Pedestrian protection performance verification method of vehicle and related device

Abstract

The invention discloses a pedestrian protection performance verification method for a vehicle and a related device, and the method comprises the steps: obtaining a front-end design model of the vehicle, the front-end design model comprises a modeling surface of the front end of the vehicle and a surface of a vehicle part set in the front end of the vehicle; and based on the position relationship between the surface and the modeling surface, determining whether the front-end design model meets the pedestrian protection energy generation requirement or not. According to the scheme, automatic verification of the pedestrian protection performance can be realized without manual verification, the verification cost is reduced, and the verification efficiency is improved.

Description

Technical Field

[0001] The present application relates to the technical field of vehicle pedestrian protection, and in particular to a vehicle pedestrian protection performance verification method, a vehicle pedestrian protection performance verification device, an electronic device, and a computer-readable storage medium. Background Art

[0002] Vehicle pedestrian protection refers to the collision protection provided by cars to pedestrians, reducing the possible injuries to pedestrians outside the car during a collision between a car and a pedestrian.

[0003] During vehicle development, front-end vehicle designs must be verified for pedestrian protection performance. This verification verifies whether the design meets pedestrian protection requirements. If this doesn't happen, the relevant designers will be guided to revise the design. However, manual verification is a cumbersome process, making existing methods both costly and inefficient. Summary of the Invention

[0004] The present application provides a vehicle pedestrian protection performance verification method, a vehicle pedestrian protection performance verification device, an electronic device and a computer-readable storage medium, which can solve the problem of high cost and low efficiency of manual pedestrian protection performance verification in the prior art.

[0005] The present application provides a method for verifying the pedestrian protection performance of a vehicle, comprising: obtaining a front-end design model of the vehicle, the front-end design model including a styling surface of the vehicle front end and a surface of a collection of vehicle components within the vehicle front end; and determining whether the front-end design model meets pedestrian protection performance requirements based on a positional relationship between the surface and the styling surface.

[0006] In some embodiments, based on the positional relationship between the surface and the modeling surface, determining whether the front-end design model meets the pedestrian protection performance requirements includes: determining the expected space of the surface relative to the modeling surface; obtaining a first limiting surface of the vehicle component set, wherein the first limiting surface is obtained after the surface is moved toward the modeling surface by the expected space; based on the first positional relationship of the first limiting surface relative to the modeling surface, determining whether the front-end design model meets the pedestrian protection performance requirements.

[0007] In some embodiments, determining the expected space of the surface relative to the modeling surface includes: determining the expected displacement between each first three-dimensional point in the surface and the corresponding second three-dimensional point in the modeling surface to form the expected space, the expected displacement including the expected direction and the expected distance, the expected direction being the direction from the first three-dimensional point to the corresponding second three-dimensional point; obtaining the first limiting surface of the vehicle component set includes: obtaining third three-dimensional points obtained by moving each first three-dimensional point in the corresponding expected direction and the corresponding expected distance to form the first limiting surface.

[0008] In some embodiments, the front end of the vehicle includes an upper area, a side area and a front area, the surface of the vehicle component assembly includes a first sub-surface of a first vehicle component assembly in the upper area, a second sub-surface of a second vehicle component assembly in the side area and a third sub-surface of a third vehicle component assembly in the front area, and the modeling surface includes a first sub-modeling surface in the upper area, a second sub-modeling surface in the side area and a third sub-modeling surface in the front area; determining the expected space of the surface relative to the modeling surface includes: determining the expected upper space of the first sub-surface relative to the first sub-modeling surface, determining the expected side space of the second sub-surface relative to the second sub-modeling surface, and determining the expected front space of the third sub-surface relative to the third sub-modeling surface.

[0009] In some embodiments, based on the first positional relationship of the first limiting surface relative to the modeling surface, determining whether the front-end design model meets the pedestrian protection performance requirements includes: judging whether the first positional relationship meets the pedestrian protection conditions, the pedestrian protection conditions including that each second three-dimensional point in the modeling surface and the corresponding third three-dimensional point in the first limiting surface coincide with each other; in response to meeting the pedestrian protection conditions, determining that the front-end design model meets the pedestrian protection performance requirements; in response to not meeting the pedestrian protection conditions, determining that the front-end design model does not meet the pedestrian protection performance requirements.

[0010] In some embodiments, the pedestrian protection condition further includes that all second three-dimensional points in the sculpted surface that do not coincide with the first limiting surface are within the first limiting surface.

[0011] In some embodiments, determining a desired space of the surface relative to the modeling surface includes: determining an influencing parameter of the desired space; and determining the desired space based on the influencing parameter.

[0012] In some embodiments, based on the positional relationship between the surface and the modeling surface, determining whether the front-end design model meets the pedestrian protection performance requirements includes: obtaining the actual distance and expected distance of each first three-dimensional point in the surface relative to the corresponding second three-dimensional point in the modeling surface; based on the size relationship between the actual distance and the expected distance corresponding to each second three-dimensional point, determining whether the front-end design model meets the pedestrian protection performance requirements.

[0013] In some embodiments, based on the positional relationship between the surface and the modeling surface, determining whether the front-end design model meets the pedestrian protection performance requirements includes: obtaining a second limiting surface, the second limiting surface being obtained after the modeling surface moves a desired space relative to the surface; based on the second positional relationship between the second limiting surface and the surface, determining whether the front-end design model meets the pedestrian protection performance requirements.

[0014] In some embodiments, obtaining a front-end design model of a vehicle includes: obtaining a styling surface of the front end of the vehicle; and obtaining a vehicle component assembly model of the front end of the vehicle, and extracting the surface of the vehicle component assembly from the vehicle component assembly model; combining the styling surface and the surface to obtain a front-end design model.

[0015] In some embodiments, after determining whether the front-end design model meets the pedestrian protection performance requirements based on the positional relationship between the surface and the modeling surface, it also includes: in response to the front-end design model not meeting the pedestrian protection performance requirements, determining a second three-dimensional point in the modeling surface that does not meet the pedestrian protection performance requirements and the corresponding difference distance, wherein the second three-dimensional point that does not meet the pedestrian protection performance requirements has an actual distance less than the expected distance from the corresponding first three-dimensional point in the surface, and the difference distance corresponding to the second three-dimensional point is the difference between the corresponding actual distance and the expected distance.

[0016] The present application provides a pedestrian protection performance verification device for a vehicle, including an acquisition module and a determination module. The acquisition module is used to obtain a front-end design model of the vehicle, the front-end design model including the styling surface of the vehicle front end and the surface of a collection of vehicle components within the vehicle front end; the determination module is used to determine whether the front-end design model meets the pedestrian protection performance requirements based on the positional relationship between the surface and the styling surface.

[0017] The present application provides an electronic device, including a memory and a processor, wherein the processor is used to execute program instructions stored in the memory to implement the pedestrian protection performance verification method of the above-mentioned vehicle.

[0018] The present application provides a computer-readable storage medium having program instructions stored thereon. When the program instructions are executed by a processor, the pedestrian protection performance verification method of the above-mentioned vehicle is implemented.

[0019] The above solution, based on the positional relationship between the vehicle front-end design model, including the sculpted surfaces of the vehicle front end and the surfaces of the vehicle component collection within the front end, determines whether the vehicle front-end design model meets the pedestrian protection performance requirements. This enables automatic verification of pedestrian protection performance, eliminating the need for manual verification, reducing verification costs, and improving verification efficiency.

[0020] It is to be understood that the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] The drawings herein are incorporated into and constitute a part of the specification. These drawings illustrate embodiments consistent with the present application and, together with the specification, are used to illustrate the technical solutions of the present application.

[0022] Figure 1 It is a schematic diagram of the vehicle coordinate system XYZ of the present application;

[0023] Figure 2 This is a flow chart of an embodiment of a method for verifying the pedestrian protection performance of a vehicle provided by the present application;

[0024] Figure 3is a schematic diagram of the second three-dimensional point of the present application within the first limiting surface;

[0025] Figure 4 is a schematic diagram of the second three-dimensional point of the present application outside the first limiting surface;

[0026] Figure 5 is a schematic diagram of the fifth three-dimensional point within the surface of the present application;

[0027] Figure 6 is a schematic diagram of the fifth three-dimensional point of the present application outside the surface;

[0028] Figure 7 This is a flow chart of an embodiment of a method for verifying the pedestrian protection performance of a vehicle provided by the present application;

[0029] Figure 8 It is a schematic diagram of the movement of the right side surface of the right hinge of the present application;

[0030] Figure 9 is a schematic diagram of the front surface of the anti-collision beam of the present application;

[0031] Figure 10 This is a schematic diagram of the front-end design model of this application;

[0032] Figure 11 This is a flow chart of an embodiment of a vehicle pedestrian protection performance verification device provided by the present application;

[0033] Figure 12 This is a schematic structural diagram of an embodiment of an electronic device of the present application;

[0034] Figure 13 It is a structural diagram of an embodiment of a computer-readable storage medium of the present application. DETAILED DESCRIPTION

[0035] The following describes the embodiments of the present application in detail with reference to the accompanying drawings.

[0036] In the following description, for the purpose of explanation rather than limitation, specific details such as specific system structures, interfaces, and technologies are provided to facilitate a thorough understanding of the present application.

[0037] The term "and / or" in this article is only a description of the association relationship of associated objects, indicating that there can be three relationships. For example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. In addition, the character " / " in this article generally indicates that the previous and next associated objects are in an "or" relationship. In addition, "many" in this article means two or more than two. In addition, the term "at least one" in this article means any combination of at least two of any one or more of a plurality of. For example, including at least one of A, B, and C, can mean including any one or more elements selected from the set consisting of A, B, and C.

[0038] Before formally introducing the embodiment of the pedestrian protection performance verification method of the vehicle provided by this application, the relevant aspects of the vehicle mentioned in this application are first explained:

[0039] This application defines vehicle directions based on the perspective of the driver in the vehicle's seat. The directions in front of the driver's perspective, behind the driver's perspective, to the side of the driver's perspective, above the driver's perspective, and below the driver's perspective represent the front, rear, side, top, and bottom of the vehicle, respectively. The front of the vehicle is the vehicle's head, the rear of the vehicle is the vehicle's tail, the side of the vehicle is the door, the top of the vehicle is the roof, and the bottom of the vehicle is the ground.

[0040] The vehicle coordinate system XYZ is established with the center of the vehicle as the origin. Figure 1 This is a schematic diagram of the vehicle coordinate system XYZ of this application. Figure 1 As shown, the vehicle coordinate system XYZ consists of the X-axis, Y-axis, and Z-axis. The X-axis runs from the rear of the vehicle to the front of the vehicle, with the front and rear directions being the positive and negative directions, respectively. The Y-axis runs from the right door to the left door, with the left door and right door directions being the positive and negative directions, respectively. The Z-axis runs from the bottom / ground to the roof of the vehicle, with the roof and bottom / ground directions being the positive and negative directions, respectively.

[0041] In the following text of this application, the front direction of the vehicle / positive direction of the X-axis is also referred to as the front, the left door direction is the left side, and the right door direction is the right side. The left side and the right side are collectively referred to as the side.

[0042] The three-dimensional point mentioned in this application refers to a position in the vehicle coordinate system XYZ, which can be expressed as (x, y, z), where x, y, and z represent the coordinates of the three-dimensional point on the X-axis, Y-axis, and Z-axis, respectively.

[0043] The movement of a surface or a three-dimensional point mentioned later in this application refers to increasing or decreasing the coordinate corresponding to the direction of movement. For example, moving in the positive direction of the X axis increases x. Moving in the positive direction of the Y axis increases y. Moving in the positive direction of the Z axis increases z.

[0044] It should be noted that the pedestrian protection performance verification method provided in this application can be applied to any vehicle with pedestrian protection performance requirements. The examples given in the following text of this application are for the purpose of facilitating the explanation and understanding of this application and are not intended to limit the pedestrian protection performance verification method provided in this application.

[0045] The following describes an embodiment of a method for verifying the pedestrian protection performance of a vehicle provided by this application:

[0046] Figure 2 This is a flow chart of an embodiment of a method for verifying the pedestrian protection performance of a vehicle provided by this application. Figure 2 As shown, in this embodiment, the method for verifying the pedestrian protection performance of a vehicle may include the following steps:

[0047] S 1: Obtain a front-end design model of the vehicle.

[0048] The front-end design model includes the styling surface of the vehicle front end and the surface of the vehicle component collection within the vehicle front end.

[0049] The front-end design model is the design result of the vehicle's front end. The styling surfaces of the vehicle's front end and the surfaces of the vehicle components within the front end may come from different vehicle designers or the same vehicle designer.

[0050] The styling surface of the vehicle's front end (CAS, Class A Surface) is part of the vehicle's appearance.

[0051] The shaping surface of the front end of the vehicle is a second three-dimensional point set of the front end of the vehicle. The second three-dimensional point set includes a plurality of ordered second three-dimensional points. A second three-dimensional point represents a position of the front end of the vehicle.

[0052] The set of vehicle components within the vehicle front end includes at least one vehicle component related to pedestrian protection performance. The vehicle components corresponding to different areas of the vehicle front end may be identical, overlap, or completely different. The vehicle components and their layout within the vehicle front end may be the same or different for different vehicle types.

[0053] In some embodiments, the surface of a vehicle component assembly refers to the overall surface of each vehicle component in the vehicle component assembly. This overall surface is composed of the surfaces of each vehicle component that are opposite to the design surface, and this overall surface can wrap around the vehicle component assembly. The surface of a vehicle component refers to the surface that is exposed inside the vehicle's engine compartment and can be seen or touched. This surface is opposite to the design surface of the vehicle's front end. In some embodiments, the surface of the vehicle component assembly includes the surfaces of each vehicle component in the vehicle component assembly that are opposite to the design surface.

[0054] The surface of the vehicle component set is a first three-dimensional point set of the vehicle component set. The first three-dimensional point set includes a plurality of ordered first three-dimensional points. A first three-dimensional point represents a surface position of a vehicle component in the vehicle component set. The first three-dimensional points correspond one-to-one to the second three-dimensional points.

[0055] The following are examples of a vehicle front end and its styling surface, and a collection of vehicle components within the vehicle front end and their surfaces:

[0056] The front end of a vehicle is the area outside the engine compartment of the vehicle. The front end of a vehicle may include at least one of an upper area (engine hood area), a side area (fender area), and a front protection area (front bumper area).

[0057] The front end of the vehicle includes at least one of the first sub-surface (upper styling surface), the second sub-surface (side styling surface), and the third sub-surface (front styling surface), corresponding to the upper protection area, the side protection area, and the front protection area, respectively. The second three-dimensional point set includes the second three-dimensional point subsets of the first sub-surface, the second sub-surface, and the third sub-surface. The second three-dimensional point subset of the first sub-surface includes the second three-dimensional point set of the hood area. The second three-dimensional point subset of the second sub-surface includes the second three-dimensional point set of the fender area. The second three-dimensional point set of the third sub-surface includes the second three-dimensional point set of the front bumper area.

[0058] The vehicle component set within the front end of the vehicle is a vehicle component set within the engine compartment of the vehicle that is related to pedestrian protection performance. The vehicle component set within the front end of the vehicle includes at least one of a first vehicle component set within the upper protection area, a second vehicle component set within the side protection area, and a third vehicle component set within the front protection area. The first vehicle component set includes at least one of a wiper, a hinge, an electronic control system DCDC, and a front-end module, and the second vehicle component set includes a hinge. The third vehicle component set includes an anti-collision beam and a hinge. Among them, the first vehicle component set, the second component set, and the third component set all include a hinge. A hinge refers to a connecting component between the hood and the vehicle body. In some embodiments, the hinge includes a left hinge and a right hinge. The left hinge refers to a connecting component between the hood and the left side of the vehicle body, and the right hinge refers to a connecting component between the hood and the right side of the vehicle body.

[0059] The surface of the vehicle component assembly includes at least one of a first sub-surface (top surface) of the first component assembly, a second sub-surface (side surface, left side surface and / or right side surface) of the second vehicle component assembly, and a third sub-surface (front surface) of the third vehicle component assembly. The first sub-surface includes at least one of the wiper top surface, the hinge top surface, the DC / DC top surface, and the front end module top surface. The second sub-surface includes the hinge side surface. The third sub-surface includes at least one of the anti-collision beam front surface and the hinge front surface.

[0060] In some embodiments, the surfaces of the vehicle component assembly can be extracted from the vehicle component assembly model. Thus, S1 may include: obtaining a modeled surface of the vehicle front end; obtaining a vehicle component assembly model of the vehicle front end, and extracting the surfaces of the vehicle component assembly from the vehicle component assembly model; and combining the modeled surface with the surface to obtain a front end design model.

[0061] It is understood that the vehicle component set model is a fourth 3D point set. The fourth 3D point set includes a plurality of ordered fourth 3D points. A fourth 3D point represents a position of a vehicle component in the vehicle component set. A fourth 3D point corresponding to the surface of the vehicle component set can be extracted from the fourth 3D point set as a first 3D point to form the surface of the vehicle component set.

[0062] In some embodiments, the source of the styling surface of the vehicle front end may be a vehicle exterior styling party, and the source of the surface / vehicle component model of the vehicle component assembly may be a vehicle component assembly designer.

[0063] S2: Based on the positional relationship between the surface and the styling surface, determine whether the front-end design model meets the pedestrian protection performance requirements.

[0064] The front-end design model meets pedestrian protection performance requirements, which means that the space between the surface and the design surface meets the pedestrian protection performance requirements. Hereinafter, the actual space of the front-end design model is referred to as the actual space, and the expected space is referred to as the expected space.

[0065] In some embodiments, the actual space includes the actual displacement between each first 3D point on the surface and the corresponding second 3D point on the modeling surface. The actual displacement includes an actual distance and an actual direction. The desired space includes the expected displacement between each first 3D point on the surface and the corresponding second 3D point on the modeling surface. The expected displacement includes an expected distance and an expected direction. The expected direction is the direction from the first 3D point to the corresponding second 3D point, or the direction from the second 3D point to the corresponding first 3D point.

[0066] In some embodiments, the actual space includes at least one of the upper actual space, the lateral actual space, and the forward actual space corresponding to the first sub-surface / first sub-modeling surface, the second sub-surface / second sub-modeling surface, and the third sub-surface / third sub-modeling surface, respectively. The desired space includes at least one of the upper desired space, the lateral desired space, and the forward desired space corresponding to the first sub-surface / first sub-modeling surface, the second sub-surface / second sub-modeling surface, and the third sub-surface / third sub-modeling surface, respectively. The upper desired space and the forward desired space can be referred to as energy absorption space.

[0067] Upper desired / actual space includes upper desired / actual displacement, which includes upper desired / actual distance and upper desired / actual direction. Lateral desired / actual space includes lateral desired / actual displacement, which includes lateral desired / actual distance and lateral desired / actual direction. Forward desired / actual space includes forward desired / actual displacement, which includes forward desired / actual distance and forward desired / actual direction.

[0068] It is understood that the actual space of the front-end design model is absolutely greater than or equal to the expected space. Therefore, determining whether the front-end design model meets the pedestrian protection performance requirements is to determine whether the actual space is absolutely greater than or equal to the expected space. If it is absolutely greater than or equal to the expected space, the front-end design model is determined to meet the pedestrian protection performance requirements. If it is not absolutely greater than or equal to the expected space, the front-end design model is determined to not meet the pedestrian protection performance requirements.

[0069] The actual space is absolutely greater than or equal to the expected space when the actual displacement of each first 3D point on the surface and the corresponding second 3D point on the modeling surface is equal to the expected displacement, or greater than or equal to the expected displacement. In other words, there is no such thing as a first 3D point and a corresponding second 3D point with an actual displacement less than the expected displacement. The actual space is not absolutely greater than or equal to the expected space when the actual displacement of a second 3D point on the modeling surface and the corresponding first 3D point is not equal to the expected displacement, or is less than the expected displacement.

[0070] In some embodiments, S2 includes: obtaining a first limiting surface of the vehicle component set, the first limiting surface being obtained after the surface moves a desired space relative to the modeling surface; and determining whether the front-end design model meets the pedestrian protection performance requirements based on a first positional relationship of the first limiting surface relative to the modeling surface.

[0071] The desired spatial movement of the surface relative to the modeling surface refers to moving each first 3D point on the surface relative to the corresponding second 3D point on the modeling surface by a desired distance in a desired direction to obtain a corresponding third 3D point. When obtaining the first limiting surface, the desired direction is the direction from the first 3D point to the corresponding second 3D point.

[0072] The first positional relationship includes a first positional relationship between each third 3D point and the corresponding second 3D point. The first positional relationship can be complete overlap or non-complete overlap. Non-complete overlap can be when the second 3D point is within or outside the first restricted surface.

[0073] Figure 3 This is a schematic diagram of the second three-dimensional point within the first limiting surface of the present application. Figure 3As shown, the second 3D point is within the first limiting surface, meaning it is between the corresponding first and third 3D points, or to the side of the third 3D point relative to the first 3D point. This means the actual distance between the second 3D point and the first 3D point is greater than the expected distance. Therefore, the limiting space is absolutely greater than or equal to the expected space.

[0074] Figure 4 This is a schematic diagram of the second three-dimensional point outside the first limiting surface of the present application. Figure 4 As shown, the second 3D point is outside the first limiting surface, meaning it is not between the corresponding first and third 3D points, but is on the side of the third point facing away from the first 3D point. This means the actual distance between the second 3D point and the first 3D point is less than the expected distance. Therefore, the limiting space is not absolutely greater than or equal to the expected space.

[0075] If the first positional relationship satisfies the pedestrian protection condition, the front-end design model can be considered to meet the pedestrian protection performance requirements. The pedestrian protection condition includes the first positional relationship being completely overlapping. In this case, any second 3D point on the design surface whose actual distance is not equal to the expected distance is considered to be non-compliant with the pedestrian protection performance requirements. Alternatively, the pedestrian protection condition includes the first positional relationship being completely overlapping but not completely overlapping, and the second 3D point being within the first restriction surface. In this case, any second 3D point on the design surface whose actual distance is less than the expected distance is considered to be non-compliant with the pedestrian protection performance requirements.

[0076] In some embodiments, S2 includes: obtaining the actual distance and expected distance of each first three-dimensional point in the surface relative to the corresponding second three-dimensional point in the modeling surface; based on the size relationship between the actual distance and the expected distance corresponding to each second three-dimensional point, determining whether the front-end design model meets the pedestrian protection performance requirements.

[0077] The relationship between the actual distance and the expected distance is that the actual distance is greater than the expected distance, equal to the expected distance, or less than the expected distance. In response to the actual distance between each first 3D point and the corresponding second 3D point being equal to the expected distance, the front-end design model is determined to meet the pedestrian protection performance requirements. In this case, the second 3D point on the sculpted surface whose actual distance is not equal to the expected distance is a second 3D point that does not meet the pedestrian protection performance requirements. Alternatively, in response to the actual distance between each first 3D point and the corresponding second 3D point being no less than the expected distance, the front-end design model is determined to meet the pedestrian protection performance requirements. In this case, the second 3D point on the sculpted surface whose actual distance is less than the expected distance is a second 3D point that does not meet the pedestrian protection performance requirements.

[0078] In some embodiments, S2 includes: obtaining a second limiting surface, which is obtained after the modeling surface moves a desired space relative to the surface; based on a second positional relationship between the second limiting surface and the surface, determining whether the front-end design model meets the pedestrian protection energy requirements.

[0079] The desired spatial movement of the modeling surface relative to the surface refers to the movement of each second 3D point on the modeling surface relative to the corresponding first 3D point on the surface in the desired direction and distance to obtain the corresponding fifth 3D point. When obtaining the second limiting surface, the desired direction is the direction from the second 3D point to the corresponding first 3D point.

[0080] The second positional relationship includes the first positional relationship between each fifth 3D point and the corresponding first 3D point. The second positional relationship can be complete overlap or non-complete overlap. Non-complete overlap can mean that the non-complete overlap fifth 3D point is inside or outside the surface.

[0081] Figure 5 This is a schematic diagram of the fifth three-dimensional point within the surface of this application. Figure 5 As shown, the fifth 3D point is within the surface, which means that the fifth 3D point is not between the corresponding first 3D point and the corresponding second 3D point, or is on the side of the first 3D point away from the second 3D point. This means that the actual distance between the first 3D point and the second 3D point is greater than the expected distance. Therefore, the expected space is absolutely greater than or equal to the expected space.

[0082] Figure 6 This is a schematic diagram of the fifth three-dimensional point outside the surface of this application. Figure 6 As shown, the fifth 3D point is outside the surface, meaning it is between the corresponding first and third 3D points, and to the side of the first 3D point relative to the second 3D point. This means the actual distance between the second and first 3D points is less than the expected distance. Therefore, the term space is not absolutely greater than or equal to the expected space.

[0083] The second positional relationship is completely coincident, which can be considered that the front-end design model meets the pedestrian protection performance requirements. In this case, the second three-dimensional point on the modeling surface whose actual distance is not equal to the expected distance is the second three-dimensional point that does not meet the pedestrian protection performance requirements.

[0084] Alternatively, if the fifth 3D point, whose second positional relationship is completely overlapping and partially overlapping, is outside the second restricted surface, the front-end design model can be considered to meet the pedestrian protection performance requirements. In this case, the second 3D point on the design surface whose actual distance is less than the expected distance is considered to not meet the pedestrian protection performance requirements.

[0085] Through the implementation of this embodiment, the present application determines whether the vehicle front-end design model meets pedestrian protection performance requirements based on the positional relationship between the vehicle front-end design model, including the sculpted surfaces of the vehicle front end and the surfaces of the vehicle component collection within the vehicle front end. This enables automatic verification of pedestrian protection performance, eliminating the need for manual verification, reducing verification costs, and improving verification efficiency.

[0086] In addition, it is understandable that the verification process and results of the manual verification method are not intuitive, which is not conducive to communication between different vehicle designers. Poor communication will lead to multiple modifications of the front-end design model, low efficiency, and affect the development cycle.

[0087] In some embodiments of S2 above, a first limiting surface is introduced to determine the first positional relationship between the styling surface and the surface. Based on this first positional relationship, whether the front-end design model meets the pedestrian protection performance requirements is determined. The pedestrian protection performance requirements are clearly expressed as the first limiting surface. The first positional relationship of the first limiting surface relative to the styling surface accurately indicates whether the front-end design model meets the pedestrian protection performance requirements. This verification process and results are more intuitive than manual verification, facilitating communication between the verifier and the vehicle designer, improving efficiency, and shortening the development cycle.

[0088] In some embodiments of S2 above, the relationship between the actual and expected distances is introduced, and based on this relationship, the front-end design model is determined to meet the pedestrian protection energy requirements. The pedestrian protection energy requirements are clearly expressed as expected distances, and the relationship between the actual and expected distances accurately demonstrates whether the front-end design model meets the requirements. This verification process and results are more intuitive than manual verification, facilitating communication between the verifier and vehicle designer, improving efficiency, and shortening the development cycle.

[0089] In some embodiments of the aforementioned S2, a second positional relationship between a second limiting surface and a surface is introduced, and a method for determining whether the front-end design model meets the pedestrian protection performance requirements based on this second positional relationship is used: the second limiting surface represents the pedestrian protection performance requirements, and the second positional relationship between the second limiting surface and the surface can accurately express whether the front-end design model meets the pedestrian protection performance requirements. Based on this method of verifying pedestrian protection performance, the pedestrian protection performance requirements are clearly expressed as the second limiting surface, and the second positional relationship between the second limiting surface and the surface can accurately express whether the front-end design model meets the pedestrian protection performance requirements. The verification process and verification results are more intuitive than manual verification, facilitate communication between the verifier and the vehicle designer, improve efficiency, and shorten the development cycle.

[0090] Figure 7 This is a flow chart of an embodiment of a method for verifying the pedestrian protection performance of a vehicle provided by this application. This embodiment is a further extension of S2. Figure 7As shown, in this embodiment, the method for verifying the pedestrian protection performance of a vehicle may include the following steps:

[0091] S21: Determine the desired space of the surface relative to the modeling surface.

[0092] In some embodiments, the desired spaces of different vehicles are the same, that is, standard desired spaces. S21 includes: determining that the desired space is the standard desired space.

[0093] In some embodiments, the desired space of different vehicles may be different, affected by the pedestrian protection standard followed by the vehicle, vehicle type, vehicle parameters, etc. In this case, S21 includes: determining an influencing parameter of the desired space; and determining the desired space based on the influencing parameter.

[0094] In some embodiments, S21 includes determining a desired displacement between each first 3D point on the surface and a corresponding second 3D point on the modeling surface to form a desired space. The desired displacement includes a desired direction and a desired distance, where the desired direction is the direction from the first 3D point to the corresponding second 3D point. Different first 3D points may correspond to different desired directions and distances.

[0095] In some embodiments, different components of the front end of the vehicle correspond to different sub-modeling surfaces in the modeling surface, and to different sub-surfaces in the corresponding surface. The expected displacement of the second three-dimensional point in different sub-modeling surfaces and the first three-dimensional point in the corresponding sub-surface may be different. S21 includes S211-S213. S211: Determine the expected space above the first sub-surface relative to the first sub-modeling surface. S212: Determine the expected space to the side of the second sub-surface relative to the second sub-modeling surface. S213: Determine the expected space in front of the third sub-surface relative to the third sub-modeling surface.

[0096] The upper expected space includes: the upper expected displacement of each first three-dimensional point in the first sub-surface and the corresponding second three-dimensional point in the first sub-modeling surface. The lateral expected space includes: the lateral expected displacement of each first three-dimensional point in the second sub-surface and the corresponding second three-dimensional point in the second sub-modeling surface. The front expected space includes: the front expected displacement of each first three-dimensional point in the third sub-surface and the corresponding second three-dimensional point in the third sub-modeling surface. Therefore, S211 may include S2111, S212 may include S2121, and S213 may include S2131. S2111: Determine the upper expected displacement corresponding to each first three-dimensional point in the first sub-surface to form the upper expected space. S2121: Determine the lateral expected displacement corresponding to each first three-dimensional point in the second sub-surface to form the lateral expected space. S2131: Determine the front expected displacement corresponding to each first three-dimensional point in the third sub-surface to form the front expected space. Among them, the upper expected displacement includes the upper expected distance and the upper expected direction (upper, positive Z-axis), the side expected displacement includes the side expected distance and the side expected direction (side, positive Y-axis and negative Y-axis), and the front expected displacement includes the front expected distance and the front expected direction (front, positive X-axis).

[0097] S22: Acquire a first limiting surface of the vehicle component set.

[0098] The first limiting surface is obtained by moving the surface toward the modeling surface by a desired space.

[0099] In some embodiments, S22 includes S221. S221: Obtain a third three-dimensional point obtained by moving each first three-dimensional point in the corresponding desired direction and the corresponding desired distance to form a first limiting surface. The desired directions and desired distances corresponding to the first three-dimensional points in different sub-surfaces may be different. For example, the first three-dimensional point in the first sub-surface corresponds to the upper desired distance and the upper desired direction, the first three-dimensional point in the second sub-surface corresponds to the side desired distance and the side desired direction, and the first three-dimensional point in the third sub-surface corresponds to the front desired distance and the front desired direction.

[0100] The first limiting surface may include different sub-profiles, and different sub-profiles corresponding to different sub-surfaces. For example, the first limiting surface may include a first sub-limiting surface (upper limiting surface), a second sub-limiting surface (side limiting surface), and a third sub-limiting surface (front limiting surface).

[0101] In this case, S221 may include: obtaining third three-dimensional points obtained by moving each first three-dimensional point in the first sub-surface in the corresponding upper expected direction and the corresponding upper expected distance to form a first sub-limiting surface; obtaining third three-dimensional points obtained by moving each first three-dimensional point in the second sub-surface in the corresponding side expected direction and the corresponding side expected distance to form a second sub-limiting surface; obtaining each first three-dimensional point in the third sub-surface by moving the corresponding front expected direction and the corresponding front expected distance to form a third sub-limiting surface.

[0102] For example, for the upper surface of the wiper, the upper surface of the left hinge, the upper surface of the electronic control system DCDC, and the upper surface of the front-end module in the upper area: relative to the XY plane in the vehicle coordinate system XYZ, move 55mm, 55mm, 100mm, and 100mm in the positive direction of the Z axis to obtain the upper restriction surface.

[0103] For the movement of the right surface of the right hinge:

[0104] Figure 8 This is a schematic diagram of the movement of the right side surface of the right hinge of this application. Figure 8 As shown, with the right hinge axis as the reference, the movement of the right side surface of the right hinge includes: first moving 10 mm in the negative direction of the Y axis, then moving 100 mm in the positive direction of the X axis, and finally moving in the negative direction of the Y axis to the Y645 mm surface (for vehicles with smaller Y-axis dimensions) or the Y745 mm surface (for vehicles with larger Y-axis dimensions).

[0105] Moving the Y axis in the negative direction by 10mm is to check whether the distance between the right hinge and the right side reference line of the design surface is ≤10mm, bringing the right side reference line closer to the right hinge axis. Moving the X axis in the positive direction is to check whether the change in the position of the right side reference line of the design surface is greater than 100mm from the hinge axis in the X direction, thus avoiding the hinge outside the pedestrian protection zone at the front of the vehicle in the X direction. Moving the rearward Y axis in the negative direction to the Y645mm or Y745mm plane is to move the fender seam in the design surface away from the pedestrian protection zone at the front of the vehicle, which also helps to improve NCAP score.

[0106] Regarding the movement of the left side surface of the left hinge: This is similar to the movement of the left side surface of the left hinge. The difference is that the left side surface of the left hinge moves in the positive direction of the Y axis. I will not elaborate on this here.

[0107] For the front surface of the anti-collision beam in the front protection area:

[0108] Figure 9 This is a schematic diagram of the front surface of the anti-collision beam of the present application. Figure 9 As shown, the front surface of the anti-collision beam includes the front surface of the middle area inside the energy absorption box and the front surfaces of the two side areas of the energy absorption box. The front surface of the middle area inside the energy absorption box is located further forward than the front surfaces of the two side areas of the energy absorption box in the positive direction of the X axis.

[0109] based on Figure 9 The front surface of the anti-collision beam, the front surface of the middle area inside the energy absorption box, and the surfaces of the areas on both sides of the energy absorption box are respectively moved 100mm and 70mm in the positive direction of the X-axis relative to the YZ plane in the vehicle coordinate system XYZ to obtain the first sub-limiting surface.

[0110] S23: Based on a first positional relationship between the first limiting surface and the shaping surface, determining whether the front-end design model meets pedestrian protection energy requirements.

[0111] In some embodiments, the first positional relationship of the first limiting surface relative to the sculpting surface includes a first positional relationship of each third three-dimensional point in the first limiting surface relative to a corresponding second three-dimensional point in the sculpting surface. S23 may include determining whether the front-end design model meets pedestrian protection performance requirements based on the first positional relationship of each third three-dimensional point in the first limiting surface relative to a corresponding second three-dimensional point in the sculpting surface.

[0112] In some embodiments, the first limiting surface includes a first sub-limiting surface, a second sub-limiting surface, and a third sub-limiting surface. In this case, S23 may include: determining whether the front-end design model meets the pedestrian protection energy requirements based on a first positional relationship between the first sub-limiting surface and the first sub-modeling surface, a first positional relationship between the second sub-limiting surface and the second sub-modeling surface, and a first positional relationship between the third sub-limiting surface and the third sub-modeling surface.

[0113] In some embodiments, S23 may include: determining whether the first position relationship meets the pedestrian protection condition; in response to meeting the pedestrian protection condition, determining that the front-end design model meets the pedestrian protection performance requirements; in response to not meeting the pedestrian protection condition, determining that the front-end design model does not meet the pedestrian protection performance requirements.

[0114] In some embodiments, the pedestrian protection condition includes that each second three-dimensional point in the shaped surface coincides with the corresponding third three-dimensional point in the first limiting surface. It will be understood that coincidence indicates that the actual space is absolutely equal to the desired space. Conversely, non-coincidence indicates that the actual space is not absolutely equal to the desired space.

[0115] In some embodiments, the pedestrian protection condition further includes that all second three-dimensional points in the sculpted surface that do not coincide with the first limiting surface are within the first limiting surface.

[0116] Through the implementation of this embodiment, the surface of the vehicle component assembly can be moved toward the modeling surface by a desired space to obtain a first limiting surface, and based on the first positional relationship between the first limiting surface and the modeling surface, it can be determined whether the front-end design model meets the pedestrian protection energy requirements.

[0117] In some embodiments, after S12, the method includes: in response to the front-end design model not meeting the pedestrian protection performance requirements, determining a second 3D point on the sculpted surface that does not meet the pedestrian protection performance requirements and a corresponding difference distance. The second 3D point that does not meet the pedestrian protection performance requirements has an actual distance less than the expected distance from the corresponding first 3D point on the surface. Alternatively, the actual distance between the second 3D point that does not meet the pedestrian protection performance requirements and the corresponding first 3D point on the surface is not equal to the expected distance. The difference distance corresponding to the second 3D point is the difference between the corresponding actual distance and the expected distance.

[0118] It's clear that the second and third points that don't meet pedestrian protection requirements accurately represent the areas within the design surface that don't meet those requirements. The difference distances can also intuitively indicate the reasons for non-compliance and areas for improvement. This facilitates subsequent surface modifications by the design team, improving design efficiency and shortening the development cycle.

[0119] To facilitate understanding of the present application, the pedestrian protection performance verification method of the vehicle provided in the present application is described below in the form of a specific example.

[0120] The front end of the vehicle includes an upper region A.

[0121] Figure 10 This is a schematic diagram of the front-end design model of this application. Figure 10 As shown, the upper surface A1 of the first vehicle component assembly includes the first three-dimensional points a11, a12, a13, a14, a15, a16, and a17. The upper contour surface A2 includes the second three-dimensional points a21, a22, a23, a24, a25, a26, and a27. The direction from A1 to A2 is the upward desired direction, i.e., the positive Z-axis direction.

[0122] 1. Obtain a11 to a17 in the upper surface A1 and move them in the positive direction of the Z axis by a desired distance to obtain an upper limiting surface A3 (not shown). A3 includes the third three-dimensional points a31, a32, a33, a34, a35, a36, and a37.

[0123] 2. Based on the first positional relationship between a31-a37 and the corresponding a21-a27 in the upper limiting surface A3, determine whether the upper space of the front-end design model meets the pedestrian protection performance requirements.

[0124] a31, a32, a34, and a35 are within the upper limiting surface A3, that is, the z-axis coordinate of a31 is between the z-axis coordinate of a21 and the z-axis coordinate of a11, the z-axis coordinate of a32 is between the z-axis coordinate of a22 and the z-axis coordinate of a12, the z-axis coordinate of a34 is between the z-axis coordinate of a24 and the z-axis coordinate of a14, and the z-axis coordinate of a35 is between the z-axis coordinate of a25 and the z-axis coordinate of a15.

[0125] a33, a36, and a37 are outside the upper limiting surface A3, that is, the z-axis coordinate z33 of a33 is greater than the z-axis coordinate z23 of a23, the z-axis coordinate z36 of a36 is greater than the z-axis coordinate z26 of a26, and the z-axis coordinate z37 of a37 is greater than the z-axis coordinate z27 of a27.

[0126] Therefore, the first positional relationship is non-uniformly coincident, and the actual upper space is not absolutely greater than or equal to the desired upper space. Therefore, the upper space of the front-end design model is determined to not meet the pedestrian protection performance requirements. The second three-dimensional points a23, a26, and a27 on the upper sculpted surface A2 that do not meet the pedestrian protection performance requirements are also determined, along with the corresponding upper difference distances z33-z23, z36-z26, and z37-z27.

[0127] Figure 11 This is a flow chart of an embodiment of a vehicle pedestrian protection performance verification device provided by this application. Figure 11 As shown, the pedestrian protection performance verification device 30 may include an acquisition module 31 and a determination module 32 .

[0128] The acquisition module 31 is used to acquire a front-end design model of the vehicle, the front-end design model including the styling surface of the front end of the vehicle and the surfaces of the vehicle components in the front end of the vehicle;

[0129] The determination module 32 is used to determine whether the front-end design model meets the pedestrian protection performance requirements based on the positional relationship between the surface and the modeling surface.

[0130] For other detailed descriptions of the pedestrian protection performance verification device 30, please refer to other embodiments of the present application, which will not be repeated here.

[0131] Figure 12 This is a schematic diagram of the structure of an embodiment of the electronic device of the present application. Figure 12 As shown, electronic device 40 includes memory 41 and processor 42. Processor 42 is configured to execute program instructions stored in memory 41 to implement the steps of any of the above method embodiments. In a specific implementation scenario, electronic device 40 may include, but is not limited to, a microcomputer and a server. In addition, electronic device 40 may also include a carrier device such as a laptop computer and a tablet computer, which is not limited here.

[0132] Specifically, the processor 42 is used to control itself and the memory 41 to implement the steps in any of the above method embodiments. The processor 42 can also be called a CPU (Central Processing Unit). The processor 42 may be an integrated circuit chip with signal processing capabilities. The processor 42 can also be a general-purpose processor, a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA) or other programmable logic devices, discrete gates or transistor logic devices, discrete hardware components. The general-purpose processor can be a microprocessor or the processor can also be any conventional processor, etc. In addition, the processor 42 can be implemented by an integrated circuit chip.

[0133] See also Figure 13 , Figure 13 The computer-readable storage medium 50 stores program instructions 51, which, when executed by a processor, implement the steps of any of the above method embodiments.

[0134] In some embodiments, the functions or modules included in the device provided by the embodiments of the present disclosure can be used to execute the method described in the above method embodiments. The specific implementation can refer to the description of the above method embodiments. For the sake of brevity, it will not be repeated here.

[0135] The above description of the various embodiments tends to emphasize the differences between the various embodiments. The same or similar aspects can be referenced with each other and will not be repeated herein for the sake of brevity.

[0136] In the several embodiments provided in this application, it should be understood that the disclosed methods and devices can be implemented in other ways. For example, the device implementation methods described above are only illustrative. For example, the division of modules or units is only a logical function division. There may be other division methods in actual implementation. For example, units or components can be combined or integrated into another system, or some features can be ignored or not executed. In another image position, the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, and the indirect coupling or communication connection of devices or units can be electrical, mechanical or other forms.

[0137] In addition, the functional units in the various embodiments of the present application can be integrated into a processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The above-mentioned integrated unit can be implemented in the form of hardware or in the form of a software functional unit. 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 storage medium. 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, which is stored in a storage medium and includes several instructions for causing a computer device (which can be a personal computer, server, or network device, etc.) or a processor to execute all or part of the steps of the various embodiments of the present application. The aforementioned storage medium includes various media that can store program code, such as a USB flash drive, a mobile hard disk, a read-only memory (ROM), a random access memory (RAM), a magnetic disk or an optical disk.

Claims

1. A method for verifying the pedestrian protection performance of a vehicle, characterized in that: include: Acquire a front-end design model of a vehicle, the front-end design model including a styling surface of a front end of the vehicle and a surface of a collection of vehicle components in the front end of the vehicle; Based on the positional relationship between the surface and the modeling surface, it is determined whether the front end design model meets the pedestrian protection performance requirements.

2. The method according to claim 1, characterized in that The determining whether the front-end design model meets the pedestrian protection energy requirements based on the positional relationship between the surface and the modeling surface includes: determining a desired spacing of the surface relative to the modeling surface; Acquire a first limiting surface of the vehicle component set, wherein the first limiting surface is obtained after the surface is moved toward the modeling surface by the desired space; Based on a first positional relationship between the first limiting surface and the styling surface, it is determined whether the front end design model meets the pedestrian protection performance requirement.

3. The method according to claim 2, characterized in that Determining the desired space of the surface relative to the modeling surface includes: Determine the expected displacement between each first three-dimensional point in the surface and the corresponding second three-dimensional point in the modeling surface to form the expected space, wherein the expected displacement includes an expected direction and an expected distance, and the expected direction is the direction from the first three-dimensional point to the corresponding second three-dimensional point; The obtaining of the first limiting surface of the vehicle component set comprises: Acquire third three-dimensional points obtained by moving each of the first three-dimensional points along the corresponding expected direction and the corresponding expected distance to form the first limiting surface.

4. The method according to claim 2, characterized in that: The front end of the vehicle includes an upper region, a side region and a front region, the surface of the vehicle component set includes a first sub-surface of a first vehicle component set in the upper region, a second sub-surface of a second vehicle component set in the side region and a third sub-surface of a third vehicle component set in the front region, and the modeling surface includes a first sub-modeling surface in the upper region, a second sub-modeling surface in the side region and a third sub-modeling surface in the front region; Determining the expected space of the surface relative to the modeling surface includes: Determine the desired space above the first sub-surface relative to the first sub-modeling surface, determine the desired space on the side of the second sub-surface relative to the second sub-modeling surface, and determine the desired space in front of the third sub-surface relative to the third sub-modeling surface.

5. The method according to claim 2, characterized in that: The determining whether the front-end design model meets the pedestrian protection performance requirement based on the first positional relationship between the first limiting surface and the styling surface includes: Determining whether the first position relationship satisfies a pedestrian protection condition, wherein the pedestrian protection condition includes that each second three-dimensional point in the modeling surface and a corresponding third three-dimensional point in the first restriction surface coincide with each other; In response to satisfying the pedestrian protection condition, determining that the front-end design model meets the pedestrian protection performance requirement; In response to the pedestrian protection condition not being met, it is determined that the front end design model does not meet the pedestrian protection performance requirement.

6. The method according to claim 5, characterized in that The pedestrian protection condition also includes that all second three-dimensional points in the modeling surface that do not overlap with the first limiting surface are within the first limiting surface.

7. The method according to claim 2, characterized in that Determining the expected space of the surface relative to the modeling surface includes: determining an influencing parameter of the desired space; The desired space is determined based on the influencing parameters.

8. The method according to claim 1, characterized in that: The determining whether the front-end design model meets the pedestrian protection energy requirements based on the positional relationship between the surface and the modeling surface includes: Obtaining an actual distance and an expected distance of each first three-dimensional point in the surface relative to a corresponding second three-dimensional point in the modeling surface; determining whether the front-end design model meets the pedestrian protection performance requirements based on the magnitude relationship between the actual distance and the expected distance corresponding to each second three-dimensional point; or A second limiting surface is obtained, where the second limiting surface is obtained after the modeling surface is moved relative to the surface by the desired space; based on a second positional relationship between the second limiting surface and the surface, it is determined whether the front-end design model meets the pedestrian protection performance requirements.

9. The method according to claim 1, characterized in that: The obtaining of the front-end design model of the vehicle includes: Acquiring a modeling surface of the front end of the vehicle; and Acquire a vehicle component assembly model of the front end of the vehicle, and extract a surface of the vehicle component assembly from the vehicle component assembly model; The modeling surface is combined with the surface to obtain the front end design model.

10. The method according to claim 1, characterized in that After determining whether the front-end design model meets the pedestrian protection performance requirements based on the positional relationship between the surface and the modeling surface, the method further includes: In response to the front-end design model not meeting the pedestrian protection performance requirements, a second three-dimensional point in the styling surface that does not meet the pedestrian protection performance requirements and a corresponding difference distance are determined, wherein the second three-dimensional point that does not meet the pedestrian protection performance requirements has an actual distance from the corresponding first three-dimensional point in the surface that is less than an expected distance, and the difference distance corresponding to the second three-dimensional point is the difference between the corresponding actual distance and the expected distance.

11. A pedestrian protection performance verification device for a vehicle, characterized in that: include: An acquisition module, used to acquire a front-end design model of a vehicle, wherein the front-end design model includes a styling surface of a front end of the vehicle and a surface of a collection of vehicle components in the front end of the vehicle; A determination module is used to determine whether the front-end design model meets the pedestrian protection performance requirements based on the positional relationship between the surface and the modeling surface.

12. An electronic device, characterized in that: The invention comprises a memory and a processor, wherein the processor is used to execute program instructions stored in the memory to implement the method according to any one of claims 1 to 10.

13. A computer-readable storage medium having program instructions stored thereon, characterized in that: When the program instructions are executed by a processor, the method according to any one of claims 1 to 10 is implemented.

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