Rear impact beam assembly, vehicle, and control method for a vehicle

Abstract

This invention relates to the field of vehicle technology and discloses a rear bumper beam assembly, a vehicle, and a vehicle control method. The vehicle includes a controller and a rear bumper beam assembly. The rear bumper beam assembly includes a beam body and a tow hook and a drive component connected to the beam body. The drive component is tractively connected to the tow hook and is used to drive the tow hook to move along the length of the vehicle between a first position and a second position. The first position is closer to the beam body than the second position. The drive component is electrically connected to the controller, which is configured to: acquire the actual distance between the vehicle and an obstacle when the vehicle is reversing; if the actual distance is less than a safe distance, control the drive component to drive the tow hook to move from the first position to the second position. Applying the technical solution of this invention can solve the technical problem of how to reduce vehicle damage during a collision.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, specifically to a rear bumper beam assembly, a vehicle, and a method for controlling the vehicle. Background Technology

[0002] With advancements in vehicle technology and improvements in people's living standards, consumers are placing higher demands on the intelligence, safety, and multifunctionality of automobiles, as well as on collision avoidance.

[0003] Existing collision avoidance systems are mostly based on radar sensors such as lasers and ultrasonic sensors. They monitor the distance between the vehicle and surrounding obstacles in real time, combine the distance with parameters such as vehicle speed, use algorithms to judge the risk of collision, and issue warnings to the driver or automatically trigger braking when necessary to avoid or mitigate collisions.

[0004] However, even if the existing collision avoidance system issues a warning in low-speed scenarios such as reversing, it is still difficult to avoid a collision due to the driver's operation, which can cause significant damage to the vehicle and result in substantial property loss. Summary of the Invention

[0005] In view of the shortcomings of the prior art, the purpose of this application is to provide a rear bumper beam assembly, a vehicle, and a vehicle control method, which aims to solve the technical problem of how to reduce the damage to the vehicle in the event of a collision.

[0006] In a first aspect, embodiments of this application provide a vehicle, which includes a controller and a rear bumper beam assembly. The rear bumper beam assembly includes a beam body and a trailer hitch and a drive member connected to the beam body. The drive member is tractively connected to the trailer hitch and is used to drive the trailer hitch to move between a first position and a second position along the length direction of the vehicle. The first position is closer to the beam body than the second position. The drive member is electrically connected to the controller, which is configured to: acquire the actual distance between the vehicle and an obstacle when the vehicle is reversing; if the actual distance is less than a safe distance, control the drive member to drive the trailer hitch to move from the first position to the second position.

[0007] Based on the above technical characteristics, if the actual distance between the vehicle and the obstacle is greater than the safe distance during the reversing process, it proves that there is still a considerable distance between the vehicle and the obstacle behind it, and the driver still has enough time to react and control the vehicle, so that the vehicle can be stopped in time.

[0008] During reversing, driver error or loss of vehicle control may cause the actual distance between the vehicle and an obstacle to be less than the safe distance. This indicates an imminent collision with the obstacle, and it is determined that the vehicle cannot stop before impact. In this situation, the tow hook moves from its first position to its second position, extending. When the vehicle contacts the obstacle, the tow hook makes contact first, absorbing the stress generated upon contact. This prevents higher-priced rear components such as the rear doors and rear bumper from contacting the obstacle, thus avoiding damage to these components and reducing property damage caused by the collision.

[0009] In some embodiments, during the reversing process, a safe distance is calculated based on the vehicle's speed and / or acceleration, and the actual distance is calculated in real time to determine whether it is less than the safe distance.

[0010] Based on the aforementioned technical features, the safe distance can be calculated in real time using acceleration and / or velocity, enabling the vehicle to more accurately select the safe distance value and potentially adjust it according to the vehicle's real-time status. This, in turn, allows for more precise control of the tow hook, ensuring timely extension and reducing economic losses from collisions between the vehicle and obstacles. Furthermore, it prevents the tow hook from obstructing the space behind the vehicle when extension is not required.

[0011] In some embodiments, the controller is also configured to calculate the safe distance according to the following formula: ; Among them, D S V0 is the vehicle's safe distance, T1 is the time from when the driver begins braking to when the vehicle applies the brakes, T2 is the time it takes for the tow hook to move from the first position to the second position, and a is the vehicle's speed. rel For the acceleration of the vehicle, D f For safety redundancy distance.

[0012] Based on the aforementioned technical features, the safety distance can be calculated more accurately by combining multiple parameters, and then the safety distance can be adjusted more precisely according to the vehicle's condition. This allows for more accurate judgment of when the trailer hitch can extend, and more precise control of the trailer hitch can be achieved. This prevents the expensive rear components of the vehicle from contacting obstacles behind them, reducing the damage caused by collisions between the vehicle and obstacles.

[0013] In some embodiments, the vehicle further includes an acceleration sensor and a brake actuator. The acceleration sensor detects the actual acceleration of the vehicle, and the brake actuator provides braking force when the vehicle brakes. The controller is also electrically connected to the acceleration sensor and configured to: if the friction coefficient of the road surface where the vehicle is located is less than a preset friction coefficient, and the brake actuator is requested to output maximum braking force, then use the maximum acceleration as the vehicle's acceleration to calculate the safe distance. The maximum acceleration is equal to the product of the friction coefficient of the road surface and the acceleration due to gravity. If the friction coefficient of the road surface where the vehicle is located is less than a preset friction coefficient, and the brake actuator is requested to output less than the maximum braking force, then use the actual acceleration as the vehicle's acceleration to calculate the safe distance. If the friction coefficient of the road surface where the vehicle is located is greater than a preset friction coefficient, then use the actual acceleration as the vehicle's acceleration to calculate the safe distance.

[0014] Based on the above technical characteristics, since the friction coefficient of the road surface is less than the preset friction coefficient, the road surface is in a state where the vehicle is more likely to slip. At this time, the driver requests the brake actuator to output the maximum braking force, which can be understood as the driver wanting the vehicle to stop quickly on a slippery road surface. At this time, the controller can infer that the vehicle is out of control.

[0015] Furthermore, at this time, the driver requests the brake actuator to output the maximum braking force, while the vehicle is either not yet activated or in the process of activation. The vehicle has not reached the maximum braking acceleration, but because the vehicle is out of control, in order to avoid the impact of the vehicle's uncontrollability on the reversing process, the maximum acceleration can be directly used as the vehicle's acceleration to calculate a larger safety distance so that the tow hook can extend in time.

[0016] In some embodiments, the controller is further configured to: if the actual distance is less than the safe distance, determine the structural characteristics of the obstacle, including rigid structure and flexible structure; if the structural characteristics of the obstacle are rigid, control the drive member to drive the trailer hook from the first position to the second position; if the structural characteristics of the obstacle are flexible, the trailer hook remains in the first position.

[0017] Based on the aforementioned technical features, judging the structural characteristics of the obstacle can further assist the controller in determining whether the tow hook needs to be extended. If the obstacle has a rigid structure, the tow hook will be extended to a second position to allow it to contact the rigid obstacle first, in order to avoid damage to valuable components at the rear of the vehicle. However, if the obstacle has a flexible structure, it will not cause, or will cause minimal, damage to valuable components at the rear of the vehicle, so there is no need to extend the tow hook to a second position, thus avoiding unnecessary economic losses.

[0018] In some embodiments, the vehicle further includes a memory and a recognition device. The memory stores preset parameter information for different preset obstacles. The preset parameter information is used to reflect the structural characteristics of the corresponding preset obstacle. The recognition device is used to identify the actual parameter information of the obstacle. Both the memory and the recognition device are electrically connected to the controller. The controller is configured to: acquire the actual parameter information of the obstacle and compare the actual parameter information with the preset parameter information to determine the structural characteristics of the obstacle.

[0019] Based on the aforementioned technical features, this configuration allows for more accurate determination of the structural characteristics of obstacles, thereby increasing the precision of trailer hitch control. It prevents the trailer hitch from extending when it should not move to the second position, or from remaining in the first position when the trailer hitch needs to move to the second position, thus improving the stability of the vehicle using the trailer hitch for collision avoidance.

[0020] In some embodiments, the vehicle further includes an alarm device electrically connected to a controller; the controller is further configured to control the alarm device to issue a warning message if the obstacle has a flexible structure.

[0021] Based on the above technical features, when a vehicle collides with a flexible obstacle during reversing, although the contact between the obstacle and the vehicle will not cause significant damage to the vehicle, the continued reversing of the vehicle may cause damage to the vehicle and the obstacle. This design can warn the driver and prevent economic losses caused by continuous reversing due to vehicle damage or obstacle damage.

[0022] The second aspect of this application provides a rear bumper beam assembly adapted to the vehicle provided in the first aspect of this application. The rear bumper beam assembly includes a beam body and a trailer hitch and a drive member connected to the beam body. The drive member is connected to the trailer hitch and is used to drive the trailer hitch to move between a first position and a second position, wherein the first position is closer to the rear bumper beam than the second position.

[0023] In some embodiments, the trailer hitch includes a first connecting portion, a second connecting portion, and a hook holding portion. Along the length direction of the vehicle, the second connecting portion and the hook holding portion are both connected to the rear side of the first connecting portion, and the second connecting portion and the hook holding portion are spaced apart along the height direction of the vehicle. The hook holding portion can contact obstacles behind the vehicle.

[0024] According to the above technical features, when the trailer hitch contacts an obstacle, the second connecting part or the hook holding part of the vehicle will contact the obstacle. Taking the hook holding part contacting the obstacle as an example, when the hook holding part contacts the obstacle, the force exerted by the obstacle on the trailer hitch will be transmitted to the first connecting part through the hook holding part, and then to the second connecting part, so that the first connecting part can bear the torsional moment and cooperate with the second connecting part to buffer the stress given by the obstacle, thereby increasing the trailer hitch's ability to buffer the force and preventing damage to other parts of the vehicle.

[0025] In some embodiments, the rear bumper beam assembly further includes a guide member fitted onto the beam body. The bumper beam assembly is provided with a limiting channel that extends through the guide member and the beam body along the length of the vehicle. A second connecting portion extends through the limiting channel and is capable of moving within the limiting channel along the length of the vehicle.

[0026] Based on the aforementioned technical features, the limiting channel provides a limit for the trailer hitch, allowing it to move along the length of the vehicle and preventing twisting or displacement in other directions, thus improving the structural stability of the trailer hitch rear anti-collision beam assembly. Simultaneously, since the limiting channel penetrates both the guide member and the beam body, when the trailer hitch is about to twist under external force, the second connecting part can transfer the force to the guide member and the beam body, thereby helping to buffer the force on the trailer hitch.

[0027] In some embodiments, the drive unit includes a drive motor and a gear, the drive motor being connected to the gear for driving the gear to rotate; the trailer hook includes a main body and a plurality of teeth connected to the main body, the plurality of teeth being spaced apart along the length direction of the vehicle, the gear meshing with the plurality of teeth for driving the trailer hook to move between a first position and a second position. And / or, the rear bumper beam assembly also includes a locking element connected to the beam body, the locking element being movable toward the trailer hitch to abut the trailer hitch.

[0028] Based on the aforementioned technical features, this configuration is simple and stable. Furthermore, when the trailer hitch is in the second position and in contact with an obstacle, if the vehicle is still moving backward, the obstacle will push against the trailer hitch and move in the direction the obstacle is pointing towards the vehicle, driving the gear to rotate via its teeth. At this time, the drive motor can provide a reverse rotational force to the gear, thereby suppressing the rotation of the gear driven by the teeth and thus buffering the force provided by the obstacle.

[0029] The third aspect of this application also provides a vehicle control method applied to the vehicle provided in the first aspect of this application. The method includes: obtaining the actual distance between the vehicle and an obstacle when the vehicle is reversing; if the actual distance is less than a safe distance, controlling the vehicle's drive component to drive the vehicle's trailer hitch from a first position to a second position, wherein the first position is closer to the beam body than the second position. Attached Figure Description

[0030] To more clearly illustrate the technical solutions in the embodiments of this application or the background art, the accompanying drawings used in the embodiments of this application will be described below.

[0031] Figure 1 This is a schematic diagram of the vehicle modules disclosed in an embodiment of this application; Figure 2 This is a schematic diagram of the vehicle structure disclosed in the embodiments of this application; Figure 3 This is an axonometric schematic diagram of the rear bumper beam assembly disclosed in an embodiment of this application; Figure 4 This application discloses the structural intent of the beam body, trailer hitch, and drive component in its embodiments. Figure 5 This is a schematic flowchart of a vehicle control method disclosed in an embodiment of this application; Figure 6 This is another schematic flowchart of the vehicle control method disclosed in the embodiments of this application.

[0032] Explanation of reference numerals in the attached figures: 10. Beam body; 20. Trailer hook; 21. Main body; 211. First connecting part; 212. Second connecting part; 213. Hook holding part; 22. Tooth part; 30. Driving components; 31. Drive motor; 32. Gears; 40. Controller; 50. Vehicle body; 60. Acceleration sensor; 70. Brake actuator; 80. Memory; 90. Identification device; 100. Alarm device; 110. Guide component; 111. Limiting channel; 120. First connecting plate; 130. Second connecting plate; 140. Left rear longitudinal beam; 150. Right rear longitudinal beam; 160. Connecting block; 170. Trailer ball. Detailed Implementation

[0033] The terms "first," "second," etc., are used for descriptive purposes only and have no sequential or technical meaning, nor should they be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Directional terms used in this application, such as "upper," "lower," "front," "rear," "left," "right," "inner," and "outer," are merely for reference to the orientation shown in the accompanying drawings. The use of directional terms is for better and clearer explanation and understanding of this application, and does not indicate the orientation of the referred device or component in an actual application scenario.

[0034] In the description of the embodiments of this application, unless otherwise expressly specified and limited, the terms "installation" and "connection" should be interpreted broadly. For example, "connection" can be a detachable connection or a non-detachable connection; it can be a direct connection or an indirect connection through an intermediate medium. "Fixed connection" refers to a connection where the relative positional relationship remains unchanged after connection. "Rotary connection" refers to a connection where the two parts can rotate relative to each other after connection. "Sliding connection" refers to a connection where the two parts can slide relative to each other after connection.

[0035] In the embodiments of this application, "and / or" is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, or B existing alone. Additionally, the character " / " in this document generally indicates that the preceding and following related objects have an "or" relationship.

[0036] The terms "parallel" and "perpendicular" are relative to the current technological level, not absolute mathematical definitions. Slight deviations are permissible; approximations of parallelism or perpendicularity are acceptable. For example, "A and B are parallel" means that A and B are parallel or approximately parallel, with the angle between them ranging from 0 to 5 degrees. Similarly, "A and B are perpendicular" means that A and B are perpendicular or approximately perpendicular, with the angle between them ranging from 85 to 95 degrees.

[0037] The term "electrical connection" refers to the flow of current or signal from one conductor to another. An electrical connection between A and B means that current or signal can flow from A to B and vice versa. This connection includes direct and indirect electrical connections. A direct electrical connection between A and B means that A and B are physically connected. An indirect electrical connection between A and B means that A and B are connected via C, where C can be at least one wire or device.

[0038] The embodiments of this application are described below with reference to the accompanying drawings.

[0039] This application provides a vehicle, which can be a passenger vehicle or a freight vehicle, and can also be an electric vehicle or a hybrid vehicle. This application does not limit the specific purpose or power type of the vehicle, and the choice can be made according to actual needs.

[0040] like Figures 1 to 3 As shown, in some embodiments, the vehicle includes a controller 40 and a rear bumper beam assembly. The vehicle controller 40 is mainly used to receive signals from various sensors, process data in real time, and precisely control key components such as the engine, transmission, braking system, and steering system according to preset logic or algorithms to improve the vehicle's power, safety, fuel economy, and driving comfort.

[0041] In some possible examples, the vehicle may also include a vehicle body 50, which is responsible for the main functions of driving and carrying loads. The vehicle interior includes an engine compartment and a passenger compartment. A controller 40 may be connected to the vehicle interior, with the passenger compartment housing occupants, and the driver able to control the vehicle from within the passenger compartment.

[0042] The rear bumper beam assembly can be connected to the rear of the vehicle body 50. The main function of the rear bumper beam assembly is to absorb and disperse impact energy in the event of a rear-end collision, reducing damage to the structure of the vehicle body 50 and the passenger compartment, thereby improving overall vehicle safety and occupant protection. The rear bumper beam assembly is typically installed inside the rear bumper and is an important component of the passive safety system.

[0043] The rear bumper beam assembly includes a beam body 10 and a trailer hitch 20 and a drive unit 30 connected to the beam body 10. In some possible examples, the rear bumper beam assembly may include a first connecting plate 120 and a second connecting plate 130, which may be connected to both ends of the beam body 10, respectively.

[0044] For example, both the first connecting plate 120 and the second connecting plate 130 can be welded to the beam body 10, or they can be connected to the beam body 10 by bolts. The first connecting plate 120 can be connected to the left rear longitudinal beam 140 of the vehicle body 50, and the second connecting plate 130 can be connected to the right rear longitudinal beam 150 of the vehicle. This achieves the fixation of the beam body 10 on the vehicle body 50.

[0045] For example, the drive component 30 can be welded to the beam body 10, or the drive component 30 can be riveted to the beam body 10. This application does not limit the specific connection method between the trailer hook 20 and the beam body 10, or the specific connection method between the drive component 30 and the beam body 10, and the choice can be made according to actual conditions such as cost and process.

[0046] The drive unit 30 is connected to the trailer hook 20 for driving the trailer hook 20 to move between a first position and a second position along the length of the vehicle, with the first position being closer to the beam body 10 than the second position. In some possible examples, the beam body 10, the first position, and the second position are arranged sequentially along the direction from the front to the rear of the vehicle, i.e., the first position is closer to the vehicle body 50 than the second position.

[0047] When the vehicle needs to be towed or tow other items, the tow hook 20 can be moved to the second position by the drive unit 30, thereby enabling the trailer to connect to the items to be towed. When the vehicle is not needed for towing, the tow hook 20 can be kept in the first position.

[0048] In some possible examples, the vehicle may also include a rear bumper, which may be positioned on the side of the rear bumper beam assembly away from the vehicle body 50 and connected to the beam body 10 via a connecting block 160. When viewed from the rear of the vehicle, the rear bumper can completely conceal the rear bumper beam assembly. Along the length of the vehicle, a first position may be located between the rear bumper and the vehicle body 50, and a second position may be located on the side of the rear bumper away from the vehicle body 50.

[0049] The drive unit 30 is electrically connected to the controller 40, which is configured to: obtain the actual distance between the vehicle and the obstacle when the vehicle is reversing; if the actual distance is less than the safe distance, control the drive unit 30 to drive the trailer hook 20 to move from the first position to the second position.

[0050] The safe distance refers to the minimum distance required to avoid a collision with an obstacle behind the vehicle while it is reversing. The actual distance between the vehicle and the obstacle can be determined using ultrasonic radar, millimeter-wave radar, and / or a camera. This application does not limit the specific method for measuring the distance between the vehicle and the obstacle; the appropriate method can be chosen based on design considerations and cost.

[0051] If the actual distance between the vehicle and the obstacle is greater than the safe distance during reversing, it means that there is still a considerable distance between the vehicle and the obstacle behind it. The driver still has enough time to react and control the vehicle, thus enabling the vehicle to stop in time.

[0052] During reversing, driver error or loss of vehicle control may cause the actual distance between the vehicle and an obstacle to be less than the safe distance. This indicates that the vehicle is about to collide with the obstacle behind it, and it is determined that the vehicle cannot stop before the collision.

[0053] At this time, the tow hook 20 moves from the first position to the second position, extending itself. When the vehicle comes into contact with an obstacle, the tow hook 20 contacts the obstacle first, and bears the stress generated upon contact. This prevents higher-priced components located at the rear of the vehicle, such as the rear door and rear bumper, from contacting the obstacle, thus avoiding damage to these components. This reduces property damage caused by vehicle collisions.

[0054] In some embodiments, the controller 40 is configured to: calculate a safe distance based on the vehicle's speed and / or acceleration during reversing, and calculate in real time whether the actual distance is less than the safe distance. In some possible examples, if the vehicle's speed is too high during reversing, it may collide with obstacles behind it in a shorter time, resulting in less reaction time for the driver. Therefore, a larger safe distance is needed to allow the driver sufficient time to react and operate.

[0055] Similarly, when reversing, if the vehicle's speed is low, it will take a longer time before colliding with obstacles behind it. This gives the driver sufficient reaction and operational time. Therefore, even with a shorter safe distance, the driver still has enough time to react and react. In conclusion, the higher the vehicle's speed, the longer the required safe distance. Conversely, the lower the vehicle's speed, the shorter the required safe distance can be.

[0056] In some possible examples, when the vehicle has a large acceleration—which can be understood as the acceleration during deceleration while reversing—the speed of the vehicle gradually decreases more rapidly due to the large acceleration causing it to decelerate. This gives the driver sufficient reaction time, and the gradually decelerating vehicle is easier to control, thus requiring a smaller safety distance.

[0057] In other possible examples, when the vehicle has relatively small acceleration, the vehicle's speed gradually decreases at a slower rate due to the smaller acceleration causing it to decelerate, so the vehicle speed remains relatively high. The driver may not be able to react in time, and the vehicle is less easy to control, thus requiring a larger safety distance.

[0058] This application does not limit the specific calculation method for the safety distance; it can be selected based on actual conditions such as design and cost. In some other possible examples, the vehicle's acceleration can also be the acceleration of the vehicle when accelerating backward while reversing. When the acceleration that decelerates the vehicle is large, the safety distance can be small. When the acceleration that decelerates the vehicle is small, a larger safety distance is required. When the acceleration that accelerates backward is large, a larger safety distance is required. When the acceleration that accelerates backward is small, a smaller safety distance is required.

[0059] This configuration allows for real-time calculation of the safe distance using acceleration and / or velocity, enabling the vehicle to more accurately select the safe distance value and potentially adjust it based on the vehicle's real-time status. This, in turn, allows for more precise control of the tow hook 20, ensuring its timely extension and reducing economic losses from collisions with obstacles. Furthermore, it prevents the tow hook 20 from obstructing the space behind the vehicle when extension is not required.

[0060] In some embodiments, the controller 40 is also configured to calculate the safe distance according to the following formula: ; Among them, D S V0 is the vehicle's safe distance, T1 is the time from the driver's initial braking reaction to the vehicle's braking execution, T2 is the time it takes for the tow hook 20 to move from the first position to the second position, and a is the distance between the two positions. rel For the acceleration of the vehicle, D f For safety redundancy distance.

[0061] The vehicle's speed can be collected by the vehicle's speed sensor, which can be electrically connected to the vehicle's controller 40 so that the speed sensor can transmit speed information to the vehicle's controller 40. The time from the driver's initial braking reaction to the vehicle executing braking can be understood as the reaction time between the driver realizing that braking is necessary and the driver actually pressing the brake pedal.

[0062] The reaction time between a driver's awareness of the need to brake and the actual application of the brake pedal is commonly referred to as "brake reaction time." For an average driver in a conscious state, this reaction time is generally 0.3 to 1.0 seconds. Attentive and experienced drivers typically have reaction times between 0.4 and 0.6 seconds; however, under conditions of distraction, fatigue, nighttime driving, or inclement weather, this time can extend to 1.5 seconds or even longer. When driving under the influence of alcohol, the reaction time can exceed 2 seconds. Cameras can be installed inside the vehicle to observe the driver's state and record driving time, thereby determining the appropriate braking reaction time.

[0063] The time it takes for the trailer hook 20 to move from the first position to the second position depends primarily on the magnitude of the driving force output by the drive unit 30 to the trailer hook 20. In some possible examples, the speed at which the drive unit 30 drives the trailer hook 20 can move is a fixed value, thus making the time it takes for the trailer hook 20 to move from the first position to the second position also fixed.

[0064] In other possible examples, the movement speed of the trailer hitch 20 can also be adjusted in real time according to the distance between the vehicle and the obstacle. This application does not specifically limit the time for the vehicle to move from the first position to the second position, and the choice can be made according to the actual situation such as design and cost.

[0065] A safety redundancy distance is an extra buffer distance reserved to ensure that collisions with obstacles behind are avoided. This improves the safety and fault tolerance of the reversing process. In some possible examples, the safety redundancy can be 0.1 meters to 0.3 meters. For example, the safety redundancy can be 0.1 meters, 0.2 meters, or 0.3 meters. The vehicle's acceleration can be the acceleration that makes the vehicle accelerate during reversing, or the acceleration that makes the vehicle decelerate during reversing.

[0066] This configuration, through the coordination of multiple parameters, allows for more precise calculation of the safety distance, further enabling more precise adjustment of the safety distance based on the vehicle's condition, and more accurate judgment of the timing for the extension of the tow hook 20. This allows for more precise control of the tow hook 20, preventing higher-priced components at the rear of the vehicle from contacting obstacles behind, thus reducing the damage caused by collisions between the vehicle and obstacles.

[0067] In some embodiments, the vehicle further includes an acceleration sensor 60 and a brake actuator 70, the acceleration sensor 60 being used to detect the actual acceleration of the vehicle, and the brake actuator 70 being used to provide braking force when the vehicle brakes; the controller 40 is also electrically connected to the acceleration sensor 60 so that the acceleration sensor 60 can transmit the measured actual acceleration data of the vehicle to the controller 40.

[0068] like Figures 1 to 3 As shown, in some possible examples, the vehicle's brake actuator 70 may mainly include a master cylinder, brake calipers (disc brakes) or wheel cylinders (drum brakes), an electronic parking brake motor, and an actuator for a brake-by-wire system. When braking, the driver depresses the brake pedal, which hydraulically or electronically drives the actuator to clamp the brake disc or push the brake pads, providing braking force to the brake disc or brake pads and generating friction to decelerate or stop the wheels.

[0069] The controller 40 is configured to use the maximum acceleration as the vehicle's acceleration to calculate the safe distance if the friction coefficient of the road surface where the vehicle is located is less than the preset friction coefficient and the brake actuator 70 is requested to output the maximum braking force. The maximum acceleration is equal to the product of the friction coefficient of the road surface and the acceleration due to gravity.

[0070] The preset friction coefficient is a boundary for the coefficient of friction. When the friction coefficient of the road surface is less than the preset friction coefficient, the vehicle is more prone to slippage and loss of control. When the friction coefficient of the road surface is greater than the preset friction coefficient, the vehicle's behavior on the road surface is more stable and less prone to slippage and loss of control.

[0071] Requesting the brake actuator 70 to output maximum braking force can be understood as the driver wanting the vehicle to stop quickly. The driver presses the accelerator pedal to its maximum travel or close to its maximum travel to send a signal to the vehicle's controller 40 requesting maximum braking.

[0072] Because the friction coefficient of the road surface is less than the preset friction coefficient, the road surface is in a state where the vehicle is more likely to slip. At this time, the driver requests the brake actuator 70 to output the maximum braking force, which can be understood as the driver wanting the vehicle to stop quickly on a slippery road surface. At this time, the controller 40 can infer that the vehicle is out of control.

[0073] Furthermore, at this time, the driver requests the brake actuator 70 to output the maximum braking force. However, the vehicle is either not yet activated or in the process of activation. The vehicle has not reached the maximum braking acceleration, but since the vehicle is out of control, in order to avoid the impact of the vehicle's uncontrollability on the reversing process, the maximum acceleration can be directly used as the vehicle's acceleration to calculate a larger safety distance so that the tow hook 20 can extend in time.

[0074] If the coefficient of friction of the road surface where the vehicle is located is less than the preset coefficient of friction, and the braking force requested by the brake actuator 70 is less than the maximum braking force, then the actual acceleration is used as the vehicle's acceleration to calculate the safe distance. This can be understood as the vehicle being on a slippery surface, but the driver has not requested the brake actuator 70 to output the maximum braking force; that is, the driver is lightly pressing the brake pedal or pressing it to the middle of its travel. In this situation, the driver is not in a hurry to stop the vehicle immediately, and the controller 40 can determine that the vehicle is in a controllable state.

[0075] Since the vehicle is in a controllable state, there is no rush to extend the tow hook 20. Therefore, the actual acceleration can be used to calculate the safe distance. There is no need to use an excessively large safe distance to avoid the tow hook 20 moving to the second position too early, thereby avoiding the tow hook 20 affecting the environment behind the vehicle.

[0076] If the friction coefficient of the road surface where the vehicle is located is greater than the preset friction coefficient, the actual acceleration is used as the vehicle's acceleration to calculate the safe distance. This can be understood as the vehicle not being on a slippery surface. During reversing, the vehicle generally travels at a low speed, is on a non-slippery surface, and at a low speed, the vehicle will not lose control due to skidding. The vehicle is in a controllable state, so the actual acceleration can be used to calculate the safe distance. There is no need to use an excessively large safe distance to prevent the tow hook 20 from moving to the second position prematurely, thereby avoiding any impact on the environment behind the vehicle.

[0077] In some embodiments, the controller 40 is further configured to: if the actual distance is less than the safe distance, determine the structural characteristics of the obstacle, including rigid structure and flexible structure; if the structural characteristics of the obstacle are rigid structure, control the drive unit 30 to drive the trailer hook 20 to move from the first position to the second position.

[0078] When the obstacle is determined to be rigid, after a collision between the vehicle and the obstacle, the rigid obstacle will come into contact with the rear door and rear bumper, which are relatively valuable components of the rear of the vehicle, resulting in damage to these valuable components.

[0079] At this point, extending the trailer hook 20 to the second position allows the trailer hook 20 to first contact the rigid obstacle, so that the force exerted by the rigid obstacle acts on the trailer hook 20, avoiding contact between the obstacle and the more valuable parts at the rear of the vehicle, thus reducing damage to the vehicle.

[0080] If the obstacle has a flexible structure, the tow hook 20 remains in the first position. When the obstacle is determined to be rigid, after a collision between the vehicle and the obstacle, the flexible obstacle will come into contact with the more valuable rear parts of the vehicle, such as the rear door and rear bumper. The flexible obstacle will cause less damage to the more valuable rear parts of the vehicle, or even no damage at all. Therefore, there is no need to move the tow hook 20 to the second position to avoid damaging the flexible obstacle after the tow hook 20 extends to the second position, thereby avoiding unnecessary economic losses.

[0081] This configuration allows the controller 40 to further assist in determining whether the tow hook 20 needs to be extended by judging the structural characteristics of the obstacle. If the obstacle has a rigid structure, the tow hook 20 is extended to the second position to allow it to contact the rigid obstacle first, in order to avoid damage to valuable components at the rear of the vehicle. If the obstacle has a flexible structure, it will not cause, or will cause minimal, damage to valuable components at the rear of the vehicle, so the tow hook 20 does not need to be extended to the second position, thus avoiding unnecessary economic losses.

[0082] In some embodiments, the vehicle further includes a memory 80 and a recognition device 90. The memory 80 stores preset parameter information for different preset obstacles. The preset parameter information is used to reflect the structural characteristics of the corresponding preset obstacle. The recognition device 90 is used to recognize the actual parameter information of the obstacle.

[0083] For example, the memory 80 mainly includes volatile memory (such as RAM, whose data is lost after power failure) and non-volatile memory (such as ROM, flash memory, hard disk, SSD, whose data is retained after power failure), used to store programs, data, or system information. The identification device 90 can be a collection device such as a LiDAR, video acquisition device, and image acquisition device. This application does not limit the specific types of memory 80 and identification device 90, and they can be selected according to actual conditions such as cost and process.

[0084] In some possible examples, the preset parameter information stored in memory 80 could be image data of various common obstacles and the structural characteristics of various obstacles. Alternatively, the preset parameter information could be an artificial intelligence model trained on data, which could determine the structural characteristics of obstacles based on their actual parameter information.

[0085] Both the memory 80 and the identification device 90 are electrically connected to the controller 40, which is configured to acquire the actual parameter information of the obstacle and compare the actual parameter information with the preset parameter information to determine the structural characteristics of the obstacle.

[0086] In some possible examples, the actual parameters of the obstacle can be the features such as the outline, color and size of the obstacle obtained by the recognition device 90, and the type of obstacle can be determined by comparing the outline, color and size information in the preset parameter information, and then the structural characteristics of the obstacle can be determined based on the type of obstacle.

[0087] In other possible examples, the artificial intelligence model can also more accurately determine the type of obstacle and obtain its structural characteristics based on the characteristics of the obstacle and the surrounding environment. This application does not limit the specific method for determining the structural characteristics of obstacles, which can be determined based on actual conditions such as design and cost.

[0088] This configuration allows for a more precise determination of the structural characteristics of obstacles, thereby increasing the accuracy of the tow hook 20 control. It prevents the tow hook 20 from extending when it should not move to the second position, or prevents the tow hook 20 from remaining in the first position when it needs to move to the second position, thus improving the stability of the vehicle when using the tow hook 20 for collision avoidance.

[0089] In some possible examples, the memory 80 may also store various friction coefficients corresponding to different ground surfaces. The image features of the ground surface can be acquired by the recognition device 90 and compared with the features of various ground surface data in the memory 80, and the safe distance can be calculated using the friction coefficient of the closest ground surface.

[0090] For example, the memory 80 may store road surface data such as dry asphalt road surface, wet and slippery road surface, and icy and snowy road surface. The coefficient of friction for dry asphalt road surface may be 0.8 to 1.0, the coefficient of friction for wet and slippery road surface may be 0.3 to 0.5, and the coefficient of friction for icy and snowy road surface may be 0.1 to 0.2.

[0091] like Figures 1 to 3 As shown, in some embodiments, the vehicle also includes an alarm device 100, which is electrically connected to a controller 40; the controller 40 is further configured to control the alarm device 100 to issue a warning message if the obstacle has a flexible structure.

[0092] In some possible examples, the alarm device 100 could be a cockpit audio system, emitting sound as a warning to alert the driver. Alternatively, the alarm device 100 could be a warning light located in the cockpit, flashing to alert the driver.

[0093] When a vehicle collides with a flexible obstacle while reversing, although the contact between the obstacle and the vehicle will not cause significant damage, the continued reversing may damage the vehicle and the obstacle. This design serves as a warning to the driver to avoid economic losses due to vehicle or obstacle damage caused by continuous reversing.

[0094] like Figures 1 to 5As shown, in some embodiments, the trailer hitch 20 further includes a first connecting portion 211, a second connecting portion 212, and a hook holding portion 213. Along the length direction of the vehicle, the second connecting portion 212 and the hook holding portion 213 are both connected to the rear side of the first connecting portion 211.

[0095] This can be understood as follows: both the second connecting portion 212 and the hook portion 213 are connected to the side of the first connecting portion 211 away from the vehicle body 50. The second connecting portion 212 and the hook portion 213 are spaced apart along the height direction of the vehicle, and the first connecting portion 211, the second connecting portion 212, and the hook portion 213 form an approximately "U"-shaped structure. The hook portion 213 can contact obstacles behind the vehicle.

[0096] In some possible examples, the size of the second connecting portion 212 along the length of the vehicle may be smaller than the size of the hook portion 213, so that the hook portion 213 protrudes from the second connecting portion 212, thereby enabling the hook portion 213 to contact the obstacle earlier.

[0097] In some possible examples, the first connecting portion 211, the second connecting portion 212, and the hook portion 213 may be integrally formed. In other possible examples, the first connecting portion 211, the second connecting portion 212, and the hook portion 213 may also be welded together. This application does not limit the specific connection method of the first connecting portion 211, the second connecting portion 212, and the hook portion 213, and the choice can be made according to actual conditions such as process and cost. For example, a trailer ball 170 may be provided at the end of the hook portion 213 near the second connecting portion 212, thereby facilitating the towing of the vehicle via the trailer hook 20.

[0098] With this configuration, when the trailer hitch 20 comes into contact with an obstacle, the vehicle's second connecting part 212 or hook part 213 will also come into contact with the obstacle. Taking the hook part 213 coming into contact with an obstacle as an example, when the hook part 213 comes into contact with the obstacle, the force exerted by the obstacle on the trailer hitch 20 will be transmitted through the hook part 213 to the first connecting part 211, and then to the second connecting part 212. This allows the first connecting part 211 to bear the torsional moment, and the second connecting part 212 to buffer the stress exerted by the obstacle, thereby increasing the buffering capacity of the trailer hitch 20 against the force and preventing damage to other parts of the vehicle.

[0099] like Figures 3 to 4As shown, in some embodiments, the rear bumper beam assembly further includes a guide member 110, which is sleeved on the beam body 10. Exemplarily, the guide member 110 can be welded to the beam body 10, or it can be threaded onto the beam body 10. This application does not limit the specific connection method between the guide member 110 and the beam body 10; the method can be selected based on actual conditions such as cost and manufacturing process. The bumper beam assembly is provided with a limiting channel 111. Along the length direction of the vehicle, the limiting channel 111 passes through the guide member 110 and the beam body 10. The second connecting portion 212 passes through the limiting channel 111 and can move within the limiting channel 111 along the length direction of the vehicle.

[0100] With this configuration, the limiting channel 111 can provide a limit for the trailer hook 20, so that the trailer hook 20 can move along the length of the vehicle, preventing the trailer hook 20 from twisting or displacing in other directions, thus improving the structural stability of the rear anti-collision beam assembly of the trailer hook 20.

[0101] Meanwhile, since the limiting channel 111 passes through the guide member 110 and the beam body 10, when the trailer hook 20 is about to be twisted by external force, the second connecting part 212 can transmit the force to the guide member 110 and the beam body 10, thereby helping the trailer hook 20 to buffer the force.

[0102] like Figure 4 As shown, in some embodiments, the drive unit 30 includes a drive motor 31 and a gear 32. The drive motor 31 is connected to the gear 32 and is used to drive the gear 32 to rotate. The trailer hook 20 includes a main body 21 and a plurality of teeth 22 connected to the main body 21. The plurality of teeth 22 are spaced apart along the length direction of the vehicle. The gear 32 meshes with the plurality of teeth 22 and is used to drive the trailer hook 20 to move between a first position and a second position.

[0103] In some possible examples, the main body 21 may include a first connecting part 211, a second connecting part 212, and a hook part 213, with multiple teeth 22 disposed on the second connecting part 212. The rotation of the gear 32 is driven by the drive motor 31, which in turn causes the gear 32 to move the trailer hook 20 between a first position and a second position via the teeth 22. This configuration results in a simple and stable structure.

[0104] In some possible examples, when the trailer hitch 20 is in the second position and in contact with an obstacle, if the vehicle is still moving backward, the obstacle will push against the trailer hitch 20 and move in the direction the obstacle is pointing towards the vehicle, causing the gear 32 to rotate via the teeth 22. At this time, the drive motor 31 can provide a reverse rotational force to the gear 32, thereby suppressing the rotation of the gear 32 driven by the teeth 22, and thus buffering the force provided by the obstacle.

[0105] In some embodiments, the rear bumper beam assembly further includes a locking member connected to the beam body 10. The locking member is movable toward the trailer hook 20 to abut against the trailer hook 20. In some possible examples, the locking member may be disposed within the limiting channel 111. The locking member may be driven by components such as electromagnetic or elastic elements to move toward the trailer hook 20 and abut against the trailer hook 20, thereby locking the trailer hook 20. In other possible examples, the locking member may be a locking tooth that can engage with the teeth 22 provided on the second connecting portion 212, thereby locking the trailer hook 20.

[0106] In some possible examples, after the tow hook 20 contacts the obstacle, the tow hook 20 moves to a third position in the direction the obstacle points toward the vehicle, and then the locking member locks the tow hook 20. The third position may be located between the first and second positions and along the length of the vehicle, the third position may be located behind the rear bumper.

[0107] In some other possible examples, the drive motor 31 may also drive the trailer hook 20 to rotate, thereby switching the trailer hook 20 between the first position and the second position. This application does not limit the specific driving method and movement method of the trailer hook 20, and can select according to actual conditions such as cost and process.

[0108] In some possible examples, the drive unit 30, the guide unit 110, and the trailer hitch 20 can all be arranged in the middle of the beam body 10, and the first connecting plate 120 and the second connecting plate 130 are disposed at both ends of the beam body 10.

[0109] In other possible examples, multiple drive components 30, guide components 110 and trailer hooks 20 may be provided and evenly arranged on the beam body 10. This application does not limit the specific arrangement of drive components 30, guide components 110 and trailer hooks 20, and they can be selected according to actual conditions such as process and cost.

[0110] like Figure 5 As shown, in some embodiments, this application also provides a vehicle control method, which includes the following steps: S1. Obtain the actual distance between the vehicle and the obstacle when the vehicle is reversing; S2. If the actual distance is less than the safe distance, the vehicle's drive mechanism will drive the vehicle's trailer hitch from the first position to the second position. The first position is closer to the beam body than the second position.

[0111] In some possible examples, vehicle control methods also include: S3. If the actual distance is greater than the safe distance, the vehicle drive unit 30 controls the vehicle's trailer hitch 20 to remain in the first position.

[0112] like Figure 6 As shown, in some possible examples, step S2 further includes: S201. If the actual distance is less than the safe distance, then determine the structural characteristics of the obstacle. The structural characteristics include rigid structure and flexible structure.

[0113] S2011. If the obstacle has a rigid structure, the control drive unit 30 drives the trailer hook 20 to move from the first position to the second position.

[0114] S2012. If the obstacle has a flexible structure, the trailer hitch 20 remains in the first position and controls the alarm device 100 to issue a warning message.

[0115] The vehicle control method provided in this application is applied to the vehicle provided in this application. For the specific details of executing the vehicle control method, please refer to the relevant description in the vehicle embodiment of this application, which will not be repeated here.

[0116] It should be understood that the application of this application is not limited to the examples above. Those skilled in the art can make improvements or modifications based on the above description, and all such improvements and modifications should fall within the protection scope of the appended claims. Those skilled in the art can understand that implementing all or part of the processes of the above embodiments and making equivalent changes according to the claims of this application still fall within the scope of this application.

Claims

1. A vehicle, characterized in that, The vehicle includes a controller (40) and a rear bumper beam assembly. The rear bumper beam assembly includes a beam body (10) and a trailer hitch (20) and a drive member (30) connected to the beam body (10). The drive member (30) is tractively connected to the trailer hitch (20) and is used to drive the trailer hitch (20) to move between a first position and a second position along the length direction of the vehicle. The first position is closer to the beam body (10) than the second position. The drive unit (30) is electrically connected to the controller (40), and the controller (40) is configured to: The actual distance between the vehicle and the obstacle is obtained when the vehicle is reversing; If the actual distance is less than the safe distance, then control the drive unit (30) to drive the trailer hook (20) to move from the first position to the second position.

2. The vehicle according to claim 1, characterized in that, The controller (40) is configured to: calculate the safe distance based on the vehicle's speed and / or acceleration during the reversing process, and calculate in real time whether the actual distance is less than the safe distance.

3. The vehicle according to claim 1, characterized in that, The controller (40) is also configured to calculate the safety distance according to the following formula: ； Among them, D S V0 is the safe distance of the vehicle, T1 is the time from the driver's initial braking reaction to the vehicle's braking execution, T2 is the time it takes for the trailer hitch (20) to move from the first position to the second position, and a rel Let D be the acceleration of the vehicle. f For safety redundancy distance.

4. The vehicle according to claim 2 or 3, characterized in that, It also includes an acceleration sensor (60) for detecting the actual acceleration of the vehicle and a brake actuator (70) for providing braking force when the vehicle brakes; The controller (40) is also electrically connected to the acceleration sensor (60) and is configured to: If the friction coefficient of the road surface where the vehicle is located is less than the preset friction coefficient, and the brake actuator (70) is requested to output the maximum braking force, then the maximum acceleration is used as the acceleration of the vehicle to calculate the safe distance. The maximum acceleration is equal to the product of the friction coefficient of the road surface and the acceleration due to gravity. If the friction coefficient of the road surface where the vehicle is located is less than the preset friction coefficient, and the braking force output by the brake actuator (70) is requested to be less than the maximum braking force, then the actual acceleration is used as the acceleration of the vehicle to calculate the safe distance. If the friction coefficient of the road surface where the vehicle is located is greater than the preset friction coefficient, then the actual acceleration is used as the acceleration of the vehicle to calculate the safe distance.

5. The vehicle according to claim 1, characterized in that, The controller (40) is also configured to: If the actual distance is less than the safe distance, then the structural characteristics of the obstacle are determined, including rigid structure and flexible structure; If the obstacle has a rigid structure, the drive unit (30) is controlled to drive the trailer hook (20) to move from the first position to the second position. If the obstacle has a flexible structure, the trailer hook (20) remains in the first position.

6. The vehicle according to claim 5, characterized in that, It also includes a memory (80) and an identification device (90). The memory (80) stores preset parameter information of different preset obstacles. The preset parameter information is used to reflect the structural characteristics of the corresponding preset obstacle. The identification device (90) is used to identify the actual parameter information of the obstacle. Both the memory (80) and the identification device (90) are electrically connected to the controller (40), which is configured to: The actual parameter information of the obstacle is obtained, and the actual parameter information is compared with the preset parameter information to determine the structural characteristics of the obstacle.

7. The vehicle according to claim 5, characterized in that, It also includes an alarm device (100) which is electrically connected to the controller (40); The controller (40) is also configured to: if the structural characteristics of the obstacle are flexible, control the alarm device (100) to issue a warning reminder.

8. A rear bumper beam assembly, characterized in that, The rear bumper beam assembly is suitable for the vehicle according to any one of claims 1-7, the rear bumper beam assembly including a beam body (10) and a trailer hitch (20) and a drive member (30) connected to the beam body (10), the drive member (30) being connected to the trailer hitch (20) for driving the trailer hitch (20) to move between a first position and a second position, the first position being closer to the rear bumper beam than the second position.

9. The rear bumper beam assembly according to claim 8, characterized in that, The trailer hitch (20) further includes a first connecting part (211), a second connecting part (212), and a hook holding part (213). Along the length direction of the vehicle, the second connecting part (212) and the hook holding part (213) are both connected to the rear side of the first connecting part (211), and the second connecting part (212) and the hook holding part (213) are spaced apart along the height direction of the vehicle. The hook holding part (213) can contact obstacles behind the vehicle.

10. The rear bumper beam assembly according to claim 9, characterized in that, It also includes a guide (110) which is sleeved on the beam body (10). The anti-collision beam assembly is provided with a limiting channel (111). Along the length direction of the vehicle, the limiting channel (111) passes through the guide (110) and the beam body (10). The second connecting part (212) passes through the limiting channel (111) and can move along the length direction of the vehicle within the limiting channel (111).

11. The rear bumper beam assembly according to claim 8, characterized in that, The driving component (30) includes a driving motor (31) and a gear (32), wherein the driving motor (31) is connected to the gear (32) and is used to drive the gear (32) to rotate; The trailer hook (20) includes a main body (21) and a plurality of teeth (22) connected to the main body (21). The plurality of teeth (22) are spaced apart along the length direction of the vehicle. The gear (32) meshes with the plurality of teeth (22) to drive the trailer hook (20) to move between the first position and the second position. And / or, the rear bumper assembly further includes a locking member connected to the beam body (10), the locking member being movable toward the trailer hitch (20) to abut the trailer hitch (20).

12. A method for controlling a vehicle, characterized in that, Applied to the vehicle according to any one of claims 1-7, the control method includes: The actual distance between the vehicle and the obstacle is obtained when the vehicle is reversing; If the actual distance is less than the safe distance, the drive unit (30) of the vehicle is controlled to drive the trailer hitch (20) of the vehicle to move from the first position to the second position, the first position being closer to the beam body (10) than the second position.

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