Danger-avoidance warning system for passenger car, and control method therefor

Abstract

The present invention relates to the technical field of vehicle safety, and particularly relates to a danger-avoidance warning system for a passenger car, and a control method therefor. The system comprises: a signal collection module, which is used for collecting environmental data around a vehicle and travelling data of the vehicle itself; a vehicle-borne processor, which is used for analyzing the data collected by the signal collection module and sending a collision pre-warning signal; a steering wheel joint-control mechanism, which is used for controlling, on the basis of the collision pre-warning signal, a steering wheel assembly to turn in a direction which is close to a vehicle front; a seat joint-control mechanism, which is used for controlling, on the basis of the collision pre-warning signal, a seat assembly to move in a direction that is away from the vehicle front; and a human-computer interaction module, which is used for interacting with the outside in terms of warning information and interacting with a driver in terms of warning information on the basis of the collision pre-warning signal, realizing active danger-avoidance protection on the basis of the collision pre-warning signal, and improving a human-computer interaction effect of the danger-avoidance warning system.

Description

A danger avoidance warning system for passenger cars and its control method Technical Field

[0001] The present invention relates to the technical field of vehicle safety, and in particular to a danger avoidance warning system for a passenger bus and a control method thereof. Background Art

[0002] As we all know, traffic accidents have a serious impact on personal and property safety. With the improvement of traffic safety awareness and the advancement of computer technology, people's requirements for vehicle safety performance are getting higher and higher. To this end, collision warning systems came into being.

[0003] Currently, existing buses are typically equipped with a collision warning system based on sensor and computer technology. This system typically includes key components such as sensors, an onboard processor, and a driver-facing warning device, designed to improve vehicle safety. Specifically, the collision warning system in existing buses is equipped with a variety of sensors, such as radar, cameras, lidar, and ultrasonic sensors, to monitor the vehicle's surroundings in real time and sense information such as the speed, distance, and trajectory of obstacles, pedestrians, and other vehicles ahead. Advanced collision risk detection algorithms run within the onboard processor, analyzing sensor data to identify potential collision risks. These algorithms predict potential collisions based on the vehicle's surroundings. Once a collision risk is predicted, the onboard processor issues a collision warning signal, triggering a driver-facing warning device. This visual warning, via the vehicle's display or warning light on the dashboard, alerts the driver to the potential collision ahead. This visual warning typically includes an icon, text, or color change, alerting the driver to the potential collision ahead, which then requires the driver to immediately respond to the potential collision risk.

[0004] However, existing passenger bus collision warning systems typically rely on the driver's reactions and manual operation to address potential collision risks. However, in emergency situations, drivers need to simultaneously manage the vehicle's emergency braking and their own risk avoidance. With their attention divided, they are likely to make operational errors, unable to respond to emergency braking in a timely manner or to quickly and accurately adjust the steering wheel and seat position to achieve risk avoidance, thus leading to significant safety hazards. Furthermore, existing passenger bus collision warning systems are mostly limited to alerting the driver of the vehicle, primarily through visual warnings to alert the driver to potential collision risks ahead. At high speeds or in complex traffic conditions, the driver's reaction speed and ability to receive warning information are limited, impacting the actual human-computer interaction effect of the collision warning system. Summary of the Invention

[0005] In response to the above technical problems, the present invention proposes a hazard avoidance warning system for buses and a control method thereof, aiming to achieve active hazard avoidance protection based on collision warning signals and improve the human-computer interaction effect of the hazard avoidance warning system.

[0006] To this end, the present invention adopts the following technical solution: a danger avoidance warning system for a passenger car, comprising:

[0007] Signal acquisition module, used to collect environmental data around the vehicle and the vehicle's own driving data;

[0008] The on-board processor is used to analyze the data collected by the signal acquisition module and issue a collision warning signal;

[0009] The steering wheel linkage control mechanism is used to control the steering wheel assembly to flip toward the front of the vehicle based on the collision warning signal;

[0010] A seat linkage control mechanism, used to control the seat assembly to move away from the front of the vehicle based on a collision warning signal;

[0011] A human-computer interaction module, used to exchange warning information with the outside world and with the driver based on the collision warning signal;

[0012] The signal acquisition module, the steering wheel joint control mechanism, the seat joint control mechanism and the human-computer interaction module are all communicatively connected to the vehicle-mounted processor.

[0013] Among them, the steering wheel assembly and seat assembly are both conventional structural settings in buses.

[0014] Based on the collision warning signal analyzed and issued by the on-board processor, the present invention achieves an active response to the collision warning signal through the rational design of the steering wheel linkage control mechanism and the seat linkage control mechanism. Specifically, when the on-board processor issues the collision warning signal, the hazard avoidance warning system provided by the present invention actively controls the steering wheel assembly to flip toward the front of the vehicle, cleverly increasing the distance between the steering wheel and the driver, and controls the seat assembly to move away from the front of the vehicle. The combination of the steering wheel linkage control mechanism and the seat linkage control mechanism maximizes the driver's safety margin, thereby reducing the driver's risk of injury in the event of a possible collision. Furthermore, the driver's own hazard avoidance protection is accurately implemented without relying on the driver's reaction or manual operation, helping the driver to focus on emergency braking and significantly reducing the driver's operational burden. Furthermore, the present invention integrates a human-computer interaction module to enable internal and external interaction of warning information, more comprehensively reminding the driver and other traffic participants to maintain a safe distance from buses with collision risks, improving the actual human-computer interaction effect of the system and helping to reduce overall road traffic safety hazards.

[0015] Preferably, the steering wheel linkage control mechanism includes a steering wheel connector, a rotation angle adjustment component, a fixed seat and a rotation force storage component, one end of the steering wheel connector is connected to the rotation rod of the steering wheel assembly, the other end of the steering wheel connector is rotatably connected to one end of the rotation angle adjustment component, the other end of the rotation angle adjustment component is fixedly connected to the fixed seat, the rotation angle adjustment component is communicatively connected to the vehicle-mounted processor, the fixed seat is installed on a fixed frame between the front of the vehicle and the steering wheel assembly, the rotation force storage component is fixedly installed between the fixed seat and the steering wheel connector, the rotation force storage component is located above the rotation angle adjustment component, the rotation force storage component is used to maintain a force storage state when the rotation angle adjustment component is in a locked state and drive the steering wheel connector to flip toward the direction close to the front of the vehicle when the rotation angle adjustment component is in an unlocked state.

[0016] Among them, the rotating rod is a conventional structure of the steering wheel assembly in a bus, and the setting of a fixing frame between the front of the vehicle and the steering wheel assembly is a conventional structural setting of a bus.

[0017] Preferably, the rotation angle adjustment component includes a support sleeve and an electromagnetic lock, one end of the steering wheel connecting piece is configured as an arc-shaped rod sleeve for connecting the rotation rod, disk bodies are symmetrically provided on both sides of the arc-shaped rod sleeve, a plurality of lock holes are symmetrically provided on the two disk bodies, and the plurality of lock holes form an annular lock hole, and a rotating shaft is fixedly installed between the two disk bodies, one end of the support sleeve is fixedly connected to the fixing seat, and the other end of the support sleeve is configured as an annular shaft sleeve, the rotating shaft is rotatably connected to the annular shaft sleeve, and a through hole is provided on both sides of the annular shaft sleeve, the electromagnetic lock is fixedly installed in the support sleeve, and a locking pin is provided in the electromagnetic lock, the annular lock hole and the lock pin of the electromagnetic lock are matched with the through hole of the annular shaft sleeve, the electromagnetic lock is communicatively connected to the vehicle-mounted processor, and the electromagnetic lock is used to realize that the lock pin is naturally extended and inserted into the annular lock hole to form a locked state of the rotation angle adjustment component or controls the lock pin to retract into the annular shaft sleeve based on a collision warning signal to form an unlocked state of the rotation angle adjustment component.

[0018] Preferably, the rotational force storage assembly includes a first tension spring, an extension frame is vertically arranged on the upper side of the steering wheel connector, one end of the first tension spring is fixedly connected to the upper side of the fixed seat, and the other end of the first tension spring is fixedly connected to the extension frame, and the first tension spring remains in a stretched state.

[0019] Preferably, the seat linkage control mechanism includes a fixed trough body, a seat position adjustment component and a mobile force storage component, the lower end of the fixed trough body is fixedly connected to the vehicle interior floor, the upper end of the fixed trough body is slidingly connected to the lower end of the seat position adjustment component, the upper end of the seat position adjustment component is fixedly connected to the seat assembly, the seat position adjustment component is communicatively connected to the vehicle-mounted processor, and the mobile force storage component is fixedly installed between the seat position adjustment component and the fixed trough body. The mobile force storage component is used to maintain a force storage state when the seat position adjustment component is in a locked state and to drive the seat position adjustment component to move in a direction away from the front of the vehicle when the seat position adjustment component is in an unlocked state.

[0020] Preferably, the seat position adjustment assembly includes a sliding slot and an electromagnetic lock, wherein both sides of the upper end of the fixed slot are provided with inwardly protruding slide rails, and both sides of the fixed slot are symmetrically provided with a plurality of lock holes, and the plurality of lock holes form a strip-shaped lock hole. The sliding slot is sleeved on the inner side of the fixed slot, and the upper surface of the sliding slot is fixedly connected to the seat assembly. Both sides of the lower end of the sliding slot are matched with the slide rails and provided with inwardly concave card grooves, and the card grooves are slidably connected to the slide rails. The electromagnetic lock is fixedly installed at the lower end of the sliding slot, one end of the mobile force storage assembly is connected to the end of the electromagnetic lock away from the front of the vehicle, and the other end of the mobile force storage assembly is connected to the end of the fixed slot away from the front of the vehicle, a lock pin is provided in the electromagnetic lock, and the lock pin of the electromagnetic lock matches the strip lock hole. The electromagnetic lock is communicatively connected to the vehicle-mounted processor, and the electromagnetic lock is used to realize that the lock pin is naturally extended and inserted into the strip lock hole to form a locked state of the seat position adjustment assembly, or controls the lock pin to retract into the fixed slot based on a collision warning signal to form an unlocked state of the seat position adjustment assembly.

[0021] Preferably, the electromagnetic lock is fixedly installed in the middle of the lower end of the sliding slot body, and the mobile force storage assembly includes a second tension spring, one end of the second tension spring is connected to the end of the electromagnetic lock away from the front of the vehicle, and the other end of the second tension spring is connected to the end of the fixed slot body away from the front of the vehicle, and the second tension spring remains in a stretched state.

[0022] Preferably, the electromagnetic lock includes a lock housing, two lock pins, a magnetically controlled lock tongue, an electromagnet, a microcontroller and a third tension spring. The lock housing is fixedly connected to the inner cavity of the support sleeve or to the lower end of the sliding groove body. The lock housing is provided with an inner cavity. An electromagnet is provided in one end of the lock housing. Two lock pin through holes are symmetrically provided on the side of the other end of the lock housing. The lock pin through holes are used for the lock pin to telescopically move relative to the lock housing along its own length direction. A magnetically controlled lock tongue is provided between the lock pin and the electromagnet. The end of the magnetically controlled lock tongue facing the lock pin is provided as a wedge-shaped body. A give way groove for giving way to the third tension spring is provided on the wedge-shaped body. The lock pin faces An inclined surface is provided at one end of the inner cavity of the lock shell, and the space formed by the inclined surfaces on the two lock pins matches the wedge-shaped body of the magnetically controlled lock tongue. The electromagnet is used to drive the magnetically controlled lock tongue to move toward the direction close to the lock pin so that the lock pin can be extended and inserted into the annular lock hole or the bar lock hole in a natural state. The electromagnet and the on-board processor are both communicated with the microcontroller, and the microcontroller is used to control the magnetic field of the electromagnet to be closed based on the collision warning signal. The two lock pins are symmetrically provided with eccentric inner cavities, and the two lock pins are connected by a third tension spring. The third tension spring is located in the eccentric inner cavity of the two lock pins, and the third tension spring maintains a stored force state.

[0023] Preferably, the human-computer interaction module includes an external interaction unit and an internal interaction unit.

[0024] The external interaction unit is used to provide visual warning information and sound warning information to other traffic participants;

[0025] The internal interaction unit is used to provide visual warning information and sound warning information to the driver.

[0026] A control method for a danger avoidance warning system of a passenger vehicle comprises the following steps:

[0027] Collect environmental data around the vehicle and the vehicle's own driving data;

[0028] Analyzing environmental data surrounding the vehicle and the vehicle's own driving data and issuing a collision warning signal based on the analysis results;

[0029] Based on the collision warning signal, the steering wheel linkage control mechanism is used to control the steering wheel assembly to flip toward the direction closer to the front of the vehicle;

[0030] Based on the collision warning signal, the seat linkage control mechanism is used to control the seat assembly to move away from the front of the vehicle;

[0031] Based on the collision warning signal, a human-computer interaction module is used to exchange warning information with the outside world and with the driver.

[0032] The beneficial technical effects of the present invention include at least: a hazard avoidance warning system for a bus and a control method thereof. Based on a collision warning signal analyzed and issued by an onboard processor, the system proactively responds to the collision warning signal through the rational design of a steering wheel linkage control mechanism and a seat linkage control mechanism. Specifically, when the onboard processor issues a collision warning signal, the hazard avoidance warning system provided by the present invention proactively controls the steering wheel assembly to flip toward the front of the vehicle, cleverly increasing the distance between the steering wheel and the driver, and controls the seat assembly to move away from the front of the vehicle. The combination of the steering wheel linkage control mechanism and the seat linkage control mechanism maximizes the driver's safety margin, thereby reducing the driver's risk of injury in the event of a possible collision. Furthermore, the system accurately implements the driver's own hazard avoidance protection without relying on the driver's reaction or manual operation, helping the driver focus on emergency braking and significantly reducing the driver's operational burden. Furthermore, the present invention utilizes a human-computer interaction module to implement internal and external interaction of warning information, more comprehensively reminding the driver and other traffic participants to maintain a safe distance from buses with collision risks, thereby enhancing the actual human-computer interaction effect of the system and helping to reduce overall road traffic safety hazards. In summary, the present invention provides buses with higher safety performance and traffic safety level, takes a step forward in technological upgrading and innovation, and makes positive contributions to the safety and smoothness of road traffic, and has high practical value.

[0033] Other features and advantages of the present invention will be disclosed in detail in the following specific embodiments and drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0034] The present invention will be further described below with reference to the accompanying drawings:

[0035] FIG1 is a schematic diagram of the overall structure of a risk avoidance warning system according to an embodiment of the present invention.

[0036] FIG2 is a schematic diagram showing the structure of a risk avoidance warning system according to an embodiment of the present invention.

[0037] FIG3 is a schematic diagram of the architecture of a risk avoidance warning system according to an embodiment of the present invention.

[0038] FIG4 is a side structural diagram of the steering wheel linkage control mechanism according to an embodiment of the present invention.

[0039] FIG5 is a schematic diagram of the left side structure of the steering wheel joint control mechanism according to an embodiment of the present invention.

[0040] FIG6 is a schematic cross-sectional view of the steering wheel linkage control mechanism according to an embodiment of the present invention.

[0041] FIG7 is a side view schematic diagram of the seat linkage control mechanism according to an embodiment of the present invention.

[0042] FIG8 is a schematic cross-sectional view of the seat linkage control mechanism according to an embodiment of the present invention.

[0043] FIG9 is a schematic cross-sectional view of the electromagnetic lock according to an embodiment of the present invention.

[0044] FIG10 is a flow chart of a control method of a risk avoidance warning system according to an embodiment of the present invention.

[0045] Among them: 1. Signal acquisition module, 2. On-board processor, 3. Steering wheel assembly, 4. Seat assembly, 5. Fixed bracket, 6. Inner vehicle floor, 7. Steering wheel linkage control mechanism, 71. Steering wheel connector, 711. Rod sleeve, 712. Disc body, 713. Annular lock hole, 714. Rotating shaft, 715. Extension bracket, 72. Rotation angle adjustment component, 721. Support sleeve, 722. Annular shaft sleeve, 73. Fixed seat, 74. First tension spring, 8. Seat linkage control mechanism, 81. Fixed slot, 811. Slide rail, 812. Bar lock hole, 82. Seat position adjustment component, 821. Sliding slot, 822. Card slot, 83. Second tension spring, 9. Electromagnetic lock, 91. Lock pin, 92. Lock housing, 93. Magnetic lock tongue, 94. Electromagnet, 95. Third tension spring, 10. Human-computer interaction module. DETAILED DESCRIPTION

[0046] The following is an explanation and description of the technical solutions of the embodiments of the present invention in conjunction with the drawings of the embodiments of the present invention. However, the following embodiments are only preferred embodiments of the present invention and are not exhaustive. Based on the embodiments in the implementation manner, other embodiments obtained by those skilled in the art without creative work are all within the scope of protection of the present invention.

[0047] In the following description, terms such as "inside", "outside", "up", "down", "left", "right", etc. that indicate directions or positional relationships are only used to facilitate the description of the embodiments and simplify the description, and do not indicate or imply that the device or element referred to must have a specific direction, be constructed and operate in a specific direction. Therefore, they should not be understood as limiting the present invention.

[0048] The embodiment of the present application provides a danger avoidance warning system for a passenger vehicle, as shown in Figures 1 to 3, including:

[0049] The signal acquisition module 1 is used to collect environmental data around the vehicle and the vehicle's own driving data and transmit the collected data to the on-board processor 2;

[0050] The vehicle processor 2 is used to analyze the data collected by the signal acquisition module 1 and issue a collision warning signal and transmit the collision warning signal to the steering wheel joint control mechanism 7, the seat joint control mechanism 8 and the human-computer interaction module 10;

[0051] The steering wheel joint control mechanism 7 is used to control the steering wheel assembly 3 to flip toward the front of the vehicle based on the collision warning signal;

[0052] The seat linkage control mechanism 8 is used to control the seat assembly 4 to move away from the front of the vehicle based on the collision warning signal;

[0053] The human-computer interaction module 10 is used to exchange warning information with the outside world and with the driver based on the collision warning signal.

[0054] The signal acquisition module 1 includes, but is not limited to, a camera, radar sensor, lidar, infrared sensor, ultrasonic sensor, GPS receiver, and inertial measurement unit (such as an accelerometer and gyroscope). The steering wheel assembly 3 and seat assembly 4 are both conventional bus structures.

[0055] In this embodiment, the operation of the onboard processor 2 analyzing the data collected by the signal acquisition module 1 and issuing a collision warning signal is similar to the prior art operation of analyzing sensor monitoring data using advanced collision risk detection algorithms to identify potential collision risks, and this embodiment will not be further described. It will be understood that the collision warning signal issued by the onboard processor 2 in this embodiment may be considered to indicate a high collision risk level because the system determines that the collision risk has reached a level that requires automatic avoidance measures to reduce the risk of injury to the driver.

[0056] Based on the collision warning signal analyzed and issued by the onboard processor 2, this embodiment achieves an active response to the collision warning signal through the rational design of the steering wheel linkage control mechanism 7 and the seat linkage control mechanism 8. Specifically, when the onboard processor 2 issues the collision warning signal, the hazard avoidance warning system provided by this embodiment actively controls the steering wheel assembly 3 to tilt toward the front of the vehicle, cleverly increasing the distance between the steering wheel and the driver, and controls the seat assembly 4 to move away from the front of the vehicle. The combination of the steering wheel linkage control mechanism 7 and the seat linkage control mechanism 8 maximizes the driver's safety margin, thereby reducing the driver's risk of injury in the event of a possible collision. Furthermore, the driver's own hazard avoidance protection can be accurately implemented without relying on the driver's reaction or manual operation, helping the driver to focus on emergency braking and significantly reducing the driver's operational burden. Furthermore, this embodiment, in conjunction with the human-computer interaction module 10, enables internal and external interaction of warning information, more comprehensively reminding the driver and other traffic participants to maintain a safe distance from buses with collision risks, improving the actual human-computer interaction effect of the system and helping to reduce overall road traffic safety hazards.

[0057] In one embodiment of the present specification, please refer to Figures 4 to 6, the steering wheel linkage control mechanism 7 includes a steering wheel connector 71, a rotation angle adjustment component 72, a fixing seat 73 and a rotation force storage component, one end of the steering wheel connector 71 is connected to the rotation rod of the steering wheel assembly 3, and the other end of the steering wheel connector 71 is rotatably connected to one end of the rotation angle adjustment component 72, the other end of the rotation angle adjustment component 72 is fixedly connected to the fixing seat 73, the rotation angle adjustment component 72 is communicatively connected to the vehicle processor 2, the fixing seat 73 is mounted on the fixing frame 5 between the front of the vehicle and the steering wheel assembly 3, the rotation force storage component is fixedly mounted between the fixing seat 73 and the steering wheel connector 71, and the rotation force storage component is located above the rotation angle adjustment component 72, the rotation force storage component is used to maintain the force storage state when the rotation angle adjustment component 72 is in a locked state and drive the steering wheel connector 71 to flip toward the direction close to the front of the vehicle when the rotation angle adjustment component 72 is in an unlocked state.

[0058] The turning lever is a common feature of the steering wheel assembly 3 in buses, and the mounting bracket 5 between the front of the vehicle and the steering wheel assembly 3 is also a common feature in buses. The mounting bracket 5 is typically adapted to the height of the steering wheel assembly 3 and provides structural support for the steering wheel assembly 3, ensuring it can be securely mounted at the front of the vehicle. Alternatively, it can be used to mount the front bumper of the vehicle. In short, buses typically incorporate this mounting bracket 5 to enhance vehicle stability and reliability.

[0059] Specifically, in the natural state, the angle between the steering wheel connector 71 and the fixed seat 73 can be locked by rotating the angle adjustment component 72. Since the rotating force storage component is fixedly installed between the fixed seat 73 and the steering wheel connector 71, the rotating force storage component can maintain the force storage state at this time. When active risk avoidance protection measures are performed, the rotating angle adjustment component 72 is in an unlocked state, that is, the angle between the steering wheel connector 71 and the fixed seat 73 is no longer locked but can be rotated relative to each other. Since the rotating force storage component is located above the rotating angle adjustment component 72, the fixed seat 73 is still fixed on the fixed frame 5 and the steering wheel connector 71 can rotate the angle, the rotating force storage component can naturally release the force storage state when the angle is fixed to drive the steering wheel connector 71 to flip toward the direction close to the front of the vehicle. This design is simple and reliable, can realize the flipping of the steering wheel more quickly, cleverly increases the safety distance between the steering wheel and the driver, and reduces the risk of injury to the driver.

[0060] In one embodiment of the present specification, please refer to Figures 4 to 6. The rotation angle adjustment assembly 72 includes a support sleeve 721 and an electromagnetic lock 9. One end of the steering wheel connector 71 is set to an arcuate rod sleeve 711 for connecting the rotation rod. For example, the rotation rod sleeve 711 of the steering wheel assembly 3 can be installed in the arcuate rod sleeve 711 without affecting the rotation of the rotation rod of the steering wheel assembly 3 in the natural state. The arcuate rod sleeve 711 is symmetrically provided with disk bodies 712 on both sides. These two disk bodies 712 are the other end of the steering wheel connector 71. A number of lock holes are symmetrically provided on the two disk bodies 712. The several lock holes form an annular lock hole 713. A rotating shaft 714 is fixedly installed between the two disk bodies 712. For example, the rotating shaft 714 is laterally fixed in the middle of the two disk bodies 712. One end of the support sleeve 721 is fixedly connected to the fixing seat 73, and the other end of the support sleeve 721 is set to an annular shaft Sleeve 722, it can be understood that the inner cavities of the support sleeve 721 and the annular sleeve 722 are connected, the rotating shaft 714 is rotatably connected to the annular sleeve 722, that is, the other end of the aforementioned steering wheel connector 71 is rotatably connected to one end of the rotation angle adjustment assembly 72, and a through hole is provided on both sides of the annular sleeve 722, the electromagnetic lock 9 is fixedly installed in the support sleeve 721, and a locking pin 91 is provided in the electromagnetic lock 9, the annular locking hole 713 on the disk body 712 and the locking pin 91 of the electromagnetic lock 9 are matched with the through hole of the annular sleeve 722, the electromagnetic lock 9 is communicatively connected with the on-board processor 2, and the electromagnetic lock 9 is used to realize that the locking pin 91 is extended and inserted into the annular locking hole 713 in a natural state to form a locked state of the rotation angle adjustment assembly 72 or to control the locking pin 91 to retract into the annular sleeve 722 based on a collision warning signal to form an unlocked state of the rotation angle adjustment assembly 72.

[0061] Specifically, since the annular lock hole 713 on the disk body 712 and the lock pin 91 of the electromagnetic lock 9 are matched with the through hole of the annular sleeve 722, the lock pin 91 of the electromagnetic lock 9 is in an extended state in a natural state. Therefore, the lock pin 91 of the electromagnetic lock 9 can be matched and inserted into the annular lock hole 713 in a natural state to form a locked state of the rotation angle adjustment component 72, thereby realizing automatic locking of the angle between the steering wheel connector 71 and the support sleeve 721. When active risk avoidance protection measures are performed, the lock pin 91 of the electromagnetic lock 9 is controlled to retract into the annular sleeve 722 based on the collision warning signal, thereby breaking away from the fixed relationship with the annular lock hole 713. The angle between the steering wheel connector 71 and the support sleeve 721 is no longer locked but can be rotated relative to each other, that is, the rotation angle adjustment component 72 is unlocked, providing a reliable basis for the subsequent rotation storage component to drive the steering wheel connector 71 to flip toward the direction close to the front of the vehicle, thereby realizing automatic control of active risk avoidance protection measures.

[0062] In one embodiment of the present specification, referring to Figures 4 to 6 , the rotational force storage assembly includes a first tension spring 74 , an extension frame 715 is vertically provided on the upper side of the steering wheel connector 71 , one end of the first tension spring 74 is fixedly connected to the upper side of the fixing seat 73 , and the other end of the first tension spring 74 is fixedly connected to the extension frame 715 , and the first tension spring 74 maintains a stretched state, i.e., the force storage state of the aforementioned rotational force storage assembly.

[0063] Specifically, when active risk avoidance protection measures are executed, the rotation angle adjustment component 72 is in an unlocked state, that is, the angle between the steering wheel connector 71 and the fixing seat 73 is no longer locked but can be rotated relative to each other. Since the first tension spring 74 is located above the rotation angle adjustment component 72, the fixing seat 73 is still fixed on the fixing frame 5 and remains unchanged, while the steering wheel connector 71 can rotate, and the first tension spring 74 remains in a stretched state in a natural state, so the first tension spring 74 can naturally contract. Under the tension of the first tension spring 74, the extension frame 715 vertically arranged on the upper side of the steering wheel connector 71 is instantly flipped toward the direction close to the front of the vehicle, thereby driving the rotation rod of the steering wheel assembly 3 to flip backward. This design saves the driving time of the steering wheel flip to the maximum extent, and can achieve a rapid response to the collision warning signal to execute active risk avoidance protection measures, thereby reducing the risk of injury to the driver.

[0064] In one embodiment of the present specification, please refer to Figures 7 and 8, the seat linkage control mechanism 8 includes a fixed slot body 81, a seat position adjustment component 82 and a mobile force storage component, the lower end of the fixed slot body 81 is fixedly connected to the vehicle interior floor 6, the upper end of the fixed slot body 81 is slidingly connected to the lower end of the seat position adjustment component 82, the upper end of the seat position adjustment component 82 is fixedly connected to the seat assembly 4, the seat position adjustment component 82 is communicatively connected to the vehicle-mounted processor 2, and the mobile force storage component is fixedly installed between the seat position adjustment component 82 and the fixed slot body 81, and the mobile force storage component is used to maintain a force storage state when the seat position adjustment component 82 is in a locked state and drive the seat position adjustment component 82 to move in a direction away from the front of the vehicle when the seat position adjustment component 82 is in an unlocked state.

[0065] Specifically, in the natural state, the positional relationship between the vehicle interior floor 6 and the seat assembly 4 can be locked by the seat position adjustment component 82. Since the mobile force storage component is fixedly installed between the seat position adjustment component 82 and the fixed slot 81 and the mobile force storage component can maintain the force storage state when the seat position adjustment component 82 is in the locked state, the seat position adjustment component 82 has a tendency to be pulled in the direction away from the front of the vehicle. When the active risk avoidance protection measures are performed, the seat position adjustment component 82 is in the unlocked state, that is, the positional relationship between the vehicle interior floor 6 and the seat assembly 4 is no longer locked but can slide relative to each other. Since the fixed slot 81 is still The seat position adjustment component 82 is fixed on the vehicle floor 6 and remains unchanged, so the mobile force storage component can naturally release the force storage state when the position is fixed to drive the seat position adjustment component 82 to move in the direction away from the front of the vehicle. This design combines the force storage state and release state of the seat position adjustment component 82 with the mobile force storage component, so that when active risk avoidance protection measures are implemented, the safety distance between the seat assembly 4 and the front of the vehicle can be quickly and actively increased, reducing the damage to the driver caused by the collision, providing better protection for the driver, and without relying on the driver to manually intervene to avoid risks, which greatly reduces the driver's emergency pressure.

[0066] In one embodiment of the present specification, referring to Figures 7 and 8, the seat position adjustment assembly 82 includes a sliding slot 821 and an electromagnetic lock 9. The upper end of the fixed slot 81 is provided with inwardly protruding slide rails 811 on both sides. The fixed slot 81 is symmetrically provided with a plurality of lock holes on both sides. The plurality of lock holes form a strip-shaped lock hole 812. The sliding slot 821 is sleeved on the inner side of the fixed slot 81. The upper surface of the sliding slot 821 is fixedly connected to the seat assembly 4. The lower end of the sliding slot 821 is provided with inwardly concave card grooves 822 matching the slide rails 811. The card grooves 822 are slidably connected to the slide rails 811, so that the sliding slot 821 and the fixed slot 81 have a tight fit. The electromagnetic lock 9 is fixedly mounted at the lower end of the sliding slot 821, one end of the mobile force storage component is connected to the end of the electromagnetic lock 9 away from the front of the vehicle, and the other end of the mobile force storage component is connected to the end of the fixed slot 81 away from the front of the vehicle. A lock pin 91 is provided in the electromagnetic lock 9, and the lock pin 91 of the electromagnetic lock 9 matches the strip lock hole 812 on the fixed slot 81. The electromagnetic lock 9 is communicatively connected with the on-board processor 2. The electromagnetic lock 9 is used to realize that the lock pin 91 is naturally extended and inserted into the strip lock hole 812 to form a locked state of the seat position adjustment component 82 or to control the lock pin 91 to retract into the fixed slot 81 based on a collision warning signal to form an unlocked state of the seat position adjustment component 82.

[0067] Specifically, since the lock pin 91 of the electromagnetic lock 9 matches the strip lock hole 812 on the fixed slot body 81, the lock pin 91 of the electromagnetic lock 9 is in an extended state in a natural state. Therefore, the lock pin 91 of the electromagnetic lock 9 can be matched and inserted into the strip lock hole 812 in a natural state to form a locked state of the seat position adjustment component 82, thereby realizing automatic locking of the position relationship between the sliding slot body 821 and the fixed slot body 81. When the active risk avoidance protection measures are executed, the lock pin 91 of the electromagnetic lock 9 is controlled to retract into the fixed slot body 81 based on the collision warning signal, thereby breaking away from the fixed relationship with the strip lock hole 812. The position relationship between the sliding slot body 821 and the fixed slot body 81 is no longer locked but can slide relative to each other, that is, the seat position adjustment component 82 is unlocked, providing a reliable basis for the subsequent movement of the storage component to drive the sliding slot body 821 (that is, the seat assembly 4) to move in a direction away from the front of the vehicle, thereby realizing automatic control of the active risk avoidance protection measures.

[0068] In one embodiment of the present specification, referring to Figures 7 and 8, the electromagnetic lock 9 is fixedly mounted in the middle of the lower end of the sliding slot 821, and the mobile force storage assembly includes a second tension spring 83, one end of the second tension spring 83 is connected to the end of the electromagnetic lock 9 away from the front of the vehicle, and the other end of the second tension spring 83 is connected to the end of the fixed slot 81 away from the front of the vehicle, and the second tension spring 83 maintains a stretched state, that is, the force storage state of the aforementioned rotating force storage assembly.

[0069] Specifically, when active risk avoidance protection measures are implemented, the seat position adjustment assembly 82 is in an unlocked state, that is, the position relationship between the sliding groove body 821 and the fixed groove body 81 is no longer locked but can slide relative to each other. Since the fixed groove body 81 is still fixed on the vehicle interior floor 6 and remains unchanged while the sliding groove body 821 can move its position, the second tension spring 83 remains in a stretched state in a natural state, so the second tension spring 83 can naturally contract. Under the tension of the second tension spring 83, the middle part of the lower end of the sliding groove body 821 instantly moves in the direction away from the front of the vehicle, thereby driving the seat assembly 4 to move in the direction away from the front of the vehicle to maintain a safe distance. This design saves the driving time of the seat assembly 4 to the maximum extent, and can achieve a rapid response to the collision warning signal to implement active risk avoidance protection measures, thereby reducing the risk of injury to the driver.

[0070] In one embodiment of the present specification, please refer to Figure 9. The electromagnetic lock 9 includes a lock housing 92, two lock pins 91, a magnetically controlled lock tongue 93, an electromagnet 94, a microcontroller and a third tension spring 95. The lock housing 92 is fixedly connected to the inner cavity of the support sleeve 721 or to the lower end of the sliding groove body 821. The lock housing 92 is provided with an inner cavity. An electromagnet 94 is provided in one end of the lock housing 92. Two lock pin 91 through holes are symmetrically provided on the side of the other end of the lock housing 92. The lock pin 91 through holes are used for the lock pin 91 to telescopically move relative to the lock housing 92 along its own length direction. A magnetically controlled lock tongue 93 is provided between the lock pin 91 and the electromagnet 94. The end of the magnetically controlled lock tongue 93 facing the lock pin 91 is set as a wedge-shaped body, and the wedge is provided with a third tension spring 95 for giving way. 5, one end of the lock pin 91 facing the inner cavity of the lock shell 92 is provided with a bevel, the space formed by the bevels on the two lock pins 91 matches the wedge-shaped body of the magnetically controlled lock tongue 93, and the electromagnet 94 is used to drive the magnetically controlled lock tongue 93 to move toward the direction close to the lock pin 91 so that the lock pin 91 can be extended and inserted into the annular lock hole 713 or the bar lock hole 812 in a natural state. The electromagnet 94 and the on-board processor 2 are both communicatively connected to the microcontroller, and the microcontroller is used to control the magnetic field of the electromagnet 94 to be closed based on the collision warning signal. The two lock pins 91 are symmetrically provided with eccentric inner cavities, and the two lock pins 91 are connected by a third tension spring 95, and the third tension spring 95 is located in the eccentric inner cavities of the two lock pins 91, and the third tension spring 95 maintains a stored force state.

[0071] Among them, the electromagnet 94 is a device that activates or deactivates the magnetic field by controlling the current. Specifically, when the current flows through the electromagnet 94, the generated magnetic field will cause the electromagnet 94 to produce an attraction or push-off effect, thereby controlling the magnetically controlled lock tongue 93 to move toward the direction close to the lock pin 91.

[0072] It is understandable that the microcontroller in this embodiment keeps the magnetic field of the control electromagnet 94 activated in a natural state, and only controls the magnetic field of the electromagnet 94 to be turned off based on the collision warning signal when the active risk avoidance protection measures are triggered.

[0073] Specifically, in the natural state, the microcontroller keeps the magnetic field of the electromagnet 94 activated, and the electromagnet 94 drives the magnetically controlled lock tongue 93 to move toward the direction close to the lock pin 91 under the action of the magnetic field. Since a groove for avoiding the third tension spring 95 is provided on the wedge-shaped body, when the wedge-shaped body of the magnetically controlled lock tongue 93 moves toward the lock pin 91, it can press on the inclined surface of the two lock pins 91 at one end toward the inner cavity of the lock shell 92, thereby driving the two lock pins 91 to extend out of the lock shell 92 along their own length direction, so that the lock pin 91 can be extended and inserted into the annular lock hole 713 or the bar lock hole 812 in the natural state. When the active risk avoidance protection measures are triggered, the microcontroller controls the magnetic field of the electromagnet 94 to be turned off based on the collision warning signal, and the electromagnet 94 no longer drives the magnetically controlled lock tongue 93 to move toward the direction close to the lock pin 91. Since the two lock pins 91 are symmetrically provided with eccentric inner cavities, the third tension spring 95 is located in the eccentric inner cavities of the two lock pins 91 and connects the two lock pins 91, and the third tension spring 95 maintains a stored force state in a natural state. Therefore, when the microcontroller turns off the magnetic field, the tension generated by the natural contraction of the third tension spring 95 can realize the contraction of the two lock pins 91 into the annular sleeve 722 or the fixed groove body 81.

[0074] The microcontroller controls the closing of the magnetic field of the electromagnet 94 based on the collision warning signal. Combined with the streamlined and ingenious design of the electromagnetic lock 9, the tension generated by the natural contraction of the third tension spring 95 is used to achieve the contraction of the two lock pins 91 to quickly respond to the collision warning signal. When the active risk avoidance protection measures are triggered, the rotation angle adjustment component 72 and the seat position adjustment component 82 can be quickly and automatically unlocked, further improving the safety performance of the bus.

[0075] In one embodiment of the present specification, the human-computer interaction module 10 includes an external interaction unit and an internal interaction unit.

[0076] The external interaction unit is used to provide visual warning information and sound warning information to other traffic participants;

[0077] Among them, other traffic participants include other vehicles, pedestrians, and traffic police.

[0078] Optionally, methods of providing visual and audio warning information to other traffic participants include but are not limited to the following:

[0079] a. External display: A display installed on the rear or side of the bus displays warning information to vehicles behind or beside it. This visual warning is a simple icon or text, reminding drivers behind to maintain a safe distance.

[0080] b. Roof warning lights: LED light strips are installed on the roof of the bus to display different colors and flashing modes to convey different warning messages to surrounding vehicles and pedestrians.

[0081] c. Communication Protocol: Communicates with other vehicles and traffic infrastructure, using vehicle-to-vehicle (V2V) and vehicle-to-infrastructure (V2I) technologies to transmit warning information, allowing these warnings to be presented to drivers and passengers of other vehicles through their in-vehicle displays or in-vehicle navigation systems.

[0082] d. Sound warning: A horn or sound system installed outside the bus plays a warning sound to remind pedestrians and vehicles around to pay attention to safety.

[0083] The internal interaction unit is used to provide visual warning information and sound warning information to the driver.

[0084] The methods of providing visual and audio warning information to the driver include but are not limited to the following:

[0085] a. Instrument panel display: Collision warning information is displayed on the vehicle's instrument panel or central control screen to attract the driver's attention.

[0086] b. Windshield projection: Collision warning information is displayed through projection on the windshield, directly in the driver's field of view.

[0087] c. Car audio system: The car audio system issues a sound warning to remind the driver to pay attention to the situation ahead.

[0088] d. Voice prompts: Voice prompts are issued through the vehicle's voice system to inform the driver of possible collision risks and attract the driver's attention.

[0089] e. Steering wheel vibration: alerts the driver through the vibration or shock of the steering wheel, enhancing the driver's tactile perception.

[0090] The embodiment of this specification also provides a control method for a danger avoidance warning system for a bus, as shown in FIG10 , which includes the following steps:

[0091] Step 102, collecting environmental data around the vehicle and the vehicle's own driving data;

[0092] Step 104: Analyze the environmental data surrounding the vehicle and the vehicle's own driving data and issue a collision warning signal based on the analysis results;

[0093] Step 106 , based on the collision warning signal, the steering wheel joint control mechanism 7 is used to control the steering wheel assembly 3 to flip toward the direction closer to the front of the vehicle;

[0094] Based on the collision warning signal, the seat joint control mechanism 8 is used to control the seat assembly 4 to move in a direction away from the front of the vehicle;

[0095] Based on the collision warning signal, the human-computer interaction module 10 is used to exchange warning information with the outside world and with the driver.

[0096] The specific implementation concept of this embodiment is similar to the aforementioned hazard avoidance warning system for passenger vehicles, and will not be described in detail here.

[0097] The above description is merely a description of the preferred embodiments disclosed in this application and the technical principles employed. Those skilled in the art should understand that the scope of protection provided by this disclosure is not limited to technical solutions formed by a specific combination of the aforementioned technical features, but also encompasses other technical solutions formed by any combination of the aforementioned technical features or their equivalents without departing from the scope of the disclosure. For example, a technical solution formed by replacing the aforementioned features with (but not limited to) technical features with similar functions disclosed in this disclosure.

[0098] In addition, although each operation is described in a specific order, this should not be understood as requiring these operations to be performed in the specific order shown or in a sequential order. Under certain circumstances, multitasking and parallel processing may be advantageous. Similarly, although some specific implementation details have been included in the above discussion, these should not be interpreted as limiting the scope of the present disclosure. Some features described in the context of a separate embodiment can also be implemented in a single embodiment in combination. On the contrary, the various features described in the context of a single embodiment can also be implemented in multiple embodiments individually or in any suitable sub-combination mode.

Claims

1. A risk avoidance warning system for a passenger bus, characterized in that, Including: A signal acquisition module, which is used to acquire the environmental data around the vehicle and the driving data of the vehicle itself; An in-vehicle processor, which is used to analyze the data acquired by the signal acquisition module and issue a collision warning signal; A steering wheel linkage mechanism, which is used to control the steering wheel assembly to flip towards the direction close to the vehicle head based on the collision warning signal; A seat linkage mechanism, which is used to control the seat assembly to move away from the vehicle head based on the collision warning signal; A human-machine interaction module, which is used to externally interact warning information and interact warning information with the driver based on the collision warning signal; The signal acquisition module, the steering wheel linkage mechanism, the seat linkage mechanism, and the human-machine interaction module are all communicatively connected to the in-vehicle processor.

2. A risk avoidance warning system for a passenger car as described in claim 1, wherein: The steering wheel linkage mechanism includes a steering wheel connecting member, a rotation angle adjustment component, a fixed seat, and a rotation energy storage component. One end of the steering wheel connecting member is connected to the rotating rod of the steering wheel assembly, and the other end of the steering wheel connecting member is rotatably connected to one end of the rotation angle adjustment component. The other end of the rotation angle adjustment component is fixedly connected to the fixed seat. The rotation angle adjustment component is communicatively connected to the in-vehicle processor. The fixed seat is installed on the fixed frame between the vehicle head and the steering wheel assembly. The rotation energy storage component is fixedly installed between the fixed seat and the steering wheel connecting member. The rotation energy storage component is located above the rotation angle adjustment component. The rotation energy storage component is used to maintain an energy storage state when the rotation angle adjustment component is in a locked state and drive the steering wheel connecting member to flip towards the direction close to the vehicle head when the rotation angle adjustment component is in an unlocked state.

3. A risk avoidance warning system for a passenger car as described in claim 2, wherein: The rotation angle adjustment component includes a support sleeve and an electromagnetic lock. One end of the steering wheel connecting member is set as an arc-shaped rod sleeve for connecting the rotating rod. Disks are symmetrically arranged on both sides of the arc-shaped rod sleeve. A plurality of lock holes are symmetrically arranged on the two disks. The plurality of lock holes form an annular lock hole. A rotating shaft is fixedly installed between the two disks. One end of the support sleeve is fixedly connected to the fixed seat, and the other end of the support sleeve is set as an annular shaft sleeve. The rotating shaft is rotatably connected to the annular shaft sleeve. A through hole is arranged on each side of the annular shaft sleeve. The electromagnetic lock is fixedly installed in the support sleeve. A lock pin is arranged in the electromagnetic lock. The annular lock hole and the lock pin of the electromagnetic lock are both matched with the through holes of the annular shaft sleeve. The electromagnetic lock is communicatively connected to the in-vehicle processor. The electromagnetic lock is used to make the lock pin extend and insert into the annular lock hole in the natural state to form a locked state of the rotation angle adjustment component or control the lock pin to contract into the annular shaft sleeve based on the collision warning signal to form an unlocked state of the rotation angle adjustment component.

4. A risk avoidance warning system for a passenger car as described in claim 2 or 3, wherein: The rotation energy storage component includes a first tension spring. An extension frame is vertically arranged on the upper side of the steering wheel connecting member. One end of the first tension spring is fixedly connected to the upper side of the fixed seat, and the other end of the first tension spring is fixedly connected to the extension frame. The first tension spring maintains a stretched state.

5. A risk avoidance warning system for a passenger bus according to claim 1, wherein the seat control linkage mechanism includes a fixed groove body, a seat position adjustment component, and a moving energy storage component. The lower end of the fixed groove body is fixedly connected to the vehicle floor inside the vehicle, the upper end of the fixed groove body is slidably connected to the lower end of the seat position adjustment component, the upper end of the seat position adjustment component is fixedly connected to the seat assembly, the seat position adjustment component is communicatively connected to the vehicle-mounted processor, the moving energy storage component is fixedly installed between the seat position adjustment component and the fixed groove body, and the moving energy storage component is configured to maintain an energy storage state when the seat position adjustment component is in a locked state and drive the seat position adjustment component to move in a direction away from the vehicle head when the seat position adjustment component is in an unlocked state.

6. A risk avoidance warning system for a passenger bus according to claim 5, wherein the seat position adjustment component includes a sliding groove body and an electromagnetic lock. On both sides of the upper end of the fixed groove body, there are inwardly protruding slide rails, and a plurality of lock holes are symmetrically arranged on both sides of the fixed groove body. The plurality of lock holes form a strip-shaped lock hole. The sliding groove body is sleeved inside the fixed groove body, the upper surface of the sliding groove body is fixedly connected to the seat assembly, and on both sides of the lower end of the sliding groove body, there are inwardly recessed card slots that are matched with the slide rails. The card slots are slidably connected to the slide rails. The electromagnetic lock is fixedly installed at the lower end of the sliding groove body. One end of the moving energy storage component is connected to the end of the electromagnetic lock away from the vehicle head, and the other end of the moving energy storage component is connected to the end of the fixed groove body away from the vehicle head. A locking pin is provided inside the electromagnetic lock, and the locking pin of the electromagnetic lock is matched with the strip-shaped lock hole. The electromagnetic lock is communicatively connected to the vehicle-mounted processor. The electromagnetic lock is configured to cause the locking pin to extend and insert into the strip-shaped lock hole in a natural state to form a locked state of the seat position adjustment component or control the locking pin to contract into the fixed groove body based on a collision warning signal to form an unlocked state of the seat position adjustment component.

7. A risk avoidance warning system for a passenger bus according to claim 6, wherein the electromagnetic lock is fixedly installed in the middle of the lower end of the sliding groove body. The moving energy storage component includes a second tension spring. One end of the second tension spring is connected to the end of the electromagnetic lock away from the vehicle head, and the other end of the second tension spring is connected to the end of the fixed groove body away from the vehicle head. The second tension spring remains in a stretched state.

8. A risk avoidance warning system for a passenger bus according to claims 3 and 6, wherein The electromagnetic lock comprises a lock housing, two lock pins, a magnetically controlled lock tongue, an electromagnet, a microcontroller and a third tension spring. The lock housing is fixedly connected to the inner cavity of the support sleeve or to the lower end of the sliding slot body. The lock housing is provided with an inner cavity. An electromagnet is provided in one end of the lock housing. Two lock pin through holes are symmetrically provided on the side of the other end of the lock housing. The lock pin through holes are used for the lock pin to telescopically move relative to the lock housing along its own length direction. A magnetically controlled lock tongue is provided between the lock pin and the electromagnet. The end of the magnetically controlled lock tongue facing the lock pin is provided as a wedge-shaped body. A giving way groove for giving way to the third tension spring is provided on the wedge-shaped body. The lock pin faces the lock housing. A slope is provided at one end of the inner cavity, and the space formed by the slopes on the two lock pins matches the wedge-shaped body of the magnetically controlled lock tongue. The electromagnet is used to drive the magnetically controlled lock tongue to move toward the direction close to the lock pin so that the lock pin can be extended and inserted into the annular lock hole or the strip lock hole in a natural state. The electromagnet and the on-board processor are both communicatively connected to the microcontroller, and the microcontroller is used to control the closing of the magnetic field of the electromagnet based on a collision warning signal. The two lock pins are symmetrically provided with eccentric inner cavities, and the two lock pins are connected by a third tension spring. The third tension spring is located in the eccentric inner cavities of the two lock pins, and the third tension spring maintains a stored force state.

9. A danger avoidance warning system for a passenger car as claimed in claim 1, characterized in that: The human-computer interaction module includes an external interaction unit and an internal interaction unit. The external interaction unit is used to provide visual warning information and sound warning information to other traffic participants; The internal interaction unit is used to provide visual warning information and sound warning information to the driver.

10. A control method for an emergency warning system for a passenger vehicle, characterized in that, The following steps are involved: Collect environmental data around the vehicle and the vehicle's own driving data; Analyzing the environmental data around the vehicle and the driving data of the vehicle itself and issuing a collision warning signal based on the analysis results; Based on the collision warning signal, the steering wheel linkage control mechanism is used to control the steering wheel assembly to flip toward the direction close to the front of the vehicle; Based on the collision warning signal, the seat joint control mechanism is used to control the seat assembly to move in a direction away from the front of the vehicle; Based on the collision warning signal, a human-computer interaction module is used to exchange warning information with the outside world and with the driver.

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