Enterprise-level active safety system taking vehicle as center

Abstract

The invention relates to the technical field of intelligent traffic management and planning, provides a vehicle-centered enterprise-level active safety system, and aims to improve safety or minimize loss caused by safety events. More specifically, the vehicle-centric enterprise-level active safety system provides system-based safety measures by integrating one or more vehicle components, pedestrian components, and map components. The security measures include one or more functions, such as management and service, collision detection, collision prediction, collision early warning, collision avoidance, collision impact reduction, and emergency response functions.

Description

Technical Field

[0001] This application relates to the field of intelligent traffic management and planning technology, and in particular to a vehicle-centric enterprise-level active safety system. Background Technology

[0002] With global economic development and accelerated urbanization, businesses are increasingly demanding vehicles, which have become crucial assets for production and operations. However, due to the high-speed nature of vehicles and the unpredictability of road conditions, traffic collisions have become a significant safety hazard that businesses cannot ignore, severely impacting asset value, employee health, and operational efficiency. Current vehicle safety technologies primarily focus on passive protection measures for individual vehicles, such as seat belts and airbags. While these can reduce injuries after a collision, they cannot effectively prevent accidents. Active safety technologies, such as adaptive cruise control, automatic emergency braking, and lane keeping assist systems, offer some collision avoidance capabilities, but lack systematic and collaborative approaches in risk identification, prediction, avoidance, and accident handling, especially in multi-vehicle driving scenarios within businesses, failing to fully meet their needs. In addition to direct economic losses, corporate traffic accidents can also lead to lost working hours, legal disputes, and damage to brand reputation, necessitating a systematic active safety solution to improve risk control capabilities and accident handling efficiency. The development of technologies such as the Internet of Things, artificial intelligence, and big data analytics provides a technological foundation for the innovation of enterprise-level active safety systems. However, currently, there is no complete solution that can meet the needs of businesses in terms of safety, deployment autonomy, and collaboration. To address the aforementioned challenges, this invention proposes a vehicle-centric active safety system for enterprises, specifically designed for enterprise environments. It achieves closed-loop management of risk control and incident response centered on the vehicle. Through the collaborative operation of subsystems including management and service, collision detection, collision prediction, collision warning, collision avoidance, collision impact reduction, and emergency response, this invention intelligently and systematically enhances the safety of enterprise vehicles and minimizes losses from safety incidents, providing a comprehensive solution for enterprise asset protection and personnel safety. Summary of the Invention

[0003] The purpose of this application is to provide a vehicle-centric enterprise-level active safety system that can improve vehicle safety and minimize the losses from safety incidents.

[0004] To achieve the above objectives, this application adopts the following technical solution: An enterprise-level active safety system centered on the vehicle is deployed on the vehicle side to improve safety and / or minimize losses caused by safety incidents by taking safety measures. The safety incidents include unsafe acts, near misses, minor injuries, lost work time, serious injuries, and / or death. The system includes the following subsystems: a management and service subsystem, a collision detection subsystem, a collision prediction subsystem, a collision warning subsystem, a collision avoidance subsystem, a collision impact reduction subsystem, and an emergency response subsystem. These subsystems work collaboratively to reduce collision risk and minimize losses to managed vehicles when collisions are unavoidable.

[0005] Preferably, in the aforementioned vehicle-centric enterprise-level active safety system, the management and service subsystem includes one or more of the following modules: (1) Management and allocation module, which provides the following functions: a) Manage EASS's calls to the collision detection, collision prediction, collision warning, collision avoidance, collision impact mitigation, and emergency response subsystems; b) Allocate EASS resources relying solely on vehicle-side sensors, computing units, and vehicle-to-vehicle communication modules (V2V), without relying on external roadside or cloud facilities; (2) Update and maintain software modules, used for version upgrades and operation maintenance of EASS system software; (3) Data storage and backup module, which is used to store and back up the operating data of each subsystem and to synchronously update the historical security data module; (4) Historical security data module, which is used to provide historical data support for each subsystem, and its data is updated and maintained by the storage backup module.

[0006] Preferably, in the above-mentioned vehicle-centric enterprise-level active safety system, the collision detection subsystem is composed of software functional modules and hardware device components; (1) Software functional modules, including: data processing unit, information coordination unit, collision identification unit and collision verification unit.

[0007] a) The data processing unit is used to process data from vehicle components and historical data from the EASS safety management and service subsystem.

[0008] b) The information coordination unit is used to perform data fusion on the processed information.

[0009] c) The collision recognition unit is used to identify the collision type and severity level.

[0010] d) The collision verification unit is used to verify the accuracy and confidence level of the identified collision data.

[0011] (2) Hardware equipment components, including one or more of the following devices: visual sensors, radar sensors, ultrasonic sensors, inertial sensors, multi-sensor fusion systems, storage devices and power supply devices.

[0012] Preferably, in the aforementioned vehicle-centric enterprise-level active safety system, the collision detection subsystem generates output data that includes one or more of the following detection results: (1) If a collision has occurred, the output data will be sent to one or more of the following subsystems: collision warning subsystem, collision avoidance subsystem, emergency response subsystem, and safety management and service subsystem; (2) Potential collision information, and send the output data to one or more of the following subsystems: collision prediction subsystem, collision warning subsystem, collision avoidance subsystem, collision impact mitigation subsystem, emergency response subsystem, and safety management and service subsystem; (3) Information on unsafe acts and near misses will be sent to one or more of the collision prediction subsystem, collision warning subsystem, collision avoidance subsystem and safety management and service subsystem.

[0013] Preferably, in the aforementioned vehicle-centric enterprise-level active safety system, the collision prediction subsystem includes the following functional units: (1) Data fusion unit, used to integrate real-time data from the collision detection subsystem, historical data from the management and service subsystem, predicted data of surrounding vehicles, and status data of vehicles and traffic infrastructure, to achieve comprehensive processing and analysis of multi-source information; (2) Data processing unit, used to preprocess real-time data from the collision detection subsystem, historical data from the management and service subsystem, predicted data from other vehicles in the vicinity, and status data of vehicles and traffic infrastructure, and organize them into input data; (3) Predictive analysis unit, used to perform risk prediction and assessment on individual vehicles at the micro level using large-scale models; (4) Assessment unit, used to assess risk level and evaluate potential collision scenarios, including fatal accidents, serious injury accidents, minor injury accidents, near-miss collisions and dangerous behaviors.

[0014] Preferably, in the aforementioned vehicle-centric enterprise-level active safety system, the collision prediction subsystem is configured to receive input data including real-time data from the collision detection subsystem, historical data from the management and service subsystem, predicted data from other surrounding vehicles, and vehicle and traffic infrastructure status data.

[0015] Preferably, in the aforementioned vehicle-centric enterprise-level active safety system, the collision prediction subsystem is configured to generate output results including individual vehicle risk assessments and risk levels. The risk levels include fatal accidents, serious injury accidents, minor injury accidents, near-miss collisions, and dangerous behaviors. These results will be sent to the management and service subsystem and one of the following subsystems: collision warning subsystem, collision avoidance subsystem, collision damage reduction subsystem, and emergency response subsystem.

[0016] Preferably, in the above-mentioned vehicle-centric enterprise-level active safety system, the collision prediction subsystem further includes micro-level prediction, which is configured to perform micro-level predictions related to individual vehicles, including longitudinal and lateral movements, with a time scale of less than 10 milliseconds. The longitudinal movements include position, speed, following, acceleration / deceleration, and / or stopping, and the lateral movements include position, steering, lane keeping, and / or lane changing.

[0017] Preferably, in the above-mentioned vehicle-centric enterprise-level active safety system, the collision warning subsystem includes software components and hardware components; (1) Software components, including a data processing unit, an early warning information calculation unit, an early warning execution unit, and an early warning information fusion unit; a) A data processing unit, configured to receive and process event information such as accidents, severe weather, and construction from other subsystems; b) Early warning information calculation unit, configured to generate calculation information for vehicle components to activate equipment early warning; c) Warning execution unit, configured to execute received warning information using warning devices from vehicle components, roadside components, cloud components, pedestrian components, and map components; d) Early warning information fusion unit, configured to provide and analyze comprehensive early warning data from vehicle components, roadside components, cloud components, pedestrian components and map components, and send it to other subsystems; Hardware components, including vehicle component equipment, which includes onboard communication units and onboard alarm systems.

[0018] Preferably, in the above-mentioned vehicle-centric enterprise-level active safety system, the collision warning subsystem is configured to receive one or more input data from the following: real-time detection data from the collision detection subsystem, prediction data from the collision prediction subsystem, and historical safety data from the management and service subsystem.

[0019] Preferably, in the above-mentioned vehicle-centric enterprise-level active safety system, the collision warning subsystem is used to generate output results that include real-time warnings and offline warnings; (1) Real-time warnings, including warnings for fatal accidents, serious injuries and minor injuries, which will be sent to the collision avoidance subsystem; (2) Offline warnings, including near collision and dangerous behavior warnings, which will be sent to the management and service subsystem.

[0020] Preferably, in the aforementioned vehicle-centric enterprise-level active safety system, the collision warning subsystem is configured to generate warning information based on the vehicle's intelligence level, collision severity, and collision type.

[0021] Preferably, in the aforementioned vehicle-centric enterprise-level active safety system, the collision avoidance subsystem is configured to provide collision avoidance assistance to the vehicle, including: (1) Collision avoidance subsystem software components, including: a data processing unit, a collision avoidance assistance unit, and one or more of a vehicle control coordination unit and a manual takeover control unit, as well as a generative calculation and simulation unit; a) A data processing unit for receiving and processing input data from other subsystems; b) Collision avoidance auxiliary unit, used to analyze the feasibility of collision avoidance and provide avoidance strategies to support collision avoidance; c) Vehicle control and coordination unit, which is used to lead multi-vehicle collaborative decision-making in potential collision scenarios and send collision avoidance control commands to relevant vehicles; d) Human takeover and control unit, for use by a human driver to take over and control in order to support collision avoidance; e) Generative computing and simulation unit, used to provide scene building, event modeling and generative simulation to optimize collision avoidance schemes; (2) The collision avoidance subsystem hardware components include: a data processor; a computing unit; a communication unit; an electronic control unit; and a memory and storage unit.

[0022] Preferably, in the above-mentioned vehicle-centric enterprise-level active safety system, the collision avoidance subsystem is used to receive input data, which includes one or more of the following: detection results from the collision detection subsystem, prediction results from the collision prediction subsystem, warning results from the collision warning subsystem, and historical safety data from the management and service subsystem.

[0023] Preferably, in the aforementioned vehicle-centric enterprise-level active safety system, the collision avoidance subsystem is used to generate outputs, including collision avoidance results.

[0024] Preferably, in the aforementioned vehicle-centric enterprise-level active safety system, the collision avoidance result includes collision avoidance assistance information and support requests, which are sent to the vehicle collision impact reduction subsystem and the vehicle emergency response subsystem. The collision avoidance result also includes collision avoidance assistance information that can successfully help the vehicle avoid a collision and vehicle takeover and control commands, which are sent directly to the vehicle and to the management and service subsystem.

[0025] Preferably, in the above-mentioned vehicle-centric enterprise-level active safety system, the collision impact reduction subsystem is deployed in vehicle components and is applicable to autonomous vehicles from Level 1 to Level 5, including a data processing unit, an evaluation unit, and one or more of the following units: a collision digital twin unit, a candidate strategy generation unit, and a takeover and control unit. (1) Data processing unit, used to integrate the collision detection results from the collision detection subsystem, the prediction results from the collision prediction subsystem, the warning results from the collision warning subsystem, the collision avoidance results from the collision avoidance subsystem, and the historical safety data from the management and service subsystem, and send them to the collision digital twin unit. (2) Evaluation unit, used to quantitatively evaluate the risks associated with each control command through cost-benefit analysis and risk assessment model, and to evaluate its expected benefits in terms of security and overall system performance; (3) Collision digital twin unit, used to simulate the collision process by modeling vehicle dynamics, road conditions and environmental variables, and predict the collision scenario and its potential impact on the occupants and the surrounding environment; (4) Candidate strategy generation unit, used to generate a set of lateral and longitudinal control commands by performing finite element analysis, sensitivity analysis and simulation-based optimization on the simulation data of the collision digital twin unit, in order to reduce the impact of collision; (5) Takeover and control unit, used to take over and control the vehicle by generating and sending control commands.

[0026] Preferably, in the above-mentioned vehicle-centric enterprise-level active safety system, the collision impact reduction subsystem receives input data, including one or more of the following: detection results from the collision detection subsystem, prediction results from the collision prediction subsystem, warning results from the collision warning subsystem, collision avoidance results from the collision avoidance subsystem, and historical safety data from the management and service subsystem. The collision impact reduction subsystem generates output, including control commands for the affected autonomous vehicles and / or warning information for other autonomous vehicles. The specific workflow of the collision impact reduction subsystem is as follows: (1) The data processing unit integrates the input data; (2) The evaluation unit assesses the probability of a collision occurring; (3) The collision digital twin unit simulates the process and results of traffic collisions; (4) The candidate strategy generation unit analyzes the simulation data of the digital twin unit and generates a set of horizontal and vertical control commands; (5) The assessment unit evaluates the risks and expected benefits of each order and selects the order with the least loss; (6) The takeover and control unit sends control commands to take over the vehicle.

[0027] Preferably, in the above-mentioned vehicle-centric enterprise-level active safety system, the emergency response subsystem is used to provide a comprehensive and coordinated accident response and includes software components and hardware components. (1) Software components, including one or more of the following units: emergency alarm unit, minor injury response unit, serious injury response unit, hazardous materials removal and risk mitigation unit, road clearing and traffic restoration unit; a) The Emergency Alert Unit, as the initial responder in EASS, quickly contacts law enforcement to take action and sends emergency alerts to other subsystem units, other vehicles and emergency service agencies to ensure a rapid and coordinated response; b) Minor Injury Response Unit, used to request emergency medical services (EMS) as needed, and to provide initial first aid to ensure the safety of the injured; c) Serious Injury Response Unit, used to communicate with public safety communication systems (such as E911) to request fire and rescue services and provide advanced medical support; d) Hazardous materials removal and risk mitigation unit, used to request hazardous materials removal and risk mitigation measures to minimize the risk to victims, rescue personnel and the surrounding environment; e) The Road Clearing and Traffic Restoration Unit is used to request towing and clearing services, quickly remove obstacles and debris from the road, and coordinate with other units to ensure a safe working environment; (2) Hardware components, including one or more of the following: a) An integrated communication system (including V2V) automatically contacts emergency services through the vehicle-mounted system and broadcasts accident information via V2V; b) Portable first aid kits, compact splint sets, and portable vital signs monitors are used for initial medical care and assessment in the minor injury response unit; c) Portable defibrillators, trauma kits, emergency medications, and portable ventilators for advanced medical support in critical care situations; d) Protective clothing, chemical detectors, and hazardous substance neutralizers for the safe handling and mitigation of hazardous materials; e) Small bulldozers or front-end loaders, trailers, and traffic management drones for post-accident road clearing and traffic management.

[0028] Preferably, in the aforementioned vehicle-centric enterprise-level active safety system, the emergency response subsystem receives input data, including detection results from the collision detection subsystem, prediction results from the collision prediction subsystem, warning results from the collision warning subsystem, collision avoidance results from the collision avoidance subsystem, damage reduction results from the collision impact mitigation subsystem, and historical safety data from the management and service subsystem, for triggering a comprehensive and coordinated response based on the corresponding emergency situation. The vehicle-centric enterprise-level active safety system provided in this application has at least the following beneficial effects: This application presents a vehicle-centric enterprise-level active safety system designed to enhance the overall safety and accident response capabilities of enterprise vehicles during operation. It primarily achieves real-time identification, prediction, avoidance, and optimized response to potential risks through the collaborative operation of its various subsystems, including management and service, collision detection, collision prediction, collision warning, collision avoidance, collision impact reduction, and emergency response subsystems. Data is processed and optimized sequentially by each module, ultimately leading to the generation and execution of control commands tailored to specific risks by the execution unit. This reduces the probability of collisions or minimizes losses in the event of unavoidable collisions. The system covers the entire process of enterprise vehicle operation, from risk monitoring and prevention to accident handling, and can be widely applied to the operation and management of vehicles in logistics, passenger transport, freight transport, and engineering vehicles. Attached Figure Description

[0029] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0030] Figure 1 A schematic diagram of the hardware components of a vehicle-centric enterprise-level active safety system; Figure 2 This is a schematic diagram of the composition structure of a vehicle-centric enterprise-level active safety system. Figure 3 A schematic diagram of the composition structure of the management and service subsystem; Figure 4 Workflow diagram for the management and service subsystem; Figure 5 Flowchart of the management allocation method for the management and service subsystem; Figure 6 This is a schematic diagram of the composition and structure of the collision detection subsystem; Figure 7 This is a diagram illustrating the severity levels of a collision. Figure 8 A schematic diagram showing the input data sources for the collision detection subsystem; Figure 9This is a schematic diagram showing the output data flow of the collision detection subsystem; Figure 10 Here is a flowchart of the collision detection subsystem. Figure 11 This is a schematic diagram of the composition and structure of the collision prediction subsystem; Figure 12 Here is a flowchart of the collision prediction subsystem. Figure 13 The input data diagram for the collision prediction subsystem; Figure 14 This is a schematic diagram illustrating the output data flow of the collision prediction subsystem. Figure 15 A schematic diagram of the prediction scale of the collision prediction subsystem; Figure 16 This is a schematic diagram of the composition and structure of the collision warning subsystem; Figure 17 A schematic diagram illustrating the input data sources for the collision warning subsystem; Figure 18 This is a schematic diagram showing the output data flow of the collision detection subsystem; Figure 19 A schematic diagram of the composition and structure of the collision avoidance subsystem; Figure 20 A schematic diagram showing the input data sources for the collision avoidance subsystem; Figure 21 This is a schematic diagram illustrating the output data flow of the collision avoidance subsystem. Figure 22 Schematic diagram of the composition structure of the subsystem designed to reduce the impact of collisions; Figure 23 Information flow diagram of the subsystem to reduce the impact of collisions; Figure 24 Workflow diagram for the subsystem to reduce collision impact; Figure 25 This is a schematic diagram of the composition and structure of the emergency response subsystem; Figure 26 This is an information flow diagram for the emergency response subsystem.

[0031] The accompanying drawings illustrate specific embodiments of this application, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the concept in any way, but rather to illustrate the concept of this application to those skilled in the art through reference to particular embodiments. Detailed Implementation

[0032] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0033] The collection, storage, use, processing, transmission, provision, and disclosure of financial data or user data involved in the technical solution of this application all comply with the provisions of relevant laws and regulations and do not violate public order and good morals.

[0034] The term "and / or" simply describes the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A alone, A and B simultaneously, or B alone. Additionally, the character " / " generally indicates that the preceding and following related objects have an "or" relationship.

[0035] It should be noted that in the embodiments of this application, certain software, components, models and other existing solutions in the industry may be mentioned. These should be regarded as exemplary and are only intended to illustrate the feasibility of implementing the technical solution of this application. However, it does not mean that the applicant has used or necessarily used the solution.

[0036] The technical solution of this application and how the technical solution of this application solves the above-mentioned technical problems are described in detail below with specific embodiments. These specific embodiments can be combined with each other, and the same or similar concepts or processes may not be described again in some embodiments. The embodiments of this application will now be described with reference to the accompanying drawings.

[0037] First, the reference numerals in the attached figures are explained as follows: 101: A vehicle-centric enterprise-level active safety system 102: Map Elements 103: Pedestrian components 104: Vehicle Components 201: A vehicle-centric enterprise-level active safety system 202: Collision Detection Subsystem 203: Collision Prediction Subsystem 204: Collision Warning Subsystem 205: Collision Avoidance Subsystem 206: Collision Impact Reduction Subsystem 207: Emergency Response Subsystem 208: Management and Service Subsystem 301: Management and Service Subsystem 302: Data Storage and Backup Module 303: Management and Allocation Module 304: Updating and Maintaining Software Modules 305: Historical Security Data Module 601: Collision Detection Subsystem 602: Data Processing Unit 603: Information Coordination Unit 604: Collision Recognition Unit 605: Collision Verification Unit 701: Collision Severity Classification 702: Death 703: Seriously injured 704: Minor injury 705: Property Damage 706: Near miss 707: Unsafe Acts 708: Quantity 709: Severity 801: Car 802: Pedestrians / Non-autonomous vehicles 803: Map 804: Management and Service Subsystem 805: Historical Data 806: Collision Detection Subsystem 901: Collision Detection Subsystem 902: Collision Occurred 903: Collision Imminent 904: "Near misses" and "violations" 905: Emergency Response Subsystem 906: Collision Impact Reduction Subsystem 907: Collision Prediction Subsystem 908: Collision Warning Subsystem 909: Collision Avoidance Subsystem 910: Management and Service Subsystem 1101: Collision Detection Subsystem 1102: Collision Prediction Subsystem 1103: Data Fusion Unit 1104: Data Processing Unit 1105: Predictive Analysis Unit 1106: Evaluation Unit 1107: Management and Service Subsystem 1108: Collision Warning Subsystem 1109: Collision Avoidance Subsystem 1110: Collision Impact Reduction Subsystem 1111: Emergency Response Subsystem 1301: Vehicle Inspection Data 1302: Vehicle Status Data 1303: Pedestrian / Non-automation Data 1304: Map Data 1305: Historical data from the management and service subsystem 1306: Collision Prediction Subsystem 1401: Collision Prediction Subsystem 1402: Risk Assessment Output 1403: Lethal 1404: Seriously injured 1405: Minor Injury 1406: Near miss 1407: Unsafe Behavior 1408: Collision Warning Subsystem 1409: Collision Avoidance Subsystem 1410: Collision Impact Reduction Subsystem 1411: Emergency Response Subsystem 1412: Management and Service Subsystem 1501: Input Data 1502: Micro-level prediction 1503: Mid-level prediction 1504: Macroeconomic Forecast 1505: Output Data 1506: Collision Prediction Subsystem 1601: Collision Warning Subsystem 1602: Data Processing Unit 1603: Early Warning Information Calculation Unit 1604: Early Warning Execution Unit 1605: Early Warning Information Fusion Unit 1701: Collision Warning Subsystem 1702: Collision Detection Subsystem 1703: Collision Prediction Subsystem 1704: Management and Service Subsystem 1705: Real-time Data 1706: Forecast Data 1707: Historical Data 1801: Collision Warning Subsystem 1802: Real-time Early Warning 1803: Offline Warning 1804: Collision Avoidance Subsystem 1805: Management and Service Subsystem 1901: Collision Avoidance Subsystem 1902: Data Processing Unit 1903: Collision Avoidance Assist Unit 1904: Vehicle Control and Coordination Unit 1905: Vehicle Takeover and Control Unit 1906: Human Takeover and Control Unit 1907: Generative Computation and Simulation Unit 2001: Collision Avoidance Subsystem 2002: Collision Detection Subsystem 2003: Collision Prediction Subsystem 2004: Collision Warning Subsystem 2005: Management and Service Subsystem 2006: Test Results 2007: Prediction Results 2008: Early Warning Output 2009: Historical Security Data 2101: Collision Avoidance Subsystem 2102: Emergency Response Subsystem 2103: Collision Impact Reduction Subsystem 2104: Management and Service Subsystem 2105: Potential Collision Avoidance / Emergency Response 2106: Collision avoidance failure / Collision impact mitigation solution 2107: Successfully avoided the outcome / narrowly avoided a collision 2201: Collision Impact Reduction Subsystem 2202: Data Processing Unit 2203: Collision Digital Twin Unit 2204: Candidate Strategy Generation Unit 2205: Evaluation Unit 2206: Takeover and Control Unit 2301: Collision Detection Subsystem 2302: Collision Prediction Subsystem 2303: Collision Warning Subsystem 2304: Collision Avoidance Subsystem 2305: Management and Service Subsystem 2306: Collision Detection Results 2307: Collision Prediction Results 2308: Collision Warning Results 2309: Collision Avoidance Results 2310: Historical Security Data 2311: Collision Impact Reduction Subsystem 2312: Data Processing Unit 2313: Data Processing 2314: Evaluation Unit 2315: Collision probability 2316: Collision Digital Twin Unit 2317: Collision Simulation Results 2318: Candidate Strategy Generation Unit 2319: Horizontal and Vertical Control Commands 2320: Risks and Expected Returns 2321: Takeover and Control Unit 2322: Collision Impact Reduction Results 2323: Emergency Response Subsystem 2324: Vehicles 2501: Emergency Response Subsystem 2502: Emergency Alarm Unit 2503: Minor Injury Response Unit 2504: Critical Injury Response Unit 2505: Hazardous Materials Removal and Risk Mitigation Unit 2506: Road Clearance and Traffic Restoration Unit 2601: Emergency Response Subsystem 2602: Management and Service Subsystem 2603: Collision Detection Subsystem 2604: Collision Prediction Subsystem 2605: Collision Warning Subsystem 2606: Collision Avoidance Subsystem 2607: Collision Impact Reduction Subsystem 2608: Collision Detection Results 2609: Collision Prediction Results 2610: Collision warning output 2611: Collision Avoidance Results 2612: Collision Impact Reduction Results 2613: Historical Security Data 2614: Emergency Response Output Figure 1The host component of a vehicle-centric enterprise-level active safety system 101 is shown. A vehicle-centric enterprise-level active safety system can be hosted on one or more of three different components: map component 102, road component 103, and vehicle component 104.

[0038] Figure 2 This demonstrates a basic structural example of a vehicle-centric enterprise-level active safety system. The vehicle-centric enterprise-level active safety system 201 includes the following subsystems: collision detection subsystem 202, collision prediction subsystem 203, collision warning subsystem 204, collision avoidance subsystem 205, collision impact reduction subsystem 206, emergency response subsystem 207, and management and service subsystem 208.

[0039] Figure 3 The basic structure of the management and service subsystem is shown. The management and service subsystem 301 includes a data storage and backup module 302, a management and allocation module 303, an update and maintenance software module 304, and a historical security data module 305.

[0040] Figure 4The workflow of the management and service subsystem is illustrated. In some embodiments, the management and service subsystem sends historical safety data from the historical safety data module to each subsystem, including the collision detection subsystem, collision prediction subsystem, collision warning subsystem, collision avoidance subsystem, collision impact reduction subsystem, and emergency response subsystem. The management and service subsystem manages the data flow between each subsystem. In some embodiments, the collision detection subsystem receives historical safety data from the historical safety data module of the management and service subsystem and sends the detection results to the collision prediction subsystem and the storage backup module. The collision prediction subsystem receives the detection results from the collision detection subsystem. The prediction results, as the output of the collision prediction subsystem, are sent to the storage backup module of the management and service subsystem. The management and service subsystem determines whether the collision probability exceeds a predetermined threshold. If so, the management and service subsystem sends the detection results and prediction results to the collision avoidance subsystem. Simultaneously, the management and service subsystem identifies the driving scenario. If the driving scenario is abnormal, the management and service subsystem sends the prediction results to the collision warning subsystem. The warning results, as the output of the collision warning subsystem, are sent to the storage and backup modules of the management and service subsystem. If the driving scenario is normal, the management and service subsystem identifies whether the collision probability exceeds a predetermined threshold. If the collision probability exceeds the threshold, the management and service subsystem sends the detection and prediction results to the collision avoidance subsystem. The avoidance result, as the output of the collision avoidance subsystem, is sent to the storage and backup module of the management and service subsystem. The management and service subsystem determines whether the vehicle can avoid the collision. If the vehicle can avoid the collision, the avoidance result is sent to the storage and backup module for storage and backup. If the vehicle cannot avoid the collision, the management and service subsystem sends the avoidance result to the collision impact reduction subsystem and the emergency response subsystem. The impact reduction result and the emergency response result, as the outputs of these two subsystems, are sent to the storage and backup module of the management and service subsystem. Subsequently, the management and service subsystem identifies whether the trip has ended. If the trip has ended, the management and service subsystem stores and backs up the trip information in the storage and backup module of the management and service subsystem. If the trip has not ended, the management and service subsystem returns to the historical safety data module and sends the historical data to all subsystems. The data in the "historical safety data module" is updated by the "storage and backup module" at each time step.

[0041] Figure 5The management and allocation process of the management and service subsystem is illustrated. In some embodiments, the subsystem determines whether the domain is a vehicle domain or a pedestrian domain. In the vehicle domain, the subsystem utilizes the vehicle's onboard resources, such as computing, storage, and other resources. In the pedestrian domain, the subsystem uses resources from mobile devices (including computing, storage, and sensing). If sufficient resources are found, the process proceeds to the next time point. If resources are insufficient, the system determines whether supplementary resources can be obtained from the map component and whether the supplementary resources are sufficient. If the supplementary resources are sufficient, the process proceeds to the next time point t+1. For other cases (no supplementary resources or insufficient supplementary resources), the collision warning subsystem sends a warning message to the vehicle or pedestrian, and then the process proceeds to the next time point t+1.

[0042] Figure 6 An exemplary architecture of a vehicle-centric enterprise-level active safety system collision detection subsystem is demonstrated. The collision detection subsystem 601 includes a data processing unit 602, an information coordination unit 603, a collision identification unit 604, and a collision verification unit 605.

[0043] Figure 7 This demonstrates the collision severity classification 701 identified by the collision detection subsystem of a vehicle-centric enterprise-level active safety system. Car accidents are categorized into fatalities 702, serious injuries 703, minor injuries 704, property damage 705, near misses 706, and unsafe acts 707. Higher severity collision types 709 are associated with lower severity levels 708, and conversely, lower severity collision types 709 are associated with higher severity levels 708.

[0044] Figure 8 The system demonstrates that the input data for the vehicle-centric enterprise-level active safety system collision detection subsystem 806 includes one or more information from vehicles 801, pedestrians / non-autonomous vehicles 802, maps 803, and historical data 805 from the management and service subsystem 804.

[0045] Figure 9This indicates that the output data of the vehicle-centric enterprise-level active safety system collision detection subsystem 901 includes one or more collision information: collision occurred 902, impending collision 903, and "near miss" and "violation" 904. The collision detection subsystem 901 sends the output data "collision occurred" 902 to one or more of the following subsystems: collision warning subsystem 908, collision avoidance subsystem 909, emergency response subsystem 905, and management and service subsystem 910. The collision detection subsystem 901 sends the output data "impending collision" 903 to one or more of the following subsystems: collision prediction subsystem 907, collision warning subsystem 908, collision avoidance subsystem 909, collision impact reduction subsystem 906, emergency response subsystem 905, and management and service subsystem 910. The collision detection subsystem 901 sends the output data "near miss" and "violation" 904 to one or more of the following subsystems: collision prediction subsystem 907, collision warning subsystem 908, collision avoidance subsystem 909, and management and service subsystem 910.

[0046] Figure 10 The workflow of a vehicle-centric enterprise-level active safety system collision detection subsystem is illustrated. In some embodiments, the vehicle-centric enterprise-level active safety system collision detection subsystem receives information from one or more vehicle components, pedestrian / non-autonomous vehicle components, and map components. It also receives historical data from the management and service subsystem. Next, the collision detection subsystem processes the collected information, fuses the processed information, and identifies a collision. Then, the collision detection subsystem determines whether a collision has occurred. If a collision has occurred, the subsystem identifies the severity level of the collision and sends the result to the collision warning subsystem, collision avoidance subsystem, emergency response subsystem, and management and service subsystem. Otherwise, if no collision has occurred, the collision detection subsystem further determines whether it was a narrow escape. If the collision detection subsystem identifies a narrow escape, it sends the detection result to the collision prediction subsystem, collision warning subsystem, collision avoidance subsystem, and management and service subsystem. Otherwise, if the collision detection subsystem cannot identify whether it was a narrow escape, it sends the detection result to all other six subsystems.

[0047] Figure 11 The basic structure and data flow example diagram of the collision prediction subsystem are shown. The collision prediction subsystem 1102 includes a data fusion unit 1103, a data processing unit 1104, a prediction analysis unit 1105, and an evaluation unit 1106. The collision prediction subsystem 1102 receives real-time and historical data from the collision detection subsystem 1101 and the management and service subsystem 1107, and generates prediction results for the collision early warning subsystem 1108, the collision avoidance subsystem 1109, the collision impact reduction subsystem 1110, and the emergency response subsystem 1111.

[0048] Figure 12 The flowchart of the collision prediction subsystem is shown. The collision prediction unit collects data from various sources, including vehicle detection data, vehicle status data, and historical data from the management and service subsystem. In addition, the collision prediction unit integrates prediction data from the previous time step and sources from other surrounding vehicles. This integrated data is used as input to the vehicle prediction model. The vehicle prediction model generates predictions for individual vehicles, generates probabilities for each risk scenario, and classifies the risk level. The risk assessment prediction results can identify potential risks, potential collision scenarios, or direct threats in upcoming market segments. This allows for measures to prevent collisions or, in cases where a collision is imminent and unavoidable, to mitigate the severity of the impact.

[0049] Figure 13 The input data for the collision prediction subsystem is shown. The collision prediction subsystem 1306 receives and integrates vehicle detection data 1301, vehicle status data 1302, pedestrian / non-automation data 1303, map data 1304, and historical data from the management and service subsystem 1305.

[0050] Figure 14 The output data of the collision prediction subsystem is shown. The collision prediction subsystem 1401 generates risk assessment output 1402, which includes fatal accidents 1403, serious injuries 1404, minor injuries 1405, near-accidents 1406, and unsafe behaviors 1407, and sends them to the management and service subsystem 1412 and one or more of the following subsystems: collision warning subsystem 1408, collision avoidance subsystem 1409, collision impact reduction subsystem 1410, and emergency response subsystem 1411.

[0051] Figure 15 The collision prediction subsystem demonstrates superior prediction capabilities. The collision prediction subsystem 1506 is designed to generate prediction data 1505 at the micro level (1 to 10 milliseconds or less) 1502, the meso level (10 to 1000 milliseconds) 1503, and the macro level (more than 1 second) 1504.

[0052] Figure 16 A typical structure of a collision warning subsystem is shown. The collision warning subsystem 1601 includes a data processing unit 1602, a warning information fusion unit 1603, a warning execution unit 1604, and a warning information fusion unit 1605.

[0053] Figure 17The input data of the collision warning subsystem is shown. The collision warning subsystem 1701 receives real-time data 1705 from the collision detection subsystem 1702, predicted data 1706 from the collision prediction subsystem 1703, and historical data 1707 from the management and service subsystem 1704.

[0054] Figure 18 The output data of the collision warning subsystem 1801 is shown. This subsystem contains one or more of the following collision information: real-time alarm 1802 and offline alarm 1803. Real-time alarm 1802 is sent to the collision avoidance subsystem 1806, while offline alarm 1803 is sent to the management and service subsystem 1807.

[0055] Figure 19 A basic structural example of a collision avoidance subsystem is shown. The collision avoidance subsystem 1901 includes a data processing unit 1902, a collision avoidance assistance unit 1903, a vehicle control and coordination unit 1904, a vehicle takeover and control unit 1905, a human takeover and control unit 1906, and a generative calculation and simulation unit 1907.

[0056] Figure 20 The input data of the collision avoidance subsystem is shown. The collision avoidance subsystem 2001 receives detection results 2006 from the collision detection subsystem 2002, prediction results 2007 from the collision prediction subsystem 2003, warning outputs 2008 from the collision warning subsystem 2004, and historical safety data 2009 from the management and service subsystem 2005.

[0057] Figure 21 The output data of the collision avoidance subsystem is shown. The collision avoidance subsystem 2101 sends potential collision avoidance and emergency response 2105 to the emergency response subsystem 2102, failed collision avoidance and collision impact mitigation plans 2106 to the collision impact reduction subsystem 2103, and successful avoidance results and near-no-collision results 2107 to the management and service subsystem 2104.

[0058] Figure 22 The various components of the collision impact reduction subsystem 2201 are shown. The collision impact reduction subsystem 2201 includes a data processing unit 2202, a collision digital twin unit 2203, a candidate strategy generation unit 2204, an evaluation unit 2205, and a takeover and control unit 2206.

[0059] Figure 23The information flow of the collision impact reduction subsystem 2311 is illustrated. The data processing unit integrates the collision detection results 2306 from the collision detection subsystem 2301, the collision prediction results 2307 from the collision prediction subsystem 2302, the collision warning results 2308 from the collision warning subsystem 2303, the collision avoidance results 2309 from the collision avoidance subsystem 2304, and the historical safety data 2310 from the management and service subsystem 2305 to provide comprehensive and up-to-date information to the data processing unit 2312 of the collision impact reduction subsystem 2311. The data processing unit 2312 sends the processed data 2313 to the evaluation unit 2314. The evaluation unit 2314 sends the probability of a collision 2315 to the collision digital twin unit 2316, and then the collision digital twin unit 2316 sends the collision simulation results 2317 to the candidate strategy generation unit 2318. The candidate strategy generation unit 2318 then sends horizontal and vertical control commands 2319 aimed at reducing the impact of a collision to the evaluation unit 2314. The evaluation unit 2314 sends the risk and expected benefit 2320 to the takeover and control unit 2321. Finally, the takeover and control unit 2321 sends the collision impact reduction results 2322 to the emergency response subsystem 2323 and the vehicle system 2324.

[0060] Figure 24 A flowchart illustrating the collision impact reduction method is presented. The data processing unit receives collision detection results from the collision detection subsystem, collision prediction results from the collision prediction subsystem, collision warning results from the collision warning subsystem, collision avoidance results from the collision avoidance subsystem, and historical safety data from the management and service subsystem. The evaluation unit then assesses the probability of a collision. Subsequently, the collision digital twin unit generates collision simulation results. The candidate strategy generation unit generates horizontal and vertical control commands and sends them to the evaluation unit to assess the risks involved in each command and its expected benefits in terms of safety and overall system performance. Finally, the takeover and control unit sends the collision mitigation results to the vehicle and emergency response subsystems.

[0061] Figure 25 The components of the emergency response subsystem 2501 are shown. The emergency response subsystem 2501 includes an emergency alarm unit 2502, a minor injury response unit 2503, a serious injury response unit 2504, a hazardous materials removal and risk mitigation unit 2505, and a road clearing and traffic restoration unit 2506.

[0062] Figure 26The inputs and outputs of the emergency response subsystem 2601 are illustrated. The input data for the emergency response subsystem includes collision detection results 2608 from the collision detection subsystem 2603, collision prediction results 2609 from the collision prediction subsystem 2604, collision warning outputs 2610 from the collision warning subsystem 2605, collision avoidance results 2611 from the collision avoidance subsystem 2606, collision reduction results 2612 from the collision impact reduction subsystem 2607, and historical safety data 2613 from the management and service subsystem 2602. The output data includes various emergency response outputs 2614, which are fed back to the management and service subsystem 2602.

[0063] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application.

Claims

1. A vehicle-centric enterprise-level active safety system, characterized in that: Deployed on the vehicle side, the system enhances safety and / or minimizes losses caused by safety incidents by implementing safety measures; these safety incidents include unsafe acts, near misses, minor injuries, lost work time, serious injuries, and / or death; the system includes the following subsystems: management and service subsystem, collision detection subsystem, collision prediction subsystem, collision warning subsystem, collision avoidance subsystem, collision impact reduction subsystem, and emergency response subsystem; these subsystems work together to reduce collision risk and minimize losses to managed vehicles when collisions are unavoidable.

2. The vehicle-centric enterprise-level active safety system according to claim 1, characterized in that: The management and service subsystem includes one or more of the following modules: (1) Management and allocation module, which provides the following functions: a) Manage EASS's calls to the collision detection, collision prediction, collision warning, collision avoidance, collision impact mitigation, and emergency response subsystems; b) Allocate EASS resources relying solely on vehicle-side sensors, computing units, and vehicle-to-vehicle communication modules (V2V), without relying on external roadside or cloud facilities; (2) Update and maintain software modules, used for version upgrades and operation maintenance of EASS system software; (3) Data storage and backup module, which is used to store and back up the operating data of each subsystem and to synchronously update the historical security data module; (4) Historical security data module, which is used to provide historical data support for each subsystem, and its data is updated and maintained by the storage backup module.

3. The vehicle-centric enterprise-level active safety system according to claim 1, characterized in that: The collision detection subsystem consists of software functional modules and hardware device components. (1) Software functional modules, including: data processing unit, information coordination unit, collision identification unit and collision verification unit. a) The data processing unit is used to process data from vehicle components and historical data from the EASS safety management and service subsystem. b) The information coordination unit is used to perform data fusion on the processed information. c) The collision recognition unit is used to identify the collision type and severity level. d) The collision verification unit is used to verify the accuracy and confidence level of the identified collision data. (2) Hardware equipment components, including one or more of the following devices: visual sensors, radar sensors, ultrasonic sensors, inertial sensors, multi-sensor fusion systems, storage devices and power supply devices.

4. The vehicle-centric enterprise-level active safety system according to claim 3, characterized in that: The collision detection subsystem generates output data that includes one or more of the following detection results: (1) If a collision has occurred, the output data will be sent to one or more of the following subsystems: collision warning subsystem, collision avoidance subsystem, emergency response subsystem, and safety management and service subsystem; (2) Potential collision information, and send the output data to one or more of the following subsystems: collision prediction subsystem, collision warning subsystem, collision avoidance subsystem, collision impact mitigation subsystem, emergency response subsystem, and safety management and service subsystem; (3) Information on unsafe acts and near misses will be sent to one or more of the collision prediction subsystem, collision warning subsystem, collision avoidance subsystem and safety management and service subsystem.

5. The vehicle-centric enterprise-level active safety system according to claim 1, characterized in that: The collision prediction subsystem includes the following functional units: (1) Data fusion unit, used to integrate real-time data from the collision detection subsystem, historical data from the management and service subsystem, predicted data of surrounding vehicles, and status data of vehicles and traffic infrastructure, to achieve comprehensive processing and analysis of multi-source information; (2) Data processing unit, used to preprocess real-time data from the collision detection subsystem, historical data from the management and service subsystem, predicted data from other vehicles in the vicinity, and status data of vehicles and traffic infrastructure, and organize them into input data; (3) Predictive analysis unit, used to perform risk prediction and assessment on individual vehicles at the micro level using large-scale models; (4) Assessment unit, used to assess risk level and evaluate potential collision scenarios, including fatal accidents, serious injury accidents, minor injury accidents, near-miss collisions and dangerous behaviors.

6. The vehicle-centric enterprise-level active safety system according to claim 5, characterized in that: The collision prediction subsystem is configured to receive input data including real-time data from the collision detection subsystem, historical data from the management and service subsystem, predicted data from other vehicles in the vicinity, and vehicle and traffic infrastructure status data.

7. The vehicle-centric enterprise-level active safety system according to claim 5, characterized in that: The collision prediction subsystem is configured to generate output results that include individual vehicle risk assessments and risk levels. Risk levels include fatal accidents, serious injury accidents, minor injury accidents, near-miss collisions, and dangerous behaviors. These results will be sent to the management and service subsystem and one of the following subsystems: collision warning subsystem, collision avoidance subsystem, collision damage reduction subsystem, and emergency response subsystem.

8. The vehicle-centric enterprise-level active safety system according to claim 5, characterized in that: The collision prediction subsystem also includes micro-level prediction, which is configured to perform micro-level predictions related to individual vehicles, including longitudinal and lateral movements, with a time scale of less than 10 milliseconds. The longitudinal movements include position, speed, following, acceleration / deceleration, and / or stopping, and the lateral movements include position, steering, lane keeping, and / or lane changing.

9. The vehicle-centric enterprise-level active safety system according to claim 1, characterized in that: The collision warning subsystem includes software components and hardware components; (1) Software components, including a data processing unit, an early warning information calculation unit, an early warning execution unit, and an early warning information fusion unit; a) A data processing unit, configured to receive and process event information such as accidents, severe weather, and construction from other subsystems; b) Early warning information calculation unit, configured to generate calculation information for vehicle components to activate equipment early warning; c) Warning execution unit, configured to execute received warning information using warning devices from vehicle components, roadside components, cloud components, pedestrian components, and map components; d) Early warning information fusion unit, configured to provide and analyze comprehensive early warning data from vehicle components, roadside components, cloud components, pedestrian components and map components, and send it to other subsystems; Hardware components, including vehicle component equipment, which includes onboard communication units and onboard alarm systems.

10. The vehicle-centric enterprise-level active safety system according to claim 9, characterized in that: The collision warning subsystem is configured to receive one or more input data from the following sources: real-time detection data from the collision detection subsystem, prediction data from the collision prediction subsystem, and historical safety data from the management and service subsystem.

11. The vehicle-centric enterprise-level active safety system according to claim 9, characterized in that: The collision warning subsystem is used to generate output results that include real-time warnings and offline warnings; (1) Real-time warnings, including warnings for fatal accidents, serious injuries and minor injuries, which will be sent to the collision avoidance subsystem; (2) Offline warnings, including near collision and dangerous behavior warnings, which will be sent to the management and service subsystem.

12. The vehicle-centric enterprise-level active safety system according to claim 9, characterized in that: The collision warning subsystem is configured to generate warning information based on the vehicle's intelligence level, collision severity, and collision type.

13. The vehicle-centric enterprise-level active safety system according to claim 9, characterized in that: The collision avoidance subsystem is configured to provide collision avoidance assistance to the vehicle, including: (1) Collision avoidance subsystem software components, including: a data processing unit, a collision avoidance assistance unit, and one or more of a vehicle control coordination unit and a manual takeover control unit, as well as a generative calculation and simulation unit; a) A data processing unit for receiving and processing input data from other subsystems; b) Collision avoidance auxiliary unit, used to analyze the feasibility of collision avoidance and provide avoidance strategies to support collision avoidance; c) Vehicle control and coordination unit, which is used to lead multi-vehicle collaborative decision-making in potential collision scenarios and send collision avoidance control commands to relevant vehicles; d) Human takeover and control unit, for use by a human driver to take over and control in order to support collision avoidance; e) Generative computing and simulation unit, used to provide scene building, event modeling and generative simulation to optimize collision avoidance schemes; (2) The collision avoidance subsystem hardware components include: a data processor; a computing unit; a communication unit; an electronic control unit; and a memory and storage unit.

14. The vehicle-centric enterprise-level active safety system according to claim 13, characterized in that: The collision avoidance subsystem is used to receive input data, which includes one or more of the following: detection results from the collision detection subsystem, prediction results from the collision prediction subsystem, warning results from the collision warning subsystem, and historical safety data from the management and service subsystem.

15. A vehicle-centric enterprise-level active safety system according to claim 13, characterized in that: The collision avoidance subsystem is used to generate output, including collision avoidance results.

16. The vehicle-centric enterprise-level active safety system according to claim 15, characterized in that: The collision avoidance results, including collision avoidance assistance information and support requests, are sent to the vehicle collision impact reduction subsystem and the vehicle emergency response subsystem. The collision avoidance results also include collision avoidance assistance information that successfully helps the vehicle avoid a collision and vehicle takeover and control commands, which are sent directly to the vehicle and to the management and service subsystem.

17. The vehicle-centric enterprise-level active safety system according to claim 1, characterized in that: The collision impact reduction subsystem is deployed in vehicle components and is applicable to autonomous vehicles from Level 1 to Level 5. It includes a data processing unit, an evaluation unit, and one or more of the following units: a collision digital twin unit, a candidate strategy generation unit, and a takeover and control unit. (1) Data processing unit, used to integrate the collision detection results from the collision detection subsystem, the prediction results from the collision prediction subsystem, the warning results from the collision warning subsystem, the collision avoidance results from the collision avoidance subsystem, and the historical safety data from the management and service subsystem, and send them to the collision digital twin unit. (2) Evaluation unit, used to quantitatively evaluate the risks associated with each control command through cost-benefit analysis and risk assessment model, and to evaluate its expected benefits in terms of security and overall system performance; (3) Collision digital twin unit, used to simulate the collision process by modeling vehicle dynamics, road conditions and environmental variables, and predict the collision scenario and its potential impact on the occupants and the surrounding environment; (4) Candidate strategy generation unit, used to generate a set of lateral and longitudinal control commands by performing finite element analysis, sensitivity analysis and simulation-based optimization on the simulation data of the collision digital twin unit, in order to reduce the impact of collision; (5) Takeover and control unit, used to take over and control the vehicle by generating and sending control commands.

18. A vehicle-centric enterprise-level active safety system according to claim 17, characterized in that: The collision impact reduction subsystem receives input data, including detection results from the collision detection subsystem, prediction results from the collision prediction subsystem, warning results from the collision warning subsystem, collision avoidance results from the collision avoidance subsystem, and one or more of historical safety data from the management and service subsystem. The collision impact reduction subsystem generates output, including control commands for the affected autonomous vehicles and / or warning information for other autonomous vehicles. The specific workflow of the collision impact reduction subsystem is as follows: (1) The data processing unit integrates the input data; (2) The evaluation unit assesses the probability of a collision occurring; (3) The collision digital twin unit simulates the process and results of traffic collisions; (4) The candidate strategy generation unit analyzes the simulation data of the digital twin unit and generates a set of horizontal and vertical control commands; (5) The assessment unit evaluates the risks and expected benefits of each order and selects the order with the least loss; (6) The takeover and control unit sends control commands to take over the vehicle.

19. The vehicle-centric enterprise-level active safety system according to claim 1, characterized in that: The emergency response subsystem is used to provide a comprehensive and coordinated incident response and includes software and hardware components. (1) Software components, including one or more of the following units: emergency alarm unit, minor injury response unit, serious injury response unit, hazardous materials removal and risk mitigation unit, road clearing and traffic restoration unit; a) The Emergency Alert Unit, as the initial responder in EASS, quickly contacts law enforcement to take action and sends emergency alerts to other subsystem units, other vehicles and emergency service agencies to ensure a rapid and coordinated response; b) Minor Injury Response Unit, used to request emergency medical services (EMS) as needed, and to provide initial first aid to ensure the safety of the injured; c) Serious Injury Response Unit, used to communicate with public safety communication systems (such as E911) to request fire and rescue services and provide advanced medical support; d) Hazardous materials removal and risk mitigation unit, used to request hazardous materials removal and risk mitigation measures to minimize the risk to victims, rescue personnel and the surrounding environment; e) The Road Clearing and Traffic Restoration Unit is used to request towing and clearing services, quickly remove obstacles and debris from the road, and coordinate with other units to ensure a safe working environment; (2) Hardware components, including one or more of the following: a) An integrated communication system (including V2V) automatically contacts emergency services through the vehicle-mounted system and broadcasts accident information via V2V; b) Portable first aid kits, compact splint sets, and portable vital signs monitors are used for initial medical care and assessment in the minor injury response unit; c) Portable defibrillators, trauma kits, emergency medications, and portable ventilators for advanced medical support in critical care situations; d) Protective clothing, chemical detectors, and hazardous substance neutralizers for the safe handling and mitigation of hazardous materials; e) Small bulldozers or front-end loaders, trailers, and traffic management drones for post-accident road clearing and traffic management.

20. A vehicle-centric enterprise-level active safety system according to claim 19, characterized in that: The emergency response subsystem receives input data, including detection results from the collision detection subsystem, prediction results from the collision prediction subsystem, warning results from the collision warning subsystem, collision avoidance results from the collision avoidance subsystem, damage reduction results from the collision impact reduction subsystem, and historical safety data from the management and service subsystem, for triggering a comprehensive and coordinated response based on the corresponding emergency situation.

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