Pedestrian protection pressure detection device and automobile

Abstract

The utility model discloses a pressure detection device for pedestrian protection. The pressure detection device comprises a controller; the pedestrian protection pressure pipe sensor comprises a hose part used for being fixed to an A column of an automobile; the two connectors are connected to the two ends of the hose part respectively, and each connector can be connected with a controller; and the controller judges whether the A column is impacted or not according to a pressure signal of the hose part. The collision detection device can effectively detect collision of the A column in time when the automobile is collided under the ground, so that passengers of the automobile can be protected in time, and casualties are avoided. The utility model further discloses an automobile which comprises the pedestrian protection pressure detection device.

Description

Technical Field

[0001] The utility model relates to the technical field of automobiles, in particular to a pedestrian protection pressure detection device and an automobile. Background Art

[0002] At present, cars have become the main means of travel for people. With the continuous increase in the per capita car ownership in my country, the number of cars on the road continues to increase, and the probability of traffic accidents is also getting higher and higher.

[0003] Among them, when a car has an underrun collision (i.e., a passenger car rear-ends a truck or other large truck), the rear of the truck first collides with the car's A-pillar (i.e., the connecting pillars connecting the roof and the front cabin on the left and right front of the car, and the A-pillar is located on both sides of the car's front windshield). However, most cars on the market currently do not have collision sensors on their A-pillars, resulting in the car being unable to provide timely occupant protection when an underrun collision occurs, for example, the airbag cannot be deployed in time, and the seat belt cannot be locked in time, resulting in occupant injuries.

[0004] A small number of cars are equipped with collision sensors on the A-pillar, but the sensing area of ​​the collision sensor is limited. For example, refer to Figure 1 , a small number of cars 1 are equipped with an acceleration sensor 10 at the bottom 112 of the A-pillar 11 to detect underrun collisions. The detection range of the acceleration sensor 10 is shown in area a (dashed line portion). However, different cars have different heights, and the heights of different truck tails 2 are also different. As a result, when a car rear-ends with different trucks, different trucks collide with different areas of the A-pillar 11 of the car 1. The sensing range of the acceleration sensor 10 is limited. When the area where the truck tail 2 collides with the A-pillar 11 is outside the sensing range of the acceleration sensor 10 (such as Figure 1 As shown in the figure, the acceleration sensor cannot sense the collision in time, so the car cannot protect the occupants in time. When the rear end of the truck invades the cockpit of the car, serious casualties will be caused. Utility Model Content

[0005] The purpose of the utility model is to solve the problem that the current automobile cannot detect the collision of the A-pillar in time and effectively when an underrun collision occurs, resulting in the automobile being unable to protect the occupants in time, and ultimately causing serious casualties. The utility model provides a pedestrian protection pressure detection device and an automobile, which can detect the collision of the A-pillar in time and effectively when an underrun collision occurs, so that the automobile can protect the occupants in time and avoid casualties.

[0006] In order to solve the above technical problems, the embodiment of the utility model discloses a pedestrian protection pressure detection device, comprising:

[0007] Controller;

[0008] Pedestrian protection pressure tube sensor, including:

[0009] The hose part is used to be fixed to the A-pillar of the car;

[0010] Two connectors, the two connectors are respectively connected to two ends of the hose portion, and each of the connectors can be connected to the controller;

[0011] The controller determines whether the A-pillar is impacted according to the pressure signal of the hose portion.

[0012] By adopting the above technical solution, by fixing the pedestrian protection pressure tube sensor of the pedestrian protection pressure detection device to the A-pillar, the range of the A-pillar collision detection of the vehicle during an underrun collision can be significantly improved. Specifically, when the vehicle is underrun, the rear end of the truck first hits the A-pillar of the vehicle and applies pressure to the hose part of the pedestrian protection pressure tube sensor located in the A-pillar, thereby causing the pressure in the hose part to change. The pedestrian protection pressure tube sensor detects the underrun collision of the vehicle by detecting the pressure change in the hose part.

[0013] The embodiment of the utility model further discloses a car, comprising:

[0014] two A-pillars;

[0015] Two pedestrian protection pressure detection devices as described in the above embodiments, the hose portion in the pedestrian protection pressure tube sensor of each pedestrian protection pressure detection device is fixed to one of the A-pillars, and the extension direction of the hose portion is the same as the extension direction of the A-pillar.

[0016] By adopting the above technical solution, by fixing the pedestrian protection pressure tube sensor to the A-pillar and making the flexible tube portion of the pedestrian protection pressure tube sensor extend in the same direction as the A-pillar, the range of the A-pillar collision detection of the vehicle during an underrun collision can be significantly improved. Specifically, when the vehicle is underrun, the rear end of the truck first hits the A-pillar of the vehicle and applies pressure to the flexible tube portion of the pedestrian protection pressure tube sensor located in the A-pillar, thereby causing the pressure in the flexible tube portion to change. The pedestrian protection pressure tube sensor detects the underrun collision of the vehicle by detecting the pressure change in the flexible tube portion.

[0017] According to a specific implementation of the present utility model, one end of the hose portion is fixed to the top end of the A-pillar, and the other end is fixed to the bottom end of the A-pillar.

[0018] By adopting the above technical solution, one end of the hose part is fixed to the top of the A-pillar, and the other end is fixed to the bottom of the A-pillar, so that the detection range of the pedestrian protection pressure tube sensor can cover the entire A-pillar, maximizing the range of A-pillar collision detection when the car undermines the bottom.

[0019] According to a specific embodiment of the utility model, it also includes:

[0020] A controller connected to the two pedestrian protection pressure tube sensors, the controller being used to receive signals from the pedestrian protection pressure tube sensors;

[0021] The actuator is connected to the controller. When the controller receives the signal from the pedestrian protection pressure tube sensor, the controller can control the actuator to work. The actuator is used to protect the occupants of the car.

[0022] According to a specific embodiment of the present utility model, the actuator includes:

[0023] Two front seats connected to the controller, each of the front seats comprising:

[0024] A front seat cushion is arranged in the vehicle in a manner movable along the front-rear direction of the vehicle;

[0025] The controller can control the front seat cushion to move toward the rear of the car.

[0026] By adopting the above technical solution, the controller can control the movement of the front seat cushion. When the car has an underrun collision, the controller controls the front seat to move toward the rear of the car, so that the front passengers sitting in the front seats are away from the front of the car, avoiding injuries to the front passengers after the rear of the truck invades the cockpit.

[0027] According to a specific embodiment of the present utility model, each of the front seats further includes:

[0028] The front seat back is connected to the rear side of the front seat cushion in a rotatable manner relative to the front seat cushion, and the controller can control the front seat back to rotate toward the rear of the car.

[0029] By adopting the above technical solution, the controller can control the rotation of the front seat backrest. When the car has an underrun collision, the controller controls the front seat backrest to rotate toward the rear of the car, so that the front seat passengers fall to the rear of the car and move away from the front of the car to avoid being injured by the rear of a truck invading the cockpit.

[0030] According to a specific implementation of the utility model, each of the front seat cushions includes: an occupant occupancy sensor, and the occupant occupancy sensor is used to detect whether there is a front seat occupant on the front seat cushion.

[0031] According to a specific embodiment of the utility model, it also includes:

[0032] Two rear seats, connected to the controller, each of the rear seats is located behind one of the front seats, and each of the rear seats includes:

[0033] The passenger occupancy sensor is used to detect whether there is a rear seat occupant on the rear seat.

[0034] The above technical solution is adopted, and an occupant sensor is arranged on the rear seat to detect whether there is a rear seat occupant sitting on the rear seat. After such arrangement, when the car is underrun, if there is no rear seat occupant sitting on the rear seat, the controller controls the front seat cushion of the front seat in front of the rear seat to move a first distance toward the rear of the car, and controls the front backrest of the front seat with the occupant sitting on it to rotate a first angle toward the rear of the car. If there is a rear seat occupant sitting on the rear seat, the controller controls the front seat cushion of the front seat in front of the rear seat to move a second distance toward the rear of the car, and controls the front backrest of the front seat with the occupant sitting on it to rotate a second angle toward the rear of the car. Among them, the first distance is greater than the second distance, and the first angle is greater than the second angle. Thereby, it can effectively avoid that the front seat cushion of the front seat moves toward the rear of the car and the front backrest of the front seat rotates toward the rear of the car to cause harm to the rear seat occupant.

[0035] According to a specific embodiment of the present utility model, the actuator further includes:

[0036] An airbag connected to the controller;

[0037] The controller is capable of controlling the deployment of the airbag.

[0038] According to a specific embodiment of the present utility model, the actuator further includes:

[0039] a seat belt connected to the controller;

[0040] The controller is capable of controlling the seat belt to be locked. BRIEF DESCRIPTION OF THE DRAWINGS

[0041] Figure 1 A schematic diagram showing the positional relationship between an acceleration sensor and an A-pillar of a vehicle in the prior art;

[0042] Figure 2 Schematic diagram showing the positional relationship between the pedestrian protection pressure tube sensor of the embodiment of the utility model and the A-pillar of the vehicle Figure 1 ;

[0043] Figure 3 A schematic diagram showing the structure of a pedestrian protection pressure tube sensor according to an embodiment of the utility model;

[0044] Figure 4Schematic diagram showing the positional relationship between the pedestrian protection pressure tube sensor of the embodiment of the utility model and the A-pillar of the vehicle Figure 2 ;

[0045] Figure 5 A block diagram showing a pedestrian protection pressure tube sensor, a controller and an actuator according to an embodiment of the utility model;

[0046] Figure 6 A schematic diagram showing the side structure of a car according to an embodiment of the utility model Figure 1 ;

[0047] Figure 7 A schematic diagram showing the side structure of a car according to an embodiment of the utility model Figure 2 . DETAILED DESCRIPTION

[0048] The following is an explanation of the implementation of the present invention by specific specific embodiments. Those skilled in the art can easily understand other advantages and functions of the present invention from the contents disclosed in this specification. Although the description of the present invention will be introduced in conjunction with the preferred embodiment, this does not mean that the features of this utility model are limited to this implementation. On the contrary, the purpose of introducing the utility model in conjunction with the implementation is to cover other options or modifications that may be extended based on the claims of the present invention. In order to provide a deep understanding of the present invention, the following description will include many specific details. The present invention can also be implemented without using these details. In addition, in order to avoid confusion or blurring the focus of the present invention, some specific details will be omitted in the description. It should be noted that, in the absence of conflict, the embodiments in the present invention and the features in the embodiments can be combined with each other.

[0049] It should be noted that in this specification, similar reference numerals and letters denote similar items in the following drawings, and therefore, once an item is defined in one drawing, it does not need to be further defined and explained in the subsequent drawings.

[0050] In the description of this embodiment, it should be noted that the terms "upper", "lower", "inner", "bottom", etc. indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, or are the orientations or positional relationships in which the utility model product is usually placed when in use. They are only for the convenience of describing the utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the utility model.

[0051] The terms “first”, “second”, etc. are only used for distinguishing descriptions and should not be understood as indicating or implying relative importance.

[0052] In the description of this embodiment, it is also necessary to explain that, unless otherwise clearly specified and limited, the terms "set", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be indirectly connected through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in this embodiment can be understood according to specific circumstances.

[0053] In order to make the purpose, technical solution and advantages of the present invention more clear, the implementation mode of the present invention will be further described in detail below with reference to the accompanying drawings.

[0054] refer to Figures 2 to 5 An embodiment of the present application provides a pedestrian protection pressure detection device 5 , which includes: a pedestrian protection pressure tube sensor 12 and a controller 13 .

[0055] Specifically, each pedestrian protection pressure tube sensor 12 includes: two connecting parts 121 and a hose part 122. The two connecting parts 121 are respectively connected to the two ends of the hose part 122, and the two connecting parts 121 can be connected to the controller 13. The connecting part 121 can detect the pressure change in the hose part 122, and the controller 13 can receive the collision signal (i.e., pressure signal) sent by the pedestrian protection pressure tube sensor 12.

[0056] The hose portion 122 can be fixed to the A-pillar of the automobile, and when the hose portion 122 is fixed to the A-pillar of the automobile, the extension direction of the hose portion 122 is the same as the extension direction of the A-pillar 11. Thus, the range of the A-pillar collision detection of the automobile 1 during an underrun collision can be significantly improved.

[0057] By adopting the above technical solution and arranging a pedestrian protection pressure detection device 5 in the automobile 1, when the automobile 1 has an underrun collision, the rear end 2 of the truck first hits the A-pillar 11 of the automobile 1 and applies pressure to the hose portion 122 of the pedestrian protection pressure tube sensor 12 located in the A-pillar 11, thereby causing the pressure in the hose portion 122 to change. After the connecting portion 121 detects the pressure change in the hose portion 122, a collision signal is sent to the controller 13, thereby enabling the underrun collision of the automobile 1 to be detected quickly and accurately.

[0058] refer to Figure 2 and Figure 3 An embodiment of the present application provides a car 1, which includes: two A-pillars 11 and two of the above-mentioned pedestrian protection pressure detection devices 5.

[0059] Exemplarily, the two A-pillars 11 are respectively located on the left and right sides of the front windshield (not shown) of the automobile 1. The pedestrian protection pressure tube sensor 12 in each pedestrian protection pressure detection device 5 is fixed to one A-pillar 11, wherein the extension direction of the hose portion 122 is the same as the extension direction of the A-pillar 11.

[0060] In the embodiment of the present application, by fixing the pedestrian protection pressure tube sensor 12 to the A-pillar and making the flexible tube portion 122 of the pedestrian protection pressure tube sensor 12 extend in the same direction as the A-pillar 11, the range of the A-pillar collision detection of the automobile during an underrun collision can be significantly improved. Specifically, when the automobile 1 undergoes an underrun collision, the rear end 2 of the truck first hits the A-pillar 11 of the automobile 1 and applies pressure to the flexible tube portion 122 of the pedestrian protection pressure tube sensor 12 located in the A-pillar 11, thereby causing the pressure in the flexible tube portion 122 to change. After the connection portion 121 detects the pressure change in the flexible tube portion 122, a collision signal is sent to the controller 13.

[0061] The embodiment of the present application does not impose any specific limitation on the length of the hose portion 122 , and the hose portion 122 may be adjusted according to the actual length of the A-pillar 11 .

[0062] Optionally, refer to Figure 2 , the hose portion 122 is located in the middle area of ​​the A-pillar 11. Preferably, referring to Figure 4 One end of the hose portion 122 is fixed to the top end 111 of the A-pillar 11, and the other end is fixed to the bottom end 112 of the A-pillar 11. That is, the length of the hose portion 122 is the same as the length of the A-pillar 11, so that the detection range of the pedestrian protection pressure tube sensor 12 covers the entire A-pillar.

[0063] The embodiment of the present application does not impose any specific restrictions on the fixing method of the hose portion 122 and the A-pillar 11, as long as the hose portion 122 can be fixed to the A-pillar 11 and the extension direction of the hose portion 122 is the same as the extension direction of the A-pillar. For example, the hose portion 122 is embedded inside the A-pillar.

[0064] In some possible implementations, reference Figure 5 Combined with Figure 2 and Figure 4 The automobile 1 further includes an actuator 14. The actuator 14 is connected to the controller 13 of the pedestrian protection pressure detection device 5. The two connecting parts 121 of each pedestrian protection pressure tube sensor 12 are respectively connected to the controller 13, and the controller 13 can receive the collision signal sent by the pedestrian protection pressure tube sensor 12. When the controller 13 receives the collision signal, the controller 13 can control the actuator 14 to work, and the actuator 14 is used to protect the occupants.

[0065] Further, in some other possible implementations, when the automobile 1 is underrun and the pedestrian protection pressure tube sensor 12 detects that the pressure change in the hose portion 122 exceeds a preset value, the pedestrian protection pressure tube sensor 12 sends a collision signal to the controller 13 through the connection portion 121. After the controller 13 receives the collision signal, the controller 13 controls the actuator 14 to work to protect the occupants. Optionally, the actuator 14 includes a front seat 141 (such as Figure 6 and Figure 7 ), one or more of an airbag (not shown) and a seat belt (not shown).

[0066] The preset value of the pressure change is not specifically limited in the embodiment of the present application and can be adjusted according to actual needs.

[0067] Exemplarily, when the controller 13 receives the collision signal, the controller 13 can control the airbag to deploy. Exemplarily, when the controller 13 receives the collision signal, the controller 13 can control the seat belt to lock.

[0068] By adopting the above scheme, the severity of the underrun collision is determined by the pressure change value in the hose portion 122. When the pressure change value in the hose portion 122 does not exceed the preset value, it is determined that the underrun collision is not serious. At this time, the pedestrian protection pressure tube sensor 12 does not send a collision signal to the controller 13, thereby avoiding wasting resources (for example, avoiding wasting airbags, etc.).

[0069] Exemplarily, there are two front seats 141 . Each front seat 141 is connected to the controller 13 .

[0070] Specifically, each front seat 141 includes a front seat cushion 1411 and a front backrest 1412. The front seat cushion 1411 is disposed in the automobile 1 in a movable manner along the front-rear direction X of the automobile 1, and the front backrest 1412 is connected to the rear side of the front seat cushion 1411 in a rotatable manner relative to the front seat cushion 1411 along the direction R. The controller 13 can control the front seat cushion 1411 to move toward the rear of the automobile 1 along the direction X1, and the controller 13 can control the front backrest 1412 to rotate toward the rear of the automobile 1 along the clockwise direction R1.

[0071] When the car 1 is undermined and the controller 13 receives a collision signal, the controller 13 controls the front seat 141 to move toward the rear of the car 1 along the direction X1, so that the front passenger 3 sitting on the front seat 141 is away from the front of the car, and the front passenger 3 is prevented from being injured by the rear of the truck 2 invading the cockpit. At the same time, the controller 13 also controls the front backrest 1412 to rotate along the clockwise direction R1, so that the front passenger 3 falls to the rear of the car 1 (such as Figure 7As shown), the front passenger 3 is further away from the front of the car to avoid being injured by the rear end of the truck 2 invading the cockpit.

[0072] For example, in some other possible implementations, an occupant occupancy sensor 16a is further provided in the front seat cushion 1411 of each front seat 141, and the occupant occupancy sensor 16a is connected to the controller 13, and the occupant occupancy sensor 16a is used to detect whether there is a front seat occupant 3 sitting on the front seat 141. When the occupant occupancy sensor 16a detects that there is a front seat occupant 3 sitting on the corresponding front seat 141, the occupant occupancy sensor 16a feeds back to the controller 13.

[0073] Therefore, when the car 1 has an underrun collision and the controller 13 receives a collision signal, the controller 13 controls the front seat cushion 1411 of the front seat 141 with the passenger 3 sitting on it to move toward the rear of the car 1 along the direction X1, and controls the front backrest 1412 of the front seat 141 with the passenger 3 sitting on it to rotate toward the rear of the car 1 along the clockwise direction R1.

[0074] The specific position of the occupant occupancy sensor 16a in the front seat 141 is not limited in the embodiment of the present application. For example, in other possible implementations, the occupant occupancy sensor 16a can also be arranged in the front seat back 1412. As long as there is a front seat occupant 3 sitting on the front seat 141, the occupant occupant sensor 16a can detect the front seat occupant 3.

[0075] The specific type of the occupant occupancy sensor 16a is not limited in the embodiment of the present application. For example, the occupant occupancy sensor 16a is a pressure sensor, but is not limited thereto. It can also be other types of sensors, such as an acceleration sensor, a temperature sensor, etc. As long as there is a front row occupant 3 sitting on the front row seat 141, the occupant occupant occupant sensor 16a can detect the front row occupant 3.

[0076] In some possible implementations, continue to refer to Figure 6 and Figure 7 Combined with Figures 2 to 5 The automobile 1 further includes two rear seats 15, which correspond to the two front seats 14 one by one, and each rear seat 15 is located behind one front seat 14 along the front-rear direction X of the automobile 1. Each rear seat 15 is provided with an occupant occupancy sensor 16b, which is connected to the controller 13, and is used to detect whether there is a rear occupant 4 on the rear seat 15. When the occupant occupancy sensor 16b detects that a rear occupant 4 is sitting on the corresponding rear seat 15, the occupant occupancy sensor 16b feeds back to the controller 13.

[0077] The specific type of the occupant position sensor 16 b is not limited in the embodiment of the present application. For example, the occupant position sensor 16 b is a pressure sensor, but is not limited thereto. It can also be other types of sensors, such as an acceleration sensor, a temperature sensor, etc. As long as there is a rear occupant 4 sitting on the rear seat 15, the occupant position sensor 16 b can detect the rear occupant 4.

[0078] Exemplarily, in some possible embodiments, when the automobile 1 has an underrun collision and the controller 13 receives a collision signal, if there is no rear passenger 4 sitting in the rear seat 15, the controller 13 controls the front seat cushion 1411 of the front seat 141 located in front of the rear seat 15 to move a first distance along the direction X1 toward the rear of the automobile 1, and controls the front backrest 1412 of the front seat 141 located in front of the rear seat 15 to rotate a first angle along the clockwise direction R1 toward the rear of the automobile 1.

[0079] If there is a rear passenger 4 sitting in the rear seat 15, the controller 13 controls the front seat cushion 1411 of the front seat 141 located in front of the rear seat 15 to move a second distance toward the rear of the automobile 1 along the direction X1, and controls the front backrest 1412 of the front seat 141 located in front of the rear seat 15 to rotate a second angle along the clockwise direction R1 toward the rear of the automobile 1.

[0080] The first distance is greater than the second distance, and the first angle is greater than the second angle. Thus, it is possible to effectively prevent the rear seat occupant 4 from being injured when the front seat cushion 1411 of the front seat 141 moves toward the rear of the automobile 1 along the direction X1 and the front backrest 1412 of the front seat 141 rotates along the clockwise direction R1.

[0081] Furthermore, in some other possible embodiments, when the automobile 1 has an underrun collision and the controller 13 receives a collision signal, if there is no rear passenger 4 sitting in the rear seat 15 and there is a front passenger 3 sitting in the front seat 141 in front of the rear seat 15, the controller 13 controls the front seat cushion 1411 of the front seat 141 in front of the rear seat 15 to move a first distance toward the rear of the automobile 1 in the direction X1, and controls the front backrest 1412 of the front seat 141 with the front passenger 3 sitting thereon to rotate a first angle in the clockwise direction R1 toward the rear of the automobile 1.

[0082] If a rear passenger 4 is sitting in the rear seat 15 and a front passenger 3 is sitting in the front seat 141 in front of the rear seat 15, the controller 13 controls the front seat cushion 1411 of the front seat 141 in front of the rear seat 15 to move a second distance toward the rear of the automobile 1 in the direction X1, and controls the front backrest 1412 of the front seat 141 on which the front passenger 3 is sitting to rotate a second angle along the clockwise direction R1 toward the rear of the automobile 1.

[0083] The first distance is greater than the second distance, and the first angle is greater than the second angle. Thus, it is possible to effectively prevent the front seat cushion 1411 of the front seat 141 from moving toward the rear of the automobile 1 along the direction X1 to cause harm to the rear occupant 4, and to prevent the front backrest 1412 of the front seat 141 from rotating toward the rear of the automobile 1 along the clockwise direction R1 to cause harm to the rear occupant 4.

[0084] Preferably, the range of the first distance includes: 20 cm ≤ first distance ≤ 30 cm, the range of the second distance includes: 10 cm ≤ second distance < 20 cm. The range of the first angle includes: 40° ≤ first angle ≤ 60°, the range of the second angle includes: 20° ≤ second angle < 40°.

[0085] Although the present invention has been illustrated and described with reference to certain preferred embodiments of the present invention, it should be understood by those skilled in the art that the above contents are further detailed descriptions of the present invention in combination with specific embodiments, and it cannot be determined that the specific implementation of the present invention is limited to these descriptions. Those skilled in the art may make various changes in form and details, including making several simple deductions or substitutions, without departing from the spirit and scope of the present invention.

Claims

1. A pedestrian protection pressure detection device, characterized in that: include: Controller; Pedestrian protection pressure tube sensor, including: The hose part is used to be fixed to the A-pillar of the car; Two connectors, the two connectors are respectively connected to two ends of the hose portion, and each of the connectors can be connected to the controller; The controller determines whether the A-pillar is impacted according to the pressure signal of the hose portion.

2. A car, characterized in that: include: two A-pillars; Two pedestrian protection pressure detection devices as described in claim 1, the hose portion in the pedestrian protection pressure tube sensor of each of the pedestrian protection pressure detection devices is fixed to one of the A-pillars, and the extension direction of the hose portion is the same as the extension direction of the A-pillar.

3. The automobile according to claim 2, characterized in that: One end of the hose portion is fixed to the top end of the A-pillar, and the other end is fixed to the bottom end of the A-pillar.

4. The automobile according to claim 2, characterized in that: Also includes: The actuator is connected to the controller of the pedestrian protection pressure detection device. When the controller receives the signal of the pedestrian protection pressure tube sensor, the controller can control the actuator to work, and the actuator is used to protect the occupants in the car.

5. The automobile according to claim 4, characterized in that: The executive mechanism comprises: Two front seats connected to the controller, each of the front seats comprising: A front seat cushion is arranged in the vehicle in a manner movable along the front-rear direction of the vehicle; The controller can control the front seat cushion to move toward the rear of the car.

6. The automobile according to claim 5, characterized in that Each of the front seats also includes: The front seat back is connected to the rear side of the front seat cushion in a rotatable manner relative to the front seat cushion, and the controller can control the front seat back to rotate toward the rear of the car.

7. The automobile according to claim 6, characterized in that: Each of the front seat cushions comprises an occupant occupancy sensor, which is used to detect whether there is a front seat occupant on the front seat cushion.

8. The automobile according to claim 7, characterized in that: Also includes: Two rear seats, connected to the controller, each of the rear seats is located behind one of the front seats, and each of the rear seats includes: The passenger occupancy sensor is used to detect whether there is a rear seat occupant on the rear seat.

9. The automobile according to claim 4, characterized in that: The execution mechanism also includes: An airbag connected to the controller; The controller is capable of controlling the deployment of the airbag.

10. The automobile according to claim 4, characterized in that: The execution mechanism also includes: a seat belt connected to the controller; The controller is capable of controlling the seat belt to be locked.

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