CN116811784A - Pedestrian protection method and system for vehicle, vehicle and electronic equipment - Google Patents

Abstract

The application provides a pedestrian protection method and system for a vehicle, the vehicle and electronic equipment, wherein the method comprises the following steps: detecting pedestrian information and calculating a collision position at which a collision will occur according to the pedestrian information; acquiring at least one pressure signal generated by a collision; determining a threshold value corresponding to the collision location; and when the pressure value obtained by the pressure signal is larger than the threshold value, the engine cover is jacked up. The method and the system can comprehensively consider the conditions of temperature, speed and material of the front end of the vehicle to improve the robustness and the stability of the pedestrian protection method.

Description

Pedestrian protection method and system for vehicle, vehicle and electronic equipment

Technical Field

The present application relates to the field of vehicle safety, and more particularly, to a pedestrian protection method and system for a vehicle, and an electronic device.

Background

When a vehicle collides with a pedestrian during running of the vehicle, the pedestrian usually collides with the bumper for the first time, and then the pedestrian is sprung upwards due to forward impact of the vehicle, so that the pedestrian collides with the engine cover or the front windshield for the second time. The probability of injury to the pedestrian's head during a second collision is much greater than for a first collision due to uncertainty in the pedestrian's pose during the second collision. It is therefore necessary to protect pedestrians against injuries caused by a secondary collision.

The pedestrian protection methods in the prior art generally have two methods, namely, a first method is to directly optimize the structure of an engine cover, and optimize the layout of various components in an engine cabin or a passive pedestrian protection strategy of a hinge structure and the like, and a second method is to jack up the engine cover through gunpowder or a spring and the like during collision, so as to obtain an active pedestrian protection strategy with more head impact buffering space. The triggering mode corresponding to the second active pedestrian protection strategy is only to calibrate the detonation threshold approximately based on temperature and speed by using the sensor, so that the misjudgment probability is relatively high, and particularly the risk of false explosion is higher for complex road traffic conditions.

Disclosure of Invention

The application aims to provide a pedestrian protection method and system for a vehicle, the vehicle and electronic equipment. By the method, the influences of materials and structures at different positions of the front end of the automobile are introduced into the pedestrian protection method, so that the robustness and stability of the pedestrian protection method are improved. In addition, the collision position can be determined earlier by means of the front radar and the camera, and the pedestrian protection performance is improved. Therefore, the active pedestrian protection measures can be activated more accurately and timely and the engine cover can be jacked up, and meanwhile, the false explosion probability of the detonating device for jacking up the engine cover can be at least reduced.

According to an aspect of the present application, there is provided a pedestrian protection method for a vehicle, the method including: detecting pedestrian information and calculating a collision position at which a collision will occur according to the pedestrian information; acquiring at least one pressure signal generated by a collision; determining a threshold value corresponding to the collision location; and when the pressure value obtained by the pressure signal is larger than the threshold value, the engine cover is jacked up.

According to an exemplary embodiment, the at least comprising the speed, position and direction of movement of the pedestrian relative to the vehicle. The pedestrian information may preferably further include acceleration, a line of sight of the pedestrian, and the like.

According to one exemplary embodiment, pedestrian information is detected by an onboard camera and/or an onboard radar device. It is also conceivable to detect pedestrian information by roadside facilities such as cameras or radar systems on the roadside or cameras or radar systems of surrounding vehicles and transmit the pedestrian information to the vehicle.

According to an exemplary embodiment, determining a threshold value corresponding to the collision position comprises: and determining a corresponding threshold according to the collision position and a preset corresponding relation table, wherein the corresponding relation table at least describes the corresponding relation between the position and the threshold.

According to an exemplary embodiment, lifting the engine cover when the pressure value derived from the pressure signal is greater than the threshold value, comprises: when the pressure value is greater than the threshold value, a detonation instruction is generated.

According to an exemplary embodiment, the correspondence table is established by: determining pressure decay coefficients corresponding to respective locations of the vehicle front, the pressure decay coefficients being related to structural and material properties of the vehicle front at the locations; dividing the vehicle front structure into different areas according to the pressure attenuation coefficients, wherein the positions with the same pressure attenuation coefficients or the same range are classified into the same areas; a corresponding pressure threshold is determined for each region taking into account the pressure decay factor, and a table of correspondence of regions to pressure thresholds is formed. Here, "the same region" means a set of positions where the pressure attenuation coefficients are the same or in the same range, but the positions in the same region are not necessarily physically adjacent. The same region may include a plurality of zones distributed at different locations on the front of the vehicle.

According to an exemplary embodiment, speed and/or temperature are also considered in determining a corresponding pressure threshold for each zone.

According to another aspect of the present application, there is provided a pedestrian protection system for a vehicle, including: a collision detection hose arranged in a lateral direction of the vehicle; at least two pressure sensors disposed at both ends of the collision detection hose and configured to detect pressure waves generated at the time of collision; a jacking mechanism for jacking up an engine cover, and a controller, wherein the controller is in signal connection with the pressure sensor and is designed for implementing the pedestrian protection method as described above.

According to one exemplary embodiment, the jacking mechanism is disposed below the engine cover and includes an initiation device in signal communication with the controller and configured to initiate upon receipt of an initiation command to jack up the engine cover.

According to still another aspect of the present application, there is provided a vehicle for protecting a pedestrian at the time of collision with the vehicle, the vehicle having the pedestrian protection system as described above.

According to a further aspect of the application, an electronic device is proposed, comprising a processor and a memory for storing executable instructions of the processor, wherein the processor is configured to execute the executable instructions to implement the method as described above.

According to a further aspect of the application, a computer-readable storage medium is proposed, on which a computer program is stored, the computer program comprising executable instructions which, when executed by a processor, implement the method as described above.

By applying the scheme provided by the application, pedestrian protection is performed by judging the collision position of pedestrians and vehicles in advance and starting the protection device in time when necessary. The engine cover is jacked by the active engine cover jacking mechanism, so that the severity degree of collision between the head of a pedestrian and a vehicle is reduced. The pedestrian protection system can be quickly activated within 10-15 milliseconds after collision, so that the automobile engine cover is lifted according to the design requirement, the pedestrian injury is relieved by increasing energy absorption and enabling impact force to deviate along the surface of the engine cover, and finally the pedestrian protection aim is achieved.

Drawings

The above and other features and advantages of the present application will become more apparent by describing in detail exemplary embodiments thereof with reference to the attached drawings.

Fig. 1 is a schematic flow chart of a pedestrian protection method for a vehicle according to one embodiment of the application.

FIG. 2 is a flow chart for creating a table of correspondence of regions to pressure thresholds.

Fig. 3 is a schematic block diagram of an electronic device for determining a compensation coefficient of a speed sensor according to one embodiment of the application.

Detailed Description

Exemplary embodiments will now be described more fully with reference to the accompanying drawings. However, the exemplary embodiments can be embodied in many forms and should not be construed as limited to the embodiments set forth herein; rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the concept of the exemplary embodiments to those skilled in the art. In the drawings, the size of some of the elements may be exaggerated or otherwise distorted for clarity. The same reference numerals in the drawings denote the same or similar structures, and thus detailed descriptions thereof will be omitted.

Furthermore, the described features, structures, or characteristics may be combined in any suitable manner in one or more embodiments. In the following description, numerous specific details are provided to give a thorough understanding of embodiments of the application. One skilled in the relevant art will recognize, however, that the inventive aspects may be practiced without one or more of the specific details, or with other methods, components, etc. In other instances, well-known structures, methods, or operations are not shown or described in detail to avoid obscuring aspects of the application.

It should be noted that in the present application, the direction is defined with reference to the direction in which the vehicle is traveling. Specifically, the direction in which the vehicle advances, i.e., the front of the vehicle head or the cab, is defined as the forward direction, and the opposite direction is defined as the rearward direction. The orientation extending in the front-rear direction is referred to as "longitudinal". The left hand side of the driver facing forward is defined as "left" and the right hand side is defined as "right". The orientation extending in the transverse direction is referred to as "transverse direction". Finally, the direction oriented toward the ground surface (ground surface) of the vehicle is referred to as "below", and the direction oriented toward the sky in contrast thereto is referred to as "above".

The present application is directed to a method and system for pedestrian protection in the event of a collision of a vehicle with a pedestrian, as exemplified by a collision of a pedestrian with a bumper on the front side of the vehicle. The pedestrian protection system includes a collision detection hose, at least two pressure sensors, a jack-up mechanism, and a controller. The pressure sensor is used to detect pressure waves caused by collisions in the collision detection hose, and may be, for example, a strain type, piezoresistive type, capacitive type, piezoelectric type, or vibration frequency type pressure sensor. The collision detecting hose is arranged, for example, in the energy absorber between the skin of the front bumper and the cross member of the front bumper. The front bumper and the collision detection hose are both arranged in the lateral direction of the vehicle, and cover at least an area of at least 90% or more of the lateral direction of the vehicle. At least two pressure sensors are separately provided at both ends of the crash hose and configured to detect pressure waves generated by the crash detection hose upon a crash. It is currently possible to determine whether the collision position occurs on the left or right side by the pressure signals detected by the two pressure sensors and to determine whether a collision with a pedestrian or other obstacle has occurred. The above-described functions can be implemented, for example, in a pSAT-based pedestrian protection system which the applicant itself has already marketed. However, existing methods and systems do not accurately determine the specific location of the collision, nor do they allow for different pressure decay conditions at different locations.

The energy absorbing means may be, for example, a foam material or some energy absorbing blocks or strips made of density-adjustable PVC or PVE, etc. A foam of suitable density may enable the pressure sensor to effectively detect the pressure signal. The jack-up mechanism is disposed below the engine cover and may include an initiation device or an active hinge. The jacking mechanism is in signal connection with the controller, and the controller sends a jacking instruction to the jacking mechanism when judging that pedestrians need to be protected according to pressure signals of the pressure sensor, and the jacking mechanism is configured to jack up the engine cover after receiving the jacking instruction. The jack-up mechanism may be an actuator using a spring as a power unit, or an actuator using gunpowder as power, for example. The ejection command is understood here to be a detonation command for the initiation of the pyrotechnic charge or a release command for the release spring. When a pedestrian collides with the vehicle, a typical pressure waveform is generated, which is detected by two sensors located at both ends of the collision detecting hose and transmitted to the controller. The controller can determine the type of collision, i.e., the collision of the vehicle with the pedestrian, based on the collision algorithm and the vehicle speed information.

The principle and exemplary aspects thereof will be described below in the flow of the pedestrian protection method for a vehicle shown in fig. 1 and some of its details.

An embodiment of the method according to the application essentially comprises: step S110: detecting pedestrian information and calculating a collision position at which a collision will occur according to the pedestrian information; step S120: acquiring at least one pressure signal generated by a collision; step S130: determining a threshold value corresponding to the collision location; step S140: and lifting the engine cover when the pressure value of the pressure signal is larger than the threshold value.

Specifically, the pedestrian information in step S110 may include the speed, position, and movement direction of the pedestrian with respect to the vehicle, and acceleration or the line of sight of the pedestrian, etc., which may be detected by the in-vehicle camera and/or the in-vehicle radar device. Detection devices of roadside equipment or surrounding vehicles may also be considered for detection and transmission to the vehicle. Because, for example, in the case where there is a shade, the pedestrian cannot be detected well by the detection device of the vehicle itself. The present application will be described by taking an in-vehicle camera and/or an in-vehicle radar, lidar, etc. as examples.

The recognition of the pedestrian target by the vehicle-mounted camera can be an algorithm based on motion detection, an algorithm based on machine learning, or a combination of the two algorithms based on motion detection and machine learning. In the algorithm based on motion detection, a vehicle-mounted camera is kept motionless, a moving foreground target is extracted by using a background modeling algorithm, and then the moving target is classified by using a classifier, so that whether pedestrians are contained is judged. The common background modeling algorithm comprises a Gaussian mixture model, a ViBe algorithm, a frame difference algorithm, a sample consistency modeling algorithm, a PBAS algorithm and the like, wherein a background model is obtained through previous frame learning, and then a moving target is obtained through comparison of a current frame and a background frame. It will be appreciated that the present application only requires the screening of pedestrians, with only two categories of data, one category being pedestrians and one category being non-pedestrians, such as small animals, obstructions, and the like, for which it is not desirable to open the motor vehicle cover. The classifier learns the features of various motion models of pedestrians through a machine, thereby judging whether to include pedestrians through analogy with the motion models. Of course, the vehicle-mounted camera can also complete the calculation of the speed, the position, the moving direction and the acceleration of the pedestrian relative to the vehicle, wherein the position can be realized by using a similar triangulation method or by using the internal reference of a more complex but more accurate camera model. In the background modeling algorithm, the vehicle-mounted camera can also perform machine learning through big data, so that the collision position of the pedestrian to be collided with the vehicle is estimated according to the motion model of the pedestrian in various algorithms. The vehicle-mounted radar irradiates a target with an electromagnetic wave signal, and after receiving an echo signal of the electromagnetic wave, the total time for the signal to go back and forth is measured to obtain the position of the target. The combination of the vehicle-mounted camera and the vehicle-mounted radar can mutually correct the speed, the position, the movement direction and the acceleration in calculation to obtain more accurate pedestrian information, so that the collision position where collision will occur can be calculated more accurately. It is however obviously also possible to achieve the above-described functions solely by means of an onboard camera or solely by means of an onboard radar or lidar.

In step S120, a pressure signal generated due to a collision is acquired by at least one pressure sensor provided in the collision detection hose. The pressure sensor is in signal connection with the controller and can transmit the detected pressure signal to the controller. For example, the controller can continuously receive a waveform of the pressure signal to obtain a pressure value at each instant in time.

Step S130 includes determining a corresponding threshold value based on the collision position and a predetermined correspondence table. The correspondence table describes at least the correspondence between the positions and the threshold values. The correspondence table may be predetermined by a test and/or a simulation and stored in a memory module of the controller. The correspondence table may additionally describe the relationship between parameters such as temperature, acceleration, etc. and the threshold value. It should be noted here that the threshold value determined by the correspondence table is a calibrated threshold value, wherein different pressure decay levels at different locations and, if necessary, also parameters such as temperature, acceleration, etc. have been taken into account. In fact, differences in the collision position may lead to different degrees of attenuation of the collision pressure. For example, the pedestrian protection system should be activated when a pedestrian collides with the front of the vehicle at a relatively high relative speed, but the pressure detected by the pressure sensor is low because the portion to be collided is hard. In prior art solutions, it is likely that no pedestrian protection system will be activated. Conversely, when a collision occurs at a softer location where deformation is likely to occur, the collision detecting hose may be more deformed, and thus the pressure sensor may detect a higher pressure, resulting in false activation of the pedestrian protection system. The corresponding relation table in the application solves the problems by considering the attenuation condition of each position and calibrating the corresponding threshold value.

Finally, in step S140, when the controller determines that the pressure value derived from the pressure signal is greater than the threshold value, a jack-up signal is issued to jack up the engine cover. The jack-up signal is for example a firing command to fire the powder, and may be a release command to release the spring. Because of the rapid response speed, small volume and light weight of the gunpowder initiation, an actuating mechanism powered by gunpowder is currently preferred to be used as the jacking mechanism.

Fig. 2 shows a process of creating the correspondence table. First, in step S210, pressure attenuation coefficients corresponding to respective positions of the vehicle front portion are determined, the pressure attenuation coefficients being related to the structure and material properties of the vehicle front portion at the positions; dividing the vehicle front structure into different regions according to the pressure attenuation coefficient in step S220, wherein the positions of the same or the same range of the pressure attenuation coefficient are classified into the same region; and determining a corresponding pressure threshold value for each region in consideration of the pressure decay coefficient in step S230, and forming a correspondence table of regions and pressure threshold values.

Specifically, the corresponding pressure attenuation coefficients for each position of the front of the vehicle may be found by experimentation or CAE software simulation. For example, the pressure decay factor corresponding to each original region may be calculated based on different material properties, such as density, mass, hardness, etc., and the configuration. In an exemplary embodiment, the bumper may be divided into five primary regions A, B, C, D, E in average along the extension length of the bumper, and the pressure attenuation coefficient is calculated for each primary region. For example, by inputting a pressure of 1 to each of the regions, an analog output pressure corresponding to each of the original regions as shown in table 1 can be obtained by means of one of ANSYS, solidworks, COMSOL, NASTRAN, ADINA, MARC, MAGSOFT and the like, thereby obtaining a pressure attenuation coefficient corresponding to each of the original regions. In other embodiments, the pressure decay factor may be obtained through other real-vehicle experiments, such as by simulating pressure on a bench.

Original region	A	B	C	D	E
						Input pressure	1	1	1	1	1
Analog output pressure	0.95	0.92	0.98	0.90	0.96
						Pressure decay factor	0.05	0.08	0.02	0.1	0.04

TABLE 1

Further, the five original regions A, B, C, D, E may be further classified according to the pressure decay coefficients, and the original regions having the same pressure decay coefficients or being in the same range may be classified as the same region. "identical region" refers to a collection of locations where the pressure decay coefficients are identical or in the same range, but locations belonging to the same region are not necessarily all physically adjacent. The same area may also be a plurality of locations distributed at different locations in the front of the vehicle.

For example, for a distribution range of pressure decay coefficients for five original regions, two decay calibration values of 0.03 and 0.06 are set, and in other embodiments, the setting of the decay calibration values includes, but is not limited to, 0.04 and 0.07, and so on. By setting two calibrated values of attenuation, the five regions can be further divided into three different corrected regions with relatively close pressure attenuation coefficients, such as region X, Y, Z as shown in Table 2 below.

	Pressure decay factor<0.03	The pressure attenuation coefficient is more than or equal to 0.03 and less than 0.06	The pressure attenuation coefficient is more than or equal to 0.06
				Original region	C	A,E	B,D
Correction region	X	Y	Z

TABLE 2

A corresponding pressure threshold may then be determined for each correction zone by calibration experiments for ignition and misfire. In this case, more accurate crash initiation data can be obtained while reducing the number of experiments compared to calibration experiments in which ignition and misfire are directly performed on the original region.

Calibration experiments can be performed, for example, in the following manner: according to the requirements of a vehicle pedestrian protection test and/or a vehicle collision experiment, the vehicle collides with a simulated person at the speeds of 30Km/h, 40Km/h, 47Km/h and 55Km/h at the temperature of 60 ℃, 22 ℃ and-20 ℃ respectively, so that the simulated person (or a head, thigh and shank impact module) collides with an X area, a Y area and a Z area of the vehicle respectively, and the critical pressure value of the pressure sensor in ignition or non-ignition is recorded.

The correspondence table of the corrected area X, Y, Z with the pressure threshold value at the corresponding temperature and speed, which is obtained by the calibration experiment, is described in tables 3 to 5. It will be appreciated that the values of expressions ThX, thY22, thZ, etc. in the tables are dependent on the type of pressure sensor, location of impact, temperature, speed, etc., and will vary from firing to firing. Specific values can be obtained experimentally. For this purpose, only the characters are indicated here.

Calibration experiment results for the X region:

TABLE 3 Table 3

Calibration experiment results for Y region:

TABLE 4 Table 4

Calibration experiment results for Z region:

TABLE 5

Although three temperatures and combinations of four speeds are listed in tables 3-5, it is apparent that calibration experiments can be performed under other temperature conditions and speed conditions. Of course, the above tables 3 to 5 can also be simplified, for example, only for the usual temperatures. This is particularly applicable in areas where the temperature is relatively stable. Tables 3 to 5 constitute the correspondence table in the sense of the present application. When the vehicle runs, if collision occurs with pedestrians, according to the collision position, whether the engine cover is required to be jacked up for pedestrian protection can be rapidly and accurately judged by comparing the pressure signal detected by the pressure sensor with the pressure threshold value of the corresponding area.

In another aspect of the present application, there is also provided a pedestrian protection system for a vehicle, including: a collision detection hose arranged in a lateral direction of the vehicle; at least two pressure sensors disposed at both ends of the collision detection hose and configured to detect pressure waves generated at the time of collision; the jacking mechanism is used for jacking the engine cover; and a controller, wherein the controller is in signal connection with the pressure sensor and is designed to implement the pedestrian protection method according to any one of the embodiments described above.

In another aspect of the present application, there is also provided a vehicle having the pedestrian protection system according to any one of the above embodiments.

By adopting the pedestrian protection method and system for the vehicle, compared with the prior art that the sensor is only used for fuzzily calibrating the engine cover jacking condition based on temperature and speed, the method and system for protecting the pedestrian can be used for determining the collision position earlier in advance by means of the front-mounted camera and/or the vehicle-mounted radar and the laser radar, and improve the performance of pedestrian protection. In addition, besides the influence of temperature and speed, the situation that collected pressure signals are different due to different front material structures of the vehicle at different collision positions can be considered, so that the false judgment probability is reduced, and the robustness and the stability of the pedestrian protection method are improved.

It should be noted that although in the above detailed description, several modules or units of a system for protecting a pedestrian at the time of collision with a vehicle are mentioned, this division is not mandatory. Indeed, the features and functions of two or more modules or units described above may be embodied in one module or unit in accordance with embodiments of the application. Conversely, the features and functions of one module or unit described above may be further divided into a plurality of modules or units to be embodied. The components shown as modules or units may or may not be physical units, may be located in one place, or may be distributed across multiple network elements. Some or all of the modules may be selected according to actual needs to achieve the purposes of the present application. Those of ordinary skill in the art will understand and implement the present application without undue burden.

In an exemplary embodiment of the present application, there is also provided a computer-readable storage medium having stored thereon a computer program comprising executable instructions which, when executed by, for example, a processor, may implement the steps of the pedestrian protection method for a vehicle as described in any one of the above embodiments. In some possible implementations, the various aspects of the application may also be implemented in the form of a program product comprising program code for causing a terminal device to carry out the steps according to various exemplary embodiments of the application as described in this specification for pedestrian protection methods of a vehicle, when the program product is run on the terminal device.

The program product for implementing the above-described method according to an embodiment of the present application may employ a portable compact disc read-only memory (CD-ROM) and include program code, and may be run on a terminal device, such as a personal computer. However, the program product of the present application is not limited thereto, and in this document, a readable storage medium may be any tangible medium that can contain, or store a program for use by or in connection with an instruction execution system, apparatus, or device.

The program product may employ any combination of one or more readable media. The readable medium may be a readable signal medium or a readable storage medium. The readable storage medium can be, for example, but is not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or a combination of any of the foregoing. More specific examples (a non-exhaustive list) of the readable storage medium would include the following: an electrical connection having one or more wires, a portable disk, a hard disk, random Access Memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing.

The computer readable storage medium may include a data signal propagated in baseband or as part of a carrier wave, with readable program code embodied therein. Such a propagated data signal may take any of a variety of forms, including, but not limited to, electro-magnetic, optical, or any suitable combination of the foregoing. A readable storage medium may also be any readable medium that can communicate, propagate, or transport a program for use by or in connection with an instruction execution system, apparatus, or device. Program code embodied on a readable storage medium may be transmitted using any appropriate medium, including but not limited to wireless, wireline, optical fiber cable, RF, etc., or any suitable combination of the foregoing.

Program code for carrying out operations of the present application may be written in any combination of one or more programming languages, including an object oriented programming language such as Java, C++ or the like and conventional procedural programming languages, such as the "C" programming language or similar programming languages. The program code may execute entirely on the user's computing device, partly on the user's device, as a stand-alone software package, partly on the user's computing device, partly on a remote computing device, or entirely on the remote computing device or server. In the case of remote computing devices, the remote computing device may be connected to the user computing device through any kind of network, including a Local Area Network (LAN) or a Wide Area Network (WAN), or may be connected to an external computing device (e.g., connected via the Internet using an Internet service provider).

In an exemplary embodiment of the application, an electronic device is also provided, which may include a processor, and a memory for storing executable instructions of the processor. Wherein the processor is configured to perform the steps of the pedestrian protection method for a vehicle of any one of the above embodiments via execution of the executable instructions.

An electronic device 100 according to this embodiment of the present application is described below with reference to fig. 3. The electronic device 100 shown in fig. 3 is only an example and should not be construed as limiting the functionality and scope of use of the embodiments of the application.

As shown in fig. 3, the electronic device 100 is in the form of a general purpose computing device. Components of the electronic device 100 may include, but are not limited to: at least one processing unit 110, at least one memory unit 120, a bus 130 connecting the different system components (including the memory unit 120 and the processing unit 110), a display unit 140, and the like.

Wherein the storage unit stores program code executable by the processing unit 110 such that the processing unit 110 performs the steps according to various exemplary embodiments of the present application described in the pedestrian protection method for a vehicle of the present specification. For example, the processing unit 110 may perform the steps as shown in fig. 1.

The memory unit 120 may include readable media in the form of volatile memory units, such as Random Access Memory (RAM) 1201 and/or cache memory 1202, and may further include Read Only Memory (ROM) 1203.

The storage unit 120 may also include a program/utility 1204 having a set (at least one) of program modules 1205, such program modules 1205 including, but not limited to: an operating system, one or more application programs, other program modules, and program data, each or some combination of which may include an implementation of a network environment.

Bus 130 may be a local bus representing one or more of several types of bus structures including a memory unit bus or memory unit controller, a peripheral bus, an accelerated graphics port, a processing unit, or a memory unit using any of a variety of bus architectures.

The electronic device 100 may also communicate with one or more external devices 200 (e.g., keyboard, pointing device, bluetooth device, etc.), one or more devices that enable a user to interact with the electronic device 100, and/or any device (e.g., router, modem, etc.) that enables the electronic device 100 to communicate with one or more other computing devices. Such communication may occur through an input/output (I/O) interface 150. Also, electronic device 100 may communicate with one or more networks such as a Local Area Network (LAN), a Wide Area Network (WAN), and/or a public network, such as the Internet, through network adapter 160. The network adapter 160 may communicate with other modules of the electronic device 100 via the bus 130. It should be appreciated that although not shown, other hardware and/or software modules may be used in connection with electronic device 100, including, but not limited to: microcode, device drivers, redundant processing units, external disk drive arrays, RAID systems, tape drives, data backup storage systems, and the like.

From the above description of embodiments, those skilled in the art will readily appreciate that the example embodiments described herein may be implemented in software, or may be implemented in software in combination with the necessary hardware. Thus, the technical solution according to the embodiment of the present application may be embodied in the form of a software product, which may be stored in a non-volatile storage medium (may be a CD-ROM, a usb disk, a mobile hard disk, etc.) or on a network, and includes several instructions to cause a computing device (may be a personal computer, a server, or a network device, etc.) to execute the pedestrian protection method for a vehicle according to the embodiment of the present application.

Those skilled in the art will appreciate that the various aspects of the application may be implemented as a system, method, or program product. Accordingly, aspects of the application may be embodied in the following forms, namely: an entirely hardware embodiment, an entirely software embodiment (including firmware, micro-code, etc.) or an embodiment combining hardware and software aspects may be referred to herein as a "circuit," module "or" system.

Other embodiments of the application will be apparent to those skilled in the art from consideration of the specification and practice of the disclosure herein. This application is intended to cover any variations, uses, or adaptations of the application following, in general, the principles of the application and including such departures from the present disclosure as come within known or customary practice within the art to which the application pertains. It is intended that the specification and examples be considered as exemplary only, with a true scope and spirit of the application being indicated by the following claims.

Claims (12)

1. A pedestrian protection method for a vehicle, the method comprising the steps of:

detecting pedestrian information and calculating a collision position at which a collision will occur according to the pedestrian information;

acquiring at least one pressure signal generated by a collision;

determining a threshold value corresponding to the collision location;

and when the pressure value obtained by the pressure signal is larger than the threshold value, the engine cover is jacked up.

2. The method of claim 1, wherein the pedestrian information includes at least a speed, a position, and a direction of movement of the pedestrian relative to the vehicle.

3. Method according to claim 1 or 2, characterized in that pedestrian information is detected by means of an onboard camera and/or an onboard radar device, lidar.

4. A method according to claim 1 or 2, wherein determining a threshold value corresponding to the collision location comprises: and determining a corresponding threshold according to the collision position and a preset corresponding relation table, wherein the corresponding relation table at least describes the corresponding relation between the position and the threshold.

5. The method according to claim 1 or 2, wherein lifting the engine cover when the pressure value derived from the pressure signal is greater than the threshold value, comprises: when the pressure value is greater than the threshold value, a detonation instruction is generated.

6. The method of claim 4, wherein the correspondence table is established by: determining pressure decay coefficients corresponding to respective locations of the vehicle front, the pressure decay coefficients being related to structural and material properties of the vehicle front at the locations; dividing the vehicle front structure into different areas according to the pressure attenuation coefficients, wherein the positions with the same pressure attenuation coefficients or the same range are classified into the same areas; a corresponding pressure threshold is determined for each region taking into account the pressure decay factor, and a table of correspondence of regions to pressure thresholds is formed.

7. The method of claim 6, wherein a speed and/or temperature is also considered in determining a corresponding pressure threshold for each zone.

8. A pedestrian protection system for a vehicle, comprising:

a collision detection hose arranged in a lateral direction of the vehicle;

at least two pressure sensors disposed at both ends of the collision detection hose and configured to detect pressure waves generated at the time of collision; the jacking mechanism is used for jacking the engine cover; and

a controller, wherein the controller is in signal connection with the pressure sensor and is designed for implementing the method according to any one of claims 1 to 7.

9. The pedestrian protection system of claim 8, wherein the jacking mechanism is disposed below the hood and includes an initiation device in signal communication with the controller and configured to initiate upon receipt of an initiation command to jack up the hood.

10. A vehicle having a pedestrian protection system in accordance with claim 8 or 9.

11. An electronic device for protecting pedestrians, comprising:

a processor; and

a memory for storing executable instructions of the processor;

wherein the processor is configured to execute the executable instructions to implement the method according to any one of claims 1 to 7.

12. A computer readable storage medium having stored thereon a computer program comprising executable instructions which, when executed by a processor, implement the method according to any of claims 1 to 7.