A method and system for vehicle and pedestrian protection based on active air suspension

Abstract

This invention provides a vehicle-pedestrian protection method and system based on active air suspension. The method includes the following steps: when a pedestrian collision with a vehicle is detected, the collision point and impact angle of the vehicle are identified based on the pedestrian's height and posture; the descent position and speed of the active air suspension are calculated based on the collision point and impact angle; the height of the active air suspension is adjusted to the lowest possible level based on the calculated descent position and speed, while simultaneously reducing the stiffness of the active air suspension to the lowest possible level. This invention dynamically adjusts the vehicle's existing active air suspension system, utilizing intelligent control of suspension height and stiffness to achieve precise buffering protection for the pedestrian's head and body, effectively reducing the degree of injury to pedestrians.

Description

Technical Field

[0001] This invention belongs to the field of vehicle collision protection technology, specifically relating to a vehicle and pedestrian protection method and system based on active air suspension. Background Technology

[0002] In traffic accidents, the impact force on pedestrians, especially their heads, is a major cause of serious injury. To address pedestrian protection, existing technologies typically employ various safety features, such as cushioned hoods and front airbags. These technologies attempt to reduce the impact on the pedestrian's head and body during a collision by adding cushioning structures or devices. However, these features have the following drawbacks:

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

[0004] Difficulty in dynamic adaptation: Existing technologies are usually fixed structural designs, which make it difficult to dynamically adjust the buffering effect when dealing with different pedestrian heights, postures and collision angles, resulting in limited protection in some cases.

[0005] Increased complexity: Additional hardware and control systems increase the complexity of vehicle design and production, potentially affecting the overall system reliability.

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

[0007] The purpose of this invention is to address the shortcomings of the aforementioned background technology and 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 suspension height and stiffness, precise buffering protection for the pedestrian's head and body can be achieved, effectively reducing the degree of injury to pedestrians.

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

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

[0010] The descent position and speed of the active air suspension are calculated based on the vehicle's collision point and impact angle.

[0011] Based on the calculated descent position and speed of the active air suspension, the height of the active air suspension is adjusted to the lowest possible level, while the stiffness of the active air suspension is reduced to the lowest possible level.

[0012] In the above technical solution, if the pedestrian's head is determined to be in a vertical collision based on the vehicle's collision point and impact angle, the overall height of the active air suspension is reduced.

[0013] In the above technical solution, if the pedestrian's head is determined to be tilted based on the collision point and impact angle of the vehicle, the height of the active air suspension on the Y-direction of the collision point 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 pedestrian's head is determined to be in a vertical collision based on the vehicle's collision point and impact angle, the overall deceleration speed Vv↓ of the active air suspension is calculated using the following formula:

[0015] Vv↓=0.5V*L1 / H2

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

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

[0018] In the above technical solution, if the pedestrian's head is determined to be in a tilting collision based on the vehicle's collision point and impact angle, the rate of decrease Vv↓↓ of the active air suspension height on the side of the collision point Y in the direction of the reaction force is calculated using the following formula:

[0019] Vv↓↓=0.5V*L1 / H2*COSα

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

[0021] In the above technical solution, if the pedestrian's head is determined to be in a tilting collision based on the vehicle's collision point and impact angle, the overall deceleration speed Vv↓ of the active air suspension is calculated using the following formula:

[0022] Vv↓=0.5V*L1 / H2

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

[0024] In the above technical solution, 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 pedestrian's head speed relative to the vehicle, the impact point, the impact angle, and the impact force.

[0025] This invention provides a vehicle and pedestrian protection system based on active air suspension, used to implement the vehicle and 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 vehicle, and the collision point and angle of the vehicle.

[0027] The vehicle control system is used to identify the point of impact and the angle of impact of the vehicle based on the pedestrian's height and posture when a pedestrian collision with the vehicle is detected; and to calculate the descent position and speed of the active air suspension based on the point of impact and the angle of impact.

[0028] The execution module is used to adjust the active air suspension based on the calculated descent position and speed.

[0029] This invention provides a vehicle, the vehicle comprising:

[0030] One or more processors;

[0031] Memory, used to store 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 and 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 having a computer program stored thereon, which, when executed by a processor, implements the vehicle and pedestrian protection method based on active air suspension as described in the above technical solution.

[0034] The beneficial effects of this invention are: It provides a precise data foundation by using ADAS and other recognition systems to detect pedestrian height, posture, collision point, and impact angle in real time. It dynamically adjusts the active air suspension based on the collision point and impact angle, improving the suspension's intelligent response capability; it achieves automated protection against pedestrian collisions, reducing injuries to pedestrians, especially to the head; and it avoids the need for additional hardware, optimizing pedestrian protection performance through existing systems and reducing costs.

[0035] Furthermore, when a vertical collision is detected, this invention lowers the overall height of the suspension, causing the front of the vehicle to drop and maintain a buffer height closer to the pedestrian's head, thus reducing head impact. This overall descent disperses the impact force on the pedestrian's head, avoiding severe injury caused by concentrated force in a localized area. It also simplifies the suspension adjustment logic, eliminating the need to individually control each suspension component, thereby improving response speed and system reliability.

[0036] Furthermore, for tilting collision scenarios, this invention prioritizes lowering the suspension height on the side where the impact point is located, which can quickly absorb lateral impact forces and improve the cushioning effect on the pedestrian's head. After prioritizing the cushioning of local impacts, the overall suspension lowers to further optimize vehicle posture and reduce injury to other parts of the pedestrian's body; it also achieves dynamic adjustment to adapt to different collision angles and impact force distributions, enhancing system flexibility and protective performance.

[0037] Furthermore, this invention provides a precise formula for calculating the suspension descent speed, dynamically adjusting the suspension response based on parameters such as pedestrian speed, collision point location, and height; the descent speed is set to half the speed of the pedestrian's head, ensuring that the impact force can be effectively absorbed during the buffering process without affecting the vehicle's stability; ensuring that the descent speed matches the collision dynamics, avoiding weakened protection or vehicle instability caused by adjustments that are too fast or too slow.

[0038] Furthermore, this invention utilizes suspension adjustment to ensure that the impact angle between the vehicle's hood surface and the pedestrian's head is consistent, thus dispersing the impact force and reducing head injuries. Phased adjustment (first one side, then the whole) improves the flexibility of vehicle attitude adjustment during a collision. It maintains the vehicle's dynamic balance during the cushioning process, preventing vehicle roll or instability caused by unilateral descent.

[0039] Furthermore, in the event of a tilting collision, this invention accurately calculates the descent speed of the suspension on the side of the collision point based on the pedestrian's head velocity, collision point parameters, and impact angle. The descent speed is related to the collision angle, ensuring appropriate buffering force for different tilt angles; speed control effectively absorbs lateral impact force while preventing vehicle instability caused by excessively rapid adjustments.

[0040] Furthermore, this invention provides a calculation standard for the overall suspension descent speed under tilting collisions, consistent with that of vertical collisions, facilitating system integration and control. Through unified formulas and parameter calculations, it ensures that the suspension adjustment speed matches the pedestrian's head speed, improving the cushioning effect. It also maintains overall descent stability, preventing dynamic imbalance caused by unilateral adjustments.

[0041] Furthermore, by leveraging advanced recognition systems such as ADAS, this invention can acquire in real time the height, horizontal distance, relative head velocity, collision angle, and impact force from the point of impact between a pedestrian's leg and head; providing accurate basic data to support adjustments to suspension height and stiffness; reducing misjudgment or response lag issues; ensuring the system can quickly adjust at the moment of impact, and improving overall protection effectiveness. Attached Figure Description

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

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

[0044] Figure 3 This is a schematic diagram of the tilted vertical collision parameters of the present invention. Detailed Implementation

[0045] The present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments to facilitate a clear understanding of the present invention, but these descriptions 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-vehicle collision is detected, the point of impact and angle of impact of the vehicle are identified based on the pedestrian's height and posture.

[0049] The descent position and speed of the active air suspension are calculated based on the vehicle's collision point and impact angle.

[0050] Based on the calculated descent position and speed of the active air suspension, the height of the active air suspension is adjusted to the lowest possible level, while the stiffness of the active air suspension is reduced to the lowest possible level.

[0051] The principle of active air suspension is based on a combination of air springs and adjustable shock absorbers. By adjusting the stiffness of the air springs and the damping of the shock absorbers, dynamic control of the suspension system is achieved. When a pedestrian collision with the vehicle is detected, the vehicle automatically adjusts the active air suspension system, lowering the suspension height so that the vehicle descends along with the pedestrian's head, creating a cushioning effect. Simultaneously, as the active air suspension begins to adjust its height, it also begins to reduce the suspension stiffness. After a pedestrian impacts the vehicle, the vehicle body will have a greater downward displacement, thus ensuring that the collision point meets pedestrian protection requirements and improving the vehicle's safety rating. The height and stiffness adjustment process of the active air suspension is executed automatically upon receiving the adjustment parameters.

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

[0053] In an active air suspension system, air springs and adjustable dampers work together to dynamically adjust stiffness by changing the air spring pressure or inflation level. The following is how this is achieved:

[0054] (1) Adjustment of air spring stiffness

[0055] Working principle:

[0056] The stiffness of an air spring is directly related to its internal air pressure.

[0057] Increasing air pressure (inflation): Increases stiffness and makes the suspension firmer.

[0058] Decrease air pressure (release air): stiffness decreases, suspension becomes softer.

[0059] Adjustment method during collision:

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

[0061] If the overall cushioning requirement is a vertical collision, then all suspensions will reduce air pressure simultaneously.

[0062] (2) Damping adjustment of the 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] Increased damping: The suspension response becomes slower, more stable, but stiffer.

[0066] Reduced damping: The suspension responds faster and is more flexible, but softer.

[0067] Adjustment method during collision:

[0068] The damping of the shock absorber on the impact side is reduced, and it works in conjunction with the air spring to respond quickly to the impact force.

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

[0070] Specifically, if the pedestrian's head is determined to be in a vertical collision based on the vehicle's point of impact and the angle of impact, the overall height of the active air suspension is reduced.

[0071] In a vertical collision, a pedestrian's head strikes the front of the vehicle in a near-vertical manner, typically through the hood, engine cover, or windshield. The impact force is primarily concentrated in the Z-axis (vertical direction) of the vehicle. The vehicle's suspension system is mainly subjected to downward vertical forces.

[0072] The vehicle's suspension is lowered overall to reduce the collision height and provide a cushioning effect. Reduced suspension stiffness allows the vehicle to have greater downward displacement to absorb impact forces.

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

[0074] Preferably, if the pedestrian's head is determined to be in a perpendicular collision based on the vehicle's point of impact and angle of impact, the air pressure of the air springs on both sides is rapidly and simultaneously reduced to decrease suspension stiffness. Simultaneously, the damping of the shock absorbers on both sides is reduced to improve suspension flexibility.

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

[0076] Vv↓=0.5V*L1 / H2

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

[0078] Preferably, the height from the point of impact of the pedestrian's leg to the point of impact of the head is H2, the horizontal distance from the point of impact of the pedestrian's head to the point of impact of the leg is L1, the speed of the pedestrian's head relative to the vehicle 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 generally it is required that Vv↓=0.5V↓, that is, Vv↓=0.5V*L1 / H2.

[0079] Specifically, if the pedestrian's head is determined to be in a tilting collision based on the vehicle's point of impact and the angle of impact, the height of the active air suspension on the Y-axis of the point of impact, in the direction of the reaction force, is reduced first, followed by a reduction in the overall height of the active air suspension. During the reduction of the overall height of the active air suspension, the active air suspension on the Y-axis of the point of impact, in the direction of the reaction force, reaches its lowest point first, and then the active air suspension on the other side reaches its lowest point.

[0080] In a tilting collision, the pedestrian's head impacts the vehicle at an angle, typically occurring when the pedestrian is walking or running at high speed or is struck from the side by the vehicle. The impact force includes not only a Z-axis component (vertical direction) but also a significant Y-axis component (lateral direction), potentially creating a combined force. The direction and magnitude of the force are influenced by the pedestrian's posture and the angle of impact. The suspension on the impact side rapidly lowers to provide cushioning. The suspension system provides additional lateral (Y-direction) response, mitigating the lateral impact force on the pedestrian's head.

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

[0082] Preferably, if the pedestrian's head is determined to be in a tilting collision based on the vehicle's point of impact and the angle of impact, the air spring pressure is first rapidly reduced on the Y-axis side of the impact point to decrease suspension stiffness and simultaneously reduce shock absorber damping to increase suspension flexibility. On the non-impact side, the air spring pressure is appropriately reduced as needed, but by a smaller margin than on the impact side. Shock absorber damping is maintained or appropriately increased to maintain vehicle dynamic stability. Then, once the horizontal angle of the hood corresponds to the impact angle, the overall height of the active air suspension is lowered.

[0083] If a pedestrian's head strikes the left side of a vehicle at an angle (e.g., moving diagonally from the left front to the right rear), although the point of impact is on the left side of the vehicle, the Y-component of the impact force may point towards the right side. In this case, the force is asymmetrical in the left-right direction (Y-direction), requiring adjustment of the right-side suspension to provide cushioning. The Y-component of the impact force causes a reaction force on the right side of the vehicle, so the vehicle needs to lower the right-side suspension to absorb this reaction force and reduce the impact force on the pedestrian. Simultaneously, the left-side suspension may also need to be lowered, but the adjustment on the right side will be more significant to accommodate lateral forces.

[0084] Specifically, if the pedestrian's head is determined to be in a tilting collision based on the vehicle's point of impact and the angle of impact, the rate of decrease of the active air suspension height Vv↓↓ on the Y-axis side of the impact point in the direction of the reaction force is calculated using the following formula to achieve Y-axis buffer adjustment of the suspension on the impact side:

[0085] Vv↓↓=0.5V*L1 / H2*COSα

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

[0087] Specifically, if the pedestrian's head is determined to be in a tilting collision based on the vehicle's point of impact and the angle of impact, the vertical descent speed of the suspension remains consistent with that of a vertical collision: the overall descent speed Vv↓ of the active air suspension is calculated using the following formula:

[0088] Vv↓=0.5V*L1 / H2

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

[0090] Preferably, when a pedestrian's head collides with the vehicle at an angle α, the impact point will generate a Y-axis reaction force due to the impact, resulting in a larger impact on that side of the vehicle. Prioritizing a reduction in the suspension height on the side of the impact point allows for rapid absorption of the lateral force, providing cushioning for the pedestrian. The suspension descent rate on the impact point side is related to the pedestrian's speed, the location of the impact point, and the impact angle. This dynamically adjusts the vehicle's attitude, allowing the suspension on the impact point side to adapt to the instantaneous impact force and reducing lateral swaying or tilting. This method is more effective in dispersing the impact force, preventing excessive concentrated force from injuring the pedestrian's head. After prioritizing a reduction in the suspension on the impact point side, the entire vehicle suspension will decrease at a uniform rate to achieve a global cushioning effect, adjusting the vehicle's attitude and reducing the overall injury to the pedestrian. The overall suspension descent further lowers the vehicle's center of gravity, keeping the relative position of the pedestrian's head and the vehicle within a reasonable range, reducing head injury, and ensuring vehicle stability, preventing instability or rollover due to excessive descent of the suspension on one side after a collision.

[0091] Therefore, suspension adjustment during a tilting collision can be divided into two stages:

[0092] Phase 1: Rapid Response of Side Suspension at the Point of Impact

[0093] The suspension on the side where the collision point is located will rapidly decrease at a speed of Vv↓↓.

[0094] The focus at this stage is to quickly dissipate the lateral reaction force and provide head cushioning.

[0095] Phase Two: Synchronous Lowering of the Overall Suspension

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

[0097] The focus at this stage is to cushion the overall impact, protecting pedestrians and ensuring 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 pedestrian's head speed relative to the vehicle, the impact point, the impact angle, and the impact force, ensuring that the suspension adjustment is fast and accurate.

[0099] Example 2

[0100] This invention provides a vehicle and pedestrian protection system based on active air suspension, used to implement the vehicle and 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 vehicle, and the collision point and angle of the vehicle.

[0102] The vehicle control system is used to identify the point of impact and the angle of impact of the vehicle based on the pedestrian's height and posture when a pedestrian collision with the vehicle is detected; and to calculate the descent position and speed of the active air suspension based on the point of impact and the angle of impact.

[0103] The execution module is used to adjust the active air suspension based on the calculated descent position and speed.

[0104] Example 3

[0105] This invention provides a vehicle, the vehicle comprising:

[0106] One or more processors;

[0107] Memory, used to store 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 and 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 having a computer program stored thereon, which, when executed by a processor, implements the vehicle and pedestrian protection method based on active air suspension as described in the above technical solution.

[0111] It will be understood by those skilled in the art that embodiments of the present invention may be provided as methods, systems, or computer program products. Thus, the present invention may take the form of an entirely hardware embodiment, an entirely software embodiment, or an embodiment combining software and hardware. Furthermore, 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 magnetic disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0112] This invention is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the invention. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart illustrations and / or block diagrams. Figure 1 a process or multiple processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0113] These computer program instructions may also be stored in a computer readable memory that can direct a computer or other programmable data processing device to work 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 The 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 operational steps are executed on the computer or other programmable device to produce a computer-implemented process, thereby providing the instructions executed on the computer or other programmable device for implementing the process. Figure 1 a process or multiple processes and / or boxes Figure 1 A step that specifies a function in one or more boxes.

[0115] The embodiments of the present invention have been described above with reference to the accompanying drawings. However, the present invention is not limited to the specific embodiments described above. The specific embodiments described above are merely illustrative and not restrictive. Those skilled in the art can make many other forms under the guidance of the present invention without departing from the spirit and scope of the claims. All of these forms are within the protection scope of the present invention.

[0116] The contents not described in detail in this specification are existing technologies known to those skilled in the art.

Claims

1. A method for vehicle and pedestrian protection based on active air suspension, characterized in that: Includes the following steps: When a pedestrian-vehicle collision is detected, the point of impact and angle of impact of the vehicle are identified based on the pedestrian's height and posture. The descent position and speed of the active air suspension are calculated based on the vehicle's collision point and impact angle. Based on the calculated descent position and speed of the active air suspension, adjust the height of the active air suspension to the lowest possible level, while simultaneously reducing the stiffness of the active air suspension to the lowest possible level. If the pedestrian's head is determined to be in a perpendicular collision based on the vehicle's point of impact and angle of impact, then the overall height of the active air suspension is reduced; the overall reduction speed Vv↓ of the active air suspension is calculated using the following formula: Vv↓=0.5V·L1 / H2 Where V represents the speed of the pedestrian's head relative to the car; H2 represents the height from the point of impact of the pedestrian's leg to the point of impact of the head; and L1 represents the horizontal distance from the point of impact of the pedestrian's head to the point of impact of the leg.

2. The method according to claim 1, characterized in that: If the collision point and angle of impact determine that the pedestrian's head is tilted, then the height of the active air suspension on the Y-axis side of the collision point in the direction of the reaction force should be reduced, and then the overall height of the active air suspension should be reduced.

3. The method according to claim 2, characterized in that: If the pedestrian's head is determined to be tilted based on the vehicle's point of impact and the angle of impact, first reduce the height of the active air suspension on the Y-axis of the point of impact in the direction of the reaction force until the horizontal angle of the hood is the impact angle, and then reduce the overall height of the active air suspension.

4. The method according to claim 3, characterized in that: If the pedestrian's head is determined to be in a tilting collision based on the vehicle's point of impact and the angle of impact, the rate of decrease in the height of the active air suspension Vv↓↓ on the side Y of the point of impact in the direction of the reaction force is calculated using the following formula: Vv↓↓=0.5V·L1 / H2·COSα Where V represents the speed of the pedestrian's head relative to the car; H2 represents the height from the point of impact of the pedestrian's leg to the point of impact of the head; L1 represents the horizontal distance from the point of impact of the pedestrian's head to the point of impact of the leg; and α is the impact angle.

5. A method according to claim 3, characterized in that: If the pedestrian's head is determined to be in a tilting collision based on the vehicle's point of impact and angle of impact, the overall deceleration rate Vv↓ of the active air suspension is calculated using the following formula: Vv↓=0.5V·L1 / H2 Where V represents the speed of the pedestrian's head relative to the car; H2 represents the height from the point of impact of the pedestrian's leg to the point of impact of the head; and L1 represents the horizontal distance from the point of impact of the pedestrian's head to the point of impact of the leg.

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

7. A vehicle pedestrian protection system based on active air suspension, characterized in that: The method for implementing the vehicle and pedestrian protection method based on active air suspension according to any one of claims 1-6 includes: 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 vehicle, and the collision point and angle of the vehicle. The vehicle control system is used to identify the point of impact and the angle of impact of the vehicle based on the pedestrian's height and posture when a pedestrian collision with the vehicle is detected; and to calculate the descent position and speed of the active air suspension based on the point of impact and the angle of impact. The execution module is used to adjust the active air suspension based on the calculated descent position and speed.

8. A vehicle, characterized in that, The vehicles include: One or more processors; Memory, used to store 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 and pedestrian protection method based on active air suspension as described in any one of claims 1-6.

9. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the program is executed by the processor, it implements the vehicle and pedestrian protection method based on active air suspension as described in any one of claims 1-6.

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