A generating method, device and storage medium for a vehicle safety system

Abstract

The application discloses a generation method and device for a vehicle safety system and a storage medium, and relates to the technical field of vehicle safety. The method comprises the following steps: acquiring a misaction matrix, vehicle safety system parameters and a response time of the vehicle safety system, wherein the misaction matrix is used for defining a collision scene, and the vehicle safety system comprises a perception system and an execution system; a collision scene simulation model is established based on the misaction matrix and the vehicle safety system parameters; simulation testing is performed based on the collision scene simulation model, and simulation testing results are obtained; in response to the simulation testing results meeting a first preset condition, the misaction matrix and the vehicle safety system parameters are corrected based on the simulation testing results; and in response to the simulation testing results meeting a second preset condition, the vehicle safety system is generated based on the misaction matrix and the vehicle safety system parameters. The application solves the technical problem of frequent misaction of a safety system in the prior art.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of vehicle safety technology, in particular to a generation method and device for a vehicle safety system and a storage medium. BACKGROUND

[0002] In the field of modern automobile safety, active hood systems, as an innovative technology to protect vulnerable road users such as pedestrians and two-wheeled vehicle users, have received extensive attention and application in recent years. This technology lifts the engine hood when a vehicle collides with a pedestrian, providing additional cushioning space for the pedestrian's head to reduce collision damage. However, the current active hood system development process and technical standards are not yet perfect, and there are the following main technical challenges and deficiencies:

[0003] Existing technologies in the development of protection systems for vulnerable road users such as pedestrians and two-wheeled vehicle riders mainly rely on passive sensing methods to determine pedestrian collision events through contact intensity, lacking a systematic development and verification process. This approach can easily lead to false triggering, especially when encountering small animals or non-pedestrian obstacles, the system cannot accurately identify, not only increasing unnecessary maintenance costs, but also reducing user experience and causing consumer dissatisfaction. In addition, existing technologies have difficulty in comprehensively considering the impact of temperature changes on sensing signals and how to effectively distinguish signals from different types of colliders during the design phase. These defects limit the optimization of system performance, especially in improving collision event detection efficiency and reducing false actions.

[0004] Currently, there is no effective solution to the above problems. SUMMARY

[0005] The embodiments of the present application provide a generation method and device for a vehicle safety system and a storage medium to at least solve the technical problem of frequent false actions of safety systems in the prior art.

[0006] According to an aspect of an embodiment of the present application, a generation method for a vehicle safety system is provided, comprising: obtaining a false action matrix, vehicle safety system parameters, and a response time of the vehicle safety system, wherein the false action matrix is used to define a collision scenario, and the vehicle safety system includes a sensing system and an execution system; based on the false action matrix and the vehicle safety system parameters, a collision scenario simulation model is established; based on the collision scenario simulation model, a simulation test is performed to obtain a simulation test result; in response to the simulation test result meeting a first preset condition, the false action matrix and the vehicle safety system parameters are corrected based on the simulation test result; and in response to the simulation test result meeting a second preset condition, the vehicle safety system is generated based on the false action matrix and the vehicle safety system parameters.

[0007] Optionally, before obtaining the misaction matrix, the method comprises: obtaining the information of the type of the impactor, the information of the type of the impactor comprising: the trigger type impactor and the non-trigger type impactor, wherein the trigger type impactor comprises: PDI-2, PLI, aPLI, and the non-trigger type impactor comprises: small animals, basketballs, footballs, branches and stones; obtaining the information of the collision speed level, the information of the collision speed level comprising: 25km / h, 30km / h, 35km / h, 40km / h and 55km / h; obtaining the information of the ambient temperature, the information of the ambient temperature comprising: low temperature environment, room temperature environment and high temperature environment; obtaining the information of the collision position, the information of the collision position being used to represent the position where the vehicle collides; and determining the misaction matrix based on the information of the type of the impactor, the information of the collision speed level, the information of the ambient temperature and the information of the collision position.

[0008] Optionally, obtaining the response time of the vehicle safety system comprises: obtaining the model parameters of the dummy model and the vehicle model and the collision simulation conditions, wherein the dummy model comprises: a child model, a regular adult female model, a regular adult male model and a large-size adult male model, and the vehicle model comprises: a family car, a multipurpose vehicle, a sports car and a sport utility vehicle; establishing the dummy model and the vehicle model based on the model parameters of the dummy model and the vehicle model; performing collision simulation based on the collision simulation conditions of the dummy model and the vehicle model to obtain a dummy collision simulation result, wherein the dummy collision simulation result comprises: the coordinates of the contact point between the dummy head and the vehicle and the head impact contact time; obtaining a dummy collision simulation scatter plot based on the coordinates of the contact point between the dummy head and the vehicle and the head impact contact time corresponding to each dummy model; determining the head impact time based on the linear fitting of the dummy collision simulation scatter plot; and confirming the response time of the vehicle safety system based on the head impact time.

[0009] Optionally, the simulation test is performed based on the collision scenario simulation model to obtain a simulation test result, which comprises: confirming the response time of the perception system and the response time of the execution system based on the response time of the vehicle safety system; obtaining the arrangement scheme of the target part, wherein the target part comprises: a pressure sensor and an anti-collision foam, and the arrangement scheme comprises: a material, an arrangement position and a fixing method; performing perception system simulation analysis based on the misaction matrix and the arrangement scheme of the target part to obtain a first simulation test result; obtaining the execution system parameters, wherein the execution system parameters comprise: a lock hook parameter, an engine cover parameter, a head-shaped impactor parameter, an impact direction parameter, a jack-up device parameter, a hinge constraint parameter, an active hinge parameter and an air strut parameter; performing execution system simulation analysis based on the execution system parameters to obtain a second simulation test result; and determining the simulation test result based on the first simulation test result and the second simulation test result.

[0010] Optionally, the simulation analysis of the perception system is performed based on the interaction matrix and the arrangement scheme of the target part to obtain first simulation test results, including: performing simulation analysis of the perception system based on the interaction matrix and the arrangement scheme of the target part to obtain a perception signal of the perception system; determining a perception signal distinguishability and a perception time simulation value based on the perception signal; and obtaining the first simulation test results based on the perception signal distinguishability and the perception time simulation value.

[0011] Optionally, the simulation analysis of the execution system is performed based on the execution system parameters to obtain second simulation test results, including: performing simulation analysis of the execution system based on the execution system parameters to obtain a simulation jacking height, a simulation execution time, and a head shape damage simulation value of the execution system; determining a simulation head shape score rate based on the head shape damage simulation value; and obtaining the second simulation test results based on the simulation jacking height, the simulation execution time, and the simulation head shape score rate.

[0012] Optionally, in response to the simulation test results meeting first preset conditions, the interaction matrix and the vehicle safety system parameters are modified based on the simulation test results, including: in response to the perception signal distinguishability in the simulation test results meeting the first preset conditions, correcting the arrangement scheme of the target part, wherein the target part includes a vehicle exterior; in response to the simulation jacking height in the simulation test results meeting the first preset conditions, obtaining a target jacking height of the execution system; based on the target jacking height and the simulation jacking height, correcting a jacker parameter of the execution system; in response to the simulation execution time in the simulation test results meeting the first preset conditions, correcting a propellant amount of the execution system, and / or correcting an active hinge parameter of the execution system.

[0013] Optionally, in response to the simulation test results meeting second preset conditions, a vehicle safety system is generated based on the interaction matrix and the vehicle safety system parameters, including: in response to the simulation test results meeting the second preset conditions, performing real vehicle testing based on the interaction matrix and the vehicle safety system parameters to determine real vehicle testing results; in response to the real vehicle testing results meeting third preset conditions, correcting the interaction matrix and the vehicle safety system parameters based on the real vehicle testing results; and in response to the real vehicle testing results meeting fourth preset conditions, generating the vehicle safety system based on the interaction matrix and the vehicle safety system parameters.

[0014] According to another aspect of the embodiments of the present application, there is also provided a generating device for a vehicle safety system, which is controlled by the above-mentioned generating method for a vehicle safety system, and comprises: an obtaining module, configured to obtain a misaction matrix and a response time of the vehicle safety system, wherein the misaction matrix is used to define a collision scene, and the vehicle safety system comprises a perception system and an execution system; a simulation module, configured to establish a collision scene simulation model based on the misaction matrix and parameters of the vehicle safety system; a testing module, configured to perform simulation testing based on the collision scene simulation model, and determine a simulation testing result; a correction module, configured to, in response to the simulation testing result satisfying a first preset condition, correct the misaction matrix and the parameters of the vehicle safety system based on the simulation testing result; and a generating module, configured to, in response to the simulation testing result satisfying a second preset condition, generate the vehicle safety system based on the misaction matrix and the parameters of the vehicle safety system.

[0015] According to another aspect of the embodiments of the present application, there is also provided a computer readable storage medium comprising a stored executable program, wherein the executable program, when executed, controls a device in which the computer readable storage medium is located to perform the method in the various embodiments of the present application.

[0016] In the embodiments of the present application, the simulation model constructed based on the misaction matrix and the system parameters can simulate the system behavior in a real collision scene, so as to evaluate the performance and reliability of the system before actual production, and continuously optimize the system parameters through simulation testing, so as to overcome the problems of untimely system response and misaction, improve the system performance, and thus solve the technical problem of frequent misaction of the safety system in the prior art. BRIEF DESCRIPTION OF DRAWINGS

[0017] The accompanying drawings, which are included to provide a further understanding of the application and are incorporated in and constitute a part of this application, illustrate embodiments of the application and together with the description serve to explain the application. In the drawings:

[0018] In the drawings:

[0019] Figure 1 is a flow chart of an optional generating method for a vehicle safety system according to an embodiment of the present application;

[0020] Figure 2 is a flow chart of an optional generating method for a vehicle safety system according to an embodiment of the present application;

[0021] Figure 3 is a structural block diagram of an optional generating device for a vehicle safety system according to an embodiment of the present application;

[0022] Figure 4is a schematic diagram of an optional sensing system arrangement according to an embodiment of the present application;

[0023] Figure 5 is a schematic diagram of an optional sensing of point blast and non-point blast signals according to an embodiment of the present application;

[0024] Figure 6 is a schematic diagram of an optional jacking subsystem headform simulation analysis condition according to an embodiment of the present application.

[0025] Wherein, the above-mentioned drawings include the following reference signs:

[0026] 1, hood; 2, crash foam; 3, pressure tube; 4, bumper;

[0027] 5, carabiner; 6, headform impactor; 7, impact direction; 8, target hit point; 9, jacking device upper projection point on the hood outer panel; 10, jacking device; 11, air strut; 12, active hinge. DETAILED DESCRIPTION

[0028] In order to make the personnel in the technical field better understand the present application scheme, the technical scheme in the embodiment of the present application will be described clearly and completely below in combination with the drawings in the embodiment of the present application. Obviously, the described embodiments are only a part of the embodiments of the present application, not all. Based on the embodiments in the present application, all other embodiments obtained by the person skilled in the art without creative labor should belong to the scope of protection of the present application.

[0029] It should be noted that the terms "first", "second" and the like in the specification and claims of the present application and the above-mentioned drawings are used to distinguish similar objects, and do not necessarily indicate a specific order or sequence. It should be understood that the data thus used can be interchanged under appropriate circumstances, so that the embodiments of the present application described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "include" and "have" and any variations thereof are intended to cover non-exclusive inclusion, for example, a process, method, system, product or device including a series of steps or units does not necessarily have to be limited to those steps or units clearly listed, but can include other steps or units not clearly listed or inherent to these processes, methods, products or devices.

[0030] According to the embodiments of the present application, a generation method embodiment for a vehicle safety system is provided. It should be noted that the steps shown in the flowchart of the drawings can be executed in a computer system such as a set of computer executable instructions, and although the logical order is shown in the flowchart, in some cases, the steps shown or described herein can be executed in an order different from that shown herein.

[0031] The method embodiments can be executed in an electronic device or similar computing device comprising a memory and a processor. Taking an example of running on an electronic device, the electronic device can include one or more processors (the processor can include, but is not limited to, a processing device such as a Central Processing Unit (CPU), a Graphics Processing Unit (GPU), a Digital Signal Processing (DSP) chip, a Micro Controller Unit (MCU), a Field Programmable Gate Array (FPGA), a Neural-network Processor Unit (NPU), a Tensor Processing Unit (TPU), an Artificial Intelligence (AI) type processor, etc.) and a memory for storing data. Optionally, the above electronic device can further include a transmission device for communication function, an input and output device, and a display device. Those skilled in the art can understand that the above structural description is only illustrative, and does not limit the structure of the above electronic device. For example, the electronic device can include more or less components than the above structural description, or have a different configuration from the above structural description.

[0032] The memory can be used to store computer programs, for example, software programs and modules of application software, such as the computer program corresponding to the generation method for vehicle safety system in the embodiments of the present application. The processor executes various functions and data processing by running the computer program stored in the memory, that is, implements the above-mentioned generation method for vehicle safety system. The memory can include a high-speed random access memory, and can also include a non-volatile memory, such as one or more magnetic storage devices, flash memories, or other non-volatile solid-state memories. In some examples, the memory can further include a memory remotely arranged with respect to the processor, which can be connected to the mobile terminal through a network. Examples of the above network include, but are not limited to, the Internet, an intranet, a local area network, a mobile communication network, and a combination thereof.

[0033] The transmission device is configured to receive or transmit data via a network. The network can include, for example, a wireless network provided by a mobile terminal's communication provider. In one example, the transmission device includes a network interface controller (NIC) that can connect to other network devices through a base station to communicate with the Internet. In one example, the transmission device can be a radio frequency (RF) module that is configured to communicate with the Internet via a wireless connection.

[0034] The display device can be, for example, a touch screen liquid crystal display (LCD) and a touch display (also referred to as a "touch screen" or "touch display screen"). The liquid crystal display can enable a user to interact with a user interface of the mobile terminal. In some embodiments, the mobile terminal has a graphical user interface (GUI) that a user can interact with through finger contacts and / or gestures on the touch-sensitive surface. The user interactions can optionally include creating web pages, drawing, text editing, preparing electronic documents, games, video conferencing, instant messaging, composing e-mail, voice communication, digital video playing, digital music playing, and / or web browsing, etc. Executable instructions for performing these user interactions are configured / stored in a computer program product or a readable storage medium that is executable by one or more processors.

[0035] Figure 1 The method according to an embodiment of the present application, as shown in Figure 1 comprises the following steps:

[0036] In step S102, an action matrix, vehicle safety system parameters and response time of the vehicle safety system are obtained, wherein the action matrix is used to define a collision scenario, and the vehicle safety system comprises a perception system and an execution system;

[0037] In step S104, a collision scenario simulation model is established based on the action matrix and the vehicle safety system parameters;

[0038] In step S106, a simulation test is performed based on the collision scenario simulation model, and a simulation test result is obtained;

[0039] In step S108, in response to the simulation test result satisfying a first preset condition, the action matrix and the vehicle safety system parameters are corrected based on the simulation test result;

[0040] In step S110, in response to the simulation test result satisfying a second preset condition, a vehicle safety system is generated based on the action matrix and the vehicle safety system parameters.

[0041] In step S102, by explicitly determining the action matrix and the parameters of the vehicle safety system, a foundation is provided for the establishment of the simulation model, which helps to consider diverse collision scenarios from the early stages of system design, thereby avoiding design flaws during the development phase.

[0042] In step S104, based on the simulation model constructed from the action matrix and system parameters, the system behavior in real collision scenarios can be simulated, thereby evaluating the performance and reliability of the system before actual production. This step reduces the production and testing of physical prototypes, saves development costs, and accelerates design iterations.

[0043] In step S106, through simulation testing, developers can obtain detailed system response data, including perception time, deployment time, actuator performance, etc., which are crucial for evaluating whether the system can effectively function in scenarios such as pedestrian protection. By comparing test results with safety standards, design deficiencies can be identified in a timely manner, avoiding significant modifications and delays in later development.

[0044] In step S108, by adjusting the parameters of the perception system and the execution system, problems found in testing, such as insufficient signal differentiation and excessive execution time, can be overcome, thereby improving the accuracy and response speed of the system, reducing false triggers, and enhancing pedestrian protection functions.

[0045] In step S110, when the simulation test results meet the design standards, the vehicle safety system can be formally generated. This means that the system has passed comprehensive performance tests in a virtual environment and can effectively identify and respond to scenarios such as pedestrian collisions in the real world, reducing harm to vulnerable road users and reducing repair costs and user dissatisfaction caused by false triggers.

[0046] Based on steps S102-S110, a closed-loop system development process is formed, from theoretical analysis, virtual verification to actual application, each step is closely linked, ensuring the scientificity and effectiveness of vehicle safety system design. Through continuous optimization of system parameters through simulation testing, developers can overcome existing technical difficulties such as system response delays and false actions, and the final vehicle safety system can significantly improve the protection effect of vulnerable road users while reducing false triggers and repair costs. This iterative improvement method based on simulation and testing not only improves system performance but also accelerates the research and development process and reduces development costs, which is an effective strategy to improve vehicle safety and user experience.

[0047] As an optional implementation, before obtaining the action matrix, it includes:

[0048] Step S201, obtain the collision object type information, the collision object type information includes: trigger type collision object and non-trigger type collision object, wherein the trigger type collision object includes: PDI-2, PLI, aPLI, and the non-trigger type collision object includes: small animals, basketball, football, branches and stones;

[0049] Step S202, obtain the collision speed level information, the collision speed level information includes: 25km / h, 30km / h, 35km / h, 40km / h and 55km / h;

[0050] Step S203, obtain the environment temperature information, the environment temperature information includes: low temperature environment, room temperature environment and high temperature environment;

[0051] Step S204, obtain the collision position information, the collision position information is used to represent the position of the vehicle collision;

[0052] Step S205, determine the misoperation matrix based on the collision object type information, the collision speed level information, the environment temperature information and the collision position information.

[0053] In step S201, the types of collision objects are determined, which are divided into trigger type and non-trigger type, ensuring that the subsequent simulation test can cover different collision scenarios of pedestrians (PDI-2), two-wheeled vehicle riders (PLI, aPLI) and non-pedestrians (such as small animals, balls, branches, stones). This helps the system to accurately respond in complex traffic environments and reduce false triggering. It should be noted that small animals include but are not limited to dogs, cats, squirrels, rabbits, birds, etc.

[0054] In step S202, by setting different speed level collision scenarios, the performance of the system at low speed, standard speed and high speed can be comprehensively evaluated. This helps the development team to understand the reaction ability of the system at various speeds, ensuring that the system can reliably trigger at key speeds, and avoid false triggering at lower or higher speeds. 3~5 speed levels are set, ①25km / h, ②30km / h, ③35km / h, ④40km / h, ⑤55km / h, wherein 25km / h is defined as the low threshold speed, and 40km / h is the standard impact speed.

[0055] In step S203, the environment temperature has a direct impact on the performance of system components (such as sensors, actuators). By covering low temperature (-20℃), room temperature (20℃) and high temperature environment (60℃), it is ensured that the system can work stably under various climate conditions, improving the robustness of the system.

[0056] In step S204, the collection of collision position information helps to optimize the sensor layout and actuator installation position during system design, ensuring that the entire front area of the vehicle can be effectively monitored and responded to in the event of a collision. This reduces the blind area of the vehicle safety system and improves overall protection for vulnerable road users.

[0057] Further, to ensure that the system functions normally within the leg impact range, it is necessary to cover a wider impact area in the sensor arrangement and structural design. Taking the central Y0 position of the vehicle body as L_0, a strike point is set every 100mm to both sides (negative for the left side and positive for the right side, recording L_±100, L_±200, L_±300, L_±400, L_±500, L_±600, L_±700, L_±edge).

[0058] In step S205, the misaction matrix constructed by integrating the information in steps S201-S204 defines the expected behavior of the system in different scenarios, helping developers set the correct trigger strategy to avoid false triggering caused by non-pedestrian collisions, while ensuring that the system can quickly and accurately activate in real collisions involving pedestrians, minimizing harm.

[0059] Based on steps S201-S205, the acquisition of collision type, speed level, environmental temperature, and collision position information is used as a prerequisite for determining the misaction matrix, ensuring the comprehensiveness and accuracy of system development. Not only does this strengthen the system's protection capabilities in the face of real collision events, but it also effectively controls false triggering in unnecessary situations, reducing unnecessary maintenance costs and user experience issues. Ultimately, the establishment of the misaction matrix provides a solid foundation for simulation testing, parameter optimization, and system generation, promoting the overall improvement of vehicle safety system performance.

[0060] Optionally, the response time of the vehicle safety system is obtained, including:

[0061] In step S211, the model parameters and collision simulation conditions of the dummy model and the vehicle model are obtained, wherein the dummy model includes: child model, regular adult female model, regular adult male model, and large-size adult male model, and the vehicle model includes: family car, multipurpose vehicle, sports car, and sport utility vehicle.

[0062] In step S212, the dummy model and the vehicle model are established based on the model parameters of the dummy model and the vehicle model.

[0063] In step S213, collision simulation is performed based on the collision simulation conditions of the dummy model and the vehicle model, and the dummy collision simulation result is obtained, wherein the dummy collision simulation result includes: dummy head contact point coordinates and head impact contact time.

[0064] Step S214, based on the dummy head corresponding to each dummy model and the vehicle contact point coordinates and the head impact contact time, the dummy crash simulation scatter plot is obtained;

[0065] Step S215, based on the dummy crash simulation scatter plot, linear fitting is performed to determine the head impact time;

[0066] Step S216, based on the head impact time to confirm the response time of the vehicle safety system.

[0067] In step S211, the model parameters and crash simulation conditions of the dummy model and the vehicle model are obtained, which lays the foundation for subsequent crash simulation. Through accurate dummy models (covering different body types and ages from children to large-sized adult males) and vehicle models (covering various types from family cars to sport utility vehicles), the collision between different vehicles and vulnerable road users can be fully simulated, ensuring that the system response time setting can be widely adapted to various vehicle types and collision scenarios.

[0068] Further, the dummy model must be simulated and certified, i.e. by simulating the dummy and the standard vehicle under standard conditions, it is shown that the various indicators of the simulation dummy meet the response requirements. The output of the X, Z axis coordinate history curve of the key position tracking point of the dummy in the global coordinate system; the displacement of the vehicle mass center along the global X axis; the synthesis and Z direction acceleration of the dummy head; contact force; hourglass energy, internal energy. The output information time interval of the simulation time history curve is 0.1 ms, without filtering. The key positions include the dummy head center of mass (HC), the position of the T12 vertebra at the junction of the human thoracic and lumbar (T12), and the midpoint of the left and right hip bones (AC). The above three key points are located at the head, chest and hip, and the movement trend of the three points conforms to the required channel, which represents that the real human response meets the requirements and can be used for human kinematics analysis to obtain system-related indicators. After obtaining the HC, T12, and AC curve standard channel, if the calculation results are within the upper and lower limit value range of the channel, it is proved that the dummy meets the biological response and can be used for subsequent human kinematics analysis. If the channel data is not within the upper and lower limit value channel of the standard curve, the simulation dummy parameters need to be modified to meet the requirements.

[0069] In step S212, the established model needs to be highly realistic to ensure the accuracy of the crash simulation. Using detailed biomechanical models and vehicle structure models can make the simulation results closer to the real collision response, which is crucial for reasonable setting of the system response time.

[0070] In step S213, the real-world collision process is simulated by setting the collision conditions, and key collision data such as the dummy head contact point coordinates (WAD) and the impact time (HIT) are obtained. These data are the direct basis for evaluating and optimizing system response time, and help the system to function in time in actual collisions and reduce injury.

[0071] Further, the dummy certification requires a total of 12 collision simulations. It includes 4 standard car models: Family Car (FCR), Multi-Purpose Vehicle (MPV), Roadster (RDS), and Sport Utility Vehicle (SUV) four general vehicle structure; 3 collision speeds: 30km / h, 40km / h, 50km / h. Each individual calculation needs to evaluate the effectiveness of the certification results, and the evaluation items include:

[0072] ① Submit the completeness of the simulation model (checklist);

[0073] ② Whether the submitted simulation dummy model interferes with the vehicle model (checklist);

[0074] ③ Whether the simulation dummy model and the vehicle contact force at the start time is zero (requires no contact without contact force);

[0075] ④ Whether the total energy disturbance is within the limit range (requires ≤15%);

[0076] ⑤ Whether the hourglass energy is within the limit range (requires ≤15%);

[0077] ⑥ Whether the initial contact energy and total energy ratio is within the limit range (requires ≤1%);

[0078] ⑦ Whether the sum of contact energy and hourglass energy and total energy ratio is within the limit range (requires ≤15%);

[0079] ⑧ Whether the mass increment of the moving parts is within the limit range (requires ≤3%);

[0080] ⑨ Envelope coordinates (WAD) (provide head contact point coordinates).

[0081] After all the conditions meet the standard channel requirements, human kinematics analysis can be performed to obtain the dummy head impact time (HIT).

[0082] After completing the simulation dummy certification, human kinematics analysis can be carried out with the dummy consistent with the certified simulation dummy. Human kinematics analysis needs to complete the simulation analysis between different percentile dummies and specific vehicle models with active hoods, and determine the position and time of the dummy contact with the vehicle hood at different ages.

[0083] In step S214, the scatter plot intuitively reflects the relationship between the impact time (HIT) and the contact point coordinates (WAD) under different collision scenarios. Through visual data presentation, it is convenient for technical personnel to analyze and understand the collision dynamics, thereby providing an intuitive basis for setting the response time.

[0084] In step S215, the relationship between the impact time (HIT) and the contact point coordinates (WAD) can be quantified through linear fitting, thereby deriving a general calculation formula: HIT = a + β × WAD, where a is the intercept of linear fitting and β is the slope of linear fitting. This not only simplifies data analysis, but also helps to accurately set the target value of the system response time, ensuring that the system is effectively deployed in the shortest time and improving pedestrian protection performance.

[0085] In step S216, based on the analysis results of the previous steps, the response time of the vehicle safety system is finally determined. The response time of the vehicle safety system ensures that the system can quickly identify and start before the pedestrian contacts the vehicle, providing sufficient buffer space for the pedestrian and reducing the degree of head and leg injury. At the same time, the setting of the response time of the vehicle safety system can also avoid the risk of system false triggering and avoid unnecessary vehicle damage and economic loss. In the theoretical state, the system identifies the pedestrian head impact time (HITs) as the smallest of the four human bodies (HIT), at which time the system identifies the pedestrian head impact time (HITs) as the setting basis for the response time (TRT) of the vehicle safety system, where HITs-TRT>5ms. This setting can ensure that when the person contacts the system, the system has fully deployed to achieve effective buffering and improve the robustness of the system.

[0086] Based on steps S211-S216, precise biomechanical models, vehicle structure models, and data processing and analysis techniques are comprehensively used to scientifically and systematically set the response time of the vehicle safety system (especially for pedestrian protection systems). By simulating multiple collision scenarios, not only can the response efficiency of the system when facing different vulnerable road users be accurately predicted, but the risk of false triggering can also be effectively controlled. Finally, based on these accurate simulation analysis results, the set response time can ensure that in various collision situations, the system can not only start quickly to reduce injury, but also avoid unnecessary response to non-pedestrian objects such as small animals, balancing the needs of protecting pedestrians and maintaining vehicle safety.

[0087] Optionally, based on the collision scenario simulation model, a simulation test is performed to obtain simulation test results, including:

[0088] In step S221, based on the response time of the vehicle safety system, the response time of the perception system and the response time of the execution system are confirmed.

[0089] Step S222, obtaining the arrangement scheme of the target parts, wherein the target parts include a pressure sensor and a crash foam, and the arrangement scheme includes materials, arrangement positions and fixing manners;

[0090] Step S223, performing perception system simulation analysis based on the action matrix and the arrangement scheme of the target parts to obtain first simulation test results;

[0091] Step S224, obtaining execution system parameters, wherein the execution system parameters include hook parameters, hood parameters, head-form impactor parameters, impact direction parameters, jacks parameters, hinge constraint parameters, active hinge parameters and air strut parameters;

[0092] Step S225, performing execution system simulation analysis based on the execution system parameters to obtain second simulation test results;

[0093] Step S226, determining simulation test results based on the first simulation test results and the second simulation test results.

[0094] In step S221, by confirming the response time (ST) of the perception system and the response time (DT) of the execution system, it is ensured that the entire vehicle safety system (such as an active hood system) can complete triggering and unfolding before a pedestrian collision occurs, thereby providing additional buffer space for the head of the pedestrian and reducing injury, so as to realize fast and effective response of the system, which directly affects the protection effect of the pedestrian.

[0095] Further, the ratio of the response time (ST) of the perception system / the response time (DT) of the execution system is between 0.8 and 1.0.

[0096] In step S222, the arrangement scheme of the target parts (such as a pressure sensor and a crash foam), including materials, positions and fixing manners, has a direct impact on the performance of the perception system. Reasonable selection and layout can ensure that the sensor can quickly and accurately capture the collision signal when the collision occurs, and the crash foam can effectively transmit the signal, thereby ensuring the high efficiency and reliability of the perception system.

[0097] Further, in combination with Figure 4As shown, in the engine cover 1, the crash foam 2 is arranged on the front surface of the crash beam, the pressure pipe sensor is arranged at the rear end of the crash foam, and is fixed between the foams by slotting; once the bumper skin is impacted and moves backward, the crash foam is extruded, the pressure pipe 3 embedded in the crash foam 2 is pressed to generate pressure change, which is received by the terminals at both ends of the pressure pipe 3 and outputted, wherein the front part of the crash foam 2 is as close as possible to the front bumper skin, and the rear part is fixed to the crash beam (or other hard support flat plate structure); the distance from the bumper skin to the front end of the crash foam 2 is required to be <5mm; the first contact point of the PDI-2 impactor 4 with the outer surface of the vehicle is located on the horizontal line of the pressure pipe arrangement height; the Z-direction height of the pressure pipe 3 is required to be deviated from the first contact point by <15mm.

[0098] In step S223, the first simulation test result provides a preliminary evaluation of the performance of the perception system, including signal strength, sensing time (ST) and signal discrimination, through simulation analysis based on the action matrix and the target part arrangement scheme, which helps to identify possible deficiencies of the perception system, such as weak signal, too long ST or inability to effectively distinguish between pedestrians and non-pedestrian objects, thereby guiding subsequent design optimization, including but not limited to optimizing the material or structure of the exterior of the front end of the vehicle, optimizing the material or shape of the crash foam, etc.

[0099] In step S224, the acquisition of system parameters (such as detailed parameters of hooks, engine covers, head impactors, etc.) provides a basis for the simulation analysis of the execution system, thereby guiding subsequent design optimization, including but not limited to optimizing the amount of powder of the execution mechanism, optimizing the active hinge, etc. These parameters directly affect the deployment speed, deployment height (DH) and execution time (DT) of the system, ensuring that the execution system can complete the lifting action within a limited time to provide sufficient buffer space for the pedestrian's head to reduce injury.

[0100] In step S225, based on the second simulation test result of the execution system parameters, the execution performance of the system is evaluated, including the consistency of the movement of each component, whether the lifting height meets the requirements, and whether the execution time (DT) meets the preset target, verifying the rationality of the design of the execution system, thereby guiding subsequent design optimization, including but not limited to optimizing the amount of powder of the execution mechanism, optimizing the structure of the active hinge, etc., to ensure that it can accurately and quickly respond after the perception system is triggered to achieve the expected protection effect.

[0101] In step S226, the first simulation test result of the perception system and the second simulation test result of the execution system are comprehensively analyzed to evaluate the overall performance of the entire vehicle safety system under different collision scenarios, ensuring that the system meets all requirements for pedestrian protection, including the ability to quickly perceive, reasonably deploy, and effectively buffer. If the test results do not meet the requirements, the design of the perception system or the execution system can be optimized accordingly until the predetermined target is achieved.

[0102] Based on steps S221-S226, by precisely setting the response time of the perception and execution systems and simulating the performance of each key component, it is ensured that the vehicle safety system can quickly and accurately perceive and deploy when facing pedestrian collisions, providing effective buffer space for the head of the pedestrian and reducing the degree of injury. At the same time, through detailed analysis of the arrangement scheme of the target parts and the parameters of the execution system, potential problems in system design can be identified and solved, such as insufficient signal strength and excessive execution time, thereby optimizing the design and improving the protection effect of the system. This method not only improves the reaction speed and reliability of the system, but also effectively reduces the risk of misoperation, which is of great significance to improving the overall vehicle safety and driving experience.

[0103] Optionally, based on the misaction matrix and the arrangement scheme of the target parts, the perception system simulation analysis is performed to obtain the first simulation test result, including:

[0104] Step S231, based on the misaction matrix and the arrangement scheme of the target parts, the perception system simulation analysis is performed to obtain the perception signal of the perception system;

[0105] Step S232, based on the perception signal, the perception signal discrimination degree and the perception time simulation value are determined;

[0106] Step S233, based on the perception signal discrimination degree and the perception time simulation value, the first simulation test result is obtained.

[0107] In step S231, by using the different impactors, speeds, temperatures, and position information defined in the misaction matrix, combined with the arrangement scheme of the target parts (such as pressure sensors and anti-collision foams), detailed simulation analysis is performed to obtain the perception signal under various collision scenarios. These signals not only include the feedback of collision strength, but also cover the characteristics of signal changes over time, which are the basis for subsequent signal discrimination degree and perception time analysis. This step ensures that the system can be triggered in time and accurately when facing pedestrian collisions, and can avoid false triggering in non-pedestrian collision scenarios, thereby improving the overall driving safety and user experience.

[0108] In step S232, based on the sensing signal obtained in step S231, the signal discrimination and the sensing time are further analyzed. The setting of the signal discrimination ensures that the system can effectively distinguish the collision events of pedestrians and other non-trigger objects, reduces the probability of misoperation, and avoids unnecessary maintenance costs and consumer complaints. The simulation value of the sensing time is directly related to whether the system can complete triggering before the head of the pedestrian contacts the vehicle, and is a key parameter to realize effective protection of the life safety of pedestrians. By accurately setting the sensing time, the response speed and misoperation risk of the system can be balanced, and the overall performance can be improved.

[0109] Further, in the development of the vehicle, if the collision device type information PDI-2 and the small animal discrimination are poor or the PDI-2 signal is insufficient, an acceleration signal should be appropriately introduced as an auxiliary discrimination signal. The data processing flow is as follows:

[0110] ① Data filtering: curve burr and fluctuation are smoothed; due to the complex characteristics of the pressure curve, the pressure signal needs to be converted to a specific value for reference by the ECU algorithm. The present application uses a Bessel filter to filter the pressure signal. The filter has linear phase response and constant group delay characteristics, which can reduce signal phase distortion and avoid signal waveform distortion during pressure signal processing, and better capture the true amplitude of the pressure pulse. Its transfer function is:

[0111] ;

[0112] Wherein, is the Bessel polynomial.

[0113] ② Data conversion: time threshold integration converts the pressure peak value into collision impulse to increase signal discrimination;

[0114] The integral method considers the time domain characteristics of the pressure signal, and uses the integral value in a specified time domain as a feature. The value obtained after integration is the collision impulse (unit: mBar.s), which represents the cumulative effect of the impact of the collision device on the pressure pipe; the sensing system generally requires a decision to be made within 20 ms after the collision whether to trigger the active hood, so the pressure-time curve within 15 ms after Bessel filtering is integrated to obtain its collision impulse:

[0115] (2);

[0116] Wherein, is the collision impulse, is the real-time pressure value.

[0117] ③ Numerical classification: classify the converted signal value;

[0118] IV. Boundary solving: compare the classified signal with the threshold channel of point explosion;

[0119] V. Decision making: make decision according to the comparison result, and the decision mechanism adopts the probability method here.

[0120] The first simulation test result needs to meet the following conditions:

[0121] I. The system must act under the condition of point explosion low threshold speed impacting human body (PDI-2): ensure that the system can normally protect the human body under the condition of setting energy speed, and the general point explosion low threshold speed is 22-26km / h;

[0122] II. The system should not act under the condition of point explosion low threshold speed impacting small animals (SA): ensure that the system should not act under the condition of point explosion low threshold speed, and the system should not cause additional vehicle damage and consumer complaints;

[0123] III. The system must act under the condition of standard speed impacting human body (PDI-2): the system can normally act under the condition of normal driving in urban area;

[0124] IV. The system must not act under the condition of standard speed impacting small animals (SA): the system should not act under the condition of normal driving in urban area;

[0125] V. The system should not act under the condition of false action high threshold speed impacting human body (PDI-2): the general false action high threshold speed is set to be 2km / h less than the point explosion low threshold speed, which is mainly to prevent the system from not acting when impacting the pedestrian at low speed, so as to avoid additional vehicle damage.

[0126] In step S233, by comprehensively considering the signal differentiation degree and the perception time, the first simulation test result is a comprehensive evaluation of the performance of the perception system. This not only verifies whether the system can quickly and accurately identify the pedestrian collision event, but also evaluates the robustness of the system under non-pedestrian collision scenarios. If the test result shows that the signal differentiation degree is insufficient or the perception time is too long, the development team can adjust the layout scheme and system parameters (including false group action matrix) of the target part according to the test result, until the system performs well in various collision scenarios.

[0127] Further, in combination with Figure 5As shown, the most difficult to distinguish collision type information in the perception signal is PDI-2 (representing human body) and small animal (representing small animal); wherein the PDI-2 signal strength represents the system should point explosion threshold; small animals represent the point explosion threshold, in order to realize the distinction of the perception signal, the intensity bandwidth difference between human body signal and non-human body signal should be ≥ 15%. This setting can optimize the signal contrast curve of PDI-2 collision and small animal collision in the striking area, increase the differentiation degree of the two curves, so as to realize the maximum reduction of false explosion and the maintenance cost caused by false explosion.

[0128] Based on steps S231-S233, through highly precise simulation analysis, the performance of the perception system in complex road environment is deeply excavated, ensuring that it triggers at the right time, effectively distinguishes between pedestrians and non-pedestrian collisions, and ensures that the vehicle safety system can effectively protect pedestrians and avoid unnecessary false triggering in actual application, reducing the risk of false operation. In this way, not only the system design is optimized, the pedestrian protection efficiency is improved, but also the maintenance cost of the vehicle in the daily use process is reduced, and the user's use experience is optimized.

[0129] Optionally, based on the execution system parameters, an execution system simulation analysis is performed to obtain second simulation test results, including:

[0130] In step S241, through detailed parameter setting, such as the hook 5, the engine cover 1, the head impactor 6, the jacking device 10, the gas strut 11, the active hinge 12, etc., the simulation analysis of the execution system is carried out. The simulated jacking height (DH) and the simulated execution time (DT) obtained are the core indicators for measuring the performance of the execution system, which directly determines whether the system can provide sufficient buffer space within a limited time to reduce the head injury of pedestrians. At the same time, the head injury simulation value (such as HIC value) is used to evaluate the protection effect of the system on the head of pedestrians under different jacking heights and execution times. The simulation test results of this link provide key data for subsequent system optimization, ensuring the effectiveness and safety of the execution system design.

[0131] In step S241, through detailed parameter setting, such as the hook 5, the engine cover 1, the head impactor 6, the jacking device 10, the gas strut 11, the active hinge 12, etc., the simulation analysis of the execution system is carried out. The simulated jacking height (DH) and the simulated execution time (DT) obtained are the core indicators for measuring the performance of the execution system, which directly determines whether the system can provide sufficient buffer space within a limited time to reduce the head injury of pedestrians. At the same time, the head injury simulation value (such as HIC value) is used to evaluate the protection effect of the system on the head of pedestrians under different jacking heights and execution times. The simulation test results of this link provide key data for subsequent system optimization, ensuring the effectiveness and safety of the execution system design.

[0132] In step S241, through detailed parameter setting, such as the hook 5, the engine cover 1, the head impactor 6, the jacking device 10, the gas strut 11, the active hinge 12, etc., the simulation analysis of the execution system is carried out. The simulated jacking height (DH) and the simulated execution time (DT) obtained are the core indicators for measuring the performance of the execution system, which directly determines whether the system can provide sufficient buffer space within a limited time to reduce the head injury of pedestrians. At the same time, the head injury simulation value (such as HIC value) is used to evaluate the protection effect of the system on the head of pedestrians under different jacking heights and execution times. The simulation test results of this link provide key data for subsequent system optimization, ensuring the effectiveness and safety of the execution system design.

[0133] In step S241, through detailed parameter setting, such as the hook 5, the engine cover 1, the head impactor 6, the jacking device 10, the gas strut 11, the active hinge 12, etc., the simulation analysis of the execution system is carried out. The simulated jacking height (DH) and the simulated execution time (DT) obtained are the core indicators for measuring the performance of the execution system, which directly determines whether the system can provide sufficient buffer space within a limited time to reduce the head injury of pedestrians. At the same time, the head injury simulation value (such as HIC value) is used to evaluate the protection effect of the system on the head of pedestrians under different jacking heights and execution times. The simulation test results of this link provide key data for subsequent system optimization, ensuring the effectiveness and safety of the execution system design.

[0134] Further, the execution system simulation analysis needs to carry out two analyses in the following order:

[0135] 1) Perform system deployment analysis: Place each component of the jacking subsystem in the initial position where the system is not in action, and establish a jacking subsystem headform simulation model. Restrict the freedom of the center 1, 2, 3, 4, 6 of the lock hook 5, the body connection end of the gas strut 11, the bottom of the jacking device 10 and the body connection points 1, 2, 3, 4, 5, 6 of the active hinge 12, and then point the jacking device 10. The following dimensions need to be evaluated:

[0136] ① Whether the movement of each component meets the design expectation: the jacking device 10 normally lifts, the active hinge 12 realizes reverse opening and locking, the engine cover 1 lifts to the maximum height and then falls to the designed locking position, ensuring that each component cooperates without jamming;

[0137] ② Jacking height DH: whether it meets the design requirements;

[0138] ③ Execution time DT: whether it meets the design requirements;

[0139] 2) Perform system headform impact analysis: Adjust the jacking subsystem to the designed deployment position, and establish a jacking subsystem headform simulation model. Restrict the freedom of the center 1, 2, 3, 4, 6 of the lock hook 5, the body connection end of the gas strut 11, the bottom of the jacking device 10 and the body connection points 1, 2, 3, 4, 5, 6 of the active hinge 12, see Figure 6 . The headform impactor 6 impacts the target point 8 at a fixed angle (along the impact direction 7) and speed, wherein the headform impactor 6 impact speed is set to 40 km / h, the child headform impactor impact angle is set to 50°, and the adult headform impactor impact angle is set to 65°. The following dimensions need to be evaluated:

[0140] ① Active hinge performance during impact: whether the active hinge locking function can normally support after being impacted;

[0141] ② Headform injury HIC value: whether it meets the design requirements;

[0142] ③ Hinge sinking amount during headform impact: whether it meets the design requirements.

[0143] If all evaluation items in the above two analyses meet the requirements, the subsystem analysis optimization is completed; if one or more items do not meet the requirements, further optimization is needed to meet the design requirements.

[0144] In step S242, based on the headform injury simulation value, the simulation headform score rate is an important standard for evaluating the pedestrian protection effect of the execution system. The higher the score rate, the better the protection effect of the execution system on the pedestrian head under the simulation conditions. This indicator not only reflects the influence of jacking height and execution time on protection effect, but also considers the distribution of collision area and human kinematics, so that the system design can more comprehensively meet the demand for pedestrian safety protection.

[0145] Further, after the execution system completes simulation and bench verification, it needs to build a whole vehicle finite element headform impact simulation model to verify and optimize the improvement of human injury after the active hood is lifted in the whole vehicle environment until the headform setting score target requirement is met. The main components in the optimization range are the hood assembly structure. The headform injury simulation includes the following steps:

[0146] ① The engine cover 1 and the subsystem are in the expanded state (the engine cover 1 is lifted, the active hinge 12 is locked, and the jack 10 completes the point explosion);

[0147] ② Restrict all degrees of freedom of the front wheel center and the rear of the vehicle;

[0148] ③ The headform impacts the target point at 40 km / h according to the standard working condition requirement.

[0149] ④ Output the injury of all test points in the impact area;

[0150] ⑤ Evaluate the headform score rate and compare it with the headform score rate until the set target is met.

[0151] In step S243, the simulation lifting height, simulation execution time and simulation headform score rate are integrated into the second simulation test result, which is a comprehensive evaluation of the overall performance of the execution system. This step can ensure that the execution system fully considers factors such as injury mitigation ability, fast response and space optimization in design, so that the system can effectively reduce pedestrian injury in actual application. If the test result shows that the performance of the execution system does not meet the expectation, it can be traced back to step S241 to adjust the system parameters until all performance targets are met, thereby ensuring that the system achieves the best effect in protecting vulnerable road users.

[0152] Based on steps S241-S243, based on the simulation analysis step of the execution system parameters, the development team can comprehensively evaluate the performance of the execution system to ensure that it can quickly and effectively provide buffer protection when facing pedestrian collisions. This method effectively integrates the principles of biology, mechanics and engineering, providing a scientific basis for the design of vulnerable road user protection systems. Ultimately, by optimizing the execution system parameters, not only the protection effect of the system on the head of the pedestrian is improved, but also the stability and reliability of the system in various collision scenarios are guaranteed, which is of great significance to improve the overall road traffic safety level.

[0153] Optionally, in response to the simulation test result meeting the first preset condition, the misaction matrix and the vehicle safety system parameters are modified based on the simulation test result, including:

[0154] Step S251, in response to the perception signal distinction degree in the simulation test result meeting the first preset condition, modifying the arrangement scheme of the target part, wherein the target part includes a vehicle exterior;

[0155] Step S252, in response to the simulation lifting height in the simulation test result meeting the first preset condition, obtaining a target lifting height of the execution system;

[0156] Step S253, based on the target lifting height and the simulation lifting height, modifying a lifter parameter of the execution system;

[0157] Step S254, in response to the simulation execution time in the simulation test result meeting the first preset condition, modifying a propellant amount of the execution system, and / or modifying an active hinge parameter of the execution system.

[0158] In step S251, this step is aimed at the case that the perception signal distinction degree is not ideal in the simulation test. By modifying the arrangement scheme of the target part such as the vehicle exterior, the recognition ability of the signal is enhanced to ensure accurate triggering when a pedestrian collides and not to trigger when a small animal or other non-pedestrian collides. The modification includes adjusting the material, arrangement position or fixing method to optimize the signal transmission path and enhance the strength of the specific signal. This modification helps to improve the reliability and accuracy of the perception system, reduces the risk of misoperation, and better protects pedestrians while reducing unnecessary maintenance costs.

[0159] In step S252, based on the feedback of the simulation lifting height in the simulation test, the target lifting height of the execution system in design is established. The lifting height directly affects the cushioning effect when the pedestrian's head contacts the vehicle. If it is too low, the cushioning is insufficient, and if it is too high, it may cause the system response time to be prolonged or the execution time to exceed the threshold. The set target lifting height needs to consider the system response time and injury mitigation ability to ensure the best protection at the moment of pedestrian collision, while maintaining the robustness of the system when non-pedestrian collides.

[0160] In step S253, for the lifter, the lifter parameter is adjusted according to the comparison result of the target lifting height and the current simulation lifting height. This includes changing the design, material or power system of the lifter to ensure that the target lifting height is reached while the execution time (DT) meets the system response time requirements. This fine adjustment helps to optimize the overall performance of the execution system, making it both fast and efficient in protecting pedestrians.

[0161] In step S254, in response to the case where the execution time does not meet the preset condition, the triggering and execution effect of the jacking device can be optimized by adjusting the amount of gunpowder or improving the parameters of the active hinge. The adjustment of the amount of gunpowder directly affects the bursting force and jacking speed of the jacking device, while the optimization of the parameters of the active hinge ensures that the launch cover can be deployed at the correct angle and speed to provide effective buffer space. This correction not only improves the real-time response capability and stability of the execution system, but also lays a solid foundation for subsequent real vehicle testing and algorithm development, ensuring the protection effectiveness and user experience of the vehicle safety system in the face of pedestrian collisions.

[0162] Based on steps S251-S254, by continuously correcting and optimizing the arrangement scheme of the target part and the parameters of the execution system, the misaction matrix is effectively improved and the performance of the vehicle safety system is significantly improved. This method not only improves the response speed and protection effect of the system, but also effectively controls the risk of misoperation, reduces maintenance costs, and enhances the confidence and satisfaction of consumers.

[0163] Optionally, in response to the simulation test result meeting the second preset condition, a vehicle safety system is generated based on the misaction matrix and the vehicle safety system parameters, including:

[0164] Step S261, in response to the simulation test result meeting the second preset condition, real vehicle testing is performed based on the misaction matrix and the vehicle safety system parameters to determine the real vehicle testing result;

[0165] Step S262, in response to the real vehicle testing result meeting the third preset condition, the misaction matrix and the vehicle safety system parameters are corrected based on the real vehicle testing result;

[0166] Step S263, in response to the real vehicle testing result meeting the fourth preset condition, a vehicle safety system is generated based on the misaction matrix and the vehicle safety system parameters.

[0167] In step S261, after the simulation test result meets the second preset condition, real vehicle testing is a necessary step to combine the theoretical model with the actual vehicle. This step verifies whether the key parameters such as the perception signal differentiation, perception time, jacking height, execution time, and head shape score rate obtained in the simulation test are also effective in real vehicle collision scenarios. The real vehicle testing result is a direct basis for evaluating the overall performance and robustness of the system, which ensures that the vehicle safety system can achieve the expected pedestrian protection effect under various actual working conditions, and also verifies whether the system can avoid mis-triggering in non-pedestrian collision events, thereby balancing safety and economy.

[0168] In step S262, if the real vehicle test result does not meet the third preset condition, that is, the performance of the system in some specific scenarios does not meet the expectation, this step will correct the misaction matrix and vehicle safety system parameters according to the test feedback. The goal of correction is to optimize the performance of the system in the real environment, including improving signal discrimination, shortening perception time, optimizing execution time, and adjusting the lifting height, etc., to ensure that the system can quickly and accurately respond when facing pedestrian collision, and can correctly not act when encountering small animals, basketballs and other non-pedestrian collisions, avoiding false triggering. This parameter adjustment based on actual test data improves the applicability and protection effect of the system in the real world, while reducing the risk and cost of false operation.

[0169] In step S263, when the real vehicle test result meets the fourth preset condition, that is, the performance of the system in all test scenarios meets or exceeds the design requirements, the vehicle safety system generated based on the verified misaction matrix and vehicle safety system parameters can ensure the best effect of pedestrian protection in different collision scenarios. This not only involves the optimization of hardware, such as the accurate layout of sensors and the efficient design of execution mechanisms, but also involves the improvement of software algorithms, such as signal processing, threshold setting and decision logic optimization. The generated system not only protects the head and legs of pedestrians from serious injury, but also avoids false operation on small animals and other non-pedestrian objects, significantly improving road safety standards.

[0170] Based on steps S261-S263, the entire process from simulation testing to real vehicle testing, and then to parameter correction based on test results, finally generates a perfect vehicle safety system, which embodies the scientificity, rigor and iterative optimization idea of system development, ensuring that various collision scenarios and false operation risks are fully considered in the design stage. The effectiveness of the design is further verified through real vehicle testing, and the final vehicle safety system can ensure pedestrian safety while reducing unnecessary vehicle damage and economic loss, reflecting the dual emphasis on pedestrian protection and consumer experience.

[0171] In another embodiment of the present application, in response to the simulation test result meeting the second preset condition, after generating the vehicle safety system based on the misaction matrix and the vehicle safety system parameters, the following steps are included:

[0172] In the real vehicle environment, the performance of the perception system and the execution system is verified respectively:

[0173] Among them, the perception system verification items are:

[0174] ① The perception time ST of the perception system;

[0175] ② The effectiveness of the point explosion algorithm;

[0176] Among them, the execution system verification items are:

[0177] ① Execution time DT;

[0178] ② Effective jacking height DH;

[0179] ③ Head shape score rate: if not met, continue to optimize the structure of the head cover inner plate until the requirement is met; if still not up to standard, go back to S9, increase the jacking height, and redevelop the execution system until the target is met.

[0180] System effectiveness evaluation:

[0181] HIT>ST+DT.

[0182] Figure 2 is a flowchart of another generation method of a vehicle safety system according to an embodiment of the present application, as shown in Figure 2 , the method comprises the following steps:

[0183] Step S201, obtain the impactor type information, the impactor type information includes: trigger type impactor and non-trigger type impactor, wherein the trigger type impactor includes: PDI-2, PLI, aPLI, and the non-trigger type impactor includes: small animals, basketballs, footballs, branches and stones;

[0184] Step S202, obtain the collision speed level information, the collision speed level information includes: 25km / h, 30km / h, 35km / h, 40km / h and 55km / h;

[0185] Step S203, obtain the environmental temperature information, the environmental temperature information includes: low temperature environment, room temperature environment and high temperature environment;

[0186] Step S204, obtain the collision position information, the collision position information is used to represent the position of the vehicle collision;

[0187] Step S205, determine the misaction matrix based on the impactor type information, the collision speed level information, the environmental temperature information and the collision position information.

[0188] Step S211, obtain the model parameters of the dummy model and the vehicle model and the collision simulation conditions, wherein the dummy model includes: child model, regular adult female model, regular adult male model and large body type adult male model, and the vehicle model includes: family car, multipurpose vehicle, sports car and sport utility vehicle;

[0189] Step S212, establish the dummy model and the vehicle model based on the model parameters of the dummy model and the vehicle model;

[0190] Step S213, based on the collision simulation conditions of the dummy model and the vehicle model, collision simulation is performed to obtain a dummy collision simulation result, wherein the dummy collision simulation result includes: a dummy head contact point coordinate with the vehicle and a head impact contact time;

[0191] Step S214, based on the dummy head contact point coordinate with the vehicle and the head impact contact time corresponding to each dummy model, a dummy collision simulation scatter plot is obtained;

[0192] Step S215, linear fitting is performed based on the dummy collision simulation scatter plot to determine the head impact time;

[0193] Step S216, based on the head impact time, the response time of the vehicle safety system is confirmed.

[0194] Step S221, based on the response time of the vehicle safety system, the response time of the perception system and the response time of the execution system are confirmed;

[0195] Step S222, an arrangement scheme of a target part is obtained, wherein the target part includes: a pressure sensor and an anti-collision foam, and the arrangement scheme includes: a material, an arrangement position and a fixing method;

[0196] Step S223, based on the misaction matrix and the arrangement scheme of the target part, perception system simulation analysis is performed to obtain a first simulation test result;

[0197] Step S224, an execution system parameter is obtained, wherein the execution system parameter includes: a lock hook parameter, a hood parameter, a head-shaped impactor parameter, an impact direction parameter, a jack parameter, a hinge constraint parameter, an active hinge parameter and a gas strut parameter;

[0198] Step S225, based on the execution system parameter, execution system simulation analysis is performed to obtain a second simulation test result;

[0199] Step S226, based on the first simulation test result and the second simulation test result, a simulation test result is determined.

[0200] Step S231, based on the misaction matrix and the arrangement scheme of the target part, perception system simulation analysis is performed to obtain a perception signal of the perception system;

[0201] Step S232, based on the perception signal, a perception signal distinguishability and a perception time simulation value are determined;

[0202] Step S233, based on the perception signal distinguishability and the perception time simulation value, a first simulation test result is obtained.

[0203] Step S241, performing execution system simulation analysis based on the execution system parameters to obtain a simulated jacking height, a simulated execution time and a simulated headform injury value of the execution system;

[0204] Step S242, determining a simulated headform score rate based on the simulated headform injury value;

[0205] Step S243, obtaining a second simulation test result based on the simulated jacking height, the simulated execution time and the simulated headform score rate.

[0206] Step S251, in response to the perception signal differentiation degree in the simulation test result satisfying a first preset condition, modifying the arrangement scheme of the target part, wherein the target part includes a vehicle exterior;

[0207] Step S252, in response to the simulated jacking height in the simulation test result satisfying a first preset condition, obtaining a target jacking height of the execution system;

[0208] Step S253, modifying a jacking device parameter of the execution system based on the target jacking height and the simulated jacking height;

[0209] Step S254, in response to the simulated execution time in the simulation test result satisfying a first preset condition, modifying a propellant quantity of the execution system and / or modifying an active hinge parameter of the execution system.

[0210] Step S261, in response to the simulation test result satisfying a second preset condition, performing real vehicle testing based on the misaction matrix and the vehicle safety system parameters to determine a real vehicle testing result;

[0211] Step S262, in response to the real vehicle testing result satisfying a third preset condition, modifying the misaction matrix and the vehicle safety system parameters based on the real vehicle testing result;

[0212] Step S263, in response to the real vehicle testing result satisfying a fourth preset condition, generating a vehicle safety system based on the misaction matrix and the vehicle safety system parameters.

[0213] Based on the above steps S201 to S263, in the embodiment of the present application, the construction of the misaction matrix is realized by collecting the impactor type, the impact speed, the environmental temperature and the impact position information, the accurate definition of the response strategy of the vehicle safety system under different collision scenarios is achieved, the comprehensive optimization from theory to practice of the vehicle safety system in protecting vulnerable road users is realized, it is ensured that the system can quickly and accurately respond when facing pedestrian collision, and it is avoided to misoperate when encountering non-pedestrian collision, the intelligence and safety of the system are greatly improved, and thus the technical problem of frequent misoperation of the safety system in the prior art is solved.

[0214] Those skilled in the art can clearly understand the method according to the above-mentioned embodiments can be realized by means of software and necessary general hardware platform, of course, also can be realized by hardware, but in many cases, the former is a better embodiment. Based on such understanding, the technical solutions of the present application essentially or say the part of the prior art to make contributions can be embodied in the form of software product, the computer software product is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disc), including a number of instructions to make a terminal device (may be mobile phone, computer, server, or network equipment, etc.) executes the method described in various embodiments of the present application.

[0215] In the embodiments of the present application, a generating device for a vehicle safety system is also provided, which is used to realize the above-mentioned embodiments and preferred embodiments, and will not be described again. As used below, the term "module" can be a combination of software and / or hardware that realizes a predetermined function. Although the device described in the following embodiments is preferably realized in software, the realization of hardware, or a combination of software and hardware, is also possible and is contemplated.

[0216] Figure 3 is a structural block diagram of a generating device for a vehicle safety system according to one of the embodiments of the present application. As shown in Figure 3 , the device comprises:

[0217] The acquisition module 301 is configured to acquire a misaction matrix and a response time of the vehicle safety system, wherein the misaction matrix is used to define a collision scene, and the vehicle safety system comprises a perception system and an execution system.

[0218] The simulation module 302 is configured to establish a collision scene simulation model based on the misaction matrix and vehicle safety system parameters.

[0219] The test module 303 is configured to perform simulation testing based on the collision scene simulation model, and determine a simulation testing result.

[0220] The correction module 304 is configured to, in response to the simulation testing result satisfying a first preset condition, correct the misaction matrix and the vehicle safety system parameters based on the simulation testing result.

[0221] The generation module 305 is configured to, in response to the simulation testing result satisfying a second preset condition, generate the vehicle safety system based on the misaction matrix and the vehicle safety system parameters.

[0222] Optionally, the obtaining module 301 is further configured to obtain impactor type information, the impactor type information comprising: trigger-type impactors and non-trigger-type impactors, wherein the trigger-type impactors comprise: PDI-2, PLI, aPLI, and the non-trigger-type impactors comprise: small animals, basketballs, footballs, branches, and stones; obtain impact speed level information, the impact speed level information comprising: 25 km / h, 30 km / h, 35 km / h, 40 km / h, and 55 km / h; obtain environmental temperature information, the environmental temperature information comprising: low-temperature environment, room-temperature environment, and high-temperature environment; obtain impact location information, the impact location information being used to represent the location where the vehicle collides; and determine the misaction matrix based on the impactor type information, the impact speed level information, the environmental temperature information, and the impact location information.

[0223] Optionally, the obtaining module 301 is further configured to obtain model parameters of the dummy model and the vehicle model and collision simulation conditions, wherein the dummy model comprises: a child model, a regular adult female model, a regular adult male model, and a large-size adult male model, and the vehicle model comprises: a family car, a multipurpose vehicle, a sports car, and a sport utility vehicle; establish the dummy model and the vehicle model based on the model parameters of the dummy model and the vehicle model; perform collision simulation based on the collision simulation conditions of the dummy model and the vehicle model to obtain dummy collision simulation results, wherein the dummy collision simulation results comprise: dummy head-vehicle contact point coordinates and head impact contact time; obtain a dummy collision simulation scatter plot based on the dummy head-vehicle contact point coordinates and the head impact contact time corresponding to each dummy model; perform linear fitting based on the dummy collision simulation scatter plot to determine the head impact time; and confirm the response time of the vehicle safety system based on the head impact time.

[0224] Optionally, the simulation module 302 is further configured to confirm the response time of the perception system and the response time of the execution system based on the response time of the vehicle safety system; obtain an arrangement scheme of a target part, wherein the target part comprises: a pressure sensor and anti-collision foam, and the arrangement scheme comprises: material, arrangement position, and fixing method; perform perception system simulation analysis based on the misaction matrix and the arrangement scheme of the target part to obtain first simulation test results; obtain execution system parameters, wherein the execution system parameters comprise: hook parameters, hood parameters, head-form impactor parameters, impact direction parameters, jacks-up parameters, hinge restraint parameters, active hinge parameters, and air strut parameters; perform execution system simulation analysis based on the execution system parameters to obtain second simulation test results; and determine simulation test results based on the first simulation test results and the second simulation test results.

[0225] Optionally, the test module 303 is also used to perform a simulation analysis of the sensing system based on the misoperation matrix and the arrangement scheme of the target parts, to obtain the sensing signal of the sensing system; based on the sensing signal, to determine the sensing signal discrimination and the simulated value of the sensing time; and based on the sensing signal discrimination and the simulated value of the sensing time, to obtain the first simulation test result.

[0226] Optionally, the test module 303 is also used to perform simulation analysis of the execution system based on the execution system parameters to obtain the simulated lifting height, simulated execution time, and simulated head injury value of the execution system; determine the simulated head injury score rate based on the simulated head injury value; and obtain the second simulation test result based on the simulated lifting height, simulated execution time, and simulated head injury score rate.

[0227] Optionally, the correction module 304 is further configured to modify the misoperation matrix and vehicle safety system parameters based on the simulation test results in response to the simulation test results meeting the first preset condition, including: modifying the arrangement scheme of the target parts in response to the perception signal discrimination in the simulation test results meeting the first preset condition, wherein the target parts include vehicle exterior trim; obtaining the target lifting height of the execution system in response to the simulated lifting height in the simulation test results meeting the first preset condition; modifying the lifting device parameters of the execution system based on the target lifting height and the simulated lifting height; modifying the propellant quantity of the execution system in response to the simulated execution time in the simulation test results meeting the first preset condition; and / or modifying the active hinge parameters of the execution system.

[0228] Optionally, the generation module 305 is further configured to, in response to the simulation test results meeting the second preset condition, perform a real vehicle test based on the misoperation matrix and vehicle safety system parameters to determine the real vehicle test results; in response to the real vehicle test results meeting the third preset condition, correct the misoperation matrix and vehicle safety system parameters based on the real vehicle test results; and in response to the real vehicle test results meeting the fourth preset condition, generate a vehicle safety system based on the misoperation matrix and vehicle safety system parameters.

[0229] It should be noted that the above modules can be implemented by software or hardware. For the latter, they can be implemented in the following ways, but are not limited to: all the above modules are located in the same processor; or, the above modules are located in different processors in any combination.

[0230] According to one embodiment of the present invention, an electronic device is also provided, comprising: a memory storing an executable program; and a processor for running the program, wherein the program executes the above-described method for generating a vehicle safety system during runtime.

[0231] Optionally, in this embodiment, the processor can be configured to perform the following steps via a computer program:

[0232] Step S102: Obtain the misoperation matrix, vehicle safety system parameters, and vehicle safety system response time. The misoperation matrix is ​​used to define the collision scenario, and the vehicle safety system includes a perception system and an execution system.

[0233] Step S104: Based on the misoperation matrix and vehicle safety system parameters, establish a collision scenario simulation model;

[0234] Step S106: Perform simulation tests based on the collision scene simulation model to obtain simulation test results;

[0235] Step S108: In response to the simulation test results meeting the first preset condition, the misoperation matrix and vehicle safety system parameters are corrected based on the simulation test results;

[0236] Step S110: In response to the simulation test results satisfying the second preset condition, a vehicle safety system is generated based on the misoperation matrix and vehicle safety system parameters. According to one embodiment of the present invention, a computer-readable storage medium is also provided, comprising a stored executable program, wherein, when the executable program runs, it controls the device where the storage medium is located to execute the above-described method for generating a vehicle safety system.

[0237] Step S102: Obtain the misoperation matrix, vehicle safety system parameters, and vehicle safety system response time. The misoperation matrix is ​​used to define the collision scenario, and the vehicle safety system includes a perception system and an execution system.

[0238] Step S104: Based on the misoperation matrix and vehicle safety system parameters, establish a collision scenario simulation model;

[0239] Step S106: Perform simulation tests based on the collision scene simulation model to obtain simulation test results;

[0240] Step S108: In response to the simulation test results meeting the first preset condition, the misoperation matrix and vehicle safety system parameters are corrected based on the simulation test results;

[0241] Step S110: In response to the simulation test results meeting the second preset condition, a vehicle safety system is generated based on the misoperation matrix and vehicle safety system parameters. Optionally, in this embodiment, the aforementioned storage medium may include, but is not limited to, various media capable of storing computer programs, such as a USB flash drive, read-only memory (ROM), random access memory (RAM), portable hard drive, magnetic disk, or optical disk.

[0242] According to one embodiment of the present invention, a computer program product is also provided, including a computer program that, when executed by a processor, implements the above-described method for generating a vehicle safety system.

[0243] Optionally, in this embodiment, the above-mentioned computer program product can be configured as a computer program that performs the following steps:

[0244] Step S102: Obtain the misoperation matrix, vehicle safety system parameters, and vehicle safety system response time. The misoperation matrix is ​​used to define the collision scenario, and the vehicle safety system includes a perception system and an execution system.

[0245] Step S104: Based on the misoperation matrix and vehicle safety system parameters, establish a collision scenario simulation model;

[0246] Step S106: Perform simulation tests based on the collision scene simulation model to obtain simulation test results;

[0247] Step S108: In response to the simulation test results meeting the first preset condition, the misoperation matrix and vehicle safety system parameters are corrected based on the simulation test results;

[0248] Step S110: In response to the simulation test results satisfying the second preset condition, a vehicle safety system is generated based on the misoperation matrix and vehicle safety system parameters. In the above embodiments of the present invention, the descriptions of each embodiment have different focuses; parts not described in detail in a certain embodiment can be referred to the relevant descriptions in other embodiments.

[0249] In the several embodiments provided in this application, it should be understood that the disclosed technical content can be implemented in other ways. The device embodiments described above are merely illustrative; for example, the division of units can be a logical functional division, and in actual implementation, there may be other division methods. For instance, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the displayed or discussed mutual coupling, direct coupling, or communication connection may be through some interfaces; the indirect coupling or communication connection between units or modules may be electrical or other forms.

[0250] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0251] Furthermore, the functional units in the various embodiments of the present invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0252] If the integrated unit is implemented as 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 invention, in essence, 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. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of the present invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, read-only memory (ROM), random access memory (RAM), portable hard drives, magnetic disks, or optical disks.

[0253] The above description is only a preferred embodiment of the present invention. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the principle of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention.

Claims

1. A method for generating a vehicle safety system, characterized in that, include: The system acquires a false impact matrix, vehicle safety system parameters, and the response time of the vehicle safety system. The false impact matrix is ​​used to define the collision scenario, and the vehicle safety system includes a perception system and an execution system. Based on the misoperation matrix and the vehicle safety system parameters, a collision scenario simulation model is established; Simulation tests were conducted based on the aforementioned collision scenario simulation model, and simulation test results were obtained. In response to the simulation test results satisfying the first preset condition, the misoperation matrix and the vehicle safety system parameters are corrected based on the simulation test results; In response to the simulation test results satisfying the second preset condition, the vehicle safety system is generated based on the misoperation matrix and the vehicle safety system parameters; Before obtaining the misuse matrix, the following steps are included: Obtain collider type information, collision speed level information, ambient temperature information, and collision location information; The misoperation matrix is ​​determined based on the collider type information, the collision speed level information, the ambient temperature information, and the collision location information. Simulation tests were conducted based on the aforementioned collision scenario simulation model to obtain the simulation test results, including: Based on the response time of the vehicle safety system, the response time of the perception system and the response time of the execution system are confirmed. Obtain an arrangement scheme for the target parts, wherein the target parts include: a pressure sensor and anti-collision foam, and the arrangement scheme includes: materials, arrangement positions and fixing methods; Based on the misoperation matrix and the arrangement scheme of the target parts, a simulation analysis of the perception system is performed to obtain the first simulation test results; Obtain the execution system parameters, which include: hook parameters, engine hood parameters, head impact parameters, impact direction parameters, lifter parameters, hinge constraint parameters, active hinge parameters, and gas strut parameters; Based on the execution system parameters, an execution system simulation analysis is performed to obtain the second simulation test results; The simulation test result is determined based on the first simulation test result and the second simulation test result; Based on the misoperation matrix and the arrangement scheme of the target parts, a perception system simulation analysis is performed to obtain the first simulation test results, including: Based on the misoperation matrix and the arrangement scheme of the target parts, a simulation analysis of the sensing system is performed to obtain the sensing signal of the sensing system; Based on the sensed signals, determine the sensed signal discrimination and the simulated value of the sensed time; Based on the perceived signal discrimination and the perceived time simulation value, the first simulation test result is obtained; Based on the execution system parameters, an execution system simulation analysis is performed to obtain the second simulation test results, including: Based on the execution system parameters, simulation analysis of the execution system was performed to obtain the simulated lifting height, simulated execution time, and simulated head injury value of the execution system. The simulated head shape score rate is determined based on the simulated head shape injury values. The second simulation test result is obtained based on the simulated lifting height, the simulation execution time, and the simulated head shape score rate; In response to the simulation test results satisfying a first preset condition, modifications are made to the misoperation matrix and the vehicle safety system parameters based on the simulation test results, including: In response to the fact that the discrimination of the perception signal in the simulation test results meets the first preset condition, the arrangement scheme of the target part is modified, wherein the target part includes vehicle exterior trim; In response to the simulation test results showing that the simulated lifting height meets the first preset condition, the target lifting height of the execution system is obtained; Based on the target lifting height and the simulated lifting height, the lifting parameters of the execution system are corrected; In response to the simulation execution time in the simulation test results satisfying the first preset condition, the amount of propellant in the execution system is corrected, and / or the active hinge parameters of the execution system are corrected.

2. The method according to claim 1, characterized in that, The collider type information includes: triggered colliders and non-triggered colliders. The triggered colliders include: PDI-2, PLI, and aPLI. The non-triggered colliders include: small animals, basketballs, soccer balls, tree branches, and pebbles. The collision speed levels include: 25km / h, 30km / h, 35km / h, 40km / h, and 55km / h; The ambient temperature information includes: low temperature environment, room temperature environment, and high temperature environment; The collision location information is used to characterize the location where the vehicle collision occurred.

3. The method according to claim 1 or 2, characterized in that, Obtaining the response time of the vehicle safety system includes: Obtain the model parameters and collision simulation conditions of the dummy model and the vehicle model. The dummy model includes: a child model, a regular adult female model, a regular adult male model, and a large adult male model. The vehicle model includes: a family car, a multi-purpose vehicle, a sports car, and a sports utility vehicle. Based on the model parameters of the dummy model and the vehicle model, establish the dummy model and the vehicle model; Based on the collision simulation conditions of the dummy model and the vehicle model, a collision simulation is performed to obtain the dummy collision simulation results, wherein the dummy collision simulation results include: the coordinates of the contact point between the dummy's head and the vehicle and the time of head impact contact. Based on the coordinates of the contact point between the dummy head and the vehicle and the time of the head impact contact corresponding to each of the dummy models, a scatter plot of dummy collision simulation is obtained. Linear fitting was performed based on the scatter plot of the dummy collision simulation to determine the head impact time; The response time of the vehicle safety system is determined based on the head impact time.

4. The method according to claim 3, characterized in that, In response to the simulation test results satisfying the second preset condition, the vehicle safety system is generated based on the misoperation matrix and the vehicle safety system parameters, including: In response to the simulation test results meeting the second preset condition, a real vehicle test is performed based on the misoperation matrix and the vehicle safety system parameters to determine the real vehicle test results. In response to the real vehicle test results meeting the third preset condition, the misoperation matrix and the vehicle safety system parameters are corrected based on the simulation test results; In response to the actual vehicle test results meeting the fourth preset condition, the vehicle safety system is generated based on the misoperation matrix and the vehicle safety system parameters.

5. A device for generating a vehicle safety system, wherein the device is controlled by the method for generating a vehicle safety system according to any one of claims 1-4, characterized in that, include: An acquisition module is used to acquire a false-action matrix and the response time of a vehicle safety system, wherein the false-action matrix is ​​used to define a collision scenario, and the vehicle safety system includes a perception system and an execution system; The simulation module is used to establish a collision scenario simulation model based on the misoperation matrix and the vehicle safety system parameters; The testing module is used to perform simulation tests based on the collision scenario simulation model and determine the simulation test results; The correction module is used to correct the misoperation matrix and the vehicle safety system parameters based on the simulation test results in response to the simulation test results meeting the first preset condition. The generation module is used to generate the vehicle safety system based on the misoperation matrix and the vehicle safety system parameters in response to the simulation test results meeting the second preset condition.

6. A computer-readable storage medium, characterized in that, The computer-readable storage medium includes a stored executable program, wherein, when the executable program is executed, it controls the device on which the storage medium is located to perform the method according to any one of claims 1 to 4.

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