Passive and active safety integrated pedestrian protection virtual test method for automobile

Abstract

The embodiment of the invention discloses an automobile active and passive safety integrated pedestrian protection virtual test method. The method comprises the following steps: acquiring vehicle information of a to-be-tested vehicle, and constructing a vehicle dynamics model and a road environment model; determining vehicle collision speeds and vehicle pitching angles of the to-be-detected vehicle in different scenes; constructing a pedestrian finite element model, and setting a lower limb load condition and a pedestrian speed; and performing collision simulation on the to-be-tested vehicle and the pedestrian finite element model, determining scene scores and pedestrian collision data in different scenes, and calculating a pedestrian protection test score of the to-be-tested vehicle. According to the embodiment of the invention, vehicle active safety and vehicle passive safety are subjected to fusion evaluation, pedestrian injury of a real traffic accident can be reflected more accurately, meanwhile, the pedestrian finite element model is used for replacing an impactor, kinematics and biomechanics after a pedestrian is collided can be reflected more accurately, pedestrian loss can be reflected more accurately, and the safety of the pedestrian is improved. And the overall test effect of the pedestrian protection virtual test is better.

Description

Technical Field

[0001] One or more embodiments of the present specification relate to automobile virtual testing technology, and more particularly to a virtual testing method for pedestrian protection that integrates active and passive safety of an automobile. Background Art

[0002] Pedestrian protection using impactors (such as rigid leg-type TRL, advanced leg-type impactor APLI, etc.) is very important in automobile safety testing, but they currently have some limitations: when conducting integrated evaluations, first, there are limitations in the biomechanical simulation of the impactor. The impactors are designed to simulate the biomechanical behavior of pedestrians, but they cannot fully replicate the complex responses of pedestrians in actual collision events. The dynamic interaction of pedestrians' bones, muscles, and soft tissues may react differently in real situations than what the impactor shows. Secondly, there are limitations in test conditions. Impactor tests are usually conducted in a controlled environment, which may not fully simulate various complex collision situations in the real world, such as impacts at different angles and collisions at different speeds. Finally, there are limitations in cost and availability. High-quality impactors are expensive, which limits their widespread use in all automobile safety tests. In summary, the current results of virtual testing for pedestrian protection in automobile safety testing are not ideal. Summary of the invention

[0003] In order to solve the above problems, one or more embodiments of this specification describe a virtual testing method for pedestrian protection that integrates active and passive safety of an automobile.

[0004] According to a first aspect, a virtual testing method for pedestrian protection of an integrated active and passive safety vehicle is provided, the method comprising:

[0005] Acquire vehicle information of the vehicle to be tested, build a vehicle dynamics model based on the vehicle information, and build a road environment model, wherein the vehicle information includes vehicle type, structural parameters, front and rear suspension parameters, tire parameters, automatic emergency braking system algorithm, transmission system parameters, and steering system parameters, and the road environment model includes at least two scenarios of different collision conditions;

[0006] Determining the vehicle collision speed and vehicle pitch angle of the vehicle to be tested in different scenarios based on the road environment model and the vehicle dynamics model;

[0007] constructing a pedestrian finite element model, and setting lower limb load conditions and pedestrian speed for the pedestrian finite element model;

[0008] A collision simulation is performed on the finite element model of the vehicle to be tested and the pedestrian to determine the scenario scores and pedestrian collision data under different scenarios, and the pedestrian protection test score of the vehicle to be tested is calculated according to the scenario scores and the pedestrian collision data, wherein the scenario score is determined based on the frequency of accidents, and the pedestrian collision data includes the maximum bending moment of the femur and the maximum bending moment of the tibia, the elongation of the ligaments and the head injury index of the pedestrian's leg.

[0009] Preferably, the obtaining of vehicle information of the vehicle to be tested includes:

[0010] Detect the automatic emergency braking system of the vehicle under test;

[0011] When the automatic emergency braking system is not detected, performing a traditional passive safety test process;

[0012] When the automatic emergency braking system is detected, vehicle information of the vehicle to be tested is obtained.

[0013] Preferably, the structural parameters include the distance between the center of mass of the sprung mass and the front axle, the height of the center of mass of the sprung mass, the wheelbase, the lateral offset of the center of mass, the sprung mass, the height of the vehicle and the width of the vehicle.

[0014] Preferably, the collision conditions include an adult longitudinal rear-end collision of 25%, an adult proximal crossing of 25%, an adult distal crossing of 50% with obstruction, a child proximal crossing of 50% with single-sided obstruction, and a child proximal crossing of 50% with double-sided obstruction.

[0015] Preferably, after constructing the pedestrian finite element model, the method further includes:

[0016] Based on the setting position of the impactor, the damage output is set in proportion to the leg area of ​​the pedestrian finite element model, and an acceleration sensor is set at the center of mass of the head of the pedestrian finite element model.

[0017] Preferably, the determining of scenario scores and pedestrian collision data in different scenarios, and calculating the pedestrian protection test score of the vehicle to be tested according to the scenario scores and pedestrian collision data, includes:

[0018] Obtaining pedestrian collision data according to the collision simulation results, setting a part score for each human body part according to a preset part importance, and calculating an injury risk score for each human body part based on the pedestrian collision data;

[0019] The scenario score of each scenario is calculated according to the injury risk score and the location score, and the pedestrian protection test score of the vehicle to be tested is calculated according to each scenario score.

[0020] Preferably, the calculating the injury risk score of each body part based on the pedestrian collision data includes:

[0021] The injury index risk function of each human body part is obtained, and the pedestrian collision data is calculated based on the injury index risk function to obtain the injury risk score of each human body part.

[0022] According to a second aspect, a virtual testing device for pedestrian protection integrating active and passive safety of an automobile is provided, the device comprising:

[0023] An acquisition module, used to acquire vehicle information of the vehicle to be tested, construct a vehicle dynamics model based on the vehicle information, and construct a road environment model, wherein the vehicle information includes vehicle type, structural parameters, front and rear suspension parameters, tire parameters, automatic emergency braking system algorithm, transmission system parameters, and steering system parameters, and the road environment model includes at least two scenarios of different collision conditions;

[0024] A determination module, used to determine the vehicle collision speed and vehicle pitch angle of the vehicle to be tested in different scenarios based on the road environment model and the vehicle dynamics model;

[0025] A setting module, used for constructing a pedestrian finite element model and setting lower limb load conditions and pedestrian speed for the pedestrian finite element model;

[0026] A calculation module is used to perform collision simulation on the finite element model of the vehicle to be tested and the pedestrian, determine the scenario scores and pedestrian collision data under different scenarios, and calculate the pedestrian protection test score of the vehicle to be tested according to the scenario scores and the pedestrian collision data, wherein the scenario score is determined based on the frequency of accidents, and the pedestrian collision data includes the maximum bending moment of the femur and the maximum bending moment of the tibia, the elongation of the ligaments and the head injury index of the pedestrian's leg.

[0027] According to a third aspect, there is provided an electronic device, comprising a processor and a memory;

[0028] The processor is connected to the memory;

[0029] The memory is used to store executable program code;

[0030] The processor runs a program corresponding to the executable program code by reading the executable program code stored in the memory, so as to execute the steps of the method provided in the first aspect or any possible implementation manner of the first aspect.

[0031] According to a fourth aspect, a computer-readable storage medium is provided, on which a computer program is stored, and the computer-readable storage medium stores instructions, which, when the instructions are executed on a computer or a processor, cause the computer or the processor to execute the method provided in the first aspect or any possible implementation of the first aspect.

[0032] The solution provided in the embodiments of this specification can simultaneously consider the vehicle information under the action of the automatic emergency braking system, pedestrian data such as the speed, posture, and body shape of the pedestrian, and the influence of the environment, and integrate the active safety of the vehicle with the passive safety of the vehicle to evaluate it, which can more accurately reflect the pedestrian damage in real traffic accidents. At the same time, using a pedestrian finite element model instead of an impactor can better reflect the kinematics and biomechanics of pedestrians after being hit, and more accurately reflect the pedestrian losses, making the overall test effect of the pedestrian protection virtual test better. BRIEF DESCRIPTION OF THE DRAWINGS

[0033] In order to more clearly illustrate the technical solutions in the embodiments of the present application, 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 application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0034] Figure 1 It is a flow chart of a virtual testing method for pedestrian protection integrating active and passive safety of a vehicle in one embodiment of the present specification.

[0035] Figure 2 It is a structural schematic diagram of a virtual testing device for pedestrian protection integrating active and passive safety of a vehicle in one embodiment of the present specification.

[0036] Figure 3 It is a structural diagram of an electronic device in one embodiment of this specification. DETAILED DESCRIPTION

[0037] The technical solutions in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application.

[0038] In the following introduction, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance. The following introduction provides multiple embodiments of the present application, and different embodiments can be replaced or combined, so the present application can also be considered to include all possible combinations of the same and / or different embodiments recorded. Therefore, if one embodiment includes features A, B, and C, and another embodiment includes features B and D, then the present application should also be considered to include embodiments containing one or more of all other possible combinations of A, B, C, and D, although the embodiment may not be clearly recorded in the following text.

[0039] The following description provides examples and does not limit the scope, applicability or examples set forth in the claims. Changes may be made to the functions and arrangements of the elements described without departing from the scope of the present application. Various processes or components may be appropriately omitted, substituted or added to each example. For example, the described method may be performed in an order different from the order described, and various steps may be added, omitted or combined. In addition, features described in some examples may be combined in other examples.

[0040] See also Figure 1 , Figure 1 : is a flow chart of a virtual testing method for pedestrian protection of an integrated active and passive safety vehicle provided in an embodiment of the present application. In an embodiment of the present application, the method includes:

[0041] S101, obtaining vehicle information of a vehicle to be tested, constructing a vehicle dynamics model based on the vehicle information, and constructing a road environment model.

[0042] The vehicle information includes vehicle type, structural parameters, front and rear suspension parameters, tire parameters, automatic emergency braking system algorithm, transmission system parameters and steering system parameters, and the road environment model includes at least two scenarios of different collision conditions.

[0043] The execution entity of this application can be a cloud server.

[0044] In the embodiment of this specification, for the vehicle to be tested that needs to be subjected to a virtual evaluation of pedestrian protection, in order to determine its collision speed and pitch angle and other information when a collision occurs for subsequent simulation of the collision process between pedestrians and vehicles, the vehicle information of the vehicle to be tested will be obtained first, and the vehicle dynamics model will be constructed in the Carsim simulation software. At the same time, a road environment model representing different collision scenarios will be constructed in the Prescan software according to different pre-set collision conditions.

[0045] In one possible implementation manner, the obtaining of vehicle information of the vehicle to be tested includes:

[0046] Detect the automatic emergency braking system of the vehicle under test;

[0047] When the automatic emergency braking system is not detected, performing a traditional passive safety test process;

[0048] When the automatic emergency braking system is detected, vehicle information of the vehicle to be tested is obtained.

[0049] In the embodiments of this specification, only vehicles with automatic emergency braking systems (Automatic Emergency Braking, AEB) can perform active safety tests. Therefore, if you want to perform the active and passive combined safety test process of this application, you must first determine whether the vehicle has an AEB system. The cloud server will directly obtain the vehicle's status data to detect whether the vehicle to be tested has an automatic emergency braking system based on the status data. If the vehicle to be tested has an automatic emergency braking system, it will obtain the corresponding vehicle information for subsequent processing. If the vehicle to be tested does not have an automatic emergency braking system, it is considered that the active and passive safety test integration test process of this application cannot be performed, and the traditional passive safety test process will be executed.

[0050] In one embodiment, the structural parameters include the distance between the center of mass of the sprung mass and the front axle, the height of the center of mass of the sprung mass, the wheelbase, the lateral offset of the center of mass, the sprung mass, the vehicle height and the vehicle width.

[0051] In the embodiments of this specification, the vehicle types mainly include sedans, SUVs, MPVs, coupes, etc. The structural parameters include the distance L between the center of mass of the sprung mass and the front axle MFA , the height of the center of mass of the sprung mass H M 、Wheelbase L WB , lateral displacement of center of mass L COG , sprung mass M S , vehicle height H and vehicle width B. The automatic emergency braking system algorithm, transmission system parameters and steering system parameters can be directly extracted from the automatic emergency braking system.

[0052] In one embodiment, the collision conditions include an adult longitudinal rear-end collision 25% condition, an adult proximal crossing 25% condition, an adult distal crossing 50% condition with obstruction, a child proximal crossing unilateral 50% condition and a child proximal crossing bilateral 50% condition.

[0053] In the embodiments of this specification, the Car to Pedestrian Longitudinal Approach-25% overlap (CPLA-25) simulates the situation when an adult is walking longitudinally in front of the vehicle, where the collision surface of the vehicle and the pedestrian overlaps by only 25%. This partially overlapping scenario increases the difficulty of detecting pedestrians and avoiding or mitigating collisions. The Car to Pedestrian Near-side Approach-25% overlap (CPNA-25) simulates an adult crossing the road quickly from one side (near side) of the vehicle, and has a 25% contact area with the front of the vehicle. This test is designed to evaluate the vehicle's ability to respond to pedestrians who suddenly appear. The Car to Pedestrian Far-side Obstructed Approach-50% overlap (CPFOA-50) simulates an adult crossing the road from the far side of the vehicle, and there are obstacles blocking the driver's line of sight until the pedestrian has a 50% contact area with the front of the vehicle. The test focuses on whether the vehicle can identify the partially obscured pedestrian and take timely measures. The Car to Pedestrian Near-side Single-side Obscured Crossing-50% overlap (CPNSOC-50) simulates a child crossing the road from one side (near side) of the vehicle, and there is a single-side object (such as a parked car) blocking the pedestrian, resulting in a 50% contact area between the pedestrian and the front of the vehicle. This situation tests the AEB system's ability to identify and respond to small targets and obstructed vision. The Car to Pedestrian Near-side Double-side Obscured Crossing-50% overlap (CPNDOC-50) simulates objects blocking the line of sight on both sides, which also causes a 50% contact area between the pedestrian and the front of the vehicle. This test is more complex because the AEB system is required to identify and respond with more limited information. The above five conditions can represent the road environment in different actual situations, so that the test data under different road environments can be determined separately.

[0054] S102: Determine a vehicle collision speed and a vehicle pitch angle of the vehicle to be tested in different scenarios based on the road environment model and the vehicle dynamics model.

[0055] In the embodiment of this specification, the corresponding vehicle initial speed V is input according to the test requirements in different scenarios. i and pedestrian speed VP , the road environment model and vehicle dynamics model can be jointly simulated through Carsim-Prescan-simulink, and the vehicle collision speed V and vehicle pitch angle θ of the vehicle under test in different scenarios can be obtained, and V and θ are input into the HyperMesh software to adjust the vehicle under test. Subsequently, the collision simulation will be directly performed with the vehicle under test in the HyperMesh software without the need for the road environment model and vehicle dynamics model. Among them, the vehicle pitch angle is the angle of rotation toward the front of the vehicle with the vehicle's center of mass M as the center.

[0056] S103: construct a pedestrian finite element model, and set lower limb load conditions and pedestrian speed for the pedestrian finite element model.

[0057] In the embodiments of this specification, a pedestrian finite element model will also be constructed to replace the impactor used in the traditional pedestrian protection evaluation. The pedestrian finite element model has very high accuracy and complexity. With the improvement of computing power, the pedestrian finite element model can contain more details, such as nonlinear characteristics and anisotropy of bones, muscles, ligaments, soft tissues, etc. In addition, multi-scale modeling can be performed so that the pedestrian finite element model can simultaneously consider biomechanical behaviors at different levels. Specifically, the pedestrian finite element model can select Total Human Model for Safety (THMUS), Chinese Signs Human Digital Model (AC-HUMs), Global Human Body Models Consortium (GHBMC), etc. After the pedestrian finite element model is constructed, the lower limb load condition and pedestrian speed will be set for it. As an example, the lower limb load condition can be that the lower limb is standing on one foot, the left leg is raised forward and the right leg is at an angle of 20 degrees. This gait is considered to be the most stringent load condition for the lower limb on the side of the initial collision with the vehicle, and the test effect is better. Other load conditions can also be selected in other embodiments. The pedestrian speed can be set to be the same as the pedestrian speed in the previous joint simulation under different scenarios, or it can be specially set according to the test requirements.

[0058] In one possible implementation, after constructing the pedestrian finite element model, the method further includes:

[0059] Based on the setting position of the impactor, the damage output is set in proportion to the leg area of ​​the pedestrian finite element model, and an acceleration sensor is set at the center of mass of the head of the pedestrian finite element model.

[0060] In the embodiments of this specification, after the pedestrian finite element model is constructed, damage output is established at the same position in proportion according to the position of the impactors such as APLI and TRL in the leg area, and the corresponding damage data function can select damage factor, failure index, cumulative damage model, fracture mechanics parameters, etc. At the same time, an acceleration sensor is also set at the center of mass of the head of the pedestrian finite element model to obtain the head injury criterion (HIC) later.

[0061] S104, performing collision simulation on the vehicle to be tested and the pedestrian finite element model to determine scenario scores and pedestrian collision data under different scenarios, and calculating the pedestrian protection test score of the vehicle to be tested according to the scenario scores and the pedestrian collision data.

[0062] The scenario score is determined based on the frequency of accidents, and the pedestrian collision data includes the maximum bending moment of the femur, the maximum bending moment of the tibia, the ligament elongation and the head injury index of the pedestrian's leg.

[0063] In the embodiment of this specification, a collision simulation is performed on the finite element model of the vehicle to be tested and the pedestrian in the HyperMesh software to obtain the maximum bending moment M of the femur of the pedestrian leg. FMAX 、Maximum bending moment of tibia M TMAX , ligament elongation L MCL and head injury index HIC. At the same time, the frequency of accidents in each scenario will be counted separately, and the scenario scores of different scenarios will be set according to the frequencies. As an example, the scenario score can be a total score of all scenarios set in advance, and the frequency ratio between the scenarios is calculated, and then the score is assigned to each scene according to the total score and the frequency ratio. The scene score can also be calculated in a preset score calculation function based on the pedestrian collision data. Finally, the pedestrian protection test score can be obtained by calculating the weighted sum and average of the scores of each scenario. The high or low score of the pedestrian protection test can more accurately characterize the pedestrian injury of the pedestrian in the collision test, and the effect of the pedestrian protection virtual test is better.

[0064] In one possible implementation, the determining of scenario scores and pedestrian collision data in different scenarios, and calculating the pedestrian protection test score of the vehicle to be tested according to the scenario scores and pedestrian collision data, includes:

[0065] Obtaining pedestrian collision data according to the collision simulation results, setting a part score for each human body part according to a preset part importance, and calculating an injury risk score for each human body part based on the pedestrian collision data;

[0066] The scenario score of each scenario is calculated according to the injury risk score and the location score, and the pedestrian protection test score of the vehicle to be tested is calculated according to each scenario score.

[0067] In the embodiments of this specification, the importance of a part can be represented by the score ratio between the parts set according to the importance. The cloud server can pre-set the total score of all parts and set the part score of each human body part according to the score ratio. It is assumed that the part scores corresponding to the head, femur, tibia, and ligament are Z1, Z2, Z3, and Z4 respectively. Similarly, the injury risk score can be set for each human body part according to the size of each pedestrian collision data. It is assumed that the injury risk scores corresponding to the head, femur, tibia, and ligament are S1, Z2, Z3, and Z4 respectively. H , S F , S T , S L The scenario score of each scenario can be calculated based on the injury risk score and the location score. The calculation formula is as follows:

[0068]

[0069] Finally, the final pedestrian protection test score of the vehicle to be tested will be calculated based on the scores of each scenario. The calculation formula is as follows:

[0070]

[0071] In one possible implementation, the calculating the injury risk score of each body part based on the pedestrian collision data includes:

[0072] The injury index risk function of each human body part is obtained, and the pedestrian collision data is calculated based on the injury index risk function to obtain the injury risk score of each human body part.

[0073] In the embodiments of the present specification, an injury index risk function corresponding to each personal part is pre-set, and the function value of the injury index risk function can be calculated according to the pedestrian collision data. The function value is the injury risk score of each body part.

[0074] Among them, the injury risk function f corresponding to the injury risk score of the head is h (x) is:

[0075]

[0076] The injury index risk function f corresponding to the thigh injury risk score F (x) is:

[0077]

[0078] Where I is the moment of inertia of the femoral section, c is the maximum distance to the neutral axis, and M is the maximum bending moment of the femur of the pedestrian’s leg. FMAX .

[0079] The injury risk function f corresponding to the injury risk score of the calf T (x) is:

[0080] f T (x)=1-exp[-exp(5.77458×In(M)-34.51175]

[0081] Where M is the maximum bending moment of the tibia TMAX .

[0082] The injury index risk function f1(x) corresponding to the ligament injury risk score is:

[0083]

[0084] Where L is the ligament elongation L MCL , A1, A2, B1 and B2 are all constants.

[0085] The following will be combined with the attached Figure 2 , the virtual test device for pedestrian protection with integrated active and passive safety of automobile provided in the embodiment of the present application is introduced in detail. Figure 2 The virtual test device for pedestrian protection of integrated active and passive safety of automobiles shown in the figure is used to implement the present application Figure 1 For the convenience of explanation, only the part related to the embodiment of the present application is shown. For the specific technical details not disclosed, please refer to the present application. Figure 1 The embodiment shown.

[0086] See also Figure 2 , Figure 2 Schematic diagram of a virtual test device for pedestrian protection with integrated active and passive safety of a vehicle provided in an embodiment of the present application. Figure 2 As shown, the device comprises:

[0087] An acquisition module 201 is used to acquire vehicle information of a vehicle to be tested, construct a vehicle dynamics model based on the vehicle information, and construct a road environment model, wherein the vehicle information includes vehicle type, structural parameters, front and rear suspension parameters, tire parameters, automatic emergency braking system algorithm, transmission system parameters, and steering system parameters, and the road environment model includes at least two scenarios of different collision conditions;

[0088] A determination module 202, configured to determine a vehicle collision speed and a vehicle pitch angle of the vehicle to be tested in different scenarios based on the road environment model and the vehicle dynamics model;

[0089] A setting module 203, for constructing a pedestrian finite element model and setting lower limb load conditions and pedestrian speed for the pedestrian finite element model;

[0090] The calculation module 204 is used to perform collision simulation on the finite element model of the vehicle to be tested and the pedestrian, determine the scenario scores and pedestrian collision data under different scenarios, and calculate the pedestrian protection test score of the vehicle to be tested according to the scenario scores and the pedestrian collision data, wherein the scenario score is determined based on the frequency of accidents, and the pedestrian collision data includes the maximum bending moment of the femur and the maximum bending moment of the tibia, the ligament elongation and the head injury index of the pedestrian's leg.

[0091] In one possible implementation, the acquisition module 201 is specifically used for:

[0092] Detect the automatic emergency braking system of the vehicle under test;

[0093] When the automatic emergency braking system is not detected, performing a traditional passive safety test process;

[0094] When the automatic emergency braking system is detected, vehicle information of the vehicle to be tested is obtained.

[0095] In one embodiment, the structural parameters include the distance between the center of mass of the sprung mass and the front axle, the height of the center of mass of the sprung mass, the wheelbase, the lateral offset of the center of mass, the sprung mass, the vehicle height and the vehicle width.

[0096] In one embodiment, the collision conditions include an adult longitudinal rear-end collision 25% condition, an adult proximal crossing 25% condition, an adult distal crossing 50% condition with obstruction, a child proximal crossing unilateral 50% condition and a child proximal crossing bilateral 50% condition.

[0097] In one possible implementation, the setting module 203 is further configured to:

[0098] Based on the setting position of the impactor, the damage output is set in proportion to the leg area of ​​the pedestrian finite element model, and an acceleration sensor is set at the center of mass of the head of the pedestrian finite element model.

[0099] In one possible implementation, the calculation module 204 is specifically configured to:

[0100] Obtaining pedestrian collision data according to the collision simulation results, setting a part score for each human body part according to a preset part importance, and calculating an injury risk score for each human body part based on the pedestrian collision data;

[0101] The scenario score of each scenario is calculated according to the injury risk score and the location score, and the pedestrian protection test score of the vehicle to be tested is calculated according to each scenario score.

[0102] In one possible implementation, the calculation module 204 is further configured to:

[0103] The injury index risk function of each human body part is obtained, and the pedestrian collision data is calculated based on the injury index risk function to obtain the injury risk score of each human body part.

[0104] Those skilled in the art can clearly understand that the technical solutions of the embodiments of the present application can be implemented with the help of software and / or hardware. The "unit" and "module" in this specification refer to software and / or hardware that can independently complete or cooperate with other components to complete specific functions, where the hardware can be, for example, a field programmable gate array (Field-Programmable Gate Array, FPGA), an integrated circuit (Integrated Circuit, IC), etc.

[0105] Each processing unit and / or module of the embodiments of the present application may be implemented by an analog circuit that implements the functions described in the embodiments of the present application, or may be implemented by software that executes the functions described in the embodiments of the present application.

[0106] See also Figure 3 , which shows a schematic diagram of the structure of an electronic device involved in an embodiment of the present application, the electronic device can be used to implement Figure 1 The method in the embodiment shown. Figure 3 As shown, the electronic device 300 may include: at least one processor 301 , at least one network interface 304 , a user interface 303 , a memory 305 , and at least one communication bus 302 .

[0107] The communication bus 302 is used to realize the connection and communication between these components.

[0108] The user interface 303 may include a display screen (Display) and a camera (Camera). The optional user interface 303 may also include a standard wired interface and a wireless interface.

[0109] The network interface 304 may optionally include a standard wired interface or a wireless interface (such as a WI-FI interface).

[0110] Among them, the processor 301 may include one or more processing cores. The processor 301 uses various interfaces and lines to connect various parts within the entire electronic device 300, and executes various functions and processes data of the electronic device 300 by running or executing instructions, programs, code sets or instruction sets stored in the memory 305, and calling data stored in the memory 305. Optionally, the processor 301 can be implemented in at least one hardware form of digital signal processing (Digital Signal Processing, DSP), field programmable gate array (Field-Programmable Gate Array, FPGA), and programmable logic array (Programmable Logic Array, PLA). The processor 301 can integrate one or a combination of a central processing unit (Central Processing Unit, CPU), a graphics central processing unit (Graphics Processing Unit, GPU) and a modem. Among them, the CPU mainly processes the operating system, user interface and application programs; the GPU is responsible for rendering and drawing the content to be displayed on the display screen; the modem is used to process wireless communications. It can be understood that the above-mentioned modem may not be integrated into the processor 301, and it can be implemented separately through a chip.

[0111] Among them, the memory 305 may include a random access memory (Random Access Memory, RAM) and may also include a read-only memory (Read-Only Memory). Optionally, the memory 305 includes a non-transitory computer-readable storage medium. The memory 305 can be used to store instructions, programs, codes, code sets or instruction sets. The memory 305 may include a program storage area and a data storage area, wherein the program storage area may store instructions for implementing an operating system, instructions for at least one function (such as a touch function, a sound playback function, an image playback function, etc.), instructions for implementing the above-mentioned method embodiments, etc.; the data storage area may store data involved in the above-mentioned method embodiments, etc. The memory 305 may also be optionally at least one storage device located away from the aforementioned processor 301. As Figure 3 As shown, the memory 305 as a computer storage medium may include an operating system, a network communication module, a user interface module, and program instructions.

[0112] exist Figure 3In the electronic device 300 shown, the user interface 303 is mainly used to provide an input interface for the user and obtain the data input by the user; and the processor 301 can be used to call the pedestrian protection virtual test application for integrated active and passive safety of automobiles stored in the memory 305, and specifically perform the following operations:

[0113] Acquire vehicle information of the vehicle to be tested, build a vehicle dynamics model based on the vehicle information, and build a road environment model, wherein the vehicle information includes vehicle type, structural parameters, front and rear suspension parameters, tire parameters, automatic emergency braking system algorithm, transmission system parameters, and steering system parameters, and the road environment model includes at least two scenarios of different collision conditions;

[0114] Determining the vehicle collision speed and vehicle pitch angle of the vehicle to be tested in different scenarios based on the road environment model and the vehicle dynamics model;

[0115] constructing a pedestrian finite element model, and setting lower limb load conditions and pedestrian speed for the pedestrian finite element model;

[0116] A collision simulation is performed on the finite element model of the vehicle to be tested and the pedestrian to determine the scenario scores and pedestrian collision data under different scenarios, and the pedestrian protection test score of the vehicle to be tested is calculated according to the scenario scores and the pedestrian collision data, wherein the scenario score is determined based on the frequency of accidents, and the pedestrian collision data includes the maximum bending moment of the femur and the maximum bending moment of the tibia, the elongation of the ligaments and the head injury index of the pedestrian's leg.

[0117] The present application also provides a computer-readable storage medium on which a computer program is stored, and when the program is executed by a processor, the steps of the above method are implemented. The computer-readable storage medium may include, but is not limited to, any type of disk, including a floppy disk, an optical disk, a DVD, a CD-ROM, a micro drive, and a magneto-optical disk, a ROM, a RAM, an EPROM, an EEPROM, a DRAM, a VRAM, a flash memory device, a magnetic card or an optical card, a nanosystem (including a molecular memory IC), or any type of medium or device suitable for storing instructions and / or data.

[0118] It should be noted that, for the aforementioned method embodiments, for the sake of simplicity, they are all expressed as a series of action combinations, but those skilled in the art should be aware that the present application is not limited by the described order of actions, because according to the present application, certain steps can be performed in other orders or simultaneously. Secondly, those skilled in the art should also be aware that the embodiments described in the specification are all preferred embodiments, and the actions and modules involved are not necessarily required by the present application.

[0119] In the above embodiments, the description of each embodiment has its own emphasis. For parts that are not described in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0120] In the several embodiments provided in the present application, it should be understood that the disclosed devices can be implemented in other ways. For example, the device embodiments described above are only schematic, such as the division of the units, which is only a logical function division. There may be other division methods in actual implementation, such as multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some service interfaces, and the indirect coupling or communication connection of devices or units can be electrical or other forms.

[0121] The units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed on multiple network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0122] In addition, each functional unit in each embodiment of the present application may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit. The above-mentioned integrated unit may be implemented in the form of hardware or in the form of software functional units.

[0123] If the integrated unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable memory. Based on this understanding, the technical solution of the present application is essentially or the part that contributes to the prior art or all or part of the technical solution can be embodied in the form of a software product, and the computer software product is stored in a memory, including a number of instructions to enable a computer device (which can be a personal computer, server or network device, etc.) to perform all or part of the steps of the method described in each embodiment of the present application. The aforementioned memory includes: U disk, read-only memory (ROM), random access memory (RAM), mobile hard disk, disk or optical disk and other media that can store program code.

[0124] A person skilled in the art may understand that all or part of the steps in the various methods of the above embodiments may be completed by entering a program to instruct the relevant hardware. The program may be stored in a computer-readable memory, and the memory may include: a flash drive, a read-only memory (ROM), a random access memory (RAM), a magnetic disk or an optical disk, etc.

[0125] The above is only an exemplary embodiment of the present disclosure, and the scope of the present disclosure cannot be limited thereto. That is, any equivalent changes and modifications made according to the teachings of the present disclosure are still within the scope of the present disclosure. After considering the specification and practicing the disclosure here, those skilled in the art will easily think of the implementation scheme of the present disclosure. This application is intended to cover any modification, use or adaptation of the present disclosure, which follows the general principles of the present disclosure and includes common knowledge or customary technical means in the technical field not recorded in the present disclosure. The description and examples are regarded as exemplary only, and the scope and spirit of the present disclosure are defined by the claims.

Claims

1. A virtual testing method for pedestrian protection integrating active and passive safety of automobiles, characterized in that: The method comprises: Acquire vehicle information of the vehicle to be tested, build a vehicle dynamics model based on the vehicle information, and build a road environment model, wherein the vehicle information includes vehicle type, structural parameters, front and rear suspension parameters, tire parameters, automatic emergency braking system algorithm, transmission system parameters, and steering system parameters, and the road environment model includes at least two scenarios of different collision conditions; Determining the vehicle collision speed and vehicle pitch angle of the vehicle to be tested in different scenarios based on the road environment model and the vehicle dynamics model; constructing a pedestrian finite element model, and setting lower limb load conditions and pedestrian speed for the pedestrian finite element model; A collision simulation is performed on the finite element model of the vehicle to be tested and the pedestrian to determine the scenario scores and pedestrian collision data under different scenarios, and the pedestrian protection test score of the vehicle to be tested is calculated according to the scenario scores and the pedestrian collision data, wherein the scenario score is determined based on the frequency of accidents, and the pedestrian collision data includes the maximum bending moment of the femur and the maximum bending moment of the tibia, the elongation of the ligaments and the head injury index of the pedestrian's leg.

2. The method according to claim 1, characterized in that The step of obtaining vehicle information of the vehicle to be tested includes: Detect the automatic emergency braking system of the vehicle under test; When the automatic emergency braking system is not detected, performing a traditional passive safety test process; When the automatic emergency braking system is detected, vehicle information of the vehicle to be tested is obtained.

3. The method according to claim 1, characterized in that The structural parameters include the distance between the center of mass of the sprung mass and the front axle, the height of the center of mass of the sprung mass, the wheelbase, the lateral offset of the center of mass, the sprung mass, the height of the vehicle and the width of the vehicle.

4. The method according to claim 1, characterized in that: The collision conditions include an adult longitudinal rear-end collision 25% condition, an adult proximal crossing 25% condition, an adult distal crossing 50% condition with obstruction, a child proximal crossing unilateral 50% condition and a child proximal crossing bilateral 50% condition.

5. The method according to claim 1, characterized in that After constructing the pedestrian finite element model, the method further includes: Based on the setting position of the impactor, the damage output is set in proportion to the leg area of ​​the pedestrian finite element model, and an acceleration sensor is set at the center of mass of the head of the pedestrian finite element model.

6. The method according to claim 1, characterized in that The determining of scenario scores and pedestrian collision data in different scenarios, and calculating the pedestrian protection test score of the vehicle to be tested according to the scenario scores and pedestrian collision data, includes: Obtaining pedestrian collision data according to the collision simulation results, setting a part score for each human body part according to a preset part importance, and calculating an injury risk score for each human body part based on the pedestrian collision data; The scenario score of each scenario is calculated according to the injury risk score and the location score, and the pedestrian protection test score of the vehicle to be tested is calculated according to each scenario score.

7. The method according to claim 6, characterized in that The calculating the injury risk score of each body part based on the pedestrian collision data includes: The injury index risk function of each human body part is obtained, and the pedestrian collision data is calculated based on the injury index risk function to obtain the injury risk score of each human body part.

8. A virtual test device for pedestrian protection integrating active and passive safety of automobiles, characterized in that: The device comprises: An acquisition module, used to acquire vehicle information of the vehicle to be tested, construct a vehicle dynamics model based on the vehicle information, and construct a road environment model, wherein the vehicle information includes vehicle type, structural parameters, front and rear suspension parameters, tire parameters, automatic emergency braking system algorithm, transmission system parameters, and steering system parameters, and the road environment model includes at least two scenarios of different collision conditions; A determination module, used to determine the vehicle collision speed and vehicle pitch angle of the vehicle to be tested in different scenarios based on the road environment model and the vehicle dynamics model; A setting module, used for constructing a pedestrian finite element model and setting lower limb load conditions and pedestrian speed for the pedestrian finite element model; A calculation module is used to perform collision simulation on the finite element model of the vehicle to be tested and the pedestrian, determine the scenario scores and pedestrian collision data under different scenarios, and calculate the pedestrian protection test score of the vehicle to be tested according to the scenario scores and the pedestrian collision data, wherein the scenario score is determined based on the frequency of accidents, and the pedestrian collision data includes the maximum bending moment of the femur and the maximum bending moment of the tibia, the elongation of the ligaments and the head injury index of the pedestrian's leg.

9. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that: When the processor executes the computer program, the steps of the method according to any one of claims 1 to 7 are implemented.

10. A computer-readable storage medium having a computer program stored thereon, wherein the computer-readable storage medium has instructions stored therein, and when the instructions are executed on a computer or a processor, the computer or the processor executes the steps of the method according to any one of claims 1 to 7.

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