A pedestrian head-on collision test matrix design and analysis method, program product and device

Abstract

The invention discloses a pedestrian head-impact test matrix design and analysis method, comprising an impact test of a head impactor on a center point and an edge area of ​​a front windshield of an automobile, obtaining an acceleration-time curve at the center of mass of the head impactor, building a finite element simulation model, performing a simulation test, comparing the simulation test results with actual vehicle test results, correcting the finite element simulation model, and finally using the finite element simulation model to perform simulation analysis at different angles on head-type test points on a hood area and a front windshield area of ​​the automobile, and obtaining a head-type damage value HIC of the test point. The invention adopts a combination of a test matrix and simulation, and does not need to perform physical tests on the test points in the test area one by one, and can also obtain a real distribution of damage values ​​of head-type points in the test area; and can cope with the evaluation of head-type damage values ​​after the inclination angle of the front windshield changes caused by the shape change.

Description

Technical Field

[0001] The present invention relates to the technical field of automobile collision, and in particular to a pedestrian head-on collision test matrix design and analysis method, program product and equipment. Background Art

[0002] As pedestrian protection regulations become increasingly stringent, the collision test range of the front end of the vehicle being impacted by the pedestrian head shape is gradually expanding. In order to evaluate the pedestrian protection head shape score, especially the head shape collision score after the windshield area changes, the usual practice is: first, based on experience, the glass area within 165mm from the bottom of the glass and the two side boundaries is regarded as the green area by default (the area with a smaller head shape collision injury value, and each point can get a full score of 1 point); second, the CAE simulation analysis method is used to calculate the HIC value (head injury value) of all points; third, the experimental measurement method is used to cover the surface with points to test the head injury value of a certain uncertain point, and then the test result of the point is assigned to all surrounding points; fourth, the above method 2 is combined with method 3, first test a point, then perform simulation analysis and benchmarking, and then use CAE simulation to analyze the injury situation of all points.

[0003] However, the existing head shape assessment method has the following problems: (1) Based on empirical judgment, the area within 165mm of the glass edge is regarded as the full score point for head shape injury, which is risky; (2) Simple CAE analysis cannot confirm the rationality of material parameters and the authenticity of analysis results; (3) The actual measurement method of covering the surface with points will lead to randomness in the test, and the head shape impact injury situation may be completely different within a certain range around the experimental point, and this distance range cannot be determined, so the evaluation results obtained will inevitably be biased. (4) The method of using a model with a point as the benchmark for comprehensive simulation analysis cannot confirm the accuracy of the analysis results in different areas, as well as the impact of changes in collision conditions, such as changes in the glass inclination angle, on the accuracy of the analysis model. Summary of the invention

[0004] To this end, the present invention provides a pedestrian head-on impact test matrix design and analysis method, program and equipment, aiming to accurately predict the impact of the changes in appearance brought about by the expansion of the front windshield test range and the change of the glass inclination angle on the vehicle pedestrian protection head shape score through the combination of a unique test matrix and a CAE analysis method.

[0005] According to a first aspect of the present invention, a pedestrian head-on collision test matrix design and analysis method is provided, which specifically includes:

[0006] A headform impactor is used to perform several pedestrian protection headform impact tests T1 on the center point of the front windshield of the car to obtain the acceleration time curves in the X, Y, and Z directions at the center of mass of the headform impactor;

[0007] Build an initial pedestrian head impact finite element simulation model, conduct a finite element simulation test, and compare and analyze the acceleration time curve obtained from the simulation test and the above test T1. If the comparison and analysis results meet the requirements, the initial pedestrian head impact finite element model is the initial benchmark model M1. Otherwise, adjust the initial pedestrian head impact finite element model until the comparison and analysis results meet the requirements.

[0008] Carry out several pedestrian protection headform impact tests T2 on the edge area of ​​the front windshield of the car, and compare and analyze the acceleration time curves obtained by the initial benchmark model M1 and the test T2. If the comparison and analysis results meet the requirements, the initial comparison model M1 is converted into the calibration comparison model M2. If not, the initial comparison model M1 is adjusted until the comparison analysis meets the requirements;

[0009] Perform pedestrian protection head shape line on the vehicle, obtain head shape test points on the vehicle hood area and the front windshield area, use the calibration comparison model M2 to simulate and analyze the head shape test points on the vehicle hood area and the front windshield area, calculate the acceleration time curve of each point, and obtain the head shape damage value HIC according to the integration of the acceleration time curve. Score each test point according to the head shape damage value HIC, and count the scores of all test points to obtain the score statistical result S1;

[0010] The impact angle of the headform impactor on the front windshield is changed, and the pedestrian protection headform impact test T3 is performed again on the edge area of ​​the front windshield of the vehicle for several times. The test results of the calibration comparison model M2 and the test T3 are compared and analyzed. If the comparison and analysis results meet the requirements, the calibration comparison model M2 is converted into the standard benchmark model M3. If not, the calibration comparison model M2 is adjusted until the comparison and analysis meets the requirements;

[0011] The standard comparison model M3 is used to simulate and analyze the head shape test points on the car hood area and the front windshield area, and the acceleration-time curve of each point is calculated. The head shape damage value HIC is obtained by integrating the acceleration-time curve. Each test point is scored according to the head shape damage value HIC, and the scores of all test points are counted to obtain the score statistics S2. By comparing S1 and S2, the influence of glass inclination angle changes on the pedestrian protection head shape score is obtained.

[0012] The present invention adopts a method of combining test matrix with simulation, and the actual vehicle test results and the simulation test results can verify each other, ensuring the rationality of the material parameters selected by the simulation model and the authenticity of the simulation results. Without performing physical tests on the test points in the test area one by one, the actual distribution of head shape point damage values ​​in the test area can also be obtained; and it can cope with the head shape damage value evaluation after the front windshield inclination angle changes caused by the shape changes.

[0013] A further solution is to use a headform impactor to perform several pedestrian protection headform impact tests on the center point of the front windshield of the car. T1 specifically includes:

[0014] The center point C1 of the front windshield is selected to carry out the pedestrian protection head type impact test T1, where the head type is a 4.5kg adult head type, the impact speed is 40km / h, and different impact angles are selected for different vehicle envelope heights reached by the center point of the glass;

[0015] After each test, the front windshield needs to be replaced and the vehicle should be left standing for 24 hours to wait for the glass glue to completely dry before testing again. The test should be repeated 8 times.

[0016] It can be seen from the above technical solution that repeated tests can eliminate test dispersion, remove test results that deviate greatly from the average value, and improve the accuracy of the test results.

[0017] A further solution is to select different impact angles for different vehicle envelope heights reached by the center point of the glass:

[0018] When the impact angle is in the range of WAD1700 to WAD2100, the impact angle is 65° downward from the horizontal plane. When it exceeds WAD2100, the impact angle is 60° downward from the horizontal plane.

[0019] A further solution is that the pedestrian protection headform impact test T2 is performed several times on the edge area of ​​the front windshield of the vehicle, specifically including:

[0020] Mark the boundary line on the front windshield of the car, where the boundary line is the non-light-transmitting area of ​​the glass offset 165mm from the center of the glass;

[0021] Four groups of test points are selected on the boundary. Each group of test points consists of three points on the boundary line, 100 mm inward from the boundary line, and 100 mm outward from the boundary line. Three groups of points are selected on the bottom boundary line of the glass, each group is 100 to 200 mm apart, and one group of points is selected on the side boundary line of the glass, and the position is the same as the center point of the glass.

[0022] For each test point, the pedestrian protection headform impact test is repeated 2 to 3 times at each point.

[0023] It can be seen from the above technical solution that the actual vehicle test within 165mm from the bottom and sides of the windshield can confirm whether the head injury value exceeds HIC650 in the area within 165mm from the bottom and sides of the windshield, thereby eliminating the judgment error of the traditional experience judgment method of taking the area within 165mm of the glass edge as the full score point of the head injury value;

[0024] A further solution is that the simulation test results are compared with the acceleration time curve obtained from the pedestrian protection headform impact test, and the specific analysis includes:

[0025] The acceleration-time curves obtained from several pedestrian protection headform impact tests are fitted, and the acceleration-time curves obtained by fitting are compared with the acceleration-time curve trends, peak values ​​and headform damage values ​​HIC obtained from the simulation test results. If the overlap between the curves is greater than 90% and the deviation of the headform damage value HIC is less than 10%, the comparative analysis results meet the requirements, otherwise the comparative analysis results do not meet the requirements.

[0026] It can be seen from the above technical solution that the consistency of the actual vehicle test results and the simulation test results can be ensured, so that when the simulation model tests other points, the test results are reliable, avoiding actual vehicle test tests on each point and reducing the test cost.

[0027] A further solution is that the head damage value HIC is calculated as follows:

[0028] Head shape damage value

[0029] Wherein, t1 and t2 are arbitrary moments in the collision process, a(t) represents the triaxial composite acceleration of the center of mass of the head impactor, and g is the acceleration due to gravity; t2-t1=15ms, and the interval range with the maximum acceleration change of 15ms is selected in the acceleration-time curve.

[0030] A further solution is to adjust the initial pedestrian head impact finite element simulation model, the initial benchmark model M1 and the calibration comparison model M2 specifically including:

[0031] Adjust the mesh unit size, mesh unit normal, component network type, network density, component material mechanical property curve and component connection relationship.

[0032] A further solution is that the pedestrian protection head shape line of the vehicle is obtained to obtain the head shape test points on the vehicle hood area and the front windshield area, which specifically includes:

[0033] Draw the envelope on the hood area and the front windshield area of ​​the car;

[0034] Get the intersection of the longitudinal axis of the headform impactor and the front windshield, and spread upward, downward, left and right with the intersection as the center, marking a grid point every 100 mm;

[0035] Select the grid points in the area between the envelope lines WAD1000 and WAD2300 and set them as head shape test points.

[0036] According to a second aspect of the present invention, a pedestrian collision head injury test matrix design and analysis program product is provided to implement pedestrian collision head injury test matrix design and analysis.

[0037] According to a third aspect of the present invention, there is provided a mobile terminal comprising the pedestrian impact head injury test matrix design and analysis program product as described above.

[0038] Compared with the prior art, the present invention has the following beneficial effects: (1) The present invention verifies through the actual vehicle test in the test matrix design that there is indeed a situation where the head injury value exceeds HIC650 in the area within 165 mm from the bottom and side of the windshield, and the present invention effectively eliminates this judgment error;

[0039] (2) The present invention adopts a method that combines test matrix with simulation. It does not need to conduct physical tests on the test points in the test area one by one, and can also obtain the actual distribution of head shape point damage values ​​in the test area; and it can cope with the head shape damage value evaluation after the front windshield inclination angle changes caused by the shape changes.

[0040] Additional aspects and advantages of the present invention will be given in part in the following description and in part will be obvious from the following description, or will be learned through practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0041] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings required for use in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0042] Figure 1 It is a display of the invention background and a schematic diagram of the WAD envelope;

[0043] Figure 2 The present invention is a schematic diagram of the design method flow chart;

[0044] Figure 3 Schematic diagram of the impact angle of the head impactor relative to the front windshield;

[0045] Figure 4 Schematic diagram of the global CAE test target points for protecting the head shape;

[0046] Figure 5 Schematic diagram of the test area for the global CAE test of the head protection;

[0047] Figure 6 This is a schematic diagram of the boundary line of the front windshield of the present invention;

[0048] Figure 7It is a schematic diagram of the test point location and test method for the center point test of the front windshield of the automobile;

[0049] Figure 8 The schematic diagram of the test point location and test method for the test on the edge area of ​​the front windshield of the vehicle;

[0050] Fig. 9 It is a schematic diagram of the test point position and test method after the impact angle is changed;

[0051] Fig.10 It is a schematic diagram of the acceleration time curve; DETAILED DESCRIPTION

[0052] In order to make the purpose, features and advantages of the present invention more obvious and easy to understand, the specific embodiments of the present invention are described in detail below with reference to the accompanying drawings.

[0053] It should be noted that when an element is referred to as being "fixed to" another element, it may be directly on the other element or there may be an intermediate element. When an element is considered to be "connected to" another element, it may be directly connected to the other element or there may be an intermediate element at the same time.

[0054] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as those commonly understood by those skilled in the art of the present invention. The terms used herein in the specification of the present invention are only for the purpose of describing specific embodiments and are not intended to limit the present invention. The term "and / or" used herein includes any and all combinations of one or more related listed items.

[0055] A matrix design and analysis method for pedestrian head-on collision test, see Figure 2 , the specific test matrix and analysis method flow are as follows:

[0056] First, see Figure 7 For a certain research vehicle model, the center point C1 of the front windshield is selected, and a repetitive pedestrian protection head impact test T1 is carried out according to CNCAP rules. The head is usually a 4.5kg adult head, and the impact speed is 40km / h. An acceleration sensor is installed inside the adult head to collect the acceleration in the X, Y, and Z directions at the center of mass. The impact angle is determined as follows: the height of the vehicle envelope reached by the actual center point of the glass. When it is in the range of WAD1700 to WAD2100, the angle is selected to be 65° downward with the horizontal plane. When it exceeds WAD2100, the angle is selected to be 60° downward with the horizontal plane. See Figure 3. Repeat the test on the center point of the glass. After each test, the front windshield needs to be replaced, and the vehicle needs to be left still for 24 hours to wait for the glass glue to completely dry before testing (to improve efficiency, multiple identical test wheels can be prepared for testing in turn). The test is repeated about 8 times to eliminate the test dispersion. Fit the 8 acceleration result curves obtained from the test, and remove the curves that deviate greatly from the average value; build an initial pedestrian head impact finite element simulation (CAE) model, conduct finite element simulation tests, and use the curves fitted by the actual vehicle test results to compare and analyze the CAE simulation results. Compare the acceleration time curve obtained by fitting with the acceleration time curve trend, peak value and head damage value HIC obtained by the simulation test results. If the overlap between the curves is greater than 90% and the deviation of the head damage value HIC is less than 10%, the comparative analysis results meet the requirements, and the initial pedestrian head impact finite element simulation model is converted into the initial benchmark model M1. Otherwise, the comparative analysis results do not meet the requirements, and the mesh unit size, mesh unit normal, component network type, network density, component material mechanical property curve and component connection relationship of the model are adjusted. The calculation formula of head damage value HIC is as follows:

[0057] Head shape damage value

[0058] Where, t1 and t2 are any moments in the collision process, a(t) represents the triaxial composite acceleration of the center of mass of the head impactor, and g is the acceleration of gravity; t2-t1=15ms, and the interval range with the maximum acceleration change of 15ms is selected in the acceleration time curve, see Fig.10 .

[0059] Second, see Figure 8 , conduct several pedestrian protection headform impact tests T2 on the edge area of ​​the front windshield of the car, and mark the boundary line on the front windshield of the car. The boundary line is obtained by offsetting the non-transparent area of ​​the glass by 165mm to the center of the glass. Figure 6; Four groups of test points are selected on the boundary, each group of test points consists of three points on the boundary line, 100mm inward from the boundary line, and 100mm outward from the boundary line. Three groups of points are selected on the bottom boundary line of the glass, each group is 100-200mm apart, and one group of points is selected on the side boundary line of the glass, the position is the same as the height of the center point of the glass; the actual vehicle test method as described above is used to conduct a pedestrian protection head type impact test on each test point, and each point is repeated 2-3 times. The acceleration time curves obtained by the initial benchmark model M1 and the test T2 are compared and analyzed. The comparison analysis method is as described above. If the comparison analysis results meet the requirements, the initial comparison model M1 is converted into the calibration comparison model M2. If not, the initial comparison model M1 is adjusted until the comparison analysis meets the requirements. Then, the global finite element model of the pedestrian protection headform is analyzed and calculated. The vehicle is profiled for pedestrian protection headform according to the NCAP standard rules, and the grid points on the glass area are marked. The specific process is as follows: the envelope is divided on the hood area and the front windshield area of ​​the car; the intersection of the longitudinal axis of the headform impactor and the front windshield is obtained as the target point, see Figure 4 , with the intersection as the center, spread upward, downward, left and right, and mark a grid point every 100mm; select the grid points in the area between the envelope lines WAD1000 and WAD2300 and set them as head shape test points, see Figure 5 Then, the calibration comparison model M2 is used to simulate and analyze the head shape test points on the hood area and the front windshield area of ​​the car, and the acceleration-time curve of each point is calculated. The head shape damage value HIC is obtained according to the integration of the acceleration-time curve. Each test point is scored according to the head shape damage value HIC, and the scores of all test points are counted to obtain the score statistics S1.

[0060] Finally, see Fig. 9 , change the test impact angle to simulate the change of glass inclination angle. For example, when the glass inclination angle increases by 10°, the test impact angle can be changed from 65° to 55°, or from 60° to 50°. Then, at the changed impact angle, the pedestrian protection head shape impact test T3 is performed again on the edge area of ​​the front windshield of the car several times, and the test points and test times in test T2 are repeated. And using the calibration benchmark model M2, adjust the impact angle in the model to be consistent with the test, obtain the simulation test results, and perform benchmark analysis on the simulation test results and the actual vehicle test results again to obtain the calibration benchmark model M3; at this time, the model M3 can be used to perform global CAE analysis and calculation of the pedestrian protection head shape, and the score statistics S2 can be obtained. By comparing S1 and S2, the influence of the change of glass inclination angle on the pedestrian protection head shape score can be obtained.

[0061] In the description of the present invention, it is to be understood that the terms “center”, “longitudinal”, “lateral”, “length”, “width”, “thickness”, “up”, “down”, “front”, “back”, “left”, “right”, “vertical”, “horizontal”, “top”, “bottom”, “inside”, “outside”, “clockwise”, “counterclockwise”, “axial”, “radial”, “circumferential”, etc., indicating orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation to the invention.

[0062] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "illustrative embodiments", "examples", "specific examples", or "some examples" means that the specific features, structures, materials, or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic representation of the above terms does not necessarily refer to the same embodiment or example.

[0063] Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments. Mentioning "embodiment" in this article means that the specific features, structures or characteristics described in conjunction with the embodiment may be included in at least one embodiment of the present embodiment application. The appearance of this phrase in various positions in the specification is not necessarily the same embodiment, nor is it an independent or alternative embodiment that is mutually exclusive with other embodiments. It can be explicitly and implicitly understood by those skilled in the art that the embodiments described herein can be combined with other embodiments. Based on the embodiments in this application, all other embodiments obtained by ordinary technicians in this field without making creative work are within the scope of protection of this application.

[0064] Although the embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present invention, and that the scope of the present invention is defined by the claims and their equivalents.

Claims

1. A pedestrian collision head injury test matrix design and analysis method, characterized in that: The method specifically comprises: A headform impactor is used to perform several pedestrian protection headform impact tests T1 on the center point of the front windshield of the car to obtain the acceleration time curves in the X, Y and Z directions at the center of mass of the headform impactor; An initial pedestrian head impact finite element simulation model is constructed, and a finite element simulation test is performed. The simulation test is compared and analyzed with the acceleration time curve obtained from the above test T1. If the comparison and analysis results meet the requirements, the initial pedestrian head impact finite element model is the initial comparison model M1. Otherwise, the initial pedestrian head impact finite element model is adjusted until the comparison and analysis results meet the requirements. Conduct several pedestrian protection headform impact tests T2 on the edge area of ​​the front windshield of the vehicle, and compare and analyze the acceleration time curves obtained by the initial comparison model M1 and the test T2. If the comparison and analysis results meet the requirements, the initial comparison model M1 is converted into the calibration comparison model M2. If not, the initial comparison model M1 is adjusted until the comparison and analysis results meet the requirements; Perform pedestrian protection head shape line on the vehicle, obtain head shape test points on the vehicle hood area and the front windshield area, use the calibration comparison model M2 to simulate and analyze the head shape test points on the vehicle hood area and the front windshield area, calculate the acceleration time curve of each point, and obtain the head shape damage value HIC according to the integration of the acceleration time curve. Score each test point according to the head shape damage value HIC, and count the scores of all test points to obtain the score statistical result S1; The impact angle of the headform impactor on the front windshield is changed, and the pedestrian protection headform impact test T3 is performed again on the edge area of ​​the front windshield of the vehicle for several times. The test results of the calibration comparison model M2 and the test T3 are compared and analyzed. If the comparison and analysis results meet the requirements, the calibration comparison model M2 is converted into the standard comparison model M3. If not, the calibration comparison model M2 is adjusted until the comparison and analysis results meet the requirements. The standard comparison model M3 is used to simulate and analyze the head shape test points on the car hood area and the front windshield area, and the acceleration-time curve of each point is calculated. The head shape damage value HIC is obtained by integrating the acceleration-time curve. Each test point is scored according to the head shape damage value HIC, and the scores of all test points are counted to obtain the score statistics S2. By comparing S1 and S2, the influence of impact angle changes on the pedestrian protection head shape score is obtained.

2. A pedestrian collision head injury test matrix design and analysis method according to claim 1, characterized in that: The pedestrian protection headform impact test T1 is carried out several times on the center point of the front windshield of the car using a headform impactor. The specific test includes: The center point C1 of the front windshield is selected to carry out the pedestrian protection head type impact test T1, where the head type is a 4.5kg adult head type, the impact speed is 40km / h, and different impact angles are selected for different vehicle envelope heights reached by the center point of the glass; After each test, the front windshield needs to be replaced and the vehicle should be left standing for 24 hours to wait for the glass glue to completely dry before testing again. The test should be repeated 8 times.

3. A pedestrian collision head injury test matrix design and analysis method according to claim 2, characterized in that: For different vehicle envelope heights reached by the center point of the glass, different impact angles are selected and specifically set as follows: When the impact angle is in the range of WAD1700 ~ WAD2100, it is 65° downward from the horizontal plane. When it exceeds WAD2100, it is 60° downward from the horizontal plane.

4. The method for designing and analyzing a pedestrian head injury test matrix according to claim 1, characterized in that: The pedestrian protection headform impact test T2 performed several times on the edge area of ​​the front windshield of the vehicle specifically includes: Mark the boundary line on the front windshield of the car, where the boundary line is the non-light-transmitting area of ​​the glass offset 165mm from the center of the glass; Four groups of test points were selected on the boundary. Each group of test points consisted of a point on the boundary line, a point 100 mm inward from the boundary line, and a point 100 mm outward from the boundary line. Three groups of test points were selected on the bottom boundary line of the glass, with each group separated by 100 to 200 mm. A group of test points was selected on the side boundary line of the glass, with the position at the same height as the center point of the glass. For each test point, the pedestrian protection headform impact test is repeated 2 to 3 times at each point.

5. The method for designing and analyzing a pedestrian head injury test matrix according to claim 1, characterized in that: The simulation test results are compared with the acceleration time curve obtained from the pedestrian protection headform impact test. The specific analysis includes: The acceleration-time curves obtained from several pedestrian protection headform impact tests are fitted, and the trends, peak values ​​and headform damage values ​​HIC obtained from the fitted acceleration-time curves are compared with those obtained from the simulation test results. If the overlap between the curves is greater than 90% and the deviation of the headform damage value HIC is less than 10%, the comparative analysis results meet the requirements, otherwise the comparative analysis results do not meet the requirements.

6. A pedestrian collision head injury test matrix design and analysis method according to claim 5, characterized in that: The calculation formula of the head damage value HIC is as follows: Head shape damage value ; （1） in, , is any time during the collision process, represents the triaxial composite acceleration of the center of mass of the head impactor, is the acceleration due to gravity; - =15ms, select the interval range with the maximum acceleration change of 15ms in the acceleration-time curve.

7. The method for designing and analyzing a pedestrian head injury test matrix according to claim 1, characterized in that: The adjustments to the initial pedestrian head impact finite element simulation model, the initial comparison model M1 and the calibration comparison model M2 specifically include: Adjust the mesh unit size, mesh unit normal, component mesh type, mesh density, component material mechanical properties curve and component connection relationship.

8. The method for designing and analyzing a pedestrian head injury test matrix according to claim 1, characterized in that: The method of performing pedestrian protection head shaping on the vehicle to obtain head shape test points on the vehicle hood area and the front windshield area specifically includes: Draw the envelope on the hood area and the front windshield area of ​​the car; Get the intersection of the longitudinal axis of the headform impactor and the front windshield, and spread upward, downward, left and right with the intersection as the center, marking a grid point every 100 mm; Select the grid points in the area between the envelope lines WAD1000 and WAD2300 and set them as head shape test points.

9. A pedestrian collision head injury test matrix design and analysis program product, characterized in that: The method is used to execute the steps of any one of claims 1 to 8 to achieve the design and analysis of pedestrian head injury test matrix.

10. A mobile terminal comprising the pedestrian collision head injury test matrix design and analysis program product as claimed in claim 9.

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