Vehicle pedestrian protection method and system based on active air suspension

Abstract

The invention provides a vehicle pedestrian protection method and system based on an active air suspension, and the method comprises the following steps: recognizing a collision point and a collision angle of a vehicle according to the height and posture of a pedestrian when it is detected that the pedestrian collides with the vehicle; calculating the descending position and speed of the active air suspension according to the collision point and the collision angle of the vehicle; and adjusting the height of the active air suspension to the lowest according to the calculated descending position and speed of the active air suspension, and meanwhile, reducing the rigidity of the active air suspension to the lowest. Dynamic adjustment is carried out through an existing active air suspension system of the vehicle, precise buffering protection on the head and the body of a pedestrian is achieved through intelligent control over the height and the rigidity of the suspension, and the degree of injury to the pedestrian can be effectively reduced.

Description

Technical Field

[0001] The present invention belongs to the technical field of vehicle collision protection, and in particular relates to a vehicle pedestrian protection method and system based on active air suspension. Background Art

[0002] In traffic accidents, the impact force on pedestrians, especially the head, is an important cause of serious injuries. In order to solve the problem of pedestrian protection, various safety configurations are usually adopted in the prior art, such as buffer engine hoods, front airbags of cars, etc. These technologies attempt to reduce the impact on the pedestrian's head and body when a collision occurs by adding buffer structures or devices. However, these configurations have the following defects:

[0003] High cost: Configurations such as cushioned engine hoods and airbags require additional hardware equipment, which significantly increases vehicle manufacturing and maintenance costs, increasing the burden on consumers.

[0004] Difficult to dynamically adapt: ​​Existing technologies usually have fixed structural designs. When dealing with different pedestrian heights, postures and collision angles, it is difficult to dynamically adjust the cushioning effect, resulting in limited protection in some cases.

[0005] Increased complexity: Additional hardware devices and control systems increase the complexity of vehicle design and production, which may affect the reliability of the overall system.

[0006] In summary, while existing technologies improve pedestrian protection effects, they also face problems such as increased costs, poor adaptability, and high system complexity. A new solution is urgently needed to effectively overcome these shortcomings. Summary of the invention

[0007] The purpose of the present invention is to address the deficiencies of the above-mentioned background technology and to provide a vehicle pedestrian protection method and system based on active air suspension. By dynamically adjusting the vehicle's existing active air suspension system and utilizing intelligent control of the suspension height and stiffness, precise buffering protection for the pedestrian's head and body can be achieved, which can effectively reduce the degree of injury to pedestrians.

[0008] The technical solution adopted by the present invention is: a vehicle pedestrian protection method based on active air suspension, comprising the following steps:

[0009] When a pedestrian collision is detected, the collision point and impact angle of the vehicle are identified based on the height and posture of the pedestrian;

[0010] The descending position and speed of the active air suspension are calculated according to the collision point and impact angle of the vehicle;

[0011] The height of the active air suspension is adjusted to the minimum according to the calculated descending position and speed of the active air suspension, and the stiffness of the active air suspension is reduced to the minimum.

[0012] In the above technical solution, if it is determined that the pedestrian's head collides vertically based on the collision point and impact angle of the vehicle, the overall height of the active air suspension is reduced.

[0013] In the above technical solution, if the pedestrian's head is judged to be tilted in collision according to the collision point and impact angle of the vehicle, the height of the active air suspension on the side of the collision point Y in the direction of the reaction force is reduced and then the overall height of the active air suspension is reduced.

[0014] In the above technical solution, if the vertical collision of the pedestrian's head is determined based on the collision point and impact angle of the vehicle, the overall lowering speed Vv↓ of the active air suspension is calculated using the following formula:

[0015] Vv↓=0.5V*L1 / H2

[0016] Among them, V represents the speed of the pedestrian's head relative to the car; H2 represents the height from the pedestrian's leg collision point to the head collision point, and L1 represents the horizontal distance from the pedestrian's head collision point to the leg collision point.

[0017] In the above technical solution, if the pedestrian's head is judged to be tilted in collision based on the collision point and impact angle of the vehicle, the height of the active air suspension on the side of the collision point Y in the direction of the reaction force is first lowered until the horizontal angle of the hood angle is the impact angle, and then the overall height of the active air suspension is lowered.

[0018] In the above technical solution, if the pedestrian's head is judged to be tilted in the collision according to the collision point and the impact angle of the vehicle, the lowering speed Vv↓↓ of the active air suspension height at the collision point Y to the side receiving the reaction force is calculated by the following formula:

[0019] Vv↓↓=0.5V*L1 / H2*COSα

[0020] Among them, V represents the speed of the pedestrian's head relative to the car; H2 represents the height from the pedestrian's leg collision point to the head collision point, L1 represents the horizontal distance from the pedestrian's head collision point to the leg collision point, and α is the impact angle.

[0021] In the above technical solution, if the pedestrian's head is judged to be tilted according to the collision point and impact angle of the vehicle, the overall lowering speed Vv↓ of the active air suspension is calculated using the following formula:

[0022] Vv↓=0.5V*L1 / H2

[0023] Among them, V represents the speed of the pedestrian's head relative to the car; H2 represents the height from the pedestrian's leg collision point to the head collision point, and L1 represents the horizontal distance from the pedestrian's head collision point to the leg collision point.

[0024] In the above technical solution, the ADAS system is used to identify the height from the pedestrian's leg collision point to the head collision point, the horizontal distance from the pedestrian's head collision point to the leg collision point, the pedestrian's head speed relative to the car, the collision point, the collision angle and the impact force.

[0025] The present invention provides a vehicle pedestrian protection system based on active air suspension, which is used to implement the vehicle pedestrian protection method based on active air suspension described in the above technical solution, including: a vehicle identification and sensing module, a vehicle control system and an execution module;

[0026] The vehicle recognition and sensing module is used to identify the status of pedestrians and vehicles, the height and posture of pedestrians, the speed of pedestrians' heads relative to the car, and the collision point and angle of the vehicles;

[0027] The vehicle control system is used to detect a pedestrian collision with the vehicle, identify the collision point and collision angle of the vehicle according to the height and posture of the pedestrian; calculate the lowering position and speed of the active air suspension according to the collision point and collision angle of the vehicle;

[0028] The execution module is used to adjust the active air suspension according to the calculated descending position and speed of the active air suspension.

[0029] The present invention provides a vehicle, comprising:

[0030] one or more processors;

[0031] A memory for storing one or more programs;

[0032] When the one or more programs are executed by the one or more processors, the one or more processors implement the vehicle pedestrian protection method based on active air suspension as described in the above technical solution.

[0033] The present invention provides a computer-readable storage medium on which a computer program is stored. When the program is executed by a processor, the vehicle pedestrian protection method based on active air suspension as described in the above technical solution is implemented.

[0034] The beneficial effects of the present invention are as follows: the present invention detects the height, posture, collision point and impact angle of pedestrians in real time through recognition systems such as ADAS, providing an accurate data basis. The active air suspension is dynamically adjusted according to the collision point and impact angle to improve the intelligent response capability of the suspension; the vehicle automatically protects against pedestrian collisions, reducing injuries to pedestrians, especially the head; and avoids adding additional hardware equipment, optimizing pedestrian protection performance through the existing system to reduce costs.

[0035] Furthermore, when a vertical collision is detected, the present invention lowers the overall height of the suspension to make the front of the vehicle sink, keeping a closer buffer height to the pedestrian's head, thereby reducing the impact on the head. The overall descent disperses the impact force on the pedestrian's head, avoiding serious injuries caused by local concentrated force. The suspension adjustment logic is simplified, and there is no need to control each suspension separately, which improves the response speed and system reliability.

[0036] Furthermore, for oblique collision scenarios, the present invention prioritizes lowering the suspension height on the side where the collision point is located, which can quickly absorb lateral impact force and improve the buffering effect on the pedestrian's head. After preferentially buffering the local impact, the overall suspension is lowered to further optimize the vehicle posture and reduce the damage to other parts of the pedestrian; dynamic adjustment is achieved to adapt to different collision angles and impact force distributions, enhancing system flexibility and protection performance.

[0037] Furthermore, the present invention provides an accurate formula for calculating the suspension descent speed, and dynamically adjusts the suspension response according to parameters such as pedestrian speed, collision point position, and height; the reduction speed is set to half the pedestrian's head speed to ensure that the impact force can be effectively absorbed during the buffering process without affecting the stability of the vehicle; the descent speed is ensured to match the collision dynamics to avoid weakening of the protection effect or vehicle instability due to too fast or too slow adjustment.

[0038] Furthermore, the present invention uses suspension adjustment to make the impact angle between the vehicle hood surface and the pedestrian's head consistent, disperse the impact force, and reduce pedestrian head injuries; the adjustment is made in stages (first one side and then the whole) to improve the flexibility of vehicle posture adjustment at the moment of collision. The dynamic balance of the vehicle is maintained during the buffering process to avoid vehicle rollover or instability caused by one-sided descent.

[0039] Furthermore, in the case of an inclined collision, the present invention accurately calculates the descent speed of the suspension on the collision point side according to the pedestrian's head speed, collision point parameters and impact angle. The descent speed is related to the collision angle, ensuring that appropriate buffering force is provided for different inclined angles; the lateral impact force is effectively absorbed through speed control, while preventing vehicle instability caused by overly fast adjustment.

[0040] Furthermore, the present invention provides a calculation standard for the overall suspension lowering speed under oblique collision, which is consistent with vertical collision and is convenient for system integration and control. Through unified formula and parameter calculation, the suspension adjustment speed is ensured to match the pedestrian head speed, thereby improving the buffering effect. The overall descent stability is maintained to prevent the vehicle from causing dynamic imbalance due to unilateral adjustment.

[0041] Furthermore, with the help of advanced recognition systems such as ADAS, the present invention can obtain in real time the height, horizontal distance, relative speed of the head, collision angle and impact force from the pedestrian's leg collision point to the head collision point; provide accurate basic data to provide a basis for adjusting the suspension height and stiffness; reduce misjudgment or response lag problems, ensure that the system can be quickly adjusted at the moment of collision, and improve the overall protection effect. BRIEF DESCRIPTION OF THE DRAWINGS

[0042] Figure 1 It is a schematic diagram of the method flow of the present invention;

[0043] Figure 2 It is a schematic diagram of vertical head impact parameters of the present invention;

[0044] Figure 3 It is a schematic diagram of the inclined vertical collision parameters of the present invention. DETAILED DESCRIPTION

[0045] The present invention will be further described in detail below in conjunction with the accompanying drawings and specific embodiments to facilitate a clear understanding of the present invention, but they do not constitute a limitation on the present invention.

[0046] Example 1

[0047] like Figure 1 As shown, the present invention provides a vehicle pedestrian protection method based on active air suspension, comprising the following steps:

[0048] When a pedestrian collision is detected, the collision point and impact angle of the vehicle are identified based on the height and posture of the pedestrian;

[0049] The descending position and speed of the active air suspension are calculated according to the collision point and impact angle of the vehicle;

[0050] The height of the active air suspension is adjusted to the minimum according to the calculated descending position and speed of the active air suspension, and the stiffness of the active air suspension is reduced to the minimum.

[0051] The principle of active air suspension is based on the combination of air springs and adjustable shock absorbers. The suspension system is dynamically controlled by adjusting the stiffness of the air springs and the damping of the shock absorbers. When a pedestrian is detected colliding with the vehicle, the vehicle automatically adjusts the active air suspension system to lower the suspension height. The vehicle descends along with the pedestrian's head, producing a buffering effect. At the same time, when the active air suspension begins to perform height adjustment, it also begins to reduce the stiffness of the suspension. When a pedestrian hits the vehicle, the vehicle body will have a greater downward displacement, so that the collision measurement point meets the pedestrian protection requirements and improves the vehicle safety star rating. The height and stiffness adjustment process of the active air suspension is automatically executed after receiving the adjustment parameters.

[0052] Adjusting the suspension stiffness can: reduce the suspension stiffness (reduce the elastic coefficient), which can increase the deformation of the suspension, thereby better absorbing the collision energy and alleviating the impact on the pedestrian's head and body; during a collision, a soft suspension can provide a longer buffering time through greater deformation and reduce the peak force on pedestrians; adjusting the suspension stiffness can balance the excessive deformation of the unilateral suspension and maintain the dynamic stability of the vehicle.

[0053] The air springs and adjustable shock absorbers in an active air suspension system work together to dynamically adjust the stiffness by changing the pressure or air volume of the air springs. Here’s how it’s done:

[0054] (1) Adjustment of air spring stiffness

[0055] Working principle:

[0056] The stiffness of an air spring is directly related to the air pressure inside it.

[0057] Increase air pressure (inflation): stiffness increases and the suspension becomes harder.

[0058] Reduce air pressure (deflating): stiffness decreases and suspension becomes softer.

[0059] Adjustment method during collision:

[0060] At the moment a collision is detected, the air valve is controlled to quickly deflate the air, thereby reducing the stiffness of the suspension on the collision side.

[0061] If there is an overall cushioning requirement (vertical collision), all suspensions reduce air pressure synchronously.

[0062] (2) Damping adjustment of shock absorber

[0063] Working principle:

[0064] The damping characteristics of the shock absorber can be adjusted by the opening of the internal hydraulic valve.

[0065] Increase damping: the suspension responds slower, is more stable but stiffer.

[0066] Reduce damping: the suspension is more responsive, more flexible but softer.

[0067] Adjustment method during collision:

[0068] The shock absorber on the impact side has reduced damping and works in conjunction with the air spring to quickly respond to impact forces.

[0069] The non-impact side shock absorber maintains higher damping to support vehicle stability.

[0070] Specifically, if it is determined that the pedestrian's head collides vertically based on the collision point and impact angle of the vehicle, the overall height of the active air suspension is reduced.

[0071] In a vertical collision, the pedestrian's head hits the front of the vehicle in a nearly vertical manner, usually the hood, engine cover or windshield. The collision force is mainly concentrated in the Z direction (vertical direction) of the vehicle. The vehicle suspension system is mainly affected by the downward vertical force.

[0072] The vehicle suspension is lowered as a whole to reduce the collision height and provide a cushioning effect. The suspension stiffness is reduced, allowing the vehicle to have a greater downward displacement to absorb the impact force.

[0073] A typical scenario of a vertical collision is that when a pedestrian is standing frontally or walking slowly, the collision surface of the vehicle mainly acts vertically on the head.

[0074] Preferably, if the pedestrian's head is judged to have collided vertically based on the collision point and impact angle of the vehicle, the air pressure of the air springs on both sides is quickly and synchronously reduced to reduce the stiffness of the suspension. At the same time, the damping of the shock absorbers on both sides is synchronously reduced to improve the flexibility of the suspension.

[0075] Preferably, if the vertical collision of the pedestrian's head is determined based on the collision point and the impact angle of the vehicle, the overall lowering speed Vv↓ of the active air suspension is calculated using the following formula:

[0076] Vv↓=0.5V*L1 / H2

[0077] Among them, V represents the speed of the pedestrian's head relative to the car; H2 represents the height from the pedestrian's leg collision point to the head collision point, and L1 represents the horizontal distance from the pedestrian's head collision point to the leg collision point.

[0078] Preferably, the height from the pedestrian's leg collision point to the head collision point is H2, the horizontal distance from the pedestrian's head collision point to the leg collision point is L1, the speed of the pedestrian's head relative to the car is V, the downward speed of the pedestrian's head is V↓, Vv↓ is the speed at which the active suspension descends, V↓=V*COSθ, COSθ=L1 / H2, V↓=V*L1 / H2, and Vv↓=0.5V↓ is generally required, that is, Vv↓=0.5V*L1 / H2.

[0079] Specifically, if the pedestrian's head is judged to have been tilted according to the collision point and the impact angle of the vehicle, the height of the active air suspension on the side of the collision point Y in the direction of the reaction force is reduced before the overall height of the active air suspension is reduced. In the process of reducing the overall height of the active air suspension, the active air suspension on the side of the collision point Y in the direction of the reaction force reaches the lowest point first, and then the active air suspension on the other side reaches the lowest point.

[0080] In an oblique collision, the pedestrian's head hits the vehicle at a certain angle, which usually occurs when the pedestrian is walking, running or hit from the side by a vehicle. The collision force not only contains a Z component (vertical direction), but also a significant Y component (lateral direction), which may form a composite force. The direction and magnitude of the force are affected by the pedestrian's posture and the angle of impact. The suspension on the impact side will quickly lower downward to provide a buffering force. The suspension system provides additional response in the lateral direction (Y direction) to reduce the lateral impact force on the pedestrian's head.

[0081] A typical scenario of an oblique collision: a pedestrian is hit from the side or is traveling at a high speed, causing his head to hit the vehicle at an oblique angle.

[0082] Preferably, if the pedestrian's head is judged to be tilted and collided according to the collision point and impact angle of the vehicle, the air spring pressure is first quickly reduced on the side of the collision point Y in the direction of the reaction force to reduce the suspension stiffness, while reducing the shock absorber damping and improving the suspension flexibility; the air spring pressure is appropriately reduced on the non-collision side as needed, but the amplitude is smaller than the collision side; the shock absorber damping is maintained or appropriately increased to maintain the dynamic stability of the vehicle. Then, when the horizontal angle of the hood angle is the impact angle, the overall height of the active air suspension is reduced.

[0083] If a pedestrian's head hits the left side of the vehicle at an angle (such as moving diagonally from the left front to the right rear), although the collision point is on the left side of the vehicle, the Y component of the collision force may point to the right side of the vehicle. In this case, the force is asymmetrical in the left and right directions (Y direction), and the right suspension needs to be adjusted to provide buffering. The Y component of the collision force causes a reaction force on the right side of the vehicle, so the vehicle needs to lower the right suspension to absorb the reaction force and reduce the impact force on the pedestrian. At the same time, the left suspension may also need to be lowered, but the adjustment on the right side will be more obvious to adapt to the lateral force.

[0084] Specifically, if the pedestrian's head is judged to be tilted in the collision according to the collision point and the impact angle of the vehicle, the height reduction speed Vv↓↓ of the active air suspension on the side of the collision point in the Y direction receiving the reaction force is calculated by the following formula to achieve the Y-direction buffering adjustment of the suspension on the collision side:

[0085] Vv↓↓=0.5V*L1 / H2*COSα

[0086] Among them, V represents the speed of the pedestrian's head relative to the car; H2 represents the height from the pedestrian's leg collision point to the head collision point, L1 represents the horizontal distance from the pedestrian's head collision point to the leg collision point, and α is the impact angle.

[0087] Specifically, if the pedestrian's head is judged to be tilted according to the collision point and impact angle of the vehicle, the vertical descent speed of the suspension remains consistent with a vertical collision: the overall lowering speed Vv↓ of the active air suspension is calculated using the following formula:

[0088] Vv↓=0.5V*L1 / H2

[0089] Among them, V represents the speed of the pedestrian's head relative to the car; H2 represents the height from the pedestrian's leg collision point to the head collision point, and L1 represents the horizontal distance from the pedestrian's head collision point to the leg collision point.

[0090] Preferably, when the pedestrian's head collides with the vehicle at an inclined angle α, a reaction force of a Y-component will be generated on the side of the collision point due to the impact force, resulting in a greater impact on that side of the vehicle. Prioritizing the reduction of the suspension height on the side where the collision point is located can quickly absorb the impact of the lateral force and provide a buffer for the pedestrian. The suspension descent speed on the side of the collision point is related to the pedestrian's speed, the position of the collision point and the collision angle. Then dynamically adjusting the vehicle's posture and reducing the suspension on the side of the collision point can adapt to the instantaneous impact force and reduce the lateral shaking or tilt of the vehicle. This method is more conducive to dispersing the impact force and avoiding excessive concentrated force from injuring the pedestrian's head. After preferentially reducing the suspension on the side of the collision point, the overall suspension of the vehicle will be reduced at a uniform speed to achieve a global buffering effect, adjust the vehicle's posture, and reduce the damage to the pedestrian's body. The overall suspension is lowered to further lower the center of gravity of the vehicle, so that the relative position of the pedestrian's head and the vehicle remains within a reasonable range, reducing the damage to the pedestrian's head, and ensuring the stability of the vehicle to avoid the vehicle from becoming unstable or rolling over due to excessive unilateral suspension descent after the collision.

[0091] Therefore, the suspension adjustment during an inclined collision can be divided into two stages:

[0092] Stage 1: Rapid response of suspension on the collision point side

[0093] The suspension on the side where the collision point is located is preferentially lowered quickly at the speed of Vv↓↓.

[0094] The focus of this phase is to quickly dissipate lateral reaction forces and provide head cushioning.

[0095] Stage 2: Synchronous descent of the entire suspension

[0096] The vehicle's entire suspension drops at a speed of Vv↓ to adjust the vehicle's posture and further reduce the impact of the collision.

[0097] The focus of this stage is to cushion the global impact and protect the pedestrian's whole body and vehicle stability.

[0098] Specifically, the ADAS system is used to identify the height from the pedestrian's leg impact point to the head impact point, the horizontal distance from the pedestrian's head impact point to the leg impact point, the speed of the pedestrian's head relative to the car, the impact point, the impact angle and the impact force, to ensure that the suspension adjustment is fast and accurate.

[0099] Example 2

[0100] The present invention provides a vehicle pedestrian protection system based on active air suspension, which is used to implement the vehicle pedestrian protection method based on active air suspension described in the above technical solution, including: a vehicle identification and sensing module, a vehicle control system and an execution module;

[0101] The vehicle recognition and sensing module is used to identify the status of pedestrians and vehicles, the height and posture of pedestrians, the speed of pedestrians' heads relative to the car, and the collision point and angle of the vehicles;

[0102] The vehicle control system is used to detect a pedestrian collision with the vehicle, identify the collision point and collision angle of the vehicle according to the height and posture of the pedestrian; calculate the lowering position and speed of the active air suspension according to the collision point and collision angle of the vehicle;

[0103] The execution module is used to adjust the active air suspension according to the calculated descending position and speed of the active air suspension.

[0104] Example 3

[0105] The present invention provides a vehicle, comprising:

[0106] one or more processors;

[0107] A memory for storing one or more programs;

[0108] When the one or more programs are executed by the one or more processors, the one or more processors implement the vehicle pedestrian protection method based on active air suspension as described in the above technical solution.

[0109] Example 4

[0110] The present invention provides a computer-readable storage medium on which a computer program is stored. When the program is executed by a processor, the vehicle pedestrian protection method based on active air suspension as described in the above technical solution is implemented.

[0111] Those skilled in the art will appreciate that embodiments of the present invention may be provided as methods, systems, or computer program products. Therefore, the present invention may take the form of a complete hardware embodiment, a complete software embodiment, or an embodiment combining software and hardware. Moreover, the present invention may take the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0112] The present invention is described with reference to flowcharts and / or block diagrams of methods, devices (systems), and computer program products according to embodiments of the present invention. It should be understood that each process and / or block in the flowchart and / or block diagram, as well as the combination of processes and / or blocks in the flowchart and / or block diagram, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing device to produce a machine, so that the instructions executed by the processor of the computer or other programmable data processing device generate instructions for implementing the processes in the flowchart and / or block diagram. Figure 1 A process or multiple processes and / or boxes Figure 1 A device that provides the functions specified in a block or multiple blocks.

[0113] These computer program instructions may also be stored in a computer-readable memory capable of directing a computer or other programmable data processing device to operate in a specific manner, so that the instructions stored in the computer-readable memory produce an article of manufacture comprising an instruction device, which implements the process Figure 1 A process or multiple processes and / or boxes Figure 1 A function specified in one or more boxes.

[0114] These computer program instructions can also be loaded onto a computer or other programmable data processing device so that a series of operating steps are executed on the computer or other programmable device to produce a computer-implemented process, thereby providing instructions for implementing the process. Figure 1 A process or multiple processes and / or boxes Figure 1 The steps for the functions specified in one or more boxes.

[0115] The embodiments of the present invention are described above in conjunction with the accompanying drawings, but the present invention is not limited to the above-mentioned specific implementation modes, which are merely illustrative rather than restrictive. Under the guidance of the present invention, ordinary technicians in this field can also make many forms without departing from the scope of protection of the present invention and the claims, all of which are within the protection of the present invention.

[0116] The contents not described in detail in this specification belong to the prior art known to professional and technical personnel in this field.

Claims

1. A vehicle pedestrian protection method based on active air suspension, characterized in that: The following steps are involved: When a pedestrian collision is detected, the collision point and impact angle of the vehicle are identified based on the height and posture of the pedestrian; The descending position and speed of the active air suspension are calculated according to the collision point and impact angle of the vehicle; The height of the active air suspension is adjusted to the minimum according to the calculated descending position and speed of the active air suspension, and the stiffness of the active air suspension is reduced to the minimum.

2. A method according to claim 1, characterized in that: If the pedestrian's head is judged to have collided vertically based on the impact point and impact angle of the vehicle, the overall height of the active air suspension is lowered.

3. A method according to claim 1, characterized in that: If the pedestrian's head is judged to have collided at an angle based on the collision point and the impact angle of the vehicle, the height of the active air suspension on the side of the collision point Y in the direction of the reaction force is reduced and then the overall height of the active air suspension is reduced.

4. A method according to claim 2, characterized in that: If the pedestrian's head is judged to be impacted vertically based on the collision point and impact angle of the vehicle, the overall lowering speed Vv↓ of the active air suspension is calculated using the following formula: Vv↓=0.5V*L1 / H2 Among them, V represents the speed of the pedestrian's head relative to the car; H2 represents the height from the pedestrian's leg collision point to the head collision point, and L1 represents the horizontal distance from the pedestrian's head collision point to the leg collision point.

5. A method according to claim 3, characterized in that: If the pedestrian's head is judged to have collided at an angle based on the collision point and impact angle of the vehicle, first lower the height of the active air suspension on the side of the collision point Y in the direction of the reaction force until the horizontal angle of the hood is the collision angle, and then lower the overall height of the active air suspension.

6. A method according to claim 5, characterized in that: If the pedestrian's head is judged to be tilted in the collision based on the collision point and impact angle of the vehicle, the lowering speed Vv↓↓ of the active air suspension height at the collision point Y to the side receiving the reaction force is calculated using the following formula: Vv↓↓=0.5V*L1 / H2*COSα Among them, V represents the speed of the pedestrian's head relative to the car; H2 represents the height from the pedestrian's leg collision point to the head collision point, L1 represents the horizontal distance from the pedestrian's head collision point to the leg collision point, and α is the impact angle.

7. A method according to claim 5, characterized in that: If the pedestrian's head is judged to be tilted according to the collision point and impact angle of the vehicle, the overall lowering speed Vv↓ of the active air suspension is calculated using the following formula: Vv↓=0.5V*L1 / H2 Among them, V represents the speed of the pedestrian's head relative to the car; H2 represents the height from the pedestrian's leg collision point to the head collision point, and L1 represents the horizontal distance from the pedestrian's head collision point to the leg collision point.

8. A method according to claim 1, characterized in that: The ADAS system is used to identify the height from the pedestrian's leg impact point to the head impact point, the horizontal distance from the pedestrian's head impact point to the leg impact point, the speed of the pedestrian's head relative to the car, the impact point, the impact angle and the impact force.

9. A vehicle pedestrian protection system based on active air suspension, characterized in that: A vehicle pedestrian protection method based on active air suspension for implementing any one of claims 1 to 8, comprising: a vehicle identification and sensing module, a vehicle control system and an execution module; The vehicle recognition and sensing module is used to identify the status of pedestrians and vehicles, the height and posture of pedestrians, the speed of pedestrians' heads relative to the car, and the collision point and angle of the vehicles; The vehicle control system is used to detect a pedestrian collision with the vehicle, identify the collision point and collision angle of the vehicle according to the height and posture of the pedestrian; calculate the lowering position and speed of the active air suspension according to the collision point and collision angle of the vehicle; The execution module is used to adjust the active air suspension according to the calculated descending position and speed of the active air suspension.

10. A vehicle, characterized in that: The vehicle comprises: one or more processors; A memory for storing one or more programs; When the one or more programs are executed by the one or more processors, the one or more processors implement the vehicle pedestrian protection method based on active air suspension as described in any one of claims 1-9.

11. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the program is executed by a processor, a vehicle pedestrian protection method based on an active air suspension as described in any one of claims 1 to 9 is implemented.

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