Wireless Smart Sensor Networks - Research Article

International Journal of Distributed

Sensor Networks
2020, Vol. 16(1)
Studying on the design and simulation Ó The Author(s) 2020
DOI: 10.1177/1550147719900109
of collision protection system between journals.sagepub.com/home/dsn

vehicle and pedestrian

Yujun Lu1 , Jiafeng Shen1, Chunqing Wang2,

Honghao Lu1 and Jiancheng Xin1

Abstract
Pedestrian protection technology has become the most important issue in the field of vehicle safety. The design and
simulation method of pedestrian protection system for vehicles is studied based on the Teoriya Resheniya
Izobreatatelskih Zadatch theory in this article. The optimal solution of a new type of all-around airbag system mounted
to the front of vehicles is presented after performing some Teoriya Resheniya Izobreatatelskih Zadatch analysis tools,
such as the component analysis, causal analysis, resource analysis, and contradiction analysis. The digital modeling is car-
ried out on the airbag deployments by SolidWorks, and the simulation analysis is performed on the collision between
vehicle and pedestrian head by HyperWorks and LS-DYNA. The results show that the vehicle equipped with the front-
end all-around airbag than without can play a better role in pedestrian head protection during the collision, making the
maximum value of head injury criterion decrease by 66.7%, effectively reducing the collision damage and verifying the
feasibility of the solution.

Keywords
Pedestrian protection, Teoriya Resheniya Izobreatatelskih Zadatch, all-around airbag, digital modeling, simulation analysis

Date received: 15 October 2019; accepted: 19 December 2019

Handling Editor: Wei-Chang Yeh

Introduction protection devices for vehicles: the optimized and

Nowadays, the scope of vehicle safety has been
stretched from the protection of occupants in the vehi-
cle to the protection of pedestrians outside the vehicle.1
When the vehicle collides with the pedestrian, the
pedestrian is prone to serious injury or even death, so it
is essential to design pedestrian protection system for
the vehicles.2 The concept of pedestrian protection for
vehicles was put forward in the 1960s. Many scholars
have studied the traffic accidents and adopted pedes-
trian impactor model to carry out collision analysis by
means of software modeling and test simulation on
pedestrian head, calf, and thigh,3,4 then more effective
pedestrian protection measures are put forward.5–7 At
present, there are four kinds of pedestrian safety
improved bumper,8 the pop-up engine hood,9 the
pedestrian airbag protection system, and the intelligent
vehicle safety system.10 Nearly all advanced pedestrian
protection technologies are developed on the basis of
these four technologies.
1
Faculty of Mechanical Engineering & Automation, Zhejiang Sci-Tech
University, Hangzhou, China
2
Zhejiang Institute of Economics and Trade, Hangzhou, China
Corresponding author:
Yujun Lu, Faculty of Mechanical Engineering & Automation, Zhejiang Sci-
Tech University, Hangzhou 310018, China.
Email: luet_lyj@zstu.edu.cn

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without further permission provided the original work is attributed as specified on the SAGE and Open Access pages
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2 International Journal of Distributed Sensor Networks
This article presents a new type of all-around airbag
system mounted to the front of vehicles aiming to
improve the problem of pedestrian protection based on
Teoriya Resheniya Izobreatatelskih Zadatch (TRIZ).11
This solution considers the materials and installation
position of the airbag and designs the control device
and elastic device of airbag. Through the digital model-
ing by SolidWorks, the deployments of the airbag are
compared with derive the best one, and the simulation
test of the vehicle-to-pedestrian collision is also con-
ducted, which proves that the solution can effectively
protect pedestrians.
Establishment of pedestrian protection
system for vehicles
Design of a new type of all-around airbag system
An airbag is a type of vehicle safety device, and the air-
bag mounted to the front of vehicles is called pedestrian
airbag designed to reduce injuries especially on head in
the event of a vehicle-to-pedestrian collision. The pedes-
trian airbag can form a buffer in the process of collision
between vehicle and pedestrian, so as to reduce second-
ary collision for people.12,13
In 2008, Toyota introduced a 360° airbag protection
system, as shown in Figure 1, but when the pedestrian
and the moving vehicle are collided, the collision force,
position, and the pedestrian movement state all will
affect the collision area, so there is no guarantee that
the collision (including secondary collision) position on
the vehicle is sure to be covered by the 360° airbag pro-
tection system. Consequently, this article optimizes the
existing pedestrian airbag system by TRIZ, and extends
the technology of 360° airbag protection system intro-
duced by Toyota in order to design a new type of all-
around pedestrian airbag which will cover all possible
areas of collision between vehicle and pedestrian.
Design of a pedestrian protection system for vehicles
by TRIZ
The pedestrian protection system for vehicles aims to
protect pedestrians using a series of measures, such as
pedestrian airbag, to reduce the intensity of vehicle-to-
pedestrian collision when the pedestrian injury is
unavoidable.14,15
TRIZ means ‘‘theory of inventive problem solving.’’
As a result of the study of a large number of patents by
Genrich Saulovich Altshuller, the TRIZ was developed
in 1994 as a systematic and innovative solution that
focuses on logic and data-based problem patterns. By
the examination of a large number of patents, 39 engi-
neering parameters and 40 inventive principles were
determined.16
Figure 1. Toyota 360° airbag protection system.
TRIZ also includes component analysis and system
triaxial analysis. Component analysis is an analysis tool
that identifies the functions, features, and costs of engi-
neering system and super-system components. System
triaxial analysis is an analysis tool to establish the logi-
cal relationship between the initial faults and the under-
lying faults, and finds more breakthroughs in problem-
solving. In the literature, the TRIZ method was applied
to solve core categorization, coordination, and pro-
curement (CCP) problems to improve the CCP perfor-
mances of spare parts in Naval Maintenance and
Repair Command Acquisition Management Unit
(NMRC-AMU).17 As an Engineering example, infu-
sion system is analyzed and re-designed by TRIZ. The
innovative idea is generated to liberate the caretaker
from the infusion bag.18
TRIZ can provide solutions to the problems and
contradictions encountered in the system,19 and select
the best solution through analysis and comparison so
as to eliminate the technical barriers in the development
of products. The specific new solution of pedestrian
protection system for vehicles is analyzed as follows:
1. System definition and component analysis: the
system definition process is shown in Table 1.
Through the system definition process and compo-
nent model analysis, the functional structure diagram
of pedestrian protection system for vehicles can be
obtained, as shown in Figure 2. The diagram describes
the names of the components in the system as well as
the relationships between them.
The driver controls the throttle and brake compo-
nents, and the throttle and brake components regulate
Lu et al.
Table 1. System definition process.
Steps
1. Technical system name (S)
2. Technical system function (V + O + P)
3. Object of work of technical system
4. Effect of technical system on object of work
5. Ideal final result (IFR) of effect of technical
system implementation on object of work
Figure 2. Functional structure diagram of the system.
the rotational speed of the moving wheels. The moving
wheels are connected with the frame components to
jointly dominate the movement state of the vehicle body.
The moving vehicle body provides protection to the
driver, while the driver indirectly controls the movement
state of the vehicle body. Pedestrians act as an obstacle
(detrimental) to the driver’s driving state, and the driver
can judge whether the outside environment is safe accord-
ing to the movement state of the pedestrian. When the
moving vehicle body collides with the pedestrian, there
will be a harmful effect (red arrow mark) between them
while the control, protection, judgment, and connection
are all useful functions (blue arrow mark).
2. System triaxial analysis: the cause of injury aris-
ing from collision between the moving vehicle
body and the pedestrian is studied by triaxial
analysis, and three causal axes are obtained, as
shown in Figure 3.
ffi The uncontrollable reaction speed of the
driver and external environment contribute
to insufficient reaction time for driver to
control throttle and brake, and the speed
of the moving wheels cannot be effectively
reduced, thereby leading to the collision
injury.
3
Names
Pedestrian protection system for vehicles
Collision + pedestrian + protective state
Vehicle body
Protective state of vehicle body
Vehicle body in a protective state at the time of collision
ffl Because of the diversity of the surrounding
environment of a vehicle and the instability
of the feedback system in the vehicle, the
effectiveness of the vehicle-to-pedestrian
distance feedback system is insufficient,
which leads to the collision injury.
 The lack of protection system for reduction
of the collision injury to pedestrians makes
the strength of the moving vehicle too great
and the flexibility effect too small when the
collision occurs, which leads to the collision
injury.
3. Technical contradiction analysis: through tech-
nical contradiction analysis, the system (object)
studied is defined, and the aspects of improve-
ment and deterioration are described with
appropriate engineering parameters. Then a
more perfect solution is obtained by looking up
the inventive principles.
Four groups of technical contradictions are analyzed
in this article, and the specific establishment process
and analysis are as follows:
Group I. Aiming at the problem that the airbag cov-
erage area is not enough to protect pedestrians com-
pletely, the method of all-around airbag is put
4 International Journal of Distributed Sensor Networks
Figure 3. Triaxial analysis diagram of the system.
forward. Such airbag uses its area to increase airbag
coverage, but it worsens the driver’s information
loss. Inventive principles for solving problems are
determined by analysis: 16 partial or excessive
action and 30 flexible shells or thin films.
Group II. Aiming at the complexity in realizing the
all-around airbag functions, the method that each
separate area has its own airbag control device is
put forward. The decentralized control device uses
its reliability to stabilize the controllability of all-
around airbag, but it will worsen the system com-
plexity of the moving vehicle body. Inventive princi-
ples for solving problems are determined by
analysis: 1 segmentation, 13 do it in reverse, and 35
transform the physical/chemical state.
Group III. Aiming at the problem of installation
position of all-around airbag control device, a
method of installing an intermediate control device
in the engine hood area is put forward. This device
makes use of its adaptability and versatility to
increase the stability of the all-around airbag, but
it causes the shape of the engine hood to
deteriorate. Inventive principles for solving prob-
lems are determined by analysis: 1 segmentation, 8
anti-weights, 15 dynamicity, and 37 thermal
expansions.
Group IV. Aiming at a large difference in the height
of center of gravity between the engine hood plane
and the front-end windshield plane of the vehicle,
the method of mounting a support device in the
middle position after the deployment of all-around
airbag is put forward. The support device makes use
of its adaptability and versatility to reduce the dif-
ference in the height of center of gravity between the
engine hood and the frontal windshield, but it
makes the system complexity of the vehicle body
deteriorate. Inventive principles for solving prob-
lems are determined by analysis: 15 dynamicity, 28
replacements of a mechanical system; 29 pneumatics
and hydraulics, and 37 thermal expansions.
4. Establishment of solutions: section ‘‘Modeling
of airbag protection system’’ establishes and
analyzes the technical contradictions in the four
aspects: the material characteristics of the air-
bag, the form of the airbag control device, the
installation position of the intermediate control
device, and the large difference in the height of
center of gravity. By referring to 40 inventive
principles, the optimal solutions for each prob-
lem are obtained as follows:
Group I. According to the principle of thin films,
visual materials are used in special areas and com-
mon materials are used in the remaining areas, or
visual materials are used for the whole of the airbag.
Group II. According to the principle of transform
the physical/chemical state, the all-around airbag is
designed as a whole and is controlled by a control
device.
Group III. According to the principle of dynamicity,
the module of intermediate control device is
installed in a suitable space under the engine hood
instead of being exposed to the upper surface of the
engine hood. When the intermediate control device
works, the airbag will break through the upper limit
of the engine hood to pop up and deploy to play a
protective role.
Group IV. According to the principle of dynamicity,
an elastic device is introduced into the module of
the intermediate control device so that the two are
integrated into one module. Before the intermediate
control device receives the work instruction, the
elastic device works first, and the intermediate con-
trol device will be driven by the elastic device to
achieve the effect of popping up.
Lu et al. 5

Table 2. Comparison of different models of front-end deployment.

Models of Is there a lateral Direction of force Points of fall in Safety reliability Material consumption
deployment force component? component extreme cases

Convex Yes Outward The ground outside the Average Above average
vehicle body
Straight No None Vehicle body Average High
Concave Yes Inward Vehicle body High Low

Figure 4. Convex airbag deployment. Figure 6. Concave airbag deployments.

When the collision occurs, the impact force on pedes-

Figure 5. Straight airbag deployment.
The above four solutions will be integrated to get the
final solution established in this article.
Modeling of airbag protection system
Modeling of airbag protection system based on
SolidWorks
During driving, the appearing position and time of the
pedestrians outside the vehicle are random, and such
uncontrolled external environment has a great impact
on the safety of vehicles.20 This article studies the prob-
lem of collision injury and protection of the pedestrians
in front of the vehicle.
When the pedestrian is in front of the vehicle, the
relative position relationship between vehicle and
pedestrian can be divided into three types: the center,
the left side of the center and the right side of the center.
trians is different in magnitude and direction, and the
damage to pedestrians is also different.21 Considering
the setting of resistance to reduce more damage caused
by tumbling and falling from a vehicle, the airbag on
the engine hood is arranged as a trapezoidal airbag with
obvious effect of increasing resistance. At the same
time, new damage may also occur in the reflector area
on both sides of the vehicle, so the airbag at the wind-
shield is designed to be protruding on both sides.
Therefore, according to the above three different
position relationships, three different models of airbag
deployment are designed based on the SolidWorks soft-
ware: convex (Figure 4), straight (Figure 5), and con-
cave (Figure 6). The characteristics, advantages, and
disadvantages of each form are shown in Table 2.
When a vehicle collides with a pedestrian, the pedes-
trian will be subjected to a lateral force component. If
the collision point is closer to the edge of the airbag, the
pedestrian will be subjected to a greater lateral force
component. The lateral force component is directed to
the inner side by the concave airbag, which makes the
pedestrian fall on the airbag of the vehicle body and
reduces the probability of pedestrians falling on the
hard ground to cause secondary damage. In contrast to
convex and straight airbags, concave airbag also has
the advantages of material saving. Therefore, from the
point of view of safety reliability and material consump-
tion, the concave airbag is selected here.
Considering the practicability of the system, the rec-
tangular groove on the engine hood is first designed.
Three groups of elastic devices are placed in the rectan-
gular groove to control the airbag popping up, and the
6 International Journal of Distributed Sensor Networks
Figure 7. Airbag model in airbag groove.
Figure 8. Combination effect diagram of the airbag control
device.
airbag units are also arranged, including a groove for
placing the airbag and two sets of folded airbags, one
extending toward the engine hood and the other toward
the windshield to form a complete pedestrian airbag in
front of the vehicle, as shown in Figure 7.
The form of the airbag deployment changes at a
large angle in this position, because it is necessary to
deploy the airbag bidirectionally. The rectangular
groove should be positioned as close as possible to the
vehicle wiper, and its length needs to be as long as pos-
sible to meet the requirements of effective action area
for airbag deployment. Meanwhile, in order to avoid
great impact on the structural stability of the hood, the
rectangular groove is designed at the groove connected
to the various structures of the vehicle so that the rec-
tangular groove and the frame are connected as a
whole. Through the above analysis, the combination
effect diagram of the airbag control device is shown in
Figure 8, and the whole assembly effect model of the
airbag protection system is shown in Figure 9.
Introduction to the work of airbag protection system
The pedestrian protection system for vehicles consists
of pedestrian collision sensor, controller, elastic device,
gas generator, airbag components, and so on. The
pedestrian collision sensor includes speed sensor, dis-
tance sensor, infrared temperature sensor, and so on.
The functional structure of the specific components is
shown in Figure 10.
During the driving, the sensor sends the measured
data and signal to the Microcontroller Unit (MCU)
Figure 9. The whole assembly effect model of the airbag
protection system.
Figure 10. Functional structure of airbag protection system
components.
control center which receives the parameters such as
the vehicle speed value and the distance change value.
After analysis and calculation, if the parameters reach
the pre-set value of the hazard situation, a signal will
be sent to make the elastic device work. When the elas-
tic device is deployed to a certain extent, the MCU con-
trol center will give the gas generator an ignition signal
to generate a large amount of gas instantly, so that the
airbag will be fully deployed to protect pedestrians.
Collision simulation analysis
In vehicle-to-pedestrian collision, the pedestrian head
injury caused by the collision is the greatest, and the
head injury is the main cause of serious pedestrian inju-
ries.22,23 Therefore, based on the standard pedestrian
head impactor model (adult), this article carries out the
simulation analysis. There is an acceleration sensor unit
in the model, which can output the acceleration-related
information of pedestrian head injury.
With the common vehicle as the research object and
head injury criterion (HIC) as the target, a simulation
model of the collision between a normal pedestrian and
a 50 km/h vehicle is established. The HIC value of
pedestrian head is calculated and compared when colli-
sion occurs with or without airbag protection, so the
feasibility of the solution can be verified.
Lu et al. 7

Figure 11. Vehicle-to-pedestrian head impact simulation model without airbag protection.

Figure 12. Vehicle-to-pedestrian head impact simulation model with airbag protection.

where HIC is the head injury criterion; a is the com-

bined acceleration at the centroid of the head impactor
model, the value of which is a multiple of the gravita-
tional acceleration g; and t1 and t2 are any two
moments in the process of impact (unit: ms).
When the collision occurs, the pedestrian head
begins to contact the rear end of the vehicle hood at
about 26 ms, and the angle of the pedestrian head col-
liding with the engine hood is about 60°. A vehicle-to-
pedestrian head impact simulation model with or with-
out airbag protection is established, as shown in
Figures 11 and 12.
The finite element modeling is completed, and the
Figure 13. Comparison of HIC with or without airbag LS-DYNA solver is used to calculate. The curve is
protection. extracted and the data are processed by HyperWorks.
When there is no airbag protection in the collision, the
maximum value of HIC is calculated to be 1608, which
In the course of head injury research, the HIC index exceeds the safety limit, and it may cause serious injury
is mainly used to evaluate the pedestrian head impact to the human head. When the pedestrian airbag is
risk. According to the international standard GB/T added, the maximum value of HIC is decreased to 536,
24550-2009 Protection of Motor Vehicle for Pedestrians which meets the regulatory requirements for HIC. The
in the Event of a Collision, HIC = 1000 is the critical injury values with or without airbag protection at the
value for head impact damage, and it is calculated in time of impact are compared as shown in Figure 13.
equation (1) The above simulation analysis and test results show
2 32:5 that under the same conditions, the vehicle equipped
ðt2 with the front-end all-around airbag can play a better
1
HIC = ðt2  t1 Þ4 adt5 ð1Þ role in pedestrian protection during the collision, which
t2  t1
t1 make the maximum value of HIC decrease by 66.7%
and effectively reduce the collision damage.
8 International Journal of Distributed Sensor Networks
Conclusion
The application of TRIZ has been involved in many
fields and has yielded many significant results; never-
theless, it is seldom designed, applied, and studied in
the field of vehicle. It can provide more innovative solu-
tions for researchers.
This article put forward a kind of the optimal solu-
tion of airbag protection system for vehicle-to-
pedestrian collision and analyzed the technical contra-
dictions in the working process of airbag by TRIZ. A
new type of all-around airbag system mounted to the
front of vehicle was designed. From the point of view of
safety reliability and material consumption, the deploy-
ment of the airbag was modeled digitally, and the con-
cave airbag deployment model was selected. Through
the simulation analysis of vehicle-to-pedestrian head
impact with the finite element software, it was con-
cluded that the HIC value under airbag protection was
much smaller than that without airbag protection. All
of those verified that the innovative solution can effec-
tively reduce the collision injury and protect the pedes-
trian safety.
Declaration of conflicting interests
The author(s) declared no potential conflicts of interest with
respect to the research, authorship, and/or publication of this
article.
Funding
The author(s) disclosed receipt of the following financial sup-
port for the research, authorship, and/or publication of this
article: The authors acknowledge the innovation method
project of the Ministry of Science and Technology of China
(grant no. 2016IM020100), the Key R&D Project of Zhejiang
Province (grant no. 2018C01074), and the R&D Project of
Zhejiang Province (grant no. 2019C35008).
ORCID iD
Yujun Lu https://orcid.org/0000-0001-8288-1195
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