Method for safety evaluation of a tuned vehicle converted from an internal combustion engine vehicle to an electric vehicle, and safety evaluation apparatus and safety evaluation system supporting the same

Abstract

A method for evaluating the safety of a tuned vehicle converted from an internal combustion engine vehicle into an electric vehicle, performed by at least one processor according to one embodiment of the present disclosure, may include: determining a test mode among a first test mode performed in an outdoor proving ground environment and a second test mode performed in an indoor test facility environment; acquiring at least one first driving data according to the driving of the tuned vehicle in the determined test mode; determining an acceleration factor associated with the tuned vehicle based on the acquired at least one first driving data; and performing a safety evaluation of the tuned vehicle corresponding to the determined test mode based on the determined acceleration factor.

Description

Technology Field

[0001] The present disclosure relates to a method for evaluating the safety of a tuned vehicle converted from an internal combustion engine vehicle into an electric vehicle, a safety evaluation device and a safety evaluation system that support the same. Background Technology

[0002] With the recent increase in demand for environmental protection and improved energy efficiency, technological attempts to convert existing vehicles into electric vehicles are being made in various forms. While this transition offers advantages such as extending vehicle lifespan and increasing resource utilization efficiency, it may require new verification in various aspects, including vehicle weight distribution, driving characteristics, braking performance, and electrical safety.

[0003] Generally, vehicle safety evaluations are conducted according to established test procedures and criteria, and factors such as driving safety, durability, braking performance, and electrical safety are comprehensively considered. This evaluation may include driving tests using actual vehicles and can be carried out by collecting and analyzing various driving data while operating the vehicle in a test environment.

[0004] However, existing safety evaluation methods are often established primarily based on newly manufactured vehicles, and consequently, they sometimes fail to adequately reflect the characteristics of vehicles in which an electric powertrain is combined with an existing vehicle structure. In particular, despite the fact that the loads applied to components and the physical and environmental impacts experienced during driving vary depending on the vehicle's usage history and structural characteristics, there are instances where these differences are not sufficiently considered during the evaluation process.

[0005] Furthermore, conventional evaluation methods often require long-term testing in actual driving environments, which increases the time and cost involved and increases the possibility that test results may be influenced by external environmental conditions. Consequently, it can be difficult to ensure the consistency or reproducibility of test results, and limitations may arise in efficiently verifying vehicle safety.

[0006] Against this backdrop, there is a continuous demand for technology that can perform safety evaluations efficiently and reliably while more rationally reflecting the characteristics of vehicles converted from conventional vehicles to electric drive systems. The problem to be solved

[0007] The problem that the present disclosure aims to solve is to provide a method for evaluating the safety of a tuned vehicle converted from an internal combustion engine vehicle into an electric vehicle to solve the above-mentioned problems, a safety evaluation device and a safety evaluation system that support the same.

[0008] However, the technical problems that the present invention aims to solve are not limited to those described above, and other unmentioned problems can be clearly understood by those skilled in the art from the description of the invention below. means of solving the problem

[0009] The present disclosure may be implemented in various ways, including methods, devices, and systems.

[0010] A method for evaluating the safety of a tuned vehicle converted from an internal combustion engine vehicle into an electric vehicle, performed by at least one processor according to one embodiment of the present disclosure, may include: determining a test mode among a first test mode performed in an outdoor proving ground environment and a second test mode performed in an indoor test facility environment; acquiring at least one first driving data according to the driving of the tuned vehicle in the determined test mode; determining an acceleration factor associated with the tuned vehicle based on the acquired at least one first driving data; and performing a safety evaluation of the tuned vehicle corresponding to the determined test mode based on the determined acceleration factor.

[0011] According to one embodiment of the present disclosure, in the step of acquiring at least one first driving data, a variable corresponding to at least one of vibration, temperature, humidity, load, or speed according to the driving of the tuned vehicle can be acquired.

[0012] According to one embodiment of the present disclosure, the step of determining an acceleration coefficient may include the step of determining a life cycle for a tuned vehicle based on at least one first driving data obtained.

[0013] According to one embodiment of the present disclosure, the step of determining a life cycle may include the step of acquiring time series data corresponding to at least one measurement data through a sensor according to driving of a tuned vehicle in any one determined test mode, and the step of determining representative data corresponding to at least one of a plurality of intervals associated with the time series data based on each of a plurality of driving conditions.

[0014] According to one embodiment of the present disclosure, the step of determining the life cycle may further include the step of calculating a first number of cycles for each effective stress amplitude and average stress level from time series data based on determined representative data.

[0015] According to one embodiment of the present disclosure, the step of determining the life cycle may further include the step of calculating a second number of cycles leading to failure of a vehicle part included in a tuned vehicle for each stress level within a range of a predetermined stress amplitude, based on a predetermined stress amplitude.

[0016] According to one embodiment of the present disclosure, the step of determining a life cycle may further include the step of calculating a damage fraction of a vehicle part corresponding to each stress level within a predetermined range of stress amplitudes based on a calculated first number of cycles and a calculated second number of cycles, and the step of calculating a cumulative damage rate for the vehicle part based on the calculated damage fraction.

[0017] According to one embodiment of the present disclosure, the step of determining a life cycle may further include the step of calculating the time required for cumulative damage to a vehicle part to reach a threshold value based on at least one of a calculated cumulative damage rate, a driving time of a tuned vehicle in any one test mode determined, or a driving distance of a tuned vehicle in any one test mode determined, and the step of calculating a life cycle for a vehicle part based on the calculated time required.

[0018] According to one embodiment of the present disclosure, the step of determining an acceleration factor may further include the step of designing an acceleration life test associated with the acceleration life of a tuned vehicle based on a determined life cycle.

[0019] According to one embodiment of the present disclosure, the step of designing an accelerated life test may include determining an acceleration stress associated with a tuned vehicle based on at least one of a first stress corresponding to a predetermined level, a second stress corresponding to a predetermined period, a third stress corresponding to a predetermined growth rate, or a plurality of fourth stresses for each level.

[0020] According to one embodiment of the present disclosure, the step of designing an accelerated life test may further include the step of determining an acceleration model corresponding to at least one of an Arrhenius model, an inverse model, or an Eyring model based on a determined acceleration stress.

[0021] According to one embodiment of the present disclosure, the step of designing an accelerated life test may further include the step of calculating the ratio of a first service life corresponding to a first level for a tuned vehicle and a second service life corresponding to a second level for a tuned vehicle based on a determined acceleration model.

[0022] According to one embodiment of the present disclosure, the step of designing an accelerated life test may further include the step of determining the execution time of the accelerated life test based on a calculated ratio.

[0023] According to one embodiment of the present disclosure, a method for evaluating the safety of a tuned vehicle may further include the step of determining a set value for controlling the operation of each of at least one external device associated with an indoor test track environment based on a determined acceleration coefficient.

[0024] According to one embodiment of the present disclosure, the step of performing a safety evaluation may include: acquiring at least one second driving data based on driving of a tuned vehicle in any one test mode determined based on a designed accelerated life test; and determining a reliability associated with the safety of the tuned vehicle based on the result of comparing the acquired at least one second driving data with a reference value.

[0025] A safety evaluation device for a tuned vehicle converted from an internal combustion engine vehicle into an electric vehicle according to one embodiment of the present disclosure may include a memory in which a program is stored, and at least one processor operatively connected to the memory and configured to execute the program.

[0026] According to one embodiment of the present disclosure, at least one processor may be configured to execute a program to determine one of a first test mode performed in an outdoor proving ground environment and a second test mode performed in an indoor test facility environment, acquire at least one first driving data according to the driving of a tuned vehicle in the determined test mode, determine an acceleration factor associated with the tuned vehicle based on the acquired at least one first driving data, and perform a safety evaluation of the tuned vehicle corresponding to the determined test mode based on the determined acceleration factor.

[0027] According to one embodiment of the present disclosure, at least one processor may be configured to execute a program to obtain a variable corresponding to at least one of vibration, temperature, humidity, load, or speed according to the driving of a tuned vehicle from at least one first driving data obtained.

[0028] According to one embodiment of the present disclosure, at least one processor may be configured to execute a program to determine a life cycle for a tuned vehicle based on at least one first driving data obtained.

[0029] According to one embodiment of the present disclosure, at least one processor may be configured to execute a program to acquire time series data corresponding to at least one measurement data through a sensor according to the driving of a tuned vehicle in any one determined test mode, and to determine representative data corresponding to at least one of a plurality of intervals associated with the time series data based on each of a plurality of driving conditions.

[0030] According to one embodiment of the present disclosure, at least one processor may be configured to execute a program to calculate a first number of cycles per effective stress amplitude and average stress level from time series data based on determined representative data.

[0031] According to one embodiment of the present disclosure, at least one processor may be configured to execute a program to calculate a second number of cycles leading to failure of a vehicle part for each stress level within a range of a predetermined stress amplitude, based on a predetermined stress amplitude.

[0032] According to one embodiment of the present disclosure, at least one processor may be configured to execute a program to calculate a damage fraction of a vehicle part corresponding to each stress level within a predetermined range of stress amplitudes based on a calculated first number of cycles and a calculated second number of cycles, and to calculate a cumulative damage rate for the vehicle part based on the calculated damage fraction.

[0033] According to one embodiment of the present disclosure, at least one processor may be configured to execute a program to calculate the time required for cumulative damage to a vehicle part to reach a threshold value based on at least one of a calculated cumulative damage rate, a driving time of a tuned vehicle in any one test mode determined, or a driving distance of a tuned vehicle in any one test mode determined, and to calculate a life cycle of a vehicle part based on the calculated time required.

[0034] According to one embodiment of the present disclosure, at least one processor may be configured to execute a program to design an acceleration life test associated with the acceleration life of a tuned vehicle based on a determined life cycle.

[0035] According to one embodiment of the present disclosure, at least one processor may be configured to execute a program to determine an acceleration stress associated with a tuned vehicle based on at least one of a first stress corresponding to a predetermined level, a second stress corresponding to a predetermined period, a third stress corresponding to a predetermined growth rate, or a plurality of fourth stresses for each level.

[0036] According to one embodiment of the present disclosure, at least one processor may be configured to execute a program to determine an acceleration model corresponding to at least one of an Arrhenius model, an inverse model, or an Eyring model based on a determined acceleration stress.

[0037] According to one embodiment of the present disclosure, at least one processor may be configured to execute a program to calculate the ratio of a first service life corresponding to a first level for a tuned vehicle and a second service life corresponding to a second level for a tuned vehicle based on a determined acceleration model.

[0038] According to one embodiment of the present disclosure, at least one processor may be configured to execute a program and determine the execution time of an accelerated life test based on a calculated ratio.

[0039] According to one embodiment of the present disclosure, at least one processor may be configured to execute a program to determine a set value for controlling the operation of each of at least one external device associated with an indoor test facility environment based on a determined acceleration coefficient.

[0040] According to one embodiment of the present disclosure, at least one processor may be configured to execute a program to acquire at least one second driving data according to driving of a tuned vehicle in any one test mode determined based on a designed accelerated life test, and to determine a reliability associated with the safety of the tuned vehicle based on the result of comparing the acquired at least one second driving data with a reference value.

[0041] A safety evaluation system for a tuned vehicle converted from an internal combustion engine vehicle into an electric vehicle according to one embodiment of the present disclosure may include a safety evaluation device, a network, and at least one external device that is communicately connected to the safety evaluation device through the network and is associated with an indoor test facility environment.

[0042] According to one embodiment of the present disclosure, a safety evaluation device determines one of a first test mode performed in an outdoor proving ground environment and a second test mode performed in an indoor test facility environment, acquires at least one first driving data according to the driving of a tuned vehicle in the determined test mode, determines an acceleration factor associated with the tuned vehicle based on the acquired at least one first driving data, and determines a setting value for controlling the operation of each of at least one external device based on the determined acceleration factor.

[0043] According to one embodiment of the present disclosure, the safety evaluation device can transmit a determined set value to each of at least one external device via a network.

[0044] According to one embodiment of the present disclosure, at least one external device may include at least one of a chassis dynamometer system, an environment chamber system, a voltage safety monitoring device, an electromagnetic compatibility measuring device, an automation control system, or a data acquisition system.

[0045] According to one embodiment of the present disclosure, a safety evaluation device can determine a life cycle for a tuned vehicle based on at least one first driving data obtained, design an acceleration life test associated with the acceleration life of the tuned vehicle based on the determined life cycle, obtain at least one second driving data according to driving of the tuned vehicle in any one test mode determined based on the designed acceleration life test, and determine a reliability associated with the safety of the tuned vehicle based on the result of comparing the obtained at least one second driving data with a reference value.

[0046] According to one embodiment of the present disclosure, a safety evaluation device can issue a certificate for a tuned vehicle based on whether a determined reliability satisfies a predetermined judgment condition.

[0047] According to one embodiment of the present disclosure, the certificate may include at least one of identification information of a tuned vehicle, acceleration coefficient information of a tuned vehicle, test performance history of a tuned vehicle, or statistical information related to reliability.

[0048] According to one embodiment of the present disclosure, the safety evaluation device may include a memory. In the memory, at least one of the tuning history information of the tuned vehicle or test data obtained according to the driving of the tuned vehicle to determine reliability may be stored.

[0049] According to one embodiment of the present disclosure, a safety evaluation device can generate or update a safety history record that is integratedly managed by type of tuned vehicle by linking tuning history information and test data stored in memory.

[0050] According to one embodiment of the present disclosure, the safety evaluation device may generate at least one of an execution procedure or a data log for evaluating the safety of a tuned vehicle.

[0051] According to one embodiment of the present disclosure, the safety evaluation device can transmit at least one of a certificate, tuning history information of a tuned vehicle, test data, or safety history record to a user terminal via a network. Effects of the invention

[0052] According to one embodiment of the present disclosure, by evaluating safety based on driving data of a tuned vehicle converted from an internal combustion engine vehicle to an electric drive system, safety verification that more reasonably reflects the actual usage environment of the vehicle can be performed.

[0053] According to one embodiment of the present disclosure, by evaluating safety using various driving data obtained during the driving of a tuned vehicle, characteristics related to the driving safety and durability of the vehicle can be determined more reliably.

[0054] According to one embodiment of the present disclosure, by systematically performing a test procedure for safety evaluation, the time and cost required for safety evaluation can be efficiently reduced.

[0055] According to one embodiment of the present disclosure, the consistency and reproducibility of evaluation results can be improved by evaluating safety by comparing driving data obtained in a test environment with a reference value.

[0056] According to one embodiment of the present disclosure, the results of a safety evaluation can be presented quantitatively by calculating the reliability associated with the safety of a tuned vehicle.

[0057] According to one embodiment of the present disclosure, by determining the safety status of a tuned vehicle based on the results of a safety evaluation, it is possible to objectively verify the safety of the vehicle.

[0058] According to one embodiment of the present disclosure, by systematically managing data related to the safety evaluation of tuned vehicles, the reliability of the safety evaluation for the same or similar types of tuned vehicles can be improved.

[0059] According to one embodiment of the present disclosure, by providing safety evaluation results to a user, accessibility to information regarding the safety of a tuned vehicle can be improved.

[0060] However, the effects obtainable through the present invention are not limited to those described above, and other unmentioned technical effects will be clearly understood by those skilled in the art from the description of the invention below. Brief explanation of the drawing

[0061] The following drawings attached to this specification illustrate preferred embodiments of the present invention and serve to further enhance understanding of the technical concept of the present invention together with the detailed description of the invention provided below; therefore, the present invention should not be interpreted as being limited only to the matters described in such drawings. FIG. 1 is a drawing exemplarily illustrating a safety evaluation device in a network environment according to one embodiment of the present disclosure. FIG. 2 is a block diagram conceptually illustrating the functions of a safety evaluation program according to one embodiment of the present disclosure. FIG. 3 is a drawing exemplarily illustrating an outdoor driving test track environment according to one embodiment of the present disclosure. FIG. 4 is a drawing exemplarily showing a section of an outdoor driving test track environment according to one embodiment of the present disclosure. FIG. 5 is a diagram exemplifying an indoor test facility environment associated with a driving warning sound test according to one embodiment of the present disclosure. FIG. 6 is a diagram exemplifying an indoor test facility environment associated with a driving warning sound test according to one embodiment of the present disclosure. FIG. 7 is a drawing illustrating an exemplary indoor test facility environment associated with a speed test according to one embodiment of the present disclosure. FIG. 8 is a drawing illustrating an exemplary indoor test facility environment associated with a speed test according to one embodiment of the present disclosure. FIG. 9 is a drawing exemplarily illustrating an indoor test facility environment associated with a driving durability test according to one embodiment of the present disclosure. FIG. 10 is a drawing illustrating an exemplary indoor test facility environment associated with a driving durability test according to one embodiment of the present disclosure. FIG. 11 is a flowchart illustrating a safety inspection method for a tuned vehicle according to one embodiment of the present disclosure. FIG. 12 is a flowchart illustrating a method for determining an acceleration coefficient according to one embodiment of the present disclosure. FIG. 13 is a flowchart illustrating a method for determining a life cycle according to one embodiment of the present disclosure. FIG. 14 is a flowchart illustrating a method for designing an accelerated life test according to one embodiment of the present disclosure. FIG. 15 is a flowchart illustrating a method for determining a setting value to control the operation of an external device according to one embodiment of the present disclosure. FIG. 16 is a flowchart illustrating a method for performing a safety evaluation of a tuned vehicle according to one embodiment of the present disclosure. FIG. 17 is a drawing exemplarily illustrating a new test item of a tuned vehicle according to one embodiment of the present disclosure. FIG. 18 is a diagram conceptually illustrating the process of issuing a certificate for a tuned vehicle using a safety evaluation system according to one embodiment of the present disclosure. Specific details for implementing the invention

[0062] Hereinafter, specific details for implementing the present disclosure will be described in detail with reference to the attached drawings. However, in the following description, specific descriptions regarding widely known functions or configurations will be omitted if there is a risk that the gist of the present disclosure may be unnecessarily obscured.

[0063] In the attached drawings, identical or corresponding components are assigned the same reference numerals. Additionally, in the description of the following embodiments, the description of identical or corresponding components may be omitted. However, even if a description of a component is omitted, it is not intended that such component is not included in any embodiment.

[0064] The advantages and features of the disclosed embodiments and the methods for achieving them will become clear by referring to the embodiments described below in conjunction with the accompanying drawings. However, the present disclosure is not limited to the embodiments disclosed below but may be implemented in various different forms, and the embodiments provided are merely to make the present disclosure complete and to fully inform those skilled in the art of the scope of the invention.

[0065] The terms used in this disclosure will be briefly explained, and the disclosed embodiments will be described in detail. The terms used in this disclosure have been selected to be as generally used as possible, taking into account their functions within the disclosure; however, these terms may vary depending on the intent of those skilled in the art, case law, the emergence of new technologies, etc. Additionally, in specific cases, terms may be selected at the applicant's discretion, and in such cases, their meanings will be described in detail in the relevant description of the invention. Therefore, the terms used in this disclosure should be defined not merely by their names, but based on their meanings and the content throughout this disclosure.

[0066] In this disclosure, singular expressions include plural expressions unless the context clearly specifies them as singular. Additionally, plural expressions include singular expressions unless the context clearly specifies them as plural. Throughout this disclosure, when a part is described as including a certain component, this means that, unless specifically stated otherwise, it does not exclude other components but may include additional components.

[0067] As used in this disclosure, the terms “module” or “part” refer to software or hardware components, and the “module” or “part” performs certain roles. However, the meaning of “module” or “part” is not limited to software or hardware. The “module” or “part” may be configured to reside in an addressable storage medium or configured to run on one or more processors. Accordingly, as an example, the “module” or “part” may include components such as software components, object-oriented software components, class components, and task components, and at least one of processes, functions, attributes, procedures, subroutines, segments of program code, drivers, firmware, microcode, circuits, data, databases, data structures, tables, arrays, or variables. The components and the functions provided within the “module” or “part” may be combined into a smaller number of components and “modules” or “parts,” or further separated into additional components and “modules” or “parts.”

[0068] According to one embodiment, a 'module' or 'part' may be implemented as a processor and memory. The term 'processor' should be broadly interpreted to include a general-purpose processor, a central processing unit (CPU), a microprocessor, a digital signal processor (DSP), a controller, a microcontroller, a state machine, etc. In some environments, the term 'processor' may refer to an application-specific integrated circuit (ASIC), a programmable logic device (PLD), a field programmable gate array (FPGA), etc. The term 'processor' may also refer to a combination of processing devices, such as, for example, a combination of a DSP and a microprocessor, a combination of multiple microprocessors, a combination of one or more microprocessors combined with a DSP core, or any other combination of such configurations. Additionally, the term 'memory' should be broadly interpreted to include any electronic component capable of storing electronic information. 'Memory' may refer to various types of processor-readable media, such as Random Access Memory (RAM), Read-Only Memory (ROM), Non-Volatile Random Access Memory (NVRAM), Programmable Read-Only Memory (PROM), Erasable-Programmable Read-Only Memory (EPROM), Electrically Erasable PROM (EEPROM), Flash Memory, Magnetic or Marked Data Storage Devices, Registers, etc. If a processor can read information from memory and / or write information to memory, the memory is said to be in an electronic communication state with the processor. Memory integrated into a processor is in an electronic communication state with the processor.

[0069] The terms 1, 2, A, B, (a), (b), etc. used in this disclosure are used merely to distinguish one component from another, and the essence, order, or sequence of said component is not limited by such terms.

[0070] Where in this disclosure it is stated that one component is 'connected,' 'coupled,' or 'connected' to another component, it should be understood that the component may be directly connected or connected to the other component, but that another component may also be 'connected,' 'coupled,' or 'connected' between each component.

[0071] As used in this disclosure, “comprising” and / or “comprising” does not exclude the presence or addition of one or more other components, steps, actions, and / or elements to the mentioned components, steps, actions, and / or elements.

[0072] FIG. 1 is a diagram illustrating an exemplary safety evaluation device in a network environment according to one embodiment of the present disclosure. FIG. 2 is a block diagram conceptually illustrating the functions of a safety evaluation program according to one embodiment of the present disclosure.

[0073] Referring to FIG. 1, a safety evaluation system according to one embodiment of the present disclosure is a system for evaluating the safety of a tuned vehicle converted from an internal combustion engine vehicle into an electric vehicle, and may include a safety evaluation device (110), a network (120), and a plurality of external devices (130) that are communicatedly connected through the network.

[0074] In one embodiment, the safety evaluation device (110) may be configured to serve as a central control unit of the safety evaluation system, to process data acquired during the driving of the tuned vehicle, and to perform functions for designing accelerated life tests, performing safety evaluations, and managing evaluation results. Depending on the implementation form, this safety evaluation device (110) may be implemented as a single device or as part of a computing system operating in a server device or cloud environment, but is not limited thereto.

[0075] In one embodiment, the safety evaluation device (110) may communicate with at least one external device (130) through a network (120). The external device (130) is a device associated with an indoor test facility environment and may include a device that performs functions related to driving tests of a tuned vehicle or control of the test environment. For example, the external device (130) may include, but is not limited to, at least one of a chassis dynamometer system, an environment chamber system, a voltage safety monitoring device, an electromagnetic compatibility measuring device, an automation control system, or a data acquisition system.

[0076] According to various embodiments, the network (120) may be configured, depending on the installation environment, as a wired network including at least one of Ethernet, a wired home network (power line communication), a telephone line communication device or RS-serial communication, a mobile communication network, a wireless network including at least one of WLAN (wireless LAN), Wi-Fi, Bluetooth or ZigBee, or a combination of a wired network and a wireless network.

[0077] In the present disclosure, the communication method between the safety evaluation device (110) and at least one external device (130) is not limited and may include a communication method utilizing a communication network (e.g., mobile communication network, wired internet, wireless internet, broadcasting network and / or satellite network) that the network (120) can support, as well as a short-range wireless communication method between the safety evaluation device (110) and at least one external device (130).

[0078] According to one embodiment, the safety evaluation device (110) may include components related to performing a safety evaluation function of a tuned vehicle. For example, the safety evaluation device (110) may include a memory (112), a communication module (116), at least one processor (114), and an input / output interface (118). According to various embodiments, the safety evaluation device (110) may additionally include other components depending on the implementation form in addition to the components described above. At least some of the components of the safety evaluation device (110) may be connected to each other via at least one of a bus, a general-purpose input / output interface, a serial peripheral interface, or a mobile industrial processor interface to exchange signals, data, and / or information.

[0079] According to one embodiment, the memory (112) may include a non-transient recording medium readable by any computer. According to one embodiment, the memory (112) may include a non-perishable permanent mass storage device comprising at least one of a read-only memory (ROM), a disk drive, a solid state drive (SSD), or a flash memory. Alternatively, such a non-perishable permanent mass storage device may be included in the safety evaluation device (110) as a separate permanent storage device distinct from the memory (112).

[0080] According to one embodiment, at least one of an operating system, at least one application program, or at least one program code may be stored in the memory (112). According to various embodiments, these software components may be loaded from a computer-readable recording medium distinct from the memory (112). In various embodiments, the recording medium may include at least one of a floppy drive, a disk, a tape DVD / CD-ROM drive, or a memory card that can be directly connected to the safety evaluation device (110). Alternatively, the software components may be loaded into the memory (112) via a communication module (116). For example, at least one application program may be installed and loaded into the memory (112) based on files provided by a file distribution system via a network (120).

[0081] According to one embodiment, instructions related to the functional operation of the components of the safety evaluation device (110) may be stored in the memory (112). For example, the memory (112) may store instructions that cause the components of the safety evaluation device (110) to perform a defined functional operation when executed by at least one processor (114).

[0082] According to one embodiment, the communication module (116) may provide a configuration or function for the safety evaluation device (110) to communicate with at least one external device (130) through a network (120). For example, the communication module (116) may establish a communication channel according to a defined communication protocol for communication with the external device (130) and transmit or receive control signals or data signals through said communication.

[0083] According to one embodiment, the communication module (116) may include a wireless communication module (e.g., a cellular communication module, a short-range wireless communication module and / or a GNSS (global navigation satellite system) communication module) and a wired communication module (e.g., a LAN (local area network) communication module and / or a power line communication module). These wireless communication module and wired communication module may be composed of separate chips or integrated into a single chip.

[0084] In one embodiment, at least one processor (114) can control the overall operation of the safety evaluation device (110) by executing instructions stored in memory (112). For example, at least one processor (114) can process data related to driving of a tuned vehicle, control communication with an external device (130), and perform calculation or judgment functions related to safety evaluation. Additionally, at least one processor (114) can store data generated or received during the program execution process in memory (112) or transmit it to an external device (130) through a communication module (116).

[0085] In one embodiment, the input / output interface (118) may be configured to provide information related to safety evaluation to a user or receive input from a user under the control of the processor (114). For example, the input / output interface (118) may display safety evaluation results, status information, or control information, or receive control commands based on user input.

[0086] According to one embodiment, a safety evaluation system may issue a certificate based on the results of a safety evaluation for a tuned vehicle. Here, the certificate may include at least one of identification information of the tuned vehicle, acceleration coefficient information, test performance history, or statistical information related to reliability. The statistical information may include a coefficient of variation, an average value, or a deviation from a reference value calculated from the results of repeated tests.

[0087] According to one embodiment, the safety evaluation system may store at least one of the tuning history information of a tuned vehicle or test data acquired for safety evaluation in a memory (e.g., memory (112)). Here, the tuning history information may include the history of the conversion of an internal combustion engine vehicle into an electric vehicle, information on major parts replaced, or information on the time of the conversion.

[0088] According to one embodiment, a safety evaluation system can generate or update safety history records that are integratedly managed by type of tuned vehicle by linking tuning history information stored in memory with test data. Here, the safety history records may include cumulative damage rates, reliability change history, or certification history for vehicles of the same model or vehicles to which the same tuning method is applied.

[0089] According to one embodiment, the safety evaluation system may generate at least one of an execution procedure or a data log for evaluating the safety of a tuned vehicle. Here, the execution procedure may include a test mode selection process, accelerated life test conditions, judgment criteria, and evaluation results. Additionally, the data log may record driving data collected during the test and analysis results in chronological order.

[0090] According to one embodiment, the safety evaluation system may provide at least one of a certificate, tuning history information, test data, or safety history record to a user terminal via a network (120). For example, the safety evaluation system may provide at least one of a certificate, tuning history information, test data, or safety history record through a web-based interface or a dedicated application. Here, the user terminal may be a vehicle owner terminal, a maintenance business operator terminal, or a management agency terminal.

[0091] The functional operation of the safety evaluation device (110) according to the various embodiments described below can be implemented by at least one processor (114) executing (or processing) instructions of a computer program stored in memory (112).

[0092] Referring to FIGS. 1 and 2, a program (200) stored in memory (112) is executed by at least one processor (114) and may include a test mode determination module (210), a driving data acquisition module (220), an acceleration coefficient determination module (230), a set value determination module (240), and a safety evaluation module (250).

[0093] According to various embodiments, at least some of the test mode determination module (210), driving data acquisition module (220), acceleration coefficient determination module (230), set value determination module (240), and safety evaluation module (250) in the program (200) may be omitted or integrated into a single module. Alternatively, the program (200) may additionally include modules of other functions. For example, the program (200) may additionally include a certificate issuance module for issuing a certificate for a tuned vehicle.

[0094] According to one embodiment, the processor (114) may determine either a first test mode performed in an outdoor proving ground environment or a second test mode performed in an indoor test facility environment. For example, the test mode determination module (210) may select either the first test mode or the second test mode based on the test purpose, test phase, or test environment conditions of the tuned vehicle. The test mode determination module (210) may select the first test mode when it is necessary to verify actual driving characteristics through actual vehicle driving. Alternatively, the test mode determination module (210) may select the second test mode when ensuring the reproducibility of test conditions or shortening the test time is required. The test mode determination module (210) may be configured to sequentially select different test modes in different test phases for the same tuned vehicle.

[0095] According to one embodiment, the processor (114) can acquire at least one first driving data resulting from the driving of the tuned vehicle in a test mode determined through the test mode determination module (210). For example, the driving data acquisition module (220) can collect various driving data generated while the tuned vehicle is driving in an outdoor test track environment or an indoor test track environment. The driving data acquisition module (220) can acquire at least one of the vehicle's vibration data, temperature data, humidity data, load data, or speed data by receiving it from a sensor. This driving data is data that reflects actual usage conditions acting on vehicle parts and can be utilized as basic data for subsequent safety evaluation.

[0096] According to one embodiment, the processor (114) can determine an acceleration coefficient associated with the tuned vehicle based on at least one first driving data obtained during the driving of the tuned vehicle. For example, the acceleration coefficient determination module (230) can calculate an acceleration coefficient that quantifies the relationship between actual usage conditions and acceleration life test conditions by analyzing driving data obtained while the tuned vehicle is driving in an outdoor driving test track environment or an indoor test track environment. This acceleration coefficient can subsequently be used as a reference value for safety evaluation or acceleration life test design.

[0097] According to one embodiment, the processor (114) can determine a life cycle for a tuned vehicle based on first driving data and design an accelerated life test associated with the accelerated life of the tuned vehicle based on the determined life cycle. For example, the acceleration coefficient determination module (230) can analyze the damage characteristics of vehicle parts from driving data collected through the driving data acquisition module (220) and calculate the ratio between the expected life in an actual usage environment and the shortened test life in a test environment according to the analysis results. Through this, the accelerated life test conditions can be designed to reasonably replace actual usage conditions.

[0098] According to one embodiment, the processor (114) can acquire at least one time series data corresponding to at least one measurement data through a sensor according to the driving of the tuned vehicle in either a first test mode or a second test mode determined. For example, the acceleration coefficient determination module (230) can record stress data acting on parts such as the vehicle frame, suspension, or battery mounting structure over time during driving. Here, the time series data may be divided into multiple sections according to multiple driving conditions, and each section may be set to reflect different driving conditions.

[0099] The term "measurement data" as used in this disclosure can be understood as a concept including various physical quantities obtained through sensors while a vehicle is in motion. For example, measurement data may include not only stress or strain acting on vehicle parts, but also various data related to the driving state of the vehicle, such as speed, acceleration, torque, rotational speed, wheel slip, lateral acceleration, steering angle, vibration, and temperature.

[0100] According to one embodiment, the processor (114) can determine representative data corresponding to at least one of a plurality of intervals associated with time series data. For example, the acceleration coefficient determination module (230) can calculate representative stress amplitude and average stress values ​​by analyzing stress patterns that appear repeatedly under the same driving conditions. This representative data can then be used as input values ​​for calculating the number of cycles.

[0101] According to one embodiment, the processor (114) can calculate the number of first cycles per effective stress amplitude and average stress level based on determined representative data. For example, the acceleration factor determination module (230) can extract repetitive stress cycles from time-series stress data using a rainflow cycle counting technique and calculate the frequency of occurrence for each stress level.

[0102] According to one embodiment, the processor (114) can calculate a second number of cycles leading to failure of a vehicle part for each stress level based on a predetermined stress amplitude. For example, the acceleration factor determination module (230) can determine the number of cycles allowed until failure occurs at a defined stress amplitude from a stress-number of cycles to failure curve (SN curve) corresponding to the vehicle part. Here, the SN curve may be pre-set according to test data or design criteria.

[0103] According to one embodiment, the processor (114) can calculate the damage fraction and cumulative damage rate of a vehicle component based on the first number of cycles and the second number of cycles. For example, the acceleration factor determination module (230) can calculate the damage fraction using the ratio of cycles for each stress level and accumulate it to calculate the total cumulative damage rate of the vehicle component. Additionally, the acceleration factor determination module (230) can determine the remaining life or expected life cycle of the vehicle component by considering at least one of the calculated cumulative damage rate and the driving time or driving distance. These results can be reflected in the calculation of the acceleration factor and the design of the accelerated life test.

[0104] According to one embodiment, the processor (114) can calculate the time required for cumulative damage to a vehicle part to reach a threshold based on at least one of the calculated cumulative damage rate and the driving time or driving distance of the tuned vehicle in any one test mode, and can calculate the life cycle of the vehicle part based on the time required. For example, the acceleration coefficient determination module (230) can calculate the time at which the cumulative damage of the vehicle part is expected to reach a predetermined threshold using the increasing trend of the cumulative damage rate calculated to date and the driving time or driving distance information, and calculate this as the life cycle of the vehicle part.

[0105] According to one embodiment, the processor (114) may determine acceleration stress associated with a tuned vehicle based on at least one of a first stress corresponding to a predetermined level (e.g., stress maintained at a constant level), a second stress corresponding to a predetermined period (e.g., stress repeated at regular intervals), a third stress corresponding to a predetermined growth rate (e.g., stress that increases linearly over time), or a plurality of fourth stresses by level (e.g., stress that increases stepwise at regular time intervals). For example, the acceleration coefficient determination module (230) may define acceleration stress by setting the load, temperature, vibration, or speed conditions acting on the vehicle parts to a level higher than the actual usage conditions.

[0106] According to one embodiment, the processor (114) may determine an acceleration model corresponding to at least one of an Arrhenius model, an inverse model, or an Eyring model based on the determined acceleration stress. For example, the acceleration factor determination module (230) may apply the Arrhenius model when temperature stress is the main deterioration factor. Alternatively, the acceleration factor determination module (230) may apply the inverse model when mechanical load or cyclic stress is the main deterioration factor. Alternatively, the acceleration factor determination module (230) may apply the Eyring model when complex stress conditions are applied.

[0107] According to one embodiment, the processor (114) can calculate the ratio of a first service life corresponding to a first level and a second service life corresponding to a second level for a tuned vehicle based on a determined acceleration model. For example, the acceleration factor determination module (230) can calculate the ratio of the lifespan between the two conditions by comparing a first stress level corresponding to an actual usage environment and a second stress level corresponding to an accelerated life test environment. This ratio of the lifespan can be directly utilized in calculating the acceleration factor.

[0108] According to one embodiment, the processor (114) can determine the execution time of the accelerated life test based on the calculated life ratio. For example, the acceleration factor determination module (230) can determine the total test time for the accelerated life test to be performed by converting the expected life in an actual usage environment into a shortened test time. Through this, the accelerated life test can be designed to reasonably replace the actual usage life.

[0109] In the present disclosure, the acceleration factor may be a value that numerically represents the ratio between the rate of cumulative damage occurring in an actual driving environment and the rate of damage occurring in an indoor test facility environment. For example, the processor (114) may determine the acceleration factor as the ratio between the life cycle of a vehicle component calculated from first driving data obtained in an outdoor driving test facility environment and the test life under accelerated life test conditions performed in an indoor test facility environment. Here, the determined acceleration factor may be converted into and applied as a control parameter that increases or decreases at least one of the rotational speed of the chassis dynamometer, the load application pattern, the number of driving repetitions, or the temperature and humidity conditions of the environment chamber relative to actual usage conditions.

[0110] According to one embodiment, the processor (114) may determine a setting value for controlling the operation of each of at least one external device associated with an indoor test facility environment based on a determined acceleration coefficient. For example, the setting value determination module (240) may receive the acceleration coefficient calculated by the acceleration coefficient determination module (230) as input and set the operating conditions of the external device (130) so that the accelerated life test performed in the indoor test facility environment reasonably replaces the actual usage environment. Specifically, the setting value determination module (240) may adjust the rotational speed, load profile, or driving pattern of the chassis dynamometer. Alternatively, the setting value determination module (240) may set the temperature, humidity, or vibration conditions of the environment control device to a level suitable for the accelerated life test. These setting values ​​may be transmitted to the external device (130) via the network (120) and utilized for controlling the test environment.

[0111] According to one embodiment, the processor (114) may acquire at least one second driving data based on the driving of the tuned vehicle in any one test mode, based on a designed accelerated life test. Additionally, the processor (114) may determine reliability associated with the safety of the tuned vehicle based on the result of comparing the acquired second driving data with a reference value. For example, the safety evaluation module (250) may collect driving data of the tuned vehicle during an accelerated life test performed in a test environment controlled by the set value determination module (240) and analyze the distribution characteristics of the driving data. Specifically, the safety evaluation module (250) may calculate the average value and standard deviation for the second driving data repeatedly acquired under the same test conditions and calculate the coefficient of variation therefrom. The safety evaluation module (250) may evaluate the driving stability of the tuned vehicle or the consistency of the test results by comparing the calculated coefficient of variation with a predetermined reference value, and determine reliability associated with the safety of the tuned vehicle based on the comparison result.

[0112] According to one embodiment, the processor (114) may issue a certificate for a tuned vehicle based on whether the determined reliability satisfies a predetermined judgment condition. For example, the certificate issuance module may generate a certificate indicating that the tuned vehicle has passed the safety evaluation if the reliability calculated by the safety evaluation module (250) satisfies a predetermined standard. Here, the certificate may include at least one of the identification information of the tuned vehicle, acceleration coefficient information, test performance history, or reliability information related to safety. Additionally, the certificate issuance module may include a coefficient of variation for the second driving data in the certificate as an example of a statistical indicator used in the reliability calculation process. This coefficient of variation may be provided as reference information indicating the degree of dispersion of the test results or the consistency of the driving data, and may be used as material to supplementarily explain the reliability of the certificate.

[0113] FIG. 3 is a drawing exemplarily illustrating an outdoor driving test track environment according to one embodiment of the present disclosure.

[0114] Referring to FIG. 3, the outdoor driving test track environment (300) is a test environment configured to allow a tuned vehicle to drive under conditions similar to actual road driving, and may include a plurality of test paths to reproduce the driving characteristics of the tuned vehicle and various stresses acting on vehicle parts.

[0115] In one embodiment, the outdoor driving test track environment (300) may include a first path (302). Here, the first path (302) may be composed of an uphill path. For example, the first path (302) may include an inclined section and be used as a path to evaluate the driving performance of a tuned vehicle or driving characteristics according to load changes.

[0116] In one embodiment, the outdoor driving test track environment (300) may include a second path (304). Here, the second path (304) may be configured as an unpaved test track. For example, the second path (304) may be utilized as a path to evaluate vibration or shock characteristics acting on vehicle parts by providing conditions where the road surface condition is uneven.

[0117] In one embodiment, the outdoor driving test track environment (300) may include a third path (306). Here, the third path (306) may be composed of a hydroplaning path. For example, the third path (306) may be used as a path to evaluate driving stability or steering characteristics under wet road conditions by reproducing a state in which a water film is formed on the road surface.

[0118] In one embodiment, the outdoor driving test track environment (300) may include a fourth path (308). Here, the fourth path (308) may be configured as a high-speed circuit. For example, the fourth path (308) may be utilized as a path to provide high-speed driving conditions and to evaluate the high-speed stability of a vehicle or the durability characteristics of a component due to repeated driving.

[0119] In one embodiment, the outdoor driving test track environment (300) may include a fifth path (310). Here, the fifth path (310) may be configured as a wet road surface braking force test track. For example, the fifth path (310) may be used as a path to evaluate braking performance on a wet road surface.

[0120] In one embodiment, the outdoor driving test track environment (300) may include a sixth path (312). Here, the sixth path (312) may be composed of a model road. For example, the sixth path (312) may be used as a path for performing repeated driving tests by simulating a specific road shape.

[0121] In one embodiment, the outdoor driving test track environment (300) may include a seventh path (314). Here, the seventh path (314) may be configured as a noise test track. For example, the seventh path (314) may be utilized as a path for measuring or evaluating noise characteristics generated during driving.

[0122] In one embodiment, the outdoor driving test track environment (300) may include an eighth path (316). Here, the eighth path (316) may be configured as an autonomous driving test track. For example, the eighth path (316) may be used as a path to evaluate the driving characteristics of a tuned vehicle equipped with an autonomous driving function.

[0123] In one embodiment, the outdoor driving test track environment (300) may include a ninth path (318). Here, the ninth path (318) may be configured as a general-purpose road. For example, the ninth path (318) may be utilized as a path to obtain comprehensive driving data by reproducing general road conditions.

[0124] In one embodiment, the outdoor test track environment (300) may include a 10th path (320). Here, the 10th path (320) may be configured as a wet road surface steering path. For example, the 10th path (320) may be used as a path to evaluate steering responsiveness or vehicle behavior under wet road surface conditions.

[0125] In one embodiment, the outdoor driving test track environment (300) may include a first path (322). Here, the first path (322) may be configured as a circular path. For example, the first path (322) may be used as a path to evaluate the turning characteristics of a vehicle or stress characteristics due to lateral acceleration by providing driving conditions having a constant curvature.

[0126] Driving data obtained through a driving test performed in such an outdoor driving test track environment (300) can be analyzed by the driving data acquisition module (220) and acceleration coefficient determination module (230) described above and used to evaluate the safety of a tuned vehicle.

[0127] FIG. 4 is a drawing exemplarily showing a section of an outdoor test track environment according to one embodiment of the present disclosure. The outdoor test track environment (400) shown in FIG. 4 is an enlarged view of a part of the outdoor test track environment (300) shown in FIG. 3, and may include a section configured to allow a tuned vehicle (401) to drive under various road surface conditions.

[0128] In one embodiment, the outdoor driving environment (400) may include a road surface (410) formed to allow a tuned vehicle (401) to drive. The tuned vehicle (401) is a vehicle that has been converted from an internal combustion engine vehicle into an electric vehicle, and may be a vehicle subject to safety evaluation according to the present disclosure.

[0129] In one embodiment, the road surface (410) may be divided into a plurality of sections to reproduce different driving characteristics. For example, the road surface (410) may include a first section (412), a second section (414), and a third section (416).

[0130] In one embodiment, the first section (412) may be configured as a high-speed circuit. For example, the first section (412) may be utilized as a section for evaluating the high-speed driving stability of the tuned vehicle (401) or the durability characteristics of vehicle parts due to repeated driving by providing conditions in which a relatively high driving speed is maintained.

[0131] In one embodiment, the second section (414) may be configured as a Belgian road. For example, the second section (414) may be configured to include an irregular road surface shape so that vibration or impact occurs repeatedly during vehicle driving, and thereby can be used as a section to evaluate the stress characteristics acting on the suspension or body structure of the tuned vehicle (401).

[0132] In one embodiment, the third section (416) may be composed of a gravel road. For example, the third section (416) may be utilized as a section to evaluate driving characteristics or impact characteristics transmitted to vehicle parts according to changes in road surface contact conditions by providing a road surface condition in which gravel is distributed.

[0133] As such, the safety evaluation system according to the present disclosure can obtain driving data simulating various actual driving conditions by driving a tuned vehicle (401) in a plurality of sections having different characteristics. This driving data can be analyzed by the driving data acquisition module (220) and acceleration coefficient determination module (230) described above and utilized for the safety evaluation of the tuned vehicle (401).

[0134] FIG. 5 is a diagram exemplifying an indoor test facility environment associated with a driving warning sound test according to one embodiment of the present disclosure. FIG. 6 is a diagram exemplifying an indoor test facility environment associated with a driving warning sound test according to one embodiment of the present disclosure.

[0135] Referring to FIGS. 5 and 6, a first indoor test facility environment (500) according to one embodiment of the present disclosure is a test space for evaluating the operating characteristics of a driving warning sound generating device mounted on a tuned vehicle (401) in an indoor environment, and may include a first measurement room (510), a chassis dynamometer (520) placed within the first measurement room (510), a measurement system (540), and a computing device (550).

[0136] According to one embodiment, the first indoor test facility environment (500) can be utilized as a test environment for evaluating the performance of a driving warning sound generator, as well as as a test environment for performing various safety verification tests performed in an indoor environment. For example, the first indoor test facility environment (500) can be utilized as a test environment for performing safety verification test items such as a high-voltage electrical device safety test, a general safety conformity verification test, or an acceleration control device test of a tuned vehicle (401). These tests can be performed while reproducing the driving state of the vehicle using a chassis dynamometer (520), and during the test process, the operating state of the vehicle or test data can be collected and analyzed using a measurement system (540) and a computing device (550).

[0137] According to one embodiment, the first indoor test facility environment (500) may be configured with an expandable structure to accommodate various safety test items, and additional measuring devices or control devices may be optionally installed depending on the purpose of the test. For example, a voltage monitoring device or an insulation state measuring device may be additionally placed to perform tests related to electrical safety, and a control signal measuring device or a data acquisition device may be additionally included to verify the operating characteristics of the vehicle control device.

[0138] In one embodiment, the first measurement room (510) may be formed as a sealed indoor space to stably perform a driving test of the tuned vehicle (401). For example, the first measurement room (510) may be designed to have a width corresponding to a first length (D1), a length corresponding to a second length (D2), and a height corresponding to a third length (D3) to minimize the influence of the external environment during the vehicle driving test. The first measurement room (510) may include sound-absorbing or sound-insulating structures on the walls, ceiling, and floor to create an indoor chassis dynamometer test environment.

[0139] In one embodiment, the tuned vehicle (401) may be positioned on a chassis dynamometer (520) placed inside a first measurement room (510). Here, the chassis dynamometer (520) may be a device for rotating the drive wheels of the tuned vehicle (401) under conditions similar to actual driving. The chassis dynamometer (520) may be designed with a fourth length (D4) that is at least longer than the length of the tuned vehicle (401). The chassis dynamometer (520) may include a plurality of rotational drive units corresponding to the front and rear wheels of the tuned vehicle (401), respectively. For example, the chassis dynamometer (520) may include a first rotational drive unit (522), a second rotational drive unit (524), a third rotational drive unit (526), ​​and a fourth rotational drive unit (528). Each rotary drive unit (522, 524, 526, 528) may be a roller-type drive unit on which each wheel of the tuned vehicle (401) is seated and rotated. These rotary drive units (522, 524, 526, 528) may be controlled to reproduce the vehicle's speed conditions in steps from 0 km / h to a predetermined speed range.

[0140] In one embodiment, a first device (530) and a second device (532) for measuring noise emitted from a driving warning sound generator of a tuned vehicle (401) may be placed in the first measuring chamber (510). The first device (530) may be configured, for example, as a noise sensor, to detect sound pressure signals generated while the vehicle is driving. The second device (532) may be, for example, a microphone placed at a predetermined distance and height from the front of the tuned vehicle (401). In one embodiment, the second device (532) is installed so as to be spaced about 10 cm from the front of the vehicle and positioned about 55 cm above the ground, so as to be able to stably measure the sound pressure level and frequency characteristics of the driving warning sound generator.

[0141] In one embodiment, the measurement system (540) may be configured to receive, store, or preprocess acoustic data collected from the first device (530) and the second device (532). For example, the measurement system (540) may collect acoustic data in real time, such as sound pressure levels or decibel values ​​per 1 / 3 octave band. Here, the collected data may be managed in conjunction with driving speed conditions.

[0142] In one embodiment, the computing device (550) is connected to the measurement system (540) and can perform the function of analyzing collected acoustic data and evaluating whether the driving warning sound generator is operating or its performance. For example, the computing device (550) can generate an evaluation result by analyzing changes in sound pressure levels according to changes in driving speed, deviations from reference conditions, or variability in repeated test results. The generated evaluation result can be transmitted to a safety evaluation device (e.g., the safety evaluation device (110) of FIG. 1) or used for issuing certificates or managing test history.

[0143] In this way, the first indoor test facility environment (500) illustrated in FIGS. 5 and 6 can provide a test environment capable of reproducibly evaluating the operating characteristics of a driving warning sound generator mounted on a tuned vehicle (401) by combining an indoor chassis dynamometer-based driving environment with a precise acoustic measurement configuration.

[0144] FIG. 7 is a diagram illustrating an exemplary indoor test facility environment associated with a speed test according to one embodiment of the present disclosure. FIG. 8 is a diagram illustrating an exemplary indoor test facility environment associated with a speed test according to one embodiment of the present disclosure.

[0145] Referring to FIGS. 7 and 8, a second indoor test facility environment (700) according to one embodiment of the present disclosure is a test space for evaluating the operating characteristics of a speedometer mounted on a tuned vehicle (401) in an indoor environment, and may include a second measurement room (710), a chassis dynamometer (720) placed within the second measurement room (710), a robot driver (730), a measurement system (740), and a computing device (750).

[0146] In one embodiment, the second measurement room (710) may be formed as a sealed indoor space to stably perform a driving test of the tuned vehicle (401). For example, the second measurement room (710) may be designed to have a width corresponding to a first length (D1), a length corresponding to a second length (D2), and a height corresponding to a third length (D3) to minimize the influence of the external environment during the vehicle driving test. The second measurement room (710) may include sound-absorbing or sound-insulating structures on the walls, ceiling, and floor to create an indoor chassis dynamometer test environment.

[0147] In one embodiment, the tuned vehicle (401) may be positioned on a chassis dynamometer (720) placed inside a second measurement room (710). Here, the chassis dynamometer (720) may be a device for rotating the drive wheels of the tuned vehicle (401) under conditions similar to actual driving. The chassis dynamometer (720) may be designed with a fourth length (D4) that is at least longer than the length of the tuned vehicle (401). The chassis dynamometer (720) may include a plurality of rotational drive units corresponding to the front and rear wheels of the tuned vehicle (401), respectively. For example, the chassis dynamometer (720) may include a first rotational drive unit (722), a second rotational drive unit (724), a third rotational drive unit (726), and a fourth rotational drive unit (728). Each rotary drive unit (722, 724, 726, 728) may be a roller-type drive unit on which each wheel of the tuned vehicle (401) is seated and rotated. These rotary drive units (722, 724, 726, 728) may be controlled to reproduce the vehicle's speed conditions in steps from 0 km / h to a predetermined speed range.

[0148] In one embodiment, a robot driver (730) may be mounted on the tuned vehicle (401) in the second measurement room (710). The robot driver (730) may be configured to automatically control vehicle controls, such as an accelerator pedal or a brake pedal, to repeatedly drive the tuned vehicle (401) according to predetermined test conditions. This minimizes human operation deviation and improves the reproducibility of the speedometer test.

[0149] In one embodiment, a measurement system (740) for evaluating the speedometer operation status of a tuned vehicle (401) may be placed in the second measurement room (710). The measurement system (740) may be configured to collect reference speed information generated from the chassis dynamometer (720) and speed information displayed on the vehicle speedometer. Here, the collected data may be managed by test speed intervals.

[0150] In one embodiment, the computing device (750) may be connected to the measurement system (740) and configured to analyze the display error of the speedometer or the variability of the repeated test results based on the collected speed data. For example, the computing device (750) may evaluate the operational reliability of the speedometer by calculating the average or deviation of the measured values ​​in a predetermined speed range.

[0151] In one embodiment, a temperature sensor (760) may be placed in the second measurement room (710). The temperature sensor (760) may be configured to measure the temperature inside the second measurement room (710) or the tuned vehicle (401) during the test. Here, the measured temperature information may be used to verify whether the speedometer test is performed within a predetermined temperature condition range. This ensures the reliability of the durability test results according to the test environment.

[0152] In this way, the second indoor test facility environment (700) illustrated in FIGS. 7 and 8 can provide a test environment that can repeatably and stably evaluate the operating characteristics of a speedometer mounted on a tuned vehicle (401) through an indoor test environment including a chassis dynamometer (720), a robot driver (730), and a measurement system (740).

[0153] FIG. 9 is a diagram illustrating an exemplary indoor test facility environment associated with a driving durability test according to one embodiment of the present disclosure. FIG. 10 is a diagram illustrating an exemplary indoor test facility environment associated with a driving durability test according to one embodiment of the present disclosure.

[0154] Referring to FIG. 9 and FIG. 10, a third indoor test facility environment (900) according to one embodiment of the present disclosure is a test space for evaluating the driving durability characteristics of a tuned vehicle (401) in an indoor environment, and may include a third measurement room (910), a chassis dynamometer (920) placed within the third measurement room (910), a robot driver (930), a measurement system (940), and a computing device (950).

[0155] In one embodiment, the third measurement room (910) may be formed as a sealed indoor space to stably perform a driving test of the tuned vehicle (401). For example, the ninth measurement room (910) may be designed to have a width corresponding to a first length (D1), a length corresponding to a second length (D2), and a height corresponding to a third length (D3) to minimize the influence of the external environment during the vehicle driving test. The third measurement room (910) may include sound-absorbing or sound-insulating structures on the walls, ceiling, and floor to create an indoor chassis dynamometer test environment.

[0156] In one embodiment, the tuned vehicle (401) may be positioned on a chassis dynamometer (920) placed inside a third measurement room (910). Here, the chassis dynamometer (920) may be a device for rotating the drive wheels of the tuned vehicle (401) under conditions similar to actual driving. The chassis dynamometer (920) may be designed with a fourth length (D4) that is at least longer than the length of the tuned vehicle (401). The chassis dynamometer (920) may include a plurality of rotational drive units corresponding to the front and rear wheels of the tuned vehicle (401), respectively. For example, the chassis dynamometer (920) may include a first rotational drive unit (922), a second rotational drive unit (924), a third rotational drive unit (926), and a fourth rotational drive unit (928). Each rotary drive unit (922, 924, 926, 928) may be a roller-type drive unit on which each wheel of the tuned vehicle (401) is seated and rotated. These rotary drive units (922, 924, 926, 928) may be controlled to reproduce the vehicle's speed conditions in steps from 0 km / h to a predetermined speed range.

[0157] In one embodiment, a robot driver (930) may be mounted on a tuned vehicle (401) in a third measurement room (910). The robot driver (930) may be configured to automatically control the accelerator pedal, the brake pedal, or the steering input to repeatedly drive the vehicle according to a predetermined driving scenario. This minimizes driver operation deviations that may occur during long-term repeated testing and improves the reproducibility of the driving endurance test.

[0158] In one embodiment, a measurement system (940) for collecting data related to the driving status of a tuned vehicle (401) may be installed in the third measurement room (910). The measurement system (940) may be configured to collect driving condition information, vehicle speed information, or driving time information generated by the chassis dynamometer (920). Here, the collected data may be stored and managed according to the endurance test stages.

[0159] In one embodiment, the computing device (950) may be connected to the measurement system (940) and configured to analyze collected driving data to evaluate the durability performance or changes in state due to repeated driving of the tuned vehicle (401). For example, the computing device (950) may generate durability test results by analyzing data changes based on accumulated driving distance, driving time, or the number of repeated tests.

[0160] In one embodiment, a temperature sensor (960) may be placed in the third measurement room (910). The temperature sensor (960) may be configured to measure the temperature inside the third measurement room (910) or the tuned vehicle (401) during the test. Here, the measured temperature information may be used to verify whether the driving endurance test is performed within a predetermined range of environmental conditions. This ensures the reliability of the endurance test results according to the test environment.

[0161] In this way, the third indoor test facility environment (900) illustrated in FIGS. 9 and 10 can provide a test environment that can repeatably and systematically evaluate the long-term driving endurance characteristics of a tuned vehicle (401) through an indoor test environment including a chassis dynamometer (920), a robot driver (930), a measurement system (940), and a computing device (950).

[0162] FIG. 11 is a flowchart illustrating a safety inspection method for a tuned vehicle according to one embodiment of the present disclosure. Descriptions related to at least some of the components in FIG. 11 can be understood by referring to the descriptions in FIG. 1 and FIG. 2.

[0163] Referring to FIG. 11, the safety evaluation method can be performed by a processor (114) of the electronic device (110) illustrated in FIG. 1. For example, the processor (114) of the electronic device (110) can execute a control program (200) stored in memory (112) to sequentially perform steps S1110, S1120, S1130, and S1140.

[0164] Referring to step S1110, the safety evaluation device (110) can determine one of a first test mode performed in an outdoor driving test track environment and a second test mode performed in an indoor test track environment. For example, the processor (114) can execute a program stored in memory (112) to determine whether to perform a test in an outdoor driving test track environment or a test in an indoor test track environment depending on the test purpose, test conditions, or evaluation target of the tuned vehicle. In one embodiment, the processor (114) can select the first test mode when an outdoor driving test track environment is required, and select the second test mode when a repeated test under controlled conditions is required.

[0165] Referring to step S1120, the safety evaluation device (110) can acquire at least one first driving data resulting from the driving of a tuned vehicle in an environment corresponding to a determined test mode. For example, the processor (114) can collect driving data corresponding to at least one of vibration, temperature, humidity, load, or speed from a tuned vehicle driving in either an outdoor driving test track environment or an indoor test track environment. In one embodiment, the processor (114) can acquire the first driving data in real time or after the end of driving based on a signal received from an external device or sensor and store it in memory (112).

[0166] Referring to step S1130, the safety evaluation device (110) can determine an acceleration coefficient associated with the tuned vehicle based on at least one acquired first driving data. For example, the processor (114) can calculate an acceleration coefficient that defines accelerated test conditions relative to the usage conditions of the tuned vehicle by analyzing driving conditions or stress characteristics acting on vehicle parts included in the first driving data. In one embodiment, the processor (114) can calculate the life cycle of the vehicle part using the first driving data and determine an acceleration coefficient to be applied to the accelerated life test based on the life cycle.

[0167] Referring to step S1140, the safety evaluation device (110) can perform a safety evaluation of a tuned vehicle corresponding to a selected test mode based on a determined acceleration coefficient. For example, the processor (114) can perform a driving test of the tuned vehicle under test conditions set according to the acceleration coefficient, and determine the reliability associated with the safety of the tuned vehicle by comparing the driving data obtained from the test with a reference value. In one embodiment, the processor (114) can generate a safety evaluation result by controlling the operation of an external device in an indoor test track environment or by analyzing the driving results in an outdoor driving test track environment.

[0168] FIG. 12 is a flowchart illustrating a method for determining an acceleration coefficient according to one embodiment of the present disclosure. Descriptions related to at least some of the components in FIG. 12 can be understood by referring to the descriptions in FIG. 1 and FIG. 2.

[0169] Referring to FIG. 12, the safety evaluation method can be performed by a processor (114) of the electronic device (110) shown in FIG. 1. For example, the processor (114) of the electronic device (110) can execute a control program (200) stored in memory (112) to perform steps S1210 and S1220 in the middle of steps S1120 and S1140 shown in FIG. 11. Here, steps S1210 and S1220 may be steps that embody step S1130 shown in FIG. 11.

[0170] Referring to step S1210, the safety evaluation device (110) can determine the life cycle of the tuned vehicle based on at least one acquired first driving data. For example, the processor (114) can calculate the stress characteristics that repeatedly act on the vehicle parts by analyzing at least one of vibration data, load data, or speed data acquired according to the driving of the tuned vehicle. In one embodiment, the processor (114) can evaluate the fatigue accumulation characteristics using time series data corresponding to the stress or strain associated with the vehicle parts, and thereby calculate the life cycle corresponding to the service life of the tuned vehicle or a specific vehicle part. This life cycle can be used as basic information for designing an accelerated life test.

[0171] Referring to step S1220, the safety evaluation device (110) can design an accelerated life test associated with the accelerated life of a tuned vehicle based on the life cycle determined in step S1210. For example, the processor (114) can set test conditions such that the same or similar fatigue damage occurs within a shortened test time compared to actual usage conditions based on the determined life cycle. In one embodiment, the processor (114) can design an accelerated life test scenario by combining at least one of a stress level, a repetition cycle, or an increase rate corresponding to driving conditions, and determine an acceleration factor to be applied to the test scenario. The accelerated life test designed in this way can be used as a basis to ensure the reliability of the safety evaluation performed in subsequent steps.

[0172] FIG. 13 is a flowchart illustrating a method for determining a life cycle according to one embodiment of the present disclosure. Descriptions related to at least some of the components in FIG. 13 can be understood by referring to the descriptions in FIG. 1 and FIG. 2.

[0173] Referring to FIG. 13, the safety evaluation method can be performed by a processor (114) of an electronic device (110) shown in FIG. 1. For example, the processor (114) of the electronic device (110) can execute a control program (200) stored in memory (112) to perform steps S1310 to S1380, which embody step S1210 shown in FIG. 12.

[0174] Referring to step S1310, the safety evaluation device (110) may acquire at least one time-series data corresponding to at least one measurement data associated with a vehicle part of a tuned vehicle through a sensor according to the driving of the tuned vehicle in any one determined test mode. For example, the processor (114) may continuously collect stress values ​​or strain values ​​acting on a vehicle part over time from a sensor or external measuring device mounted on the tuned vehicle while it is driving. In one embodiment, such time-series data may be stored separately by specific driving conditions or driving sections.

[0175] The term "measurement data" as used in this disclosure can be understood as a concept including various physical quantities obtained through sensors while a vehicle is in motion. For example, measurement data may include not only stress or strain acting on vehicle parts, but also various data related to the driving state of the vehicle, such as speed, acceleration, torque, rotational speed, wheel slip, lateral acceleration, steering angle, vibration, and temperature.

[0176] Referring to step S1320, the safety evaluation device (110) can determine representative data corresponding to at least one of a plurality of segments associated with time-series data based on each of a plurality of driving conditions. For example, the processor (114) can identify segments corresponding to different speed conditions, road surface conditions, or load conditions, and extract a value that can represent the stress characteristics in each segment. In one embodiment, the representative data may be set to an average stress value or a maximum stress value of a specific segment.

[0177] Referring to step S1330, the safety evaluation device (110) can calculate a first number of cycles for each valid stress amplitude and average stress level from time series data based on determined representative data. For example, the processor (114) can analyze the repetition pattern of the stress signal to calculate the stress amplitude and average stress, and calculate the number of repetitions in which the corresponding stress condition occurred as the first number of cycles. In one embodiment, this analysis can be performed using a rainflow counting technique.

[0178] Referring to step S1340, the safety evaluation device (110) can calculate the number of second cycles leading to failure of a vehicle part for each stress level within the range of the stress amplitude, based on a predetermined stress amplitude. For example, the processor (114) can determine the number of repetitions allowed until failure occurs under specific stress amplitude conditions as the number of second cycles by referring to SN curve data representing the fatigue characteristics of the vehicle part.

[0179] Referring to step S1350, the safety evaluation device (110) can calculate the damage fraction of a vehicle part corresponding to each stress level based on the calculated first cycle number and second cycle number. For example, the processor (114) can calculate the damage fraction by dividing the first cycle number that occurred at a specific stress level by the second cycle number at that stress level.

[0180] Referring to step S1360, the safety evaluation device (110) can calculate a cumulative damage rate for a vehicle part based on the calculated damage fraction. For example, the processor (114) can calculate the total cumulative damage rate of the vehicle part by summing the damage fractions calculated for a plurality of stress levels. This cumulative damage rate can be used as an indicator of the degree of fatigue damage of the vehicle part.

[0181] Referring to step S1370, the safety evaluation device (110) can calculate the time required for cumulative damage to a vehicle part to reach a threshold based on the calculated cumulative damage rate and at least one of the driving time or driving distance of the tuned vehicle. For example, the processor (114) can predict the driving time required until the damage rate reaches a predetermined threshold based on the trend of increasing cumulative damage rate to date.

[0182] Referring to step S1380, the safety evaluation device (110) can calculate the life cycle of a vehicle component based on the calculated time required. For example, the processor (114) defines the period during which the vehicle component is normally usable as the life cycle, and can utilize the life cycle for the design of accelerated life tests and safety evaluations performed in subsequent steps.

[0183] FIG. 14 is a flowchart illustrating a method for designing an accelerated life test according to one embodiment of the present disclosure. Descriptions related to at least some of the components in FIG. 14 can be understood by referring to the descriptions in FIG. 1 and FIG. 2.

[0184] Referring to FIG. 14, the safety evaluation method can be performed by the processor (114) of the electronic device (110) shown in FIG. 1. For example, the processor (114) of the electronic device (110) can execute a control program (200) stored in memory (112) to perform steps S1410 to S1440, which embody step S1220 shown in FIG. 12.

[0185] Referring to step S1410, the safety evaluation device (110) may determine an acceleration stress associated with a tuned vehicle based on at least one of a first stress corresponding to a predetermined level, a second stress corresponding to a predetermined period, a third stress corresponding to a predetermined rate of increase, or a plurality of fourth stresses for each level. For example, the processor (114) may analyze load changes, temperature changes, vibration changes, speed changes, or environmental conditions occurring in vehicle parts under actual driving conditions of the tuned vehicle, and set an acceleration stress with an increased magnitude, repetition frequency, or rate of change of stress to reproduce this within a shortened test time. Here, the acceleration stress may be determined in the form of a single stress or a combination of multiple stresses depending on the driving conditions.

[0186] According to one embodiment, the processor (114) can determine acceleration stress associated with a tuned vehicle based on at least one of a first stress corresponding to a predetermined level (e.g., stress maintained at a constant level), a second stress corresponding to a predetermined period (e.g., stress repeated at regular intervals), a third stress corresponding to a predetermined growth rate (e.g., stress that increases linearly over time), or a plurality of fourth stresses by level (e.g., stress that increases stepwise at regular time intervals). For example, the acceleration coefficient determination module (230) can define acceleration stress by setting the load, temperature, vibration, or speed conditions acting on the vehicle parts to a level higher than the actual usage conditions.

[0187] Referring to step S1420, the safety evaluation device (110) can determine an acceleration model to be applied to an accelerated life test based on the acceleration stress determined in step S1410. For example, the processor (114) may select at least one of an Arrhenius model, a reverse-swing model, or an Eyring model depending on the type of acceleration stress. The processor (114) may apply the Arrhenius model when temperature change is the primary stress. Alternatively, the processor (114) may apply the reverse-swing model or the Eyring model when mechanical load or repetitive stress is the primary stress.

[0188] Referring to step S1430, the safety evaluation device (110) can calculate the ratio of a first service life corresponding to a first level and a second service life corresponding to a second level for a tuned vehicle based on a determined acceleration model. For example, the processor (114) can calculate the ratio between the two lifespans by mathematically calculating the relationship between the lifespan under actual usage conditions and the lifespan under test conditions with applied acceleration stress. In one embodiment, this ratio can be used as an indicator to quantitatively represent the time reduction effect of the accelerated life test.

[0189] Referring to step S1440, the safety evaluation device (110) can determine the execution time of the accelerated life test based on the life ratio calculated in step S1430. For example, the processor (114) can determine the total execution time of the accelerated life test by converting the test time corresponding to the actual service life under accelerated conditions to satisfy the target evaluation reliability or test completion conditions. Here, the determined execution time can be used as a standard for the driving test and safety evaluation performed in subsequent steps.

[0190] FIG. 15 is a flowchart illustrating a method for determining a set value for controlling the operation of an external device according to one embodiment of the present disclosure. At least some of the descriptions of FIG. 15 related to the components can be understood by referring to the descriptions of FIG. 1 and FIG. 2.

[0191] Referring to FIG. 15, the safety evaluation method can be performed by the processor (114) of the electronic device (110) shown in FIG. 1. For example, the processor (114) of the electronic device (110) can execute a control program (200) stored in memory (112) to perform step S1510 between steps S1130 and S1140 shown in FIG. 11.

[0192] Referring to step S1510, the safety evaluation device (110) may determine a setting value for controlling the operation of each of at least one external device associated with the indoor test facility environment based on the acceleration factor determined in step S1130. For example, the processor (114) may adjust the operating conditions of at least one of the chassis dynamometer, environmental control device, or automation control device placed in the indoor test facility environment according to the acceleration factor in order to reproduce actual usage conditions within a shortened time through accelerated life testing. In one embodiment, the processor (114) may determine a setting value for setting the rotational speed, load conditions, or repetitive driving pattern of the chassis dynamometer in proportion to the acceleration factor, or for adjusting the temperature, humidity, or test duration of the environmental control device.

[0193] According to one embodiment, the safety evaluation device (110) may determine an upper or lower limit of the set value to ensure stable operation of the external device by considering the constraints of the indoor test facility environment or the specifications of the tuned vehicle being tested during the process of determining the set value. Here, the determined set value can be used as a standard to ensure that the accelerated life test or safety evaluation performed in a subsequent step is carried out according to pre-designed test conditions.

[0194] FIG. 16 is a flowchart illustrating a method for performing a safety evaluation of a tuned vehicle according to one embodiment of the present disclosure. Descriptions related to at least some of the components in FIG. 16 can be understood by referring to the descriptions in FIG. 1 and FIG. 2.

[0195] Referring to FIG. 16, the safety evaluation method can be performed by the processor (114) of the electronic device (110) shown in FIG. 1. For example, the processor (114) of the electronic device (110) can execute a control program (200) stored in memory (112) to perform steps S1610 and S1620 after step S1130 shown in FIG. 11.

[0196] Referring to step S1610, the safety evaluation device (110) may acquire at least one second driving data based on the driving of the tuned vehicle in any one test mode determined based on the designed accelerated life test. For example, the processor (114) may perform a driving test of the tuned vehicle in an indoor test track environment or an outdoor driving test track environment controlled according to the set value determined in step S1510 shown in FIG. 15, and may collect data corresponding to vibration, load, speed, or environmental conditions occurring during the driving test process as the second driving data. In one embodiment, the second driving data is acquired repeatedly under conditions where acceleration stress is applied and may be used as reference data to determine the progress status of the accelerated life test or whether the test is completed.

[0197] Referring to step S1620, the safety evaluation device (110) can determine reliability related to the safety of the tuned vehicle based on the result of comparing at least one acquired second driving data with a reference value. For example, the processor (114) can calculate reliability regarding the safety of the tuned vehicle by analyzing the stress level, repetitive characteristics per driving condition, or variability of test results included in the second driving data, and comparing the difference with a predetermined reference value. In one embodiment, the processor (114) can determine reliability based on whether the coefficient of variation calculated from the repetitive test results is included within an allowable range by comparing it with a reference value. This reliability can be utilized for certificate issuance or safety history management performed in a subsequent step.

[0198] FIG. 17 is a drawing exemplarily illustrating a new test item of a tuned vehicle according to one embodiment of the present disclosure. Descriptions related to at least some of the components in the description of FIG. 17 can be understood by referring to the descriptions of FIG. 1 and FIG. 2.

[0199] Referring to FIG. 17, test items for evaluating the safety of a tuned vehicle can be organized into test items, test methods, judgment criteria, and remarks. These test items may include items that supplement existing vehicle test items or are newly added, taking into account the characteristics of a tuned vehicle in which an internal combustion engine vehicle is converted into an electric vehicle.

[0200] In one embodiment, the accelerated durability item can be performed through a test method combining a swatch dynamometer and an environment chamber. Here, the judgment criterion can be set based on a certain driving distance, for example, a cumulative stress equivalent to about 30,000 kilometers, and by applying the accelerated life test, it can be configured to allow evaluation with a shortened test distance compared to the previously required test distance.

[0201] In one embodiment, a system compatibility item may be included to verify whether the electric drivetrain and control system installed in the tuned vehicle are properly interconnected with the existing vehicle system. The purpose of such item may be to evaluate whether there are signal conflicts or malfunctions between systems that may occur during vehicle operation.

[0202] In one embodiment, the insulation safety item may be performed through insulation resistance measurement and monitoring tests according to the metric system, taking into account the characteristics of a tuned vehicle including a high-voltage electrical system. In one embodiment, the judgment criterion may be set based on whether the insulation resistance satisfies a preset reference value, for example, 100 megaohms or more, which may reflect enhanced safety requirements compared to existing standards.

[0203] In one embodiment, electromagnetic wave-related test items may be included as items for evaluating immunity characteristics to electromagnetic radiation or external electromagnetic environments generated in a tuned vehicle. For example, electromagnetic radiation tests or immunity tests may be performed for a frequency band in the range of about 70 megahertz to 1000 megahertz, which may be intended to strengthen standards for electromagnetic impacts resulting from electric vehicle modification.

[0204] In one embodiment, the regenerative braking safety item may be included as a new test item considering the regenerative braking function unique to electric vehicles. In one embodiment, the test item may be performed through a rapid braking repetition test, and the prevention of battery overcharging or the stability of power control during braking may be set as the judgment criteria. This item may be a new evaluation item that was not included in the test items for existing internal combustion engine vehicles.

[0205] As such, the new test items shown in FIG. 17 are set by comprehensively reflecting the structural characteristics of the tuned vehicle and the characteristics of the electric drive system, and exemplify a standard system for evaluating the safety of the tuned vehicle from various angles.

[0206] FIG. 18 is a conceptual diagram illustrating the process of issuing a certificate for a tuned vehicle using a safety evaluation system according to one embodiment of the present disclosure. At least some of the descriptions related to the components in FIG. 18 can be understood by referring to the descriptions in FIG. 1 and FIG. 2.

[0207] Referring to FIG. 18, the safety evaluation and certification procedure for a tuned vehicle can be performed step-by-step, centering on safety evaluation test items (1810), a safety evaluation system (1820), and management information (1830).

[0208] In one embodiment, the safety evaluation test items (1810) may include a plurality of predefined test items to evaluate the safety of the tuned vehicle from various angles. For example, the safety evaluation test items (1810) may include driving safety test items, high voltage safety test items, electromagnetic safety test items, and other test items. The driving safety test items may include braking performance tests, driving performance tests, or durability tests. The high voltage safety test items may include high voltage insulation tests or high voltage component safety tests. The electromagnetic safety test items may include electromagnetic compatibility tests. Other test items may include newly added test items based on the characteristics of the tuned vehicle based on accelerated life tests, as described in detail in FIGS. 1 to 17.

[0209] The safety evaluation system (1820) may be configured to collect and analyze test results performed according to the safety evaluation test items (1810) to comprehensively evaluate the safety of the tuned vehicle. In one embodiment, the safety evaluation system (1820) may include a plurality of sub-evaluation systems, such as a driving safety evaluation system, a high-voltage safety evaluation system, and an electromagnetic safety evaluation system. Each sub-evaluation system processes test data corresponding to the test item and can calculate evaluation results based on accelerated life test results or comparison results with reference values. This evaluation process may be performed in a way that shortens the time required for the entire evaluation by applying accelerated life test techniques.

[0210] In one embodiment, the safety evaluation system (1820) may generate or update management information (1830) based on the evaluation results. The management information (1830) is information associated with the safety evaluation history of the tuned vehicle and may include a certificate (1832) and a usage and safety management manual (1834). The certificate (1832) is a document indicating whether the tuned vehicle satisfies predetermined safety standards and may include at least one of the tuning vehicle's identification information, evaluation result summary, reliability information, or test performance history. The usage and safety management manual (1834) is a document providing safety guidelines to be observed during the operation and maintenance of the tuned vehicle and may include precautions or safe operation methods according to the characteristics of the tuned vehicle. This management information (1830) may be provided to users or relevant organizations and utilized for the safe operation and post-management of the tuned vehicle.

[0211] As such, the configuration illustrated in FIG. 18 may conceptually represent a process that consistently supports the safety evaluation and certification procedures of a tuned vehicle, from the performance of an evaluation according to safety evaluation test items (1810) to the generation of analysis and management information (1830) through a safety evaluation system (1820).

[0212] Although the present invention has been described above by limited embodiments and drawings, the present invention is not limited thereto, and it is obvious that various modifications and variations are possible within the scope of the technical spirit of the present invention and the equivalent scope of the claims described below by those skilled in the art to which the present invention belongs. Explanation of the symbols

[0213] 110: Safety evaluation device 112: Memory 114: Communication module 116: Processor 118: Input / Output Interface 120: Network 130: External device 200: Program 210: Test Mode Determination Module 220: Driving Data Acquisition Module 230: Acceleration Coefficient Determination Module 240: Configuration value determination module 250: Safety Evaluation Module

Claims

Claim 1 A method for evaluating the safety of a tuned vehicle converted from an internal combustion engine vehicle into an electric vehicle, performed by at least one processor, comprising: a step of determining one of a first test mode performed in an outdoor proving ground environment and a second test mode performed in an indoor test facility environment; a step of acquiring at least one first driving data according to the driving of the tuned vehicle in the determined test mode; a step of determining an acceleration factor associated with the tuned vehicle based on the acquired at least one first driving data; and a step of performing a safety evaluation of the tuned vehicle corresponding to the determined test mode based on the determined acceleration factor, wherein the step of determining the acceleration factor includes a step of determining a life cycle for the tuned vehicle based on the acquired at least one first driving data; and a step of designing an acceleration life test associated with the acceleration life of the tuned vehicle based on the determined life cycle, wherein the step of performing the safety evaluation includes a step of acquiring at least one second driving data according to the driving of the tuned vehicle in the determined test mode based on the designed acceleration life test. A method for evaluating the safety of a tuned vehicle, comprising the step of determining reliability associated with the safety of the tuned vehicle based on the result of comparing at least one second driving data obtained above with a reference value. Claim 2 A method for evaluating the safety of a tuned vehicle according to claim 1, wherein in the step of acquiring at least one first driving data, a variable corresponding to at least one of vibration, temperature, humidity, load, or speed according to the driving of the tuned vehicle is acquired. Claim 3 delete Claim 4 A method for evaluating the safety of a tuned vehicle converted from an internal combustion engine vehicle into an electric vehicle, performed by at least one processor, comprising: a step of determining one of a first test mode performed in an outdoor proving ground environment and a second test mode performed in an indoor test facility environment; a step of acquiring at least one first driving data according to the driving of the tuned vehicle in the determined test mode; a step of determining an acceleration factor associated with the tuned vehicle based on the acquired at least one first driving data; and a step of performing a safety evaluation of the tuned vehicle corresponding to the determined test mode based on the determined acceleration factor, wherein the step of determining the acceleration factor includes a step of determining a life cycle for the tuned vehicle based on the acquired at least one first driving data, and the step of determining the life cycle includes a step of acquiring time series data corresponding to at least one measurement data through a sensor according to the driving of the tuned vehicle in the determined test mode; and a step of determining representative data corresponding to at least one of a plurality of segments associated with the time series data based on each of a plurality of driving conditions. A method for evaluating the safety of a tuned vehicle, comprising the step of calculating a first number of cycles for each valid stress amplitude and average stress level from the time series data based on the representative data determined above. Claim 5 delete Claim 6 A method for evaluating the safety of a tuned vehicle, wherein the step of determining the life cycle further comprises the step of calculating a second number of cycles leading to failure of a vehicle part included in the tuned vehicle for each stress level within the range of the predetermined stress amplitude, based on the predetermined stress amplitude. Claim 7 A method for evaluating the safety of a tuned vehicle, wherein the step of determining the life cycle further comprises: a step of calculating a damage fraction of the vehicle part corresponding to each stress level within the range of the predetermined stress amplitude based on the calculated first cycle number and the calculated second cycle number; and a step of calculating a cumulative damage rate for the vehicle part based on the calculated damage fraction. Claim 8 A method for evaluating the safety of a tuned vehicle according to claim 7, wherein the step of determining the life cycle further comprises: a step of calculating the time required for cumulative damage to a vehicle part to reach a threshold value based on at least one of the calculated cumulative damage rate, the driving time of the tuned vehicle in any one of the determined test modes, or the driving distance of the tuned vehicle in any one of the determined test modes; and a step of calculating the life cycle of the vehicle part based on the calculated time required. Claim 9 delete Claim 10 A method for evaluating the safety of a tuned vehicle converted from an internal combustion engine vehicle into an electric vehicle, performed by at least one processor, comprising: a step of determining one of a first test mode performed in an outdoor proving ground environment and a second test mode performed in an indoor test facility environment; a step of acquiring at least one first driving data according to the driving of the tuned vehicle in the determined test mode; a step of determining an acceleration factor associated with the tuned vehicle based on the acquired at least one first driving data; and a step of performing a safety evaluation of the tuned vehicle corresponding to the determined test mode based on the determined acceleration factor, wherein the step of determining the acceleration factor comprises a step of determining a life cycle for the tuned vehicle based on the acquired at least one first driving data. A method for evaluating the safety of a tuned vehicle, comprising the step of designing an acceleration life test associated with the acceleration life of the tuned vehicle based on the life cycle determined above, wherein the step of designing the acceleration life test includes the step of determining an acceleration stress associated with the tuned vehicle based on at least one of a first stress corresponding to a predetermined level, a second stress corresponding to a predetermined cycle, a third stress corresponding to a predetermined growth rate, or a plurality of fourth stresses for each level. Claim 11 A method for evaluating the safety of a tuned vehicle, wherein the step of designing the accelerated life test further comprises the step of determining an acceleration model corresponding to at least one of the Arrhenius model, the reverse model, or the Eyring model based on the determined acceleration stress. Claim 12 A method for evaluating the safety of a tuned vehicle according to claim 11, wherein the step of designing the accelerated life test further comprises the step of calculating the ratio of a first service life corresponding to a first level for the tuned vehicle and a second service life corresponding to a second level for the tuned vehicle based on the determined acceleration model. Claim 13 A method for evaluating the safety of a tuned vehicle, wherein the step of designing the accelerated life test further includes the step of determining the execution time of the accelerated life test based on the calculated ratio in claim 12. Claim 14 A method for evaluating the safety of a tuned vehicle according to claim 1, further comprising the step of determining a set value for controlling the operation of each of at least one external device associated with the indoor test facility environment based on the determined acceleration coefficient. Claim 15 delete Claim 16 In a safety evaluation device for a tuned vehicle converted from an internal combustion engine vehicle into an electric vehicle, a memory in which a program is stored; and includes at least one processor configured to be operatively connected to the memory and to execute the program, wherein the at least one processor executes the program to determine one of a first test mode performed in an outdoor proving ground environment and a second test mode performed in an indoor test facility environment; in the determined test mode, at least one first driving data is obtained according to the driving of the tuning vehicle; based on the obtained at least one first driving data, an acceleration factor associated with the tuning vehicle is determined; based on the determined acceleration factor, a safety evaluation of the tuning vehicle corresponding to the determined test mode is performed; based on the obtained at least one first driving data, a life cycle for the tuning vehicle is determined; based on the determined life cycle, an acceleration life test associated with the acceleration life of the tuning vehicle is designed; based on the designed acceleration life test, at least one second driving data is obtained according to the driving of the tuning vehicle in the determined test mode; and based on the result of comparing the obtained at least one second driving data with a reference value, a reliability associated with the safety of the tuning vehicle Safety evaluation device for tuned vehicles, configured to determine. Claim 17 A safety evaluation device for a tuned vehicle according to claim 16, wherein the at least one processor is configured to execute the program to obtain a variable corresponding to at least one of vibration, temperature, humidity, load, or speed according to the driving of the tuned vehicle from the at least one first driving data obtained. Claim 18 delete Claim 19 In a safety evaluation device for a tuned vehicle converted from an internal combustion engine vehicle into an electric vehicle, a memory in which a program is stored; and includes at least one processor operatively connected to the memory and configured to execute the program, wherein the at least one processor executes the program to determine one of a first test mode performed in an outdoor proving ground environment and a second test mode performed in an indoor test facility environment; in the determined test mode, at least one first driving data according to the driving of the tuned vehicle; based on the acquired at least one first driving data, an acceleration factor associated with the tuned vehicle is determined; based on the determined acceleration factor, a safety evaluation of the tuned vehicle corresponding to the determined test mode is performed; based on the acquired at least one first driving data, a life cycle for the tuned vehicle is determined; in the determined test mode, time series data corresponding to at least one measurement data through a sensor according to the driving of the tuned vehicle is acquired; based on each of a plurality of driving conditions, representative data corresponding to at least one of a plurality of segments associated with the time series data is determined; and based on the determined representative data, effective stress amplitude and average stress from the time series data Safety evaluation device for a tuned vehicle, configured to calculate the number of first cycles per level. Claim 20 delete Claim 21 A safety evaluation device for a tuned vehicle according to claim 19, wherein at least one processor is configured to execute the program to calculate, based on a predetermined stress amplitude, a second number of cycles leading to failure of a vehicle part included in the tuned vehicle for each stress level within the range of the predetermined stress amplitude. Claim 22 A safety evaluation device for a tuned vehicle according to claim 21, wherein at least one processor is configured to execute the program to calculate a damage fraction of the vehicle part corresponding to each stress level within the range of the predetermined stress amplitude based on the calculated first cycle number and the calculated second cycle number, and to calculate a cumulative damage rate for the vehicle part based on the calculated damage fraction. Claim 23 A safety evaluation device for a tuned vehicle according to claim 22, wherein at least one processor is configured to execute the program to calculate the time required for cumulative damage to a vehicle part to reach a threshold value based on at least one of the calculated cumulative damage rate, the driving time of the tuned vehicle in any one of the determined test modes, or the driving distance of the tuned vehicle in any one of the determined test modes, and to calculate the life cycle of the vehicle part based on the calculated time required. Claim 24 delete Claim 25 In a safety evaluation device for a tuned vehicle converted from an internal combustion engine vehicle into an electric vehicle, a memory in which a program is stored; and includes at least one processor configured to be operatively connected to the memory and to execute the program, wherein the at least one processor executes the program to determine one of a first test mode performed in an outdoor proving ground environment and a second test mode performed in an indoor test facility environment; in the determined test mode, at least one first driving data according to the driving of the tuned vehicle; based on the acquired at least one first driving data, determine an acceleration factor associated with the tuned vehicle; based on the determined acceleration factor, perform a safety evaluation of the tuned vehicle corresponding to the determined test mode; based on the acquired at least one first driving data, determine a life cycle for the tuned vehicle; based on the determined life cycle, design an acceleration life test associated with the acceleration life of the tuned vehicle; and determine an acceleration stress associated with the tuned vehicle based on at least one of a first stress corresponding to a predetermined level, a second stress corresponding to a predetermined period, a third stress corresponding to a predetermined growth rate, or a plurality of fourth stresses for each level. Safety evaluation device for a tuned vehicle. Claim 26 A safety evaluation device for a tuned vehicle according to claim 25, wherein the at least one processor is configured to execute the program and determine an acceleration model corresponding to at least one of the Arrhenius model, the reverse model, or the Eiring model based on the determined acceleration stress. Claim 27 A safety evaluation device for a tuned vehicle according to claim 26, wherein at least one processor is configured to execute the program to calculate the ratio of a first service life corresponding to a first level for the tuned vehicle and a second service life corresponding to a second level for the tuned vehicle based on the determined acceleration model. Claim 28 In claim 27, the safety evaluation device for a tuned vehicle, wherein at least one processor is configured to execute the program and determine the execution time of the accelerated life test based on the calculated ratio. Claim 29 A safety evaluation device for a tuned vehicle according to claim 16, wherein the at least one processor is configured to execute the program and determine a setting value for controlling the operation of each of at least one external device associated with the indoor test facility environment based on the determined acceleration coefficient. Claim 30 delete Claim 31 In a safety evaluation system for a tuned vehicle converted from an internal combustion engine vehicle into an electric vehicle, a safety evaluation device; a network; and includes at least one external device associated with an indoor test facility environment, which is communicationally connected to the safety evaluation device through the network, and the safety evaluation device determines one of a first test mode performed in an outdoor proving ground environment and a second test mode performed in the indoor test facility environment; in the determined test mode, at least one first driving data is obtained according to the driving of the tuning vehicle; based on the obtained at least one first driving data, an acceleration factor associated with the tuning vehicle is determined; based on the determined acceleration factor, a setting value is determined for controlling the operation of each of the at least one external device; based on the obtained at least one first driving data, a life cycle for the tuning vehicle is determined; based on the determined life cycle, an acceleration life test associated with the acceleration life of the tuning vehicle is designed; based on the designed acceleration life test, at least one second driving data is obtained according to the driving of the tuning vehicle in the determined test mode; and based on the result of comparing the obtained at least one second driving data with a reference value, a reliability associated with the safety of the tuning vehicle Safety evaluation system for tuned vehicles that determines. Claim 32 In claim 31, the safety evaluation device is a safety evaluation system for a tuned vehicle that transmits the determined setting value to each of the at least one external device through the network. Claim 33 In claim 31, the safety evaluation system for a tuned vehicle, wherein the at least one external device comprises at least one of a chassis dynamometer system, an environment chamber system, a voltage safety monitoring device, an electromagnetic compatibility measuring device, an automated control system, or a data collection system. Claim 34 delete Claim 35 In paragraph 31, the safety evaluation device is a safety evaluation system that issues a certificate for the tuned vehicle based on whether the determined reliability satisfies a predetermined judgment condition. Claim 36 In paragraph 35, the above certificate comprises at least one of identification information of the tuning vehicle, acceleration coefficient information of the tuning vehicle, test performance history of the tuning vehicle, or statistical information associated with reliability, a safety evaluation system for a tuning vehicle. Claim 37 In claim 35, the safety evaluation system comprises a memory, wherein at least one of the tuning history information of the tuned vehicle or test data obtained according to the driving of the tuned vehicle to determine the reliability is stored in the memory. Claim 38 In claim 37, the safety evaluation system is a safety evaluation system for a tuned vehicle that links the tuning history information stored in the memory with the test data to generate or update a safety history record that is integratedly managed by type of tuned vehicle. Claim 39 In paragraph 35, the safety evaluation system is a safety evaluation system for a tuned vehicle that generates at least one of a procedure or a data log for evaluating the safety of the tuned vehicle. Claim 40 In claim 38, the safety evaluation system is a safety evaluation system for a tuned vehicle that transmits at least one of the certificate, tuning history information of the tuned vehicle, test data, or safety history record to a user terminal via the network.

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