorption. This bumper assembly is particularly suitable for vehicles with a short energy absorption buffer distance for the front bumper 1, such as trucks, effectively improving energy absorption buffer performance and protection for vehicles and occupants.

[0049] Multiple information acquisition components include wheel speed sensors and collision warning sensors. The collision warning sensors are configured to detect the relative distance between the colliding object and the vehicle, the relative vehicle speed, and the type of colliding object. Specifically, the collision warning sensors include, but are not limited to, one or any combination of components such as millimeter-wave radar, lidar, and cameras. The wheel speed sensors, collision warning sensors, and air pressure sensors 33 are all electrically connected to the control system to feed back information to the control system, enabling the control system to acquire various parameters.

[0050] The control system determines whether a collision exists based on a first parameter, which includes, but is not limited to, any one or any combination of the vehicle's own speed, the relative distance between the colliding object and the vehicle, and the relative speed between the colliding object and the vehicle. The control system determines and distinguishes collision scenarios based on a second parameter. The second parameter includes, but is not limited to, the type of colliding object. In some embodiments, in addition to the type of colliding object, the second parameter may also include, in addition to, any one or any combination of the vehicle's own speed, the relative distance between the colliding object and the vehicle, and the relative speed between the colliding object and the vehicle.

[0051] The bumper assembly has a first moving state, a second moving state, a first holding state, a second holding state, and a buffering state.

[0052] like Figure 3As shown, in the first motion state, the first solenoid valve 4 and the fourth solenoid valve 7 are open, the second solenoid valve 5 and the third solenoid valve 6 are closed, the second chamber 314 is filled with high-pressure gas from the gas tank 9, the first chamber 313 is connected to the atmosphere, and under the pressure difference, the piston 32 moves toward the crossbeam 2, causing the bumper 1 to move closer to the crossbeam 2 and shorten the distance between it and the crossbeam 2.

[0053] like Figure 5 As shown, when the piston 32 moves under the pressure difference until the first limiting buffer block 34 and the cylinder 31 abut against each other, the piston 32 and the bumper 1 move to the position closest to the crossbeam 2 and can no longer move. At this time, the air ports of the second chamber 314 and the first chamber 313 can be closed to maintain the air pressure in the second chamber 314, and the bumper assembly switches to the first holding state. That is, in the first holding state, the first limiting buffer block 34 on the side of the piston 32 facing the crossbeam 2 abuts against the cylinder 31, the air ports of both chambers are closed, and the air pressure in the second chamber 314 is greater than the air pressure in the first chamber 313.

[0054] like Figure 4 As shown, in the second motion state, the first solenoid valve 4 and the fourth solenoid valve 7 are closed, the second solenoid valve 5 and the third solenoid valve 6 are open, the first chamber 313 is filled with high-pressure gas from the gas tank 9, the second chamber 314 is connected to the atmosphere, and under the pressure difference, the piston 32 moves away from the crossbeam 2, causing the bumper 1 to move away from the crossbeam 2 and increase the distance between it and the crossbeam 2.

[0055] like Figure 6 As shown, when the piston 32 moves under the pressure difference until the second limiting buffer block 35 and the cylinder 31 abut against each other, the piston 32 and the bumper 1 move to the position furthest from the crossbeam 2 and can no longer move. At this time, the air ports of the second chamber 314 and the first chamber 313 can be closed to maintain the air pressure in the first chamber 313, and the bumper assembly switches to the second holding state. That is, in the second holding state, the second limiting buffer block 35 on the side of the piston 32 facing the bumper 1 abuts against the cylinder 31, the air ports of both chambers are closed, and the air pressure in the first chamber 313 is greater than the air pressure in the second chamber 314.

[0056] like Figure 7 As shown, when the piston 32 moves under pressure differential until the second limit buffer block 35 and the cylinder 31 abut against each other, the piston 32 and the bumper 1 move to the position furthest from the crossbeam 2 and can no longer move. At this time, the second electronic control valve 5 and the fourth electronic control valve 7 are opened, and the first electronic control valve 4 and the third electronic control valve 6 are closed, so that both the second chamber 314 and the first chamber 313 are connected to the atmosphere, and the bumper assembly switches to the buffer state. That is, in the buffer state, the second limit buffer block 35 on the side of the piston 32 facing the bumper 1 abuts against the cylinder 31, and both chambers are connected to the atmosphere.

[0057] With this configuration, under normal driving conditions, the bumper 1 can be positioned closest to the crossbeam 2, and the bumper assembly is in its first holding state, preventing the bumper 1 from protruding from the vehicle body and affecting driving and parking. When the control system determines that a collision will occur, the control system opens the second electronic control valve 5 and the third electronic control valve 6, starting to fill the first chamber 313 with high-pressure gas. The pressure difference causes the piston 32 to move away from the crossbeam 2, moving the bumper 1 away from the lateral direction and extending it out of the vehicle body to increase the energy absorption buffer distance.

[0058] At the same time, depending on the different collision scenarios, the bumper assembly can be adjusted to different states to match the energy absorption stiffness of the bumper assembly.

[0059] For example, when the control system predicts a pedestrian or non-motorized vehicle collision, it switches the bumper assembly to a buffer state before the collision, positioning the bumper 1 furthest from the crossbeam 2. This maximizes the energy absorption buffer distance of the bumper assembly. However, both chambers of the pneumatic buffer 3 are open to the atmosphere and not filled with excessive high-pressure gas, resulting in lower stiffness. When the bumper assembly collides with a pedestrian or non-motorized vehicle, the bumper 1 moves backward upon impact, absorbing energy and buffering. Simultaneously, the gas in the first chamber 313 is discharged towards the atmosphere, absorbing energy through airflow resistance. However, because the pneumatic buffer 3 is open to the atmosphere rather than sealed with excessive high-pressure gas, the bumper assembly does not generate a large rigid force against the pedestrian, thus avoiding significant impact damage.

[0060] When the control system predicts a vehicle-to-vehicle collision, it can switch the bumper assembly to a second holding state before the collision occurs. This not only positions the bumper 1 furthest from the crossbeam 2, maximizing the energy absorption buffer distance, but also ensures that the two chambers of the pneumatic buffer 3 are sealed, with the first chamber 313 filled with high-pressure gas. This results in high energy absorption stiffness for the pneumatic buffer 3, or the bumper assembly as a whole. When the bumper assembly collides with a vehicle, especially at high speed, the bumper 1 moves backward upon impact, absorbing energy and buffering. Simultaneously, the high-pressure gas in the first chamber 313 is compressed, further absorbing energy, effectively combining the energy absorption effect of an airbag. Thus, the bumper assembly not only has the maximum energy absorption distance but also optimal energy absorption stiffness, maximizing the absorption of the enormous impact force generated during a high-speed collision between two vehicles, minimizing impact injuries to occupants, and improving protection.

[0061] The bumper assembly also includes a collision sensor that detects the impact force. The collision sensor is located on the side of the bumper 1 facing outwards. When a collision occurs with an object, the sensor generates a collision signal and feeds it back to the control system.

[0062] After a collision, the control system can switch the bumper assembly to its first motion state according to a command or after a set time since the collision. If the pneumatic buffer 3 is undamaged, the bumper assembly can eventually switch to its first holding state, with the bumper 1 retracting to the position closest to the crossbeam 2. If the pneumatic buffer 3 is damaged, the control system can issue a fault message and close the first electronic valve 4 and the fourth electronic valve 7 to prevent high-pressure gas leakage from the air tank 9. At this time, the bumper assembly can be said to be in a protected state. Figure 8 As shown.

[0063] Embodiments of this application also provide a control method applicable to the above-described bumper assembly, such as... Figure 9 As shown, the control method includes the following steps: Step 1: Under normal driving conditions, the control system keeps the distance between the bumper 1 and the crossbeam 2 at the default distance according to the settings or input commands. Step 2: The warning component collects warning parameters and feeds them back to the control system. The warning parameters include at least vehicle speed and the object of collision. Step 3: The control system analyzes whether a collision will occur based on the warning parameters and judges the collision scenario. When it is judged that a collision will occur, the distance between the bumper 1 and the crossbeam 2, as well as the air pressure of the second chamber 314 and the first chamber 313 are adjusted according to the judged collision scenario, so as to configure the energy absorption distance and the structural stiffness of the bumper assembly according to different collision scenarios.

[0064] According to this control method, when the vehicle is driving normally, the bumper 1 can be positioned in a position that does not affect driving. When a collision is predicted, a rapid and proactive protective response is generated. Before the collision occurs, the position of the bumper 1 is adjusted so that the bumper 1 extends outward to increase the distance between it and the crossbeam 2, thereby increasing the crumple zone and energy absorption buffer distance in the event of a subsequent collision. At the same time, the system also distinguishes between collision scenarios, such as pedestrian collisions and vehicle collisions. Depending on the scenario, the air pressure in the pneumatic buffer 3 is adjusted adaptively to make the stiffness of the bumper assembly more suitable for the current collision scenario. For example, in the case of a vehicle-pedestrian collision, the structural stiffness of the bumper assembly can be slightly reduced to reduce rigid collision injuries to pedestrians. In the case of a high-speed collision between vehicles, the structural stiffness of the bumper assembly can be increased to enhance the energy absorption and buffering effect, thereby reducing the injury to the occupants of the vehicle.

[0065] As can be seen, the control method for the bumper assembly provided in this application provides real-time early warning of collisions, actively and quickly responds before a collision occurs, enhances the energy absorption buffer distance of the bumper 1, and can selectively adjust the structural stiffness of the bumper 1 according to the collision scenario. By adjusting both the energy absorption distance and structural stiffness of the bumper assembly, it enhances the energy absorption effect and more appropriately strengthens the protection effect for pedestrians and vehicles. It is very suitable for vehicles with a short energy absorption buffer distance of the front bumper 1, such as trucks, and can effectively improve energy absorption buffer performance and protection effect.

[0066] Under normal driving conditions, based on preset or input commands, the control system keeps the bumper 1 in its default position, maintaining a default distance from the crossbeam 2. For example, if no command is input, the control system can position the bumper 1 as close to the crossbeam 2 as possible, based on the preset settings. If a command is input, the control system will position the bumper 1 at the command-specified position, maintaining a distance from the crossbeam 2 that meets the command requirements. Furthermore, the air pressure sensor 33 monitors the air pressure within the cylinder 31 of the pneumatic damper 3 in real time, and when the bumper 1 shifts position, it drives the bumper 1 back to its original position.

[0067] Specifically, in step 1, the control system sets the distance between the bumper 1 and the crossbeam 2 to a default distance according to the settings, including: The control system opens the first electronic control valve 4 and the fourth electronic control valve 7, and fills the second chamber 314 with gas. The piston 32 moves due to the pressure difference until the first limit buffer block 34 and the cylinder 31 collide. The distance between the bumper 1 and the crossbeam 2 is at the minimum distance, and all air ports of the second chamber 314 and the first chamber 313 are closed. The air pressure in the second chamber 314 is maintained greater than the air pressure in the first chamber 313, so that the bumper assembly is in the first holding state. The air pressure sensor 33 monitors the air pressure P in the second chamber 314 in real time. When P is lower than the preset first threshold P1, this moment is recorded as t1=0. The control system opens the first electronic control valve 4 and the fourth electronic control valve 7, and fills the second chamber 314 with gas, driving the piston 32 to move closer to the crossbeam 2. The bumper assembly switches to the first motion state. Until the air pressure P in the second chamber 314 exceeds the second threshold P2, all air ports are closed, such as closing the first electronic control valve 4 and the fourth electronic control valve 7, so that the bumper assembly maintains the first holding state. If after a first preset time, such as until t1=T1, the air pressure in the second chamber 314 is always lower than the second threshold P2, a fault message is output, the first valve and the fourth valve are closed, and the bumper assembly switches to the protection state.

[0068] For step 2, specifically, the warning component monitors the environment in real time and feeds back warning parameters to the control system in real time. The warning parameters include the vehicle's own speed, the relative distance and relative speed between other objects and the vehicle, and the type of collision object. Among them, the vehicle's own speed can be monitored by wheel speed sensors, and the other parameters are monitored by collision warning sensors. Collision warning sensors include, but are not limited to, radar and cameras, such as one or any combination of front millimeter-wave radar, front lidar, and forward-looking camera.

[0069] Step 3, specifically, may include 3.1, whereby the control system analyzes the presence of a collision object and predicts whether a collision will occur based on the warning parameters. For example, the control system determines whether a collision object exists and whether a collision will occur based on whether the first parameter exceeds a preset threshold, and determines and distinguishes collision scenarios based on the second parameter; wherein, the first parameter includes any one and any combination of vehicle speed, relative distance, and relative velocity, and the second parameter includes at least the type of collision object.

[0070] Specifically, the steps to determine whether a collision object exists may be as follows: mark objects whose distance from the vehicle is within a preset range as monitoring objects, check the relative speed between the monitoring object and the vehicle and / or the wheel speed of the vehicle, and when either exceeds a preset threshold, the control system can identify the monitoring object as a collision object.

[0071] The steps to determine whether a collision will occur are as follows: if there is a colliding object, then the collision will occur.

[0072] Alternatively, the steps to determine whether a collision will occur are as follows: when a collision object is detected, monitor the relative speed between the collision object and the vehicle and the wheel speed of the vehicle. Within a preset monitoring time, if either of these values ​​remains above a preset threshold or does not drop below a preset threshold, for example, if the wheel speed V is greater than V0, it is determined that a collision will occur, and step 3.2 is continued; if both of these values ​​are below the preset threshold, it is determined that a collision will not occur, and step 1 is returned.

[0073] The types of objects involved in a collision are specifically divided into two categories: the first category is pedestrians and non-motorized vehicles, and the second category is motorized vehicles. Step 3.2 is also divided into two execution scenarios, referred to as 3.2.1 and 3.2.2.

[0074] 3.2.1 When the control system determines that a collision will occur based on the warning parameters and the object of the collision is a pedestrian or non-motorized vehicle, this moment is recorded as t2=0. The control system opens the third electronic control valve 6 and the second electronic control valve 5, and the high-pressure gas in the gas tank 9 is filled into the first chamber 313. The second chamber 314 is connected to the atmosphere. The pressure difference between the two chambers causes the piston 32 to move away from the crossbeam 2, so that the bumper assembly switches to the second motion state until the first buffer block on the piston 32 abuts against the cylinder 31. After the target condition A is reached, the target condition A can be after a preset time or when the pressure in the first chamber 313 reaches a preset value. For example, after the second preset time, at t2=T2, the control system closes the third electronic control valve 6 and opens the fourth electronic control valve 7, so that the air ports of both chambers are connected to the atmosphere, and the bumper assembly is adjusted to the buffer state.

[0075] With this configuration, when the control system predicts a pedestrian or non-motorized vehicle collision, it switches the bumper assembly to a buffer state before the collision occurs, positioning the bumper 1 furthest from the crossbeam 2. This maximizes the energy absorption buffer distance of the bumper assembly. However, both chambers of the pneumatic buffer 3 are open to the atmosphere and not filled with excessive high-pressure gas, resulting in lower rigidity. When the bumper assembly collides with a pedestrian or non-motorized vehicle, the bumper 1 moves backward upon impact, absorbing energy and buffering. Simultaneously, the gas in the first chamber 313 is discharged towards the atmosphere, absorbing energy through airflow resistance and increasing the energy absorption effect. However, because the pneumatic buffer 3 is open to the atmosphere rather than sealed with excessive high-pressure gas, the bumper assembly does not generate a rigid force against the pedestrian, preventing significant impact damage.

[0076] 3.2.2 When the control system determines that a collision will occur based on the warning parameters and that the object of the collision is a motor vehicle, this moment is recorded as t2=0. The control system opens the third electronic control valve 6 and the second electronic control valve 5, and the high-pressure gas in the air tank 9 is filled into the first chamber 313. The second chamber 314 is connected to the atmosphere. The pressure difference between the two chambers causes the piston 32 to move away from the crossbeam 2, and the bumper assembly switches to the second motion state until the first buffer block on the piston 32 abuts against the cylinder 31. After the target condition B is reached, the target condition B can be a preset time or the pressure in the first chamber 313 reaches a preset value. For example, after the second preset time, at t2=T2, or when the air pressure in the first chamber 313 is detected to reach the third threshold P3, the control system closes the third electronic control valve 6 and the second electronic control valve 5, so that the air ports of the two chambers are closed, maintaining the volume of the first chamber 313 at its maximum and the chamber filled with high-pressure gas, and adjusting the bumper assembly to the second holding state.

[0077] With this configuration, when the control system predicts a vehicle-to-vehicle collision, it can switch the bumper assembly to a second holding state before the collision occurs. This not only positions the bumper 1 furthest from the crossbeam 2, maximizing the energy absorption buffer distance, but also ensures that the two chambers of the pneumatic buffer 3 are sealed, with the first chamber 313 filled with high-pressure gas. This results in high energy absorption stiffness for the pneumatic buffer 3, or the bumper assembly as a whole. When the bumper assembly collides with a vehicle, especially at high speed, the bumper 1 moves backward upon impact, absorbing energy and buffering. Simultaneously, the high-pressure gas in the first chamber 313 is compressed, further absorbing energy, effectively combining the energy absorption and buffering effects of an airbag. Thus, the bumper assembly not only has the maximum energy absorption distance but also optimal energy absorption stiffness, maximizing the absorption of the enormous impact force generated during a high-speed collision between two vehicles, minimizing impact injuries to occupants, and improving protection.

[0078] In some embodiments, the second parameter used to distinguish collision scenarios includes not only the type of colliding object but also the relative speed between the colliding object and the vehicle. When the control system determines that a collision will occur and the colliding object is a motor vehicle, it analyzes the relative speed V' to determine whether the relative speed V' exceeds the speed threshold V1. If V' is greater than V1, it is determined to be a Level 1 collision; if V' is less than V1, it is determined to be a Level 2 collision.

[0079] When a collision is determined to be a Level 1 collision, the control system switches the bumper assembly to the second motion state until the first buffer block abuts against the cylinder 31, and the bumper 1 moves to the foremost position; it detects the air pressure in the first chamber 313, and when the air pressure in the first chamber 313 reaches the first target value, it closes the air ports of the two chambers to maximize the volume and pressure of the first chamber 313, and adjusts the bumper assembly to a high-pressure holding state.

[0080] When a collision is determined to be a level 2 collision, the control system switches the bumper assembly to the second motion state until the first buffer block abuts against the cylinder 31, and the bumper 1 moves to the foremost position; it detects the air pressure in the first chamber 313, and when the air pressure in the first chamber 313 reaches the second target value (the second target value is less than the first target value), it closes the air ports of the two chambers and adjusts the bumper assembly to a medium-high pressure holding state.

[0081] Thus, for motor vehicle collision scenarios, the system will be further classified according to the relative speed of the motor vehicle and the vehicle, and the air pressure in the pneumatic buffer 3 will be adjusted according to the different levels to adjust the structural stiffness of the bumper assembly.

[0082] The control method for the bumper assembly as claimed in claim 9 is characterized in that when the control system fills the second chamber 314 with gas to switch the bumper assembly to the first holding state, it monitors the air pressure in the second chamber 314. If the air pressure in the second chamber 314 does not reach the second threshold P2 after a first preset time, it issues a fault message and closes all air ports to switch the bumper assembly to the protection state.

[0083] The control method for the bumper assembly also includes the following steps: Step 4: Based on the feedback from the collision sensor, the time when the collision occurs is recorded as t3=0. After a third preset time, when t3=T3, the control system fills the second chamber 314 with gas and monitors the air pressure P in the second chamber 314. Then, it returns to step 1 and switches the bumper assembly to the first holding state or the protection state.

[0084] It should be noted that atmospheric pressure < P1 < P2 < P3 < the air pressure inside the air tank 9, T1 is greater than the time required for the air pressure in the second chamber 314 to rise from the atmospheric pressure value to the air pressure value inside the air tank 9, and T2 is greater than the time required for the piston 32 to move from the second action state.

[0085] Embodiments of this application also provide a vehicle, which includes a body and a bumper assembly as described in the above embodiments, capable of executing the control method for the bumper assembly. This vehicle then possesses collision prediction capabilities and can extend the bumper 1 before a collision occurs, maximizing the energy absorption buffer distance of the bumper assembly. Furthermore, it adjusts the structural stiffness of the bumper assembly according to different collision scenarios, effectively buffering and absorbing energy with high adaptability, reducing injury to pedestrians or vehicle occupants, and optimizing the protection effect. Further details are omitted here.

[0086] The basic principles of this application have been described above with reference to specific embodiments. However, it should be noted that the advantages, benefits, and effects mentioned in this application are merely examples and not limitations, and should not be considered as essential features of each embodiment of this application. Furthermore, the specific details disclosed above are for illustrative and facilitative purposes only, and are not limitations. These details do not limit the application to the necessity of employing the aforementioned specific details for implementation.

[0087] The components and devices described in this application are merely illustrative examples and are not intended to require or imply that they must be connected, arranged, or configured in the manner shown in the accompanying drawings. As those skilled in the art will recognize, these components and devices can be connected, arranged, and configured in any manner. Words such as “comprising,” “including,” “having,” etc., are open-ended terms meaning “including but not limited to,” and are used interchangeably with them. The terms “or” and “and” as used herein refer to the words “and / or,” and are used interchangeably with them unless the context clearly indicates otherwise. The term “such as” as used herein refers to the phrase “such as but not limited to,” and is used interchangeably with it.

[0088] It should also be noted that the components in the apparatus, equipment, and methods of this application are disassembled and / or reassembled. These disassemblies and / or reassemblies should be considered as equivalent solutions of this application.

[0089] The above description of the disclosed aspects is provided to enable any person skilled in the art to make or use this application. Various modifications to these aspects will be readily apparent to those skilled in the art, and the general principles defined herein can be applied to other aspects without departing from the scope of this application. Therefore, this application is not intended to be limited to the aspects shown herein, but rather to be accorded the widest scope consistent with the principles and novel features disclosed herein.

[0090] It should be understood that the qualifying terms "first", "second", "third", "fourth", "fifth" and "sixth" used in the description of the embodiments of this application are only used to more clearly illustrate the technical solutions and cannot be used to limit the scope of protection of this application.

[0091] The above description has been given for purposes of illustration and description. Furthermore, this description is not intended to limit the embodiments of this application to the forms disclosed herein. Although numerous exemplary aspects and embodiments have been discussed above, those skilled in the art will recognize certain variations, modifications, alterations, additions, and sub-combinations thereof.

[0092] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Any modifications or equivalent substitutions made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A bumper assembly, characterized in that, include: The bumper and the crossbeam located inside the bumper; A pneumatic shock absorber includes a cylinder and a piston connected to the bumper and the crossbeam respectively. The piston divides the inner cavity of the cylinder into a first sub-cavity near the crossbeam and a second sub-cavity near the bumper. Both the first sub-cavity and the second sub-cavity are connected to an air tank through an air port and can communicate with the atmosphere. A pressure sensor is provided on the first sub-cavity and / or the second sub-cavity. The control system includes a warning component and a controller. The warning component is used to collect warning parameters, including at least vehicle speed and collision object. The control system predicts whether a collision will occur based on the warning parameters and distinguishes collision scenarios. Based on the predicted collision scenario, the control system adjusts the position of the bumper and the air pressure in the cylinder by controlling the air intake and exhaust of the first and second sub-cavities, so as to configure the energy absorption distance and structural stiffness according to different collision scenarios.

2. The bumper assembly as described in claim 1, characterized in that, The warning component includes a wheel speed sensor and a collision warning sensor, the collision warning sensor being configured to detect the relative distance between the colliding object and the vehicle, the relative vehicle speed, and the type of the colliding object.

3. The bumper assembly as described in claim 1, characterized in that, The cylinder body has a top wall, a bottom wall, and an inner side wall. Gas inlets and outlets for the first and second sub-cavities are located on the top wall or the bottom wall.

4. The bumper assembly as described in claim 3, characterized in that, Both sides of the piston in the thickness direction are provided with limiting buffer blocks, and there is a gap or spacing between the limiting buffer blocks and the air port in the height direction of the vehicle body; in the same compartment, the limiting buffer blocks are used to abut against the inner wall of the cylinder and keep the piston on the side of the air port away from the inner wall.

5. The bumper assembly as described in claim 3, characterized in that, The air inlet is connected to an air inlet pipe and an air outlet pipe. The air inlet pipe is connected to the air storage tank and is equipped with an air inlet valve. The air outlet pipe is connected to the atmosphere and is equipped with an air outlet valve.

6. The bumper assembly as described in claim 1 or 5, characterized in that, The bumper assembly has a first holding state, a second holding state, and a buffer state; In the first holding state, the limiting buffer block on the piston facing the crossbeam abuts against the cylinder body, and the air ports of both chambers are closed; In the second holding state, the limiting buffer block on the piston facing the bumper side abuts against the cylinder body, and the air ports of both chambers are closed; In the buffered state, the limiting buffer block on the piston facing the bumper side abuts against the cylinder body, and both chambers are connected to the atmosphere.

7. A control method for a bumper assembly, characterized in that, The bumper assembly applicable to any one of claims 1-6 comprises the following steps: Step 1: Under normal driving conditions, the control system sets the distance between the bumper and the crossbeam to the default distance based on settings or input commands. Step 2: The warning component collects warning parameters and feeds them back to the controller. The warning parameters include at least vehicle speed and the object of collision. Step 3: The control system analyzes whether a collision will occur based on the warning parameters and determines the collision scenario. When it is determined that a collision will occur, it adjusts the distance between the bumper and the crossbeam, as well as the air pressure of the first and second sub-cavities, according to the determined collision scenario, so as to configure the energy absorption distance and structural stiffness according to different collision scenarios.

8. The control method for the bumper assembly as described in claim 7, characterized in that, The warning parameters also include the relative distance and relative speed between the colliding object and the vehicle, as well as the type of colliding object; The control system determines whether a collision will occur based on whether a first parameter exceeds a preset threshold, and determines the collision scenario based on a second parameter; wherein, the first parameter includes any one and any combination of vehicle speed, relative distance and relative velocity, and the second parameter includes the type of the colliding object.

9. The control method for the bumper assembly as described in claim 7 or 8, characterized in that, The control system, based on settings, keeps the distance between the bumper and the crossbeam at a default distance, including: The control system minimizes the distance between the bumper and the crossbeam and closes all air vents, thus placing the bumper assembly in a first holding state. The air pressure sensor monitors the air pressure P in the second compartment in real time. When P is lower than the preset first threshold P1, gas is injected into the second compartment to drive the piston to move closer to the crossbeam, so that the bumper assembly maintains the first holding state.

10. The control method for the bumper assembly as described in claim 9, characterized in that, The configuration of energy absorption distance and structural stiffness according to different collision scenarios includes: When the control system determines that a collision will occur based on the warning parameters and that the object of the collision is a pedestrian or a non-motorized vehicle, it fills the first chamber with gas, causing the piston to move toward the bumper until it comes into contact with the cylinder. After the target condition A is met, the air ports of both chambers are connected to the atmosphere, and the bumper assembly is adjusted to a buffer state. When the control system determines that a collision will occur and the object of the collision is a motor vehicle based on the warning parameters, it fills the first chamber with gas, causing the piston to move toward the bumper until it comes into contact with the cylinder. After the target condition B is met, the air ports of the two chambers are closed, and the bumper assembly is adjusted to the second holding state.

11. The control method for the bumper assembly as described in claim 10, characterized in that, The second parameter also includes relative velocity; When the control system determines that a collision will occur and the object of the collision is a motor vehicle based on the warning parameters, it analyzes the relative speed. If the relative speed is greater than the speed threshold, it is determined to be a level one collision; if the relative speed is less than the speed threshold, it is determined to be a level two collision. Under the first-level collision, the control system switches the bumper assembly to the second holding state and causes the air pressure in the first compartment to reach the first target value. Under the second-level collision, the control system switches the bumper assembly to the second holding state and causes the air pressure in the first compartment to reach a second target value; wherein the first target value is greater than the second target value.

12. The control method for the bumper assembly as described in claim 9, characterized in that, When the control system switches the bumper assembly to the first holding state, it monitors the air pressure in the second compartment. If the air pressure in the second compartment does not reach the second threshold after a first preset time, it issues a fault message and closes all air vents, causing the bumper assembly to switch to a protection state.

13. The control method for the bumper assembly as described in claim 12, characterized in that, It also includes the following steps: The control system counts for a third preset duration when the collision occurs. After the third preset duration, gas is injected into the second sub-cavity and the gas pressure is monitored, causing the bumper assembly to switch to the first holding state or the protection state.

14. A vehicle, characterized in that, The vehicle includes a body, on which a bumper assembly according to any one of claims 1-6 is disposed and which is capable of performing the control method of the bumper assembly according to any one of claims 7-13.

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