Method for testing parking assistance performance and electronic device

Abstract

This application discloses a method and electronic device for testing parking assistance performance, belonging to the field of intelligent driving technology. The method includes: receiving multiple alarm sound signals from a sound acquisition device, receiving multiple images from a camera, and testing the radar detection performance of a target vehicle based on the multiple alarm sound signals and the multiple images. This application tests the radar detection performance of a target vehicle based on the received multiple alarm sound signals and multiple images, which can promptly detect problems with the parking assistance system and accurately determine the specific distance range where the problem occurs, providing data support for technicians to improve the distance measurement problem of the parking assistance system.

Description

Technical Field

[0001] This application relates to the field of intelligent driving technology, and in particular to a testing method and electronic device for parking assistance performance. Background Technology

[0002] With the development of technology, more and more vehicles are equipped with parking assistance systems to help drivers park. Ideally, parking assistance systems can determine the distance to obstacles around the vehicle and inform the driver of the approximate distance using different frequencies of alarm sounds and different images displayed on the dashboard. This reduces the driver's need to look around while parking, making the parking process simpler and safer.

[0003] However, the situations vehicles face in real-world driving are quite complex, and parking assistance systems often fail to achieve ideal results, potentially leading to false alarms. If these problems are not identified and rectified before the vehicle leaves the factory, they can pose significant safety hazards. Therefore, a testing method for parking assistance performance is urgently needed to test the vehicle's parking assistance capabilities and ensure that any issues with the parking assistance system are detected promptly. Summary of the Invention

[0004] This application provides a method and electronic device for testing parking assistance performance, which can promptly detect problems with the parking assistance system. The technical solution is as follows:

[0005] On one hand, a method for testing parking assistance performance is provided. A sound collector is located around the dashboard of the target vehicle under test. The target vehicle also has a camera whose field of view covers the dashboard. The method includes:

[0006] The system receives multiple alarm sound signals from the sound acquisition device. These multiple alarm sound signals are acquired after obstacles are placed at multiple different locations within the test area. The test area is located around the target vehicle and covers the radar detection range of the target vehicle. The multiple different locations cover different detection distances of the radar.

[0007] The system receives multiple images from the camera, each image corresponding to a specific alarm sound signal. These images are captured by taking pictures of the dashboard after placing obstacles at multiple different locations. The dashboard is used to display the closest distance between the obstacles at the multiple different locations and the radar of the target vehicle.

[0008] The radar detection performance of the target vehicle is tested based on the multiple alarm sound signals and the multiple images.

[0009] Optionally, when testing the radar horizontal detection performance of the target vehicle, the test area includes a first test sub-area, a second test sub-area, and a third test sub-area. The first test sub-area is located at the front of the target vehicle, and the second and third test sub-areas are located at the rear of the target vehicle. The area of ​​the second test sub-area is larger than the area of ​​the third test sub-area.

[0010] The length direction of the obstacle is perpendicular to the ground where the target vehicle is located. A first mesh cloth is laid on the ground in the first test sub-area, and a second mesh cloth is laid on the ground in the second and third test sub-areas. The multiple different locations are multiple different meshes in the first and second mesh cloths.

[0011] Optionally, when testing the radar vertical detection performance of the target vehicle, the test area includes a first test sub-area and a second test sub-area. The first test sub-area is located at the front of the target vehicle, and the second test sub-area is located at the rear of the target vehicle. The length direction of the obstacle is parallel to the ground where the target vehicle is located. A third mesh cloth is suspended in the first test sub-area along a direction perpendicular to the ground, and a fourth mesh cloth is suspended in the second test sub-area along a direction perpendicular to the ground. The multiple different positions are multiple different meshes of the third mesh cloth and the fourth mesh cloth.

[0012] Optionally, the step of testing the radar detection performance of the target vehicle based on the multiple alarm sound signals and the multiple images includes:

[0013] The multiple alarm sound signals and the multiple images are processed to determine the number of locations that can be tested normally among the multiple different locations;

[0014] The test coverage is obtained by dividing the number of locations that can be tested normally among the multiple different locations by the total number of the multiple different locations;

[0015] If the test coverage is greater than the coverage threshold, then the radar detection performance of the target vehicle is determined to meet the requirements.

[0016] Optionally, the target vehicle is configured to repeatedly play a buzzer sound to issue an alarm when an obstacle is detected within the radar's detection range;

[0017] The process of processing the multiple alarm sound signals and the multiple images to determine the number of locations that can be tested normally among the multiple different locations includes:

[0018] For the first alarm sound signal among the plurality of alarm sound signals, audio processing is performed on the first alarm sound signal to determine the playback frequency of the buzzer sound in the first alarm sound signal;

[0019] For the first image among the multiple images that corresponds to the first alarm sound signal, image recognition is performed on the first image to determine the distance marker in the first image;

[0020] If the playback frequency of the buzzer in the first alarm sound signal corresponds to the distance marker in the first image, and the tester's correct test response is detected, then the first position is determined to be a position where normal testing can be performed. The first position is the placement position of the obstacle when the first alarm sound signal is collected.

[0021] Optionally, the step of performing audio processing on the first alarm sound signal to determine the playback frequency of the buzzer sound in the first alarm sound signal includes:

[0022] Perform derivative calculations on the first alarm sound signal;

[0023] If there is data greater than 0 in the audio data after the derivative operation, then obtain the two consecutive maxima in the audio data after the derivative operation;

[0024] The reciprocal of the absolute time difference between the two maxima is determined as the playback frequency of the buzzer sound in the first alarm sound signal.

[0025] Optionally, the ground where the target vehicle is located is covered with gravel of a height within a certain range, and the target vehicle is used to repeatedly play a buzzer sound to warn of an obstacle detected within the radar detection range; the method further includes:

[0026] If, when the target vehicle is fully loaded, there is no beeping sound in the alarm sound signal from the sound collector and no distance marker in the image from the camera, then the radar cutoff height of the target vehicle is determined to meet the requirements.

[0027] Optionally, the parking assistance system of the target vehicle is connected to a current acquisition probe of a data acquisition device, the camera's shooting range also covers the vehicle's in-vehicle display screen, the target vehicle's gear shift module is connected to a switch acquisition device, and the method further includes:

[0028] The data acquisition instrument receives multiple operating currents collected by the current acquisition probe, and the multiple operating currents are the currents of the target vehicle in reverse gear after multiple power-on cycles.

[0029] Multiple initialization times are determined by the switch collector and the camera. These multiple initialization times are the times when the parking assistance system of the target vehicle is initialized after the vehicle is powered on multiple times.

[0030] The average value of the plurality of operating currents is determined as the system operating current, and the average value of the plurality of initialization times is determined as the system initialization time;

[0031] The initialization performance of the parking assistance system of the target vehicle is tested based on the system operating current and the system initialization time.

[0032] Optionally, a digital sign is placed at the rear of the target vehicle; the determination of multiple initialization times via the switch collector and the camera includes:

[0033] Receive multiple shift signals collected by the switch collector, wherein the multiple shift signals are shift signals collected by the target vehicle after the multiple vehicle power-on cycles;

[0034] Receive multiple reversing images from the camera, wherein the multiple reversing images are obtained by the target vehicle being in reverse gear after the vehicle has been powered on multiple times;

[0035] If all the multiple shift signals are reverse gear signals, and all the multiple reversing images include a reversing image and the digital sign, then the acquisition time of the multiple shift signals is taken as the start time, and the acquisition time of the multiple reversing images is taken as the end time. The time difference between the start time and the corresponding end time is determined to obtain the multiple initialization times.

[0036] On the other hand, an electronic device is provided, in which a sound acquisition device is located around the dashboard of a target vehicle under test, and the target vehicle also has a camera whose field of view covers the dashboard. The electronic device includes a processor, which is used to:

[0037] The system receives multiple alarm sound signals from the sound acquisition device. These multiple alarm sound signals are acquired after obstacles are placed at multiple different locations within the test area. The test area is located around the target vehicle and covers the radar detection range of the target vehicle. The multiple different locations cover different detection distances of the radar.

[0038] The system receives multiple images from the camera, each image corresponding to a specific alarm sound signal. These images are captured by taking pictures of the dashboard after placing obstacles at multiple different locations. The dashboard is used to display the closest distance between the obstacles at the multiple different locations and the radar of the target vehicle.

[0039] The radar detection performance of the target vehicle is tested based on the multiple alarm sound signals and the multiple images.

[0040] On the other hand, a testing device for parking assistance performance is provided, the device comprising:

[0041] The first receiving module is used to receive multiple alarm sound signals from the sound collector. The multiple alarm sound signals are collected after obstacles are placed at multiple different locations in the test area. The test area is located around the target vehicle and covers the radar detection range of the target vehicle. The multiple different locations cover different detection distances of the radar.

[0042] The second receiving module is used to receive multiple images from the camera. Each of the multiple images corresponds one-to-one with a multiple alarm sound signal. The multiple images are obtained by taking pictures of the dashboard after placing the obstacles at multiple different locations. The dashboard is used to display the closest distance between the obstacles at multiple different locations and the radar of the target vehicle.

[0043] The first testing module is used to test the radar detection performance of the target vehicle based on the multiple alarm sound signals and the multiple images.

[0044] Optionally, when testing the radar horizontal detection performance of the target vehicle, the test area includes a first test sub-area, a second test sub-area, and a third test sub-area. The first test sub-area is located at the front of the target vehicle, and the second and third test sub-areas are located at the rear of the target vehicle. The area of ​​the second test sub-area is larger than the area of ​​the third test sub-area.

[0045] The length direction of the obstacle is perpendicular to the ground where the target vehicle is located. A first mesh cloth is laid on the ground in the first test sub-area, and a second mesh cloth is laid on the ground in the second and third test sub-areas. The multiple different locations are multiple different meshes in the first and second mesh cloths.

[0046] Optionally, when testing the radar vertical detection performance of the target vehicle, the test area includes a first test sub-area and a second test sub-area. The first test sub-area is located at the front of the target vehicle, and the second test sub-area is located at the rear of the target vehicle. The length direction of the obstacle is parallel to the ground where the target vehicle is located. A third mesh cloth is suspended in the first test sub-area along a direction perpendicular to the ground, and a fourth mesh cloth is suspended in the second test sub-area along a direction perpendicular to the ground. The multiple different positions are multiple different meshes of the third mesh cloth and the fourth mesh cloth.

[0047] Optionally, the first test module includes:

[0048] The processing unit is used to process the multiple alarm sound signals and the multiple images to determine the number of locations that can be tested normally among the multiple different locations;

[0049] The calculation unit is used to divide the number of locations that can be tested normally among the multiple different locations by the total number of the multiple different locations to obtain the test coverage.

[0050] A determining unit is configured to determine that the radar detection performance of the target vehicle meets the requirements if the test coverage is greater than a coverage threshold.

[0051] Optionally, the target vehicle is configured to repeatedly play a buzzer sound to issue an alarm when an obstacle is detected within the radar's detection range;

[0052] The processing unit includes:

[0053] The processing subunit is used to perform audio processing on the first alarm sound signal among the plurality of alarm sound signals to determine the playback frequency of the buzzer sound in the first alarm sound signal.

[0054] The identification subunit is used to perform image recognition on the first image that corresponds to the first alarm sound signal among the multiple images, so as to determine the distance marker in the first image;

[0055] The determination subunit is used to determine the first position as a position where normal testing can be performed if the playback frequency of the buzzer in the first alarm sound signal corresponds to the distance marker in the first image and the correct test response of the tester is detected. The first position is the placement position of the obstacle when the first alarm sound signal is collected.

[0056] Optionally, the processing subunit is specifically used for:

[0057] Perform derivative calculations on the first alarm sound signal;

[0058] If there is data greater than 0 in the audio data after the derivative operation, then obtain the two consecutive maxima in the audio data after the derivative operation;

[0059] The reciprocal of the absolute time difference between the two maxima is determined as the playback frequency of the buzzer sound in the first alarm sound signal.

[0060] Optionally, the ground where the target vehicle is located is covered with gravel of a height within a certain range, and the target vehicle is used to repeatedly play a buzzer sound to warn of an obstacle when it detects an obstacle within the radar detection range;

[0061] The device also includes:

[0062] The first determining module is used to determine that the radar cutoff height of the target vehicle meets the requirements if, when the target vehicle is fully loaded, there is no beeping sound in the alarm sound signal from the sound collector and no distance marker in the image from the camera.

[0063] Optionally, the parking assistance system of the target vehicle is connected to the current acquisition probe of the data acquisition device, the shooting range of the camera also covers the vehicle display screen of the target vehicle, and the gear shift module of the target vehicle is connected to the switch acquisition device.

[0064] The device also includes:

[0065] The third receiving module is used to receive multiple working currents collected by the data acquisition instrument through the current acquisition probe. The multiple working currents are the currents of the target vehicle in reverse gear after multiple vehicle power-ups.

[0066] The second determining module is used to determine multiple initialization times through the switch collector and the camera, wherein the multiple initialization times are the initialization times of the parking assistance system of the target vehicle after the multiple vehicle power-on cycles;

[0067] The third determining module is used to determine the average value of the plurality of operating currents as the system operating current and the average value of the plurality of initialization times as the system initialization time.

[0068] The second test module is used to test the initialization performance of the parking assistance system of the target vehicle based on the system operating current and the system initialization time.

[0069] Optionally, a digital sign is placed at the rear of the target vehicle;

[0070] The second determining module is specifically used for:

[0071] Receive multiple shift signals collected by the switch collector, wherein the multiple shift signals are shift signals collected by the target vehicle after the multiple vehicle power-on cycles;

[0072] Receive multiple reversing images from the camera, wherein the multiple reversing images are obtained by the target vehicle being in reverse gear after the vehicle has been powered on multiple times;

[0073] If all the multiple shift signals are reverse gear signals, and all the multiple reversing images include a reversing image and the digital sign, then the acquisition time of the multiple shift signals is taken as the start time, and the acquisition time of the multiple reversing images is taken as the end time. The time difference between the start time and the corresponding end time is determined to obtain the multiple initialization times.

[0074] On the other hand, a computer-readable storage medium is provided, wherein a computer program is stored therein, and when the computer program is executed by a processor, it implements the steps of the above-described parking assistance performance testing method.

[0075] On the other hand, a computer program product containing instructions is provided, which, when executed on a computer, cause the computer to perform the steps of the parking assistance performance testing method described above.

[0076] The technical solution provided in this application can bring at least the following beneficial effects:

[0077] By placing obstacles at different locations around the target vehicle, the vehicle can generate an alarm sound and display a distance indicator on the dashboard. The sound acquisition unit can then collect the alarm sound signals and send them to the electronic equipment. Simultaneously, the camera can capture images of the distance indicator displayed on the dashboard and send the images to the electronic equipment. Based on the received multiple alarm signals and images, the electronic equipment tests the radar detection performance of the target vehicle. This allows for the timely detection of problems with the parking assistance system and the accurate determination of the specific distance range where the problem occurs, providing data support for technicians to improve the distance measurement capabilities of the parking assistance system. Attached Figure Description

[0078] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0079] Figure 1This is a schematic diagram of an implementation environment provided in an embodiment of this application;

[0080] Figure 2 This is a flowchart of a parking assistance performance testing method provided in an embodiment of this application;

[0081] Figure 3 This is a schematic diagram illustrating the distance between an obstacle and a target vehicle, provided in an embodiment of this application.

[0082] Figure 4 This is a left view of a target vehicle and obstacles provided in an embodiment of this application;

[0083] Figure 5 This is a top view of a target vehicle and obstacles provided in an embodiment of this application;

[0084] Figure 6 This is a schematic diagram of the division of a test area provided in an embodiment of this application;

[0085] Figure 7 This is a schematic diagram of a radar cutoff height test provided in an embodiment of this application;

[0086] Figure 8 This is a schematic diagram of the structure of a parking assistance performance testing device provided in an embodiment of this application;

[0087] Figure 9 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. Detailed Implementation

[0088] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the implementation methods of this application will be further described in detail below with reference to the accompanying drawings.

[0089] Before providing a detailed explanation of the parking assistance performance testing method provided in the embodiments of this application, the application scenarios and implementation environment involved in the embodiments of this application will be introduced first.

[0090] First, the application scenarios involved in the embodiments of this application will be introduced.

[0091] Because vehicles face complex situations during actual driving, parking assistance systems often fail to achieve ideal results in practice and may experience false alarms. If these problems are not identified and rectified before the vehicle leaves the factory, they can pose significant safety hazards. The method provided in this application tests the parking assistance performance of a target vehicle based on alarm sound signals, images, operating current, and initialization time, enabling timely detection of parking assistance system problems and allowing technicians to implement targeted rectification.

[0092] The implementation environment involved in the embodiments of this application will be described next.

[0093] Please refer to Figure 1 , Figure 1 This is a schematic diagram illustrating an implementation environment according to an exemplary embodiment. The implementation environment includes a target vehicle 101, a data acquisition component 102, and an electronic device 103. The data acquisition component 102 is used to collect relevant data from the target vehicle 101 during the testing process, and the electronic device 103 is used to determine the test results of the parking assistance performance of the target vehicle 101 based on the data collected by the data acquisition component 102. The data acquisition component 102 and the electronic device 103 can be communicatively connected. This communication connection can be wired or wireless, and this embodiment does not limit the specific connection.

[0094] The data acquisition component 102 includes a sound collector, a camera, a data acquisition unit, and a switch collector. The sound collector is located around the dashboard inside the target vehicle 101, used to collect alarm sounds generated by the target vehicle 101 and send the collected alarm sound signals to the electronic device 103. The camera is located inside the target vehicle 101, and its shooting range covers the dashboard and the vehicle display screen of the target vehicle 101. The camera is used to capture images displayed on the dashboard and the vehicle display screen, and sends the captured images to the electronic device 103. The data acquisition unit has a current acquisition probe, which is used to connect to the parking assistance system of the target vehicle 101 to collect the operating current of the parking assistance system. The data acquisition unit sends the operating current collected by the current acquisition probe to the electronic device 103. The switch collector is used to connect to the shift module of the target vehicle 101 to collect the shift signals of the target vehicle 101, and sends the collected shift signals to the electronic device 103.

[0095] Electronic device 103 is used to receive data sent by data acquisition component 102, and to process and display the received data. For example, the data may be alarm sound signals, images displayed on the dashboard and in-vehicle display screens, operating current, and gear shift signals. Electronic device 103 can be any electronic product capable of human-computer interaction with a user through one or more methods such as a keyboard, touchpad, touchscreen, remote control, voice interaction, or handwriting device, such as a PC (Personal Computer), mobile phone, smartphone, PDA (Personal Digital Assistant), wearable device, PPC (Pocket PC), tablet computer, smart TV, etc.

[0096] Those skilled in the art should understand that the functions of the data acquisition component 102 and the electronic device 103 described above are merely examples. Other existing or future functions that may be applicable to the embodiments of this application should also be included within the scope of protection of the embodiments of this application, and are hereby incorporated by reference.

[0097] It should be noted that the application scenarios and implementation environments described in the embodiments of this application are for the purpose of more clearly illustrating the technical solutions of the embodiments of this application, and do not constitute a limitation on the technical solutions provided in the embodiments of this application. As those skilled in the art will know, with the emergence of new application scenarios and the evolution of implementation environments, the technical solutions provided in the embodiments of this application are also applicable to similar technical problems.

[0098] The testing method for parking assistance performance provided in the embodiments of this application will be explained in detail below. Figure 2 This is a flowchart illustrating a method for testing parking assistance performance according to an embodiment of this application. The method is used to test the parking assistance performance of a target vehicle. The target vehicle has a sound sensor around its dashboard and a camera inside, the camera's field of view covering the dashboard. Please refer to... Figure 2 The method includes the following steps.

[0099] Step 201: The electronic device receives multiple alarm sound signals from the sound collector. These multiple alarm sound signals are collected after obstacles are placed at multiple different locations in the test area. The test area is located around the target vehicle and covers the radar detection range of the target vehicle. The multiple different locations cover different detection distances of the target vehicle's radar.

[0100] In actual parking, obstacles may exist around the target vehicle, and these obstacles may be located in the driver's blind spot, posing a risk of collision. To avoid collisions, radar can be installed on the target vehicle to detect surrounding obstacles and determine their distance. A first correspondence can be established, indicating the relationship between distance ranges and the frequency of a beeping alarm. The frequency of the alarm varies depending on the distance range between the target vehicle and the obstacle. Therefore, based on the radar-detected distance, the target vehicle can repeatedly play the alarm at the corresponding frequency in the first correspondence to alert the driver of an obstacle nearby, thus reducing the risk of collision and providing parking assistance.

[0101] In some embodiments, the front and rear of the target vehicle may be provided with the same first correspondence. In other embodiments, since the blind spots of the front and rear of the target vehicle are different for the driver, different first correspondences may be provided for the front and rear of the target vehicle. For example, the first correspondences provided for the front of the target vehicle are shown in Table 1 below. When the distance between the obstacle and the target vehicle is greater than or equal to 25 cm and less than or equal to 35 cm, a continuous beeping sound is played. When the distance between the obstacle and the target vehicle is greater than or equal to 40 cm and less than or equal to 60 cm, the beeping sound is played at a frequency of 4 Hz. When the distance between the obstacle and the target vehicle is greater than or equal to 65 cm and less than or equal to 90 cm, the beeping sound is played at a frequency of 2 Hz. When the distance between the obstacle and the target vehicle is greater than 90 cm, no beeping sound is played.

[0102] Table 1

[0103] ≥25 cm and ≤35 cm (Continuous playback) 40 cm or more and 60 cm or less 4Hz 65 cm or more and 90 cm or less 2Hz Greater than 90 cm Do not play

[0104] For example, the first correspondence set at the rear of the target vehicle is shown in Table 2 below. When the distance between the obstacle and the target vehicle is greater than or equal to 25 cm and less than or equal to 35 cm, a continuous beeping sound is played. When the distance between the obstacle and the target vehicle is greater than or equal to 40 cm and less than or equal to 60 cm, the beeping frequency is 4 Hz. When the distance between the obstacle and the target vehicle is greater than or equal to 65 cm and less than or equal to 90 cm, the beeping frequency is 2 Hz. When the distance between the obstacle and the target vehicle is greater than or equal to 95 cm and less than or equal to 150 cm, the beeping frequency is 1 Hz. When the distance between the obstacle and the target vehicle is greater than 150 cm, no beeping sound is played.

[0105] Table 2

[0106]

[0107]

[0108] To test the parking assist performance of a target vehicle, obstacles can be placed at different locations within a test area. This test area must be located around the target vehicle and cover its radar detection range. The target vehicle's radar can then determine the distance between the obstacle and the vehicle. Based on this distance, the playback frequency of a beeping sound can be determined, generating different beeping frequencies as alarm sounds to alert the driver. Since the sound acquisition unit is located around the dashboard inside the target vehicle, it can continuously collect sound signals from within the vehicle during the parking assist performance test, generating multiple alarm sound signals, which are then sent to electronic devices.

[0109] In some embodiments, the target vehicle can generate an alarm sound through a built-in buzzer. Of course, the target vehicle can also generate an alarm sound in other ways, which are not limited in this application embodiment.

[0110] In some embodiments, when testing the parking assistance performance of a target vehicle, the obstacle can be placed anywhere within the radar detection range of the target vehicle; for example, the obstacle can be placed on the ground or suspended in the air. Since the distance between the obstacle and the target vehicle varies in three-dimensional space, it is not possible to determine the distance between them visually. The tester needs to manually measure the straight-line distance between the obstacle and the target vehicle and determine this straight-line distance as the distance between the target vehicle and the obstacle. For example, please refer to... Figure 3 In the diagram, A represents the target vehicle, and B represents the obstacle. The distance between the obstacle and the target vehicle is the straight-line distance AB between obstacle B and target vehicle A.

[0111] Because parking assist performance testing of a target vehicle requires placing obstacles at multiple different locations within the test area, the above method necessitates the tester manually measuring the distance between the obstacle and the target vehicle multiple times. This makes the testing process cumbersome, and the manually measured distances may not be accurate. To facilitate determining the distance between the obstacle and the target vehicle, the distance can be varied within a plane. Specifically, when the distance varies horizontally, the obstacle's length direction should be perpendicular to the ground where the target vehicle is located, and it should be placed on the ground. In this case, regardless of the obstacle's placement, the distance between the obstacle and the target vehicle can be directly determined as the horizontal distance between them. Based on the obstacle's position on the ground, the distance between the obstacle and the target vehicle can then be accurately determined without manual measurement by the tester.

[0112] For example, please refer to Figure 4 and Figure 5 , Figure 4 This is a left view of the target vehicle and the obstacles. Figure 5 A top-down view of the target vehicle and obstacles, from Figure 4 and Figure 5 As can be seen, the length of the obstacle is perpendicular to the ground where the target vehicle is located, and it is placed on the ground where the target vehicle is located. The distance between the obstacle and the target vehicle can be directly determined as the horizontal distance NM between the obstacle and the target vehicle.

[0113] When the distance between an obstacle and a target vehicle varies in the vertical plane, and the length of the obstacle is parallel to the ground where the target vehicle is located, the distance between the obstacle and the target vehicle can be directly determined as the vertical distance between them, regardless of the obstacle's placement. This allows for precise determination of the distance between the obstacle and the target vehicle based on the obstacle's position on the ground or its position in a direction perpendicular to the ground, without requiring manual measurement by the tester.

[0114] Furthermore, in the above method, since the distance between the obstacle and the target vehicle varies in three-dimensional space, it is difficult to divide this three-dimensional space into different test sub-regions, making it difficult to further determine the radar's detection accuracy in different test sub-regions in subsequent steps. Therefore, if the distance between the obstacle and the target vehicle can be varied within a certain plane, at least one test sub-region can be determined based on this plane, and the radar's testing accuracy in different test regions can be further determined in subsequent steps. Therefore, in some embodiments, when testing the parking assistance performance of the target vehicle, the test can be divided into radar horizontal detection performance testing and radar vertical detection performance testing. When testing the radar horizontal detection performance of a target vehicle, the test area includes a first test sub-area, a second test sub-area, and a third test sub-area. The first test sub-area is located at the front of the target vehicle, and the second and third test sub-areas are located at the rear of the target vehicle. The area of ​​the second test sub-area is larger than that of the third test sub-area. The length direction of the obstacle is perpendicular to the ground where the target vehicle is located. A first mesh cloth is laid on the ground within the first test sub-area, and a second mesh cloth is laid on the ground within the second and third test sub-areas. Multiple different locations contain multiple different grids from the first and second mesh cloths. When testing the radar vertical detection performance of a target vehicle, the test area includes a first test sub-area and a second test sub-area. The first test sub-area is located at the front of the target vehicle, and the second test sub-area is located at the rear of the target vehicle. The length direction of the obstacle is parallel to the ground where the target vehicle is located. A third mesh cloth is suspended in a direction perpendicular to the ground within the first test sub-area, and a fourth mesh cloth is suspended in a direction perpendicular to the ground within the second test sub-area. Multiple different locations contain multiple different grids from the third and fourth mesh cloths.

[0115] Specifically, when testing the horizontal radar detection performance of a target vehicle, the length of the obstacle can exceed a first length threshold. When testing the vertical radar detection performance of a target vehicle, the length of the obstacle can exceed a second length threshold, and the centerline of the obstacle can coincide with the centerline of the target vehicle. The first length threshold is preset and is related to the distance between the target vehicle's radar and the ground. For example, if the distance between the target vehicle's radar and the ground is 0.5 meters, the first length threshold can be set to 0.5 meters. The second length threshold is preset and is related to the distance between the two radars furthest apart at the front or rear of the target vehicle. For example, if the distance between the two radars furthest apart at the front or rear of the target vehicle is 1.2 meters, the second length threshold can be set to 1.2 meters.

[0116] The first, second, third, and fourth mesh fabrics described above are used to help the tester determine the distance between the obstacle and the target vehicle. In some embodiments, the tester can determine the number of meshes between the obstacle and the target vehicle based on the position of the obstacle on the mesh fabric. The distance between the obstacle and the target vehicle can be determined based on the size of the meshes in the mesh fabric and the number of meshes between the obstacle and the target vehicle. The size of the mesh fabric and the size of the meshes within it are preset. For example, the first, second, third, and fourth mesh fabrics can be set to rectangles with a length of 5 meters and a width of 4 meters, and the meshes within these mesh fabrics can be set to squares with a side length of 100 millimeters.

[0117] It should be noted that since the geometric cross-sectional area and material of an obstacle affect radar reflection, the determination of the obstacle's geometric cross-sectional area and material is related to the radar properties of the target vehicle when testing its parking assistance performance. As an example, the obstacle could be a test rod with a diameter of 75 mm, a geometric cross-sectional area of ​​1406.25 × π square millimeters, and made of PVC. Of course, the obstacle could also be made of other materials and have other geometric cross-sectional areas; this application does not limit this.

[0118] Because a first correspondence is established for the target vehicle, different locations within the radar detection range of the target vehicle need to be tested when testing the parking assistance performance of the target vehicle. Therefore, in some embodiments, these multiple different locations cover different detection distances of the target vehicle's radar, that is, these multiple different locations cover different distance ranges in the first correspondence.

[0119] Step 202: The electronic device receives multiple images from the camera, which correspond one-to-one with multiple alarm sound signals. These multiple images are obtained by taking pictures of the dashboard after obstacles are placed in multiple different locations. The dashboard is used to display the closest distance between the obstacles in multiple different locations and the radar of the target vehicle.

[0120] Based on the above description, to avoid collisions between the target vehicle and obstacles during parking, the target vehicle can be equipped with radar to detect obstacles around it. In addition to setting a first correspondence, a second correspondence can also be set in the target vehicle. This second correspondence indicates the relationship between distance ranges and distance markers. Furthermore, the distance markers displayed on the target vehicle's dashboard differ depending on the distance range between the target vehicle and the obstacle. Therefore, based on the distance detected by radar between the target vehicle and the obstacle, the target vehicle can display the corresponding distance marker in the second correspondence on its dashboard to alert the driver of the presence of obstacles near the target vehicle, thereby reducing the risk of collisions during parking and providing parking assistance.

[0121] In some embodiments, the front and rear of the target vehicle may be provided with the same second correspondence. In other embodiments, since the blind spots of the front and rear of the target vehicle are different for the driver, different second correspondences may be provided for the front and rear of the target vehicle. For example, the second correspondences provided for the front of the target vehicle are shown in Table 3 below. When the distance between the obstacle and the target vehicle is greater than or equal to 25 cm and less than or equal to 35 cm, the distance indicator displayed on the instrument panel is the icon in the first row of Table 3. When the distance between the obstacle and the target vehicle is greater than or equal to 40 cm and less than or equal to 60 cm, the distance indicator displayed on the instrument panel is the icon in the second row of Table 3. When the distance between the obstacle and the target vehicle is greater than or equal to 65 cm and less than or equal to 90 cm, the distance indicator displayed on the instrument panel is the icon in the third row of Table 3. When the distance between the obstacle and the target vehicle is greater than 90 cm, the distance indicator displayed on the instrument panel is the icon in the fourth row of Table 3.

[0122] Table 3

[0123]

[0124]

[0125] For example, the second corresponding relationship set at the rear of the target vehicle is shown in Table 4 below. When the distance between the obstacle and the target vehicle is greater than or equal to 25 cm and less than or equal to 35 cm, the distance indicator displayed on the instrument panel is the icon in the first row of Table 4. When the distance between the obstacle and the target vehicle is greater than or equal to 40 cm and less than or equal to 60 cm, the distance indicator displayed on the instrument panel is the icon in the second row of Table 4. When the distance between the obstacle and the target vehicle is greater than or equal to 65 cm and less than or equal to 90 cm, the distance indicator displayed on the instrument panel is the icon in the third row of Table 4. When the distance between the obstacle and the target vehicle is greater than or equal to 95 cm and less than or equal to 150 cm, the distance indicator displayed on the instrument panel is the icon in the fourth row of Table 4. When the distance between the obstacle and the target vehicle is greater than 150 cm, the distance indicator displayed on the instrument panel is the icon in the fifth row of Table 4.

[0126] Table 4

[0127]

[0128]

[0129] To test the parking assistance performance of a target vehicle, obstacles can be placed at different locations within the test area. The target vehicle's radar can determine the distance between the obstacle and the vehicle, and based on this distance, it can determine the distance indicator to be displayed on the dashboard, thus alerting the driver. Since the camera's field of view covers the target vehicle's dashboard, it can capture the dashboard display content and send the captured image to electronic devices.

[0130] Step 203: The electronic device tests the radar detection performance of the target vehicle based on the multiple alarm sound signals and the multiple images.

[0131] In some embodiments, the electronic device processes the multiple alarm sound signals and the multiple images to determine the number of locations that can be tested normally among the multiple different locations. The number of locations that can be tested normally among the multiple different locations is divided by the total number of the multiple different locations to obtain the test coverage. If the test coverage is greater than the coverage threshold, it is determined that the radar detection performance of the target vehicle meets the requirements.

[0132] Based on the above description, placing an obstacle at a certain distance around a target vehicle may cause the target vehicle to emit an alarm sound and display a corresponding distance indicator on the dashboard. Therefore, when testing the parking assistance performance of a target vehicle, the playback frequency of the beeping sound in the received alarm sound signal can be determined, and the distance indicator displayed on the dashboard can be determined based on the received image. Therefore, in some embodiments, for the first alarm sound signal among the multiple alarm sound signals, audio processing is performed on the first alarm sound signal to determine the playback frequency of the beeping sound in the first alarm sound signal. For the first image among the multiple images corresponding to the first alarm sound signal, image recognition is performed on the first image to determine the distance indicator in the first image. If the playback frequency of the beeping sound in the first alarm sound signal corresponds to the distance indicator in the first image, and a correct test response from the tester is detected, then the first position is determined to be a position that can be tested normally, and the first position is the position where the obstacle was placed when the first alarm sound signal was collected. If the playback frequency of the beeping sound in the first alarm sound signal corresponds to the distance indicator in the first image, and an incorrect test response from the tester is detected, then the first position is determined to be a position that cannot be tested normally. If the frequency of the beeping sound in the first alarm sound signal does not correspond to the distance marker in the first image, the first position is directly determined to be a position that cannot be tested normally.

[0133] After analyzing each alarm sound signal and each image from the multiple received alarm signals and images in the manner described above, the locations that can be tested normally among multiple different locations can be determined.

[0134] Based on the above description, since the target vehicle already has a first and second correspondence set before testing, the electronic device can also pre-store the first and second correspondences—that is, the correspondence between the distance range, the buzzer's playback frequency, and the distance indicator displayed on the instrument panel—to make the parking assistance performance testing process more convenient and efficient. In this way, the electronic device can determine whether the playback frequency of the buzzer in the first alarm sound signal corresponds to the distance indicator in the first image based on this relationship.

[0135] Although the electronic device stores the correspondence between the distance range, the frequency of the beeping sound, and the distance markers displayed on the dashboard, it only receives alarm sound signals and images. This means the device can only determine the frequency of the beeping sound in the alarm signal and the distance markers in the image, but cannot determine the distance between the current obstacle and the target vehicle. Therefore, the electronic device can only determine whether the frequency of the beeping sound in the first alarm signal corresponds to the distance markers in the first image, but cannot determine whether both correspond to the distance between the current obstacle and the target vehicle. Thus, the electronic device also needs to verify the tester's correct test response. In other words, when testing the parking assist performance of the target vehicle, the tester needs to determine whether both the frequency of the beeping sound in the first alarm signal and the distance markers in the first image correspond to the distance between the current obstacle and the target vehicle.

[0136] In some embodiments, the electronic device may display the playback frequency of the beeping sound in the first alarm sound signal and the distance markers in the first image, as well as a correct test button and an incorrect test button. The tester can determine, based on the content displayed by the electronic device, whether the playback frequency of the beeping sound in the first alarm sound signal and the distance markers in the first image both correspond to the distance between the current obstacle and the target vehicle. If both the playback frequency of the beeping sound in the first alarm sound signal and the distance markers in the first image correspond to the distance between the current obstacle and the target vehicle, the tester can click the correct test button, which will trigger a correct test response, and the electronic device can detect the tester's correct test response. If the playback frequency of the beeping sound in the first alarm sound signal and the distance markers in the first image do not both correspond to the distance between the current obstacle and the target vehicle, the tester can click the incorrect test button, which will trigger an incorrect test response, and the electronic device can detect the tester's incorrect test response.

[0137] If the frequency of the beeping sound in the first alarm sound signal corresponds to the distance marker in the first image, and a correct test response from the tester is detected, it indicates that the frequency of the beeping sound in the first alarm sound signal, the distance marker in the first image, and the distance between the current obstacle and the target vehicle correspond; that is, the first position is a position that can be tested normally. If the frequency of the beeping sound in the first alarm sound signal corresponds to the distance marker in the first image, and an incorrect test response from the tester is detected, it indicates that the frequency of the beeping sound in the first alarm sound signal corresponds to the distance marker in the first image, but the frequency of the beeping sound in the first alarm sound signal and the distance marker in the first image do not completely correspond to the distance between the current obstacle and the target vehicle; that is, the first position is a position that cannot be tested normally.

[0138] If the frequency of the beeping sound in the first alarm sound signal does not correspond to the distance marker in the first image, it indicates that the first position is a position that cannot be tested normally. In this case, it is not necessary to determine whether the tester's correct test response was detected, and the first position can be directly determined to be a position that cannot be tested normally.

[0139] There are several ways to determine the playback frequency of the buzzer in the first alarm sound signal. In some embodiments, a derivative operation can be performed on the first alarm sound signal. If there is data greater than 0 in the sound data after the derivative operation, then two consecutive maxima in the sound data after the derivative operation are obtained, and the reciprocal of the absolute time difference between the two maxima is determined as the playback frequency of the buzzer in the first alarm sound signal. If there is no data greater than 0 in the sound data after the derivative operation, it is determined that there is no buzzer in the first alarm sound signal, that is, the target vehicle is not playing a buzzer.

[0140] For example, after performing a derivative operation on the first alarm sound signal, if there are data greater than 0 in the sound data after the derivative operation, and the absolute time difference between two consecutive maxima in the sound data after the derivative operation is 250 milliseconds, then the playback frequency of the buzzer in the first alarm sound signal is determined to be 4Hz.

[0141] In some embodiments, the test coverage rate can be obtained by directly dividing the number of testable locations among the multiple different locations by the total number of different locations. If the test coverage rate is greater than the coverage threshold, the radar detection performance of the target vehicle is determined to meet the requirements. If the test coverage rate is less than or equal to the coverage threshold, the radar detection performance of the target vehicle is determined to not meet the requirements. That is, the above method can be used to determine whether the overall radar detection performance of the target vehicle meets the requirements.

[0142] However, the risk of collision varies depending on the distance between the target vehicle and the obstacle. Therefore, to further ensure driving safety, the radar detection coverage should be higher at distances with a higher risk of collision, and lower at distances with a lower risk. Furthermore, simply judging whether the overall radar detection performance of the target vehicle meets the requirements using the above method is insufficient. Therefore, the area around the target vehicle can be divided into different test sub-regions, and different coverage thresholds can be set for each sub-region. Based on the above description, since it is difficult to divide different test sub-regions in three-dimensional space, the parking assistance performance test can be divided into radar horizontal detection performance test and radar vertical detection performance test. These tests correspond to different test sub-regions, each with a coverage threshold.

[0143] In some embodiments, as shown in Table 5 below, when testing the radar horizontal detection performance of a target vehicle, the test area includes a first test sub-region, a second test sub-region, and a third test sub-region. The distance between the first test sub-region and the target vehicle is greater than a first distance threshold and less than a second distance threshold, and the coverage threshold corresponding to the first test sub-region is the first coverage threshold. The distance between the second test sub-region and the target vehicle is greater than the second distance threshold and less than a third distance threshold, and the coverage threshold corresponding to the second test sub-region is the second coverage threshold. The distance between the third test sub-region and the target vehicle is greater than the first distance threshold and less than a fourth distance threshold, and the coverage threshold corresponding to the third test sub-region is the third coverage threshold. When testing the radar vertical detection performance of a target vehicle, the test area includes a first test sub-region and a second test sub-region. The distance between the first test sub-region and the target vehicle is greater than the first distance threshold and less than the second distance threshold, and the coverage threshold corresponding to the first test sub-region is the fourth coverage threshold. The distance between the second test sub-region and the target vehicle is greater than the first distance threshold and less than the fourth distance threshold, and the coverage threshold corresponding to the second test sub-region is the fifth coverage threshold. The widths of the aforementioned multiple test sub-regions are equal, and the width is equal to the test region width threshold.

[0144] Table 5

[0145]

[0146]

[0147] The system includes five pre-set distance thresholds: a first distance threshold (related to the target vehicle's radar's minimum detection range), a second distance threshold (greater than the first), and a third distance threshold (greater than the second). For example, the second distance threshold could be set to 90 cm and the third to 150 cm. These thresholds can be adjusted to meet different needs. A fourth distance threshold (greater than the first) is also pre-set, for example, 90 cm. This threshold can also be adjusted to meet different needs. Finally, the system also pre-sets coverage thresholds (0.95, 0.9, 0.9, 0.9, and 0.9). The test area width threshold is preset and is greater than the target vehicle's body width. For example, if the target vehicle's body width is 1.6 meters, the test area width threshold can be set to 2 meters.

[0148] As an example, please refer to Figure 6 , Figure 6 This diagram illustrates the division of the test area when testing the radar's horizontal detection performance of a target vehicle. Since the minimum detection range of the target vehicle's radar is 25 cm, the first distance threshold is 25 cm. The target vehicle's width is 160 cm, therefore the test area width threshold is 200 cm. The second distance threshold is 90 cm, the third distance threshold is 150 cm, and the fourth distance threshold is 90 cm. Therefore, for the rear of the target vehicle, area B1, located at a distance greater than 25 cm and less than 90 cm, is designated as the first test sub-area. Area B2, located at a distance greater than 90 cm and less than 150 cm, is designated as the second test sub-area. For the front of the target vehicle, area A1, located at a distance greater than 25 cm and less than 90 cm, is designated as the third test sub-area.

[0149] In some embodiments, where the parking assistance performance test is divided into a radar horizontal detection performance test and a radar vertical detection performance test, if both the radar horizontal and vertical detection performance tests meet the requirements, the target vehicle's radar detection performance is considered to meet the requirements. If either the radar horizontal or vertical detection performance test fails to meet the requirements, the target vehicle's radar detection performance is considered to fail to meet the requirements.

[0150] If the radar horizontal detection performance test meets the requirements, it means that the coverage of the first, second, and third test sub-regions is greater than the coverage threshold corresponding to that sub-region. If the radar horizontal detection performance test does not meet the requirements, it means that the coverage of at least one of the first, second, and third test sub-regions is less than or equal to the coverage threshold corresponding to that sub-region. If the radar vertical detection performance test meets the requirements, it means that the coverage of the first and second test sub-regions is greater than the coverage threshold corresponding to that sub-region. If the radar vertical detection performance test does not meet the requirements, it means that the coverage of at least one of the first and second test sub-regions is less than or equal to the coverage threshold corresponding to that sub-region.

[0151] In actual driving, the target vehicle may travel on uneven roads. Due to the uneven surface, the parking assist system may generate false alarms, causing panic among the driver. Therefore, to avoid such situations, when testing the parking assist performance of the target vehicle, it is also necessary to determine whether the radar cutoff height of the target vehicle meets the requirements, that is, to determine whether the target vehicle will generate an alarm on uneven ground. In some embodiments, when testing the parking assist performance of the target vehicle, the ground on which the target vehicle is located is covered with gravel within a certain height range to simulate the state of the target vehicle driving on uneven roads. At this time, with the target vehicle fully loaded, if there is no beeping sound in the alarm sound signal from the sound collector and no distance marker in the image from the camera, it is determined that the radar cutoff height of the target vehicle meets the requirements. If there is no beeping sound in the alarm sound signal from the sound collector, but a distance marker is present in the image from the camera, it is determined that the radar cutoff height of the target vehicle does not meet the requirements. If a buzzing sound is present in the alarm audio signal from the sound collector and no distance marker is present in the image from the camera, it is determined that the radar cutoff height of the target vehicle does not meet the requirements.

[0152] If there is no beeping sound in the alarm audio signal from the sound collector and no distance marker in the camera image, it indicates that the target vehicle did not trigger a false alarm on the bumpy road. In this case, it can be determined that the target vehicle's radar cutoff height meets the requirements. If there is no beeping sound in the alarm audio signal from the sound collector, but a distance marker is present in the camera image, it indicates that the target vehicle triggered a false alarm on the bumpy road. In this case, it is determined that the target vehicle's radar cutoff height does not meet the requirements. If there is a beeping sound in the alarm audio signal from the sound collector, but no distance marker is present in the camera image, it also indicates that the target vehicle triggered a false alarm on the bumpy road. In this case, it is determined that the target vehicle's radar cutoff height does not meet the requirements.

[0153] It should be noted that radar cutoff altitude refers to the distance between the ground and the maximum detectable boundary of the radar in the direction facing the ground. The above altitude range is determined based on the radar cutoff altitude of the target vehicle, and the maximum value of this altitude range is less than the radar cutoff altitude of the target vehicle. For example, if... Figure 7 As shown, the radar cutoff height of the target vehicle is 50 mm. At this time, the height range is determined to be 0 mm to 50 mm. Therefore, gravel with a height between 0 mm and 50 mm can be laid on the ground where the target vehicle is located.

[0154] In other embodiments, the initialization performance of the parking assistance system can also be tested during the parking assistance performance test. In this case, the target vehicle's parking assistance system is connected to a current acquisition probe of a data acquisition device, and the camera's field of view also covers the vehicle's in-vehicle display screen. The target vehicle's gear shift module is connected to a switch acquisition device. The electronic device receives multiple operating currents collected by the data acquisition device through the current acquisition probe. These multiple operating currents represent the current of the target vehicle in reverse gear after multiple vehicle power-ups. Multiple initialization times are determined using the switch acquisition device and the camera. These multiple initialization times represent the initialization time of the parking assistance system after multiple vehicle power-ups. The average of these multiple operating currents is determined as the system operating current, and the average of the multiple initialization times is determined as the system initialization time. Based on the system operating current and system initialization time, the electronic device tests the initialization performance of the target vehicle's parking assistance system.

[0155] If the difference between the system operating current and the operating current threshold is less than a first difference threshold, and the system initialization time is less than or equal to the initialization time threshold, then the initialization performance of the parking assistance system is determined to meet the requirements. If the difference between the system operating current and the operating current threshold is less than the first difference threshold, and the system initialization time is greater than the initialization time threshold, then the initialization performance of the parking assistance system is determined to not meet the requirements. If the difference between the system operating current and the operating current threshold is greater than the first difference threshold, and the system initialization time is less than or equal to the initialization time threshold, then the initialization performance of the parking assistance system is determined to not meet the requirements. If the difference between the system operating current and the operating current threshold is greater than the first difference threshold, and the system initialization time is greater than the initialization time threshold, then the initialization performance of the parking assistance system is determined to not meet the requirements.

[0156] It should be noted that "powering on the entire vehicle" refers to the target vehicle's power supply being turned on, for example, the power switch being in the ON or READY position. Multiple power-on cycles can be defined as M cycles, where M is a pre-set value that can be adjusted according to different needs under different circumstances. For example, M can be set to 3.

[0157] Therefore, in some embodiments, for any one of the multiple vehicle power-ups, the electronic device receives and records the initial current collected by the data acquisition instrument through the current acquisition probe. This initial current is the current of the target vehicle when it is not in reverse gear after power-up. The electronic device also receives multiple reverse currents collected by the data acquisition instrument through the current acquisition probe. These multiple reverse currents are the currents collected by the current acquisition probe when the target vehicle is in reverse gear after power-up. If the difference between these multiple reverse currents and the initial current is greater than a first difference threshold, and the difference between these multiple reverse currents is less than a second difference threshold, then any one of these multiple reverse currents is determined as the operating current. Since the parking assist system of the target vehicle may not be stable when it is first activated, it is necessary to wait for the system to stabilize before using the reverse current when the system is stable as the operating current of the system. Therefore, the situation where the difference between these multiple reverse currents is less than the second difference threshold can be used to determine that the system is in a stable state.

[0158] Normally, the target vehicle is in neutral after being powered on, so the initial current can be the current of the target vehicle in neutral after the whole vehicle is powered on. Of course, the target vehicle may not be in neutral after being powered on, in which case the initial current can be the current of the target vehicle in the current gear after the whole vehicle is powered on.

[0159] The first difference threshold is preset and can be adjusted according to different needs under different circumstances. The second difference threshold is preset, for example, it can be set to 2 mA. It can also be adjusted according to different needs under different circumstances. The initialization time threshold is also preset, for example, it can be set to 2 seconds. It can also be adjusted according to different needs under different circumstances. The multiple reversing currents mentioned above can be Q reversing currents, where Q is a preset value and can be adjusted according to different needs under different circumstances. For example, Q can be set to 100, meaning that if the difference between all 100 reversing currents and the initial current is greater than the first difference threshold, and the difference between the multiple reversing currents is less than the second difference threshold, then any one of the 100 reversing currents is determined as the operating current.

[0160] In some embodiments, the electronic device receives multiple shift signals collected by a switch collector, which are shift signals collected after the target vehicle has been powered on multiple times. It also receives multiple reversing images from a camera, which are images on the vehicle display screen when the target vehicle is in reverse gear after being powered on multiple times. If the multiple shift signals are all reverse gear signals and the multiple reversing images all include a reversing image and a digital sign, then the acquisition time of the multiple shift signals is taken as the start time, the acquisition time of the multiple reversing images is taken as the end time, and the time difference between the start time and the corresponding end time is determined to obtain multiple initialization times.

[0161] Since the initialization of the target vehicle's parking assist system requires a certain amount of time, the moment when the image displayed on the vehicle's in-vehicle screen includes both the reversing view and the digital signage when the vehicle is powered on and in reverse gear can be taken as the end time of system initialization. The reversing view indicates whether the target vehicle's parking assist system is activated, and the digital signage tests whether the target vehicle's image processing software is functioning correctly. If the reversing image includes both the reversing view and the digital signage, it indicates that the target vehicle's parking assist system is activated and the image processing software is functioning correctly. In this case, the initialization of the target vehicle's parking assist system can be determined to be complete, and the time of the reversing image acquisition can be taken as the end time. If the reversing image includes the reversing view but does not include the digital signage, it indicates that the target vehicle's parking assist system is activated, but the image processing software is not functioning correctly. In this case, the initialization of the target vehicle's parking assist system can be determined to be incomplete, and the time of the reversing image acquisition cannot be taken as the end time. If the reversing image does not include the reversing view but includes digital signs, it indicates that the parking assist system of the target vehicle is malfunctioning, but the image processing software is working normally. In this case, it can be determined that the initialization of the parking assist system of the target vehicle has not ended, and the acquisition time of the reversing image should not be used as the end time.

[0162] As an example, the aforementioned digital signage can be a signage containing the numbers 1234. Of course, the digital signage can also contain other numbers, and this application embodiment does not limit this.

[0163] In some embodiments, since the target vehicle has multiple gears, the electronic device stores the reverse gear signal corresponding to the reverse gear to determine whether the target vehicle is in reverse gear during testing. After receiving the shift signal collected by the switch acquisition unit, the electronic device determines whether the shift signal is a reverse gear signal based on the stored reverse gear signal. If the shift signal is a reverse gear signal, it can be determined that the target vehicle is in reverse gear. If the shift signal is not a reverse gear signal, it can be determined that the target vehicle is not in reverse gear. For example, the switch acquisition unit can be connected to four switches of the shift module, namely SW1, SW2, SW3, and SW4. The shift signal received by the electronic device from the switch acquisition unit is a four-bit binary number, which corresponds to the different gears of the target vehicle. The electronic device stores the reverse gear signal corresponding to the reverse gear, that is, the electronic device stores the four-bit binary number (1100) corresponding to the reverse gear. At this time, if the electronic device receives a shift signal of 0110 from the switch collector, it can determine that the shift signal is not a reverse signal based on the stored reverse signal (1100). In other words, the target vehicle is not in reverse gear.

[0164] In this embodiment, by placing obstacles at different locations around the target vehicle, the target vehicle can generate an alarm sound and display a distance indicator on the dashboard. The sound acquisition device can then collect the alarm sound signal and send it to the electronic device. Simultaneously, the camera can capture the distance indicator displayed on the dashboard and send the captured image to the electronic device. Based on the received multiple alarm signals and images, the electronic device tests the radar detection performance of the target vehicle, enabling timely detection of problems with the parking assistance system and accurately determining the specific distance range where the problem occurs. This provides data support for technicians to improve the distance measurement capabilities of the parking assistance system. Furthermore, the method provided in this embodiment can also test whether the initialization performance of the parking assistance system meets requirements, helping testers to promptly identify issues with the operating current and initialization time of the parking assistance system. This makes the parking assistance performance test of the target vehicle more comprehensive and further reduces potential safety hazards associated with the parking assistance system.

[0165] Figure 8 This is a schematic diagram of a parking assistance performance testing device provided in an embodiment of this application. This testing device can be implemented as part or all of an electronic device, using software, hardware, or a combination of both. Please refer to... Figure 8 The device includes: a first receiving module 801, a second receiving module 802, and a first testing module 803.

[0166] The first receiving module 801 is used to receive multiple alarm sound signals from the sound collector. These multiple alarm sound signals are collected after obstacles are placed at multiple different locations within a test area. The test area is located around the target vehicle and covers the radar detection range of the target vehicle. The multiple different locations cover different detection distances of the radar. Detailed implementation processes are described in the corresponding contents of the above embodiments and will not be repeated here.

[0167] The second receiving module 802 is used to receive multiple images from the camera. These multiple images correspond one-to-one with multiple alarm sound signals. The multiple images are obtained by taking pictures of the dashboard after obstacles are placed at multiple different locations. The dashboard is used to display the closest distance between the obstacles at multiple different locations and the radar of the target vehicle. For detailed implementation processes, please refer to the corresponding contents in the above embodiments, which will not be repeated here.

[0168] The first test module 803 is used to test the radar detection performance of a target vehicle based on multiple alarm sound signals and multiple images. For detailed implementation details, please refer to the corresponding content in the above embodiments; they will not be repeated here.

[0169] Optionally, when testing the radar horizontal detection performance of a target vehicle, the test area includes a first test sub-area, a second test sub-area, and a third test sub-area. The first test sub-area is located at the front of the target vehicle, and the second and third test sub-areas are located at the rear of the target vehicle. The area of ​​the second test sub-area is larger than the area of ​​the third test sub-area.

[0170] The length of the obstacle is perpendicular to the ground where the target vehicle is located. The ground in the first test sub-area is covered with a first mesh cloth, and the ground in the second and third test sub-areas is covered with a second mesh cloth. These multiple different locations are multiple different meshes in the first and second mesh cloths.

[0171] Optionally, when testing the radar vertical detection performance of a target vehicle, the test area includes a first test sub-area and a second test sub-area. The first test sub-area is located at the front of the target vehicle, and the second test sub-area is located at the rear of the target vehicle. The length direction of the obstacle is parallel to the ground where the target vehicle is located. A third mesh cloth is suspended in the first test sub-area along a direction perpendicular to the ground, and a fourth mesh cloth is suspended in the second test sub-area along a direction perpendicular to the ground. These multiple different positions are multiple different meshes of the third and fourth mesh cloths.

[0172] Optionally, the first test module 803 includes:

[0173] The processing unit is used to process multiple alarm sound signals and multiple images to determine the number of locations that can be tested normally among multiple different locations;

[0174] The calculation unit is used to divide the number of locations that can be tested normally among multiple different locations by the total number of multiple different locations to obtain the test coverage.

[0175] The determination unit is used to determine whether the radar detection performance of the target vehicle meets the requirements if the test coverage is greater than the coverage threshold.

[0176] Optionally, the target vehicle may repeatedly play a beeping sound to warn of an obstacle detected within the radar's detection range.

[0177] The processing unit includes:

[0178] The processing subunit is used to perform audio processing on the first alarm sound signal among multiple alarm sound signals to determine the playback frequency of the buzzer sound in the first alarm sound signal.

[0179] The identification subunit is used to perform image recognition on the first image that corresponds to the first alarm sound signal among multiple images, so as to determine the distance marker in the first image;

[0180] The determination subunit is used to determine the first position as a position where normal testing can be performed if the playback frequency of the buzzer in the first alarm sound signal corresponds to the distance marker in the first image and the correct test response of the tester is detected. The first position is the position where the obstacle was placed when the first alarm sound signal was collected.

[0181] Optionally, the processing subunit is specifically used for:

[0182] Perform derivative calculation on the first alarm sound signal;

[0183] If there are data values ​​greater than 0 in the audio data after the derivative operation, then obtain the two consecutive maxima in the audio data after the derivative operation;

[0184] The reciprocal of the absolute time difference between the two maxima is determined as the playback frequency of the buzzer in the first alarm sound signal.

[0185] Optionally, the ground where the target vehicle is located is covered with gravel at a height within a certain range, and the target vehicle is used to repeatedly play a buzzer sound to warn of an obstacle that is detected within the radar detection range.

[0186] The device also includes:

[0187] The first determining module is used to determine that the radar cutoff altitude of the target vehicle meets the requirements if there is no beeping sound in the alarm sound signal from the sound collector and no distance marker in the image from the camera when the target vehicle is fully loaded.

[0188] Optionally, the parking assistance system of the target vehicle is connected to the current acquisition probe of the data acquisition device, the camera's shooting range also covers the vehicle's in-vehicle display screen, and the shift module of the target vehicle is connected to the switch acquisition device.

[0189] The device also includes:

[0190] The third receiving module is used to receive multiple working currents collected by the data acquisition instrument through the current acquisition probe. These multiple working currents are the currents of the target vehicle in reverse gear after multiple power-on cycles.

[0191] The second determining module is used to determine multiple initialization times through the switch collector and the camera. These multiple initialization times are the initialization times of the parking assistance system after the target vehicle is powered on multiple times.

[0192] The third determining module is used to determine the average value of multiple operating currents as the system operating current and the average value of multiple initialization times as the system initialization time.

[0193] The second test module is used to test the initialization performance of the parking assistance system of the target vehicle based on the system operating current and system initialization time.

[0194] Optionally, a digital sign is placed at the rear of the target vehicle;

[0195] The second determining module is specifically used for:

[0196] The receiver collects multiple shift signals from the switch acquisition unit. These multiple shift signals are the shift signals collected after the target vehicle has been powered on multiple times.

[0197] Receive multiple reversing images from the camera, which are images taken of the vehicle's display screen when the vehicle is in reverse gear after being powered on multiple times.

[0198] If multiple shift signals are all reverse gear signals, and multiple reversing images include both a reversing view and a digital sign, then the acquisition time of these multiple shift signals is taken as the start time, and the acquisition time of the multiple reversing images is taken as the end time. The time difference between the start time and the corresponding end time is determined to obtain multiple initialization times.

[0199] In this embodiment, by placing obstacles at different locations around the target vehicle, the target vehicle can generate an alarm sound and display a distance indicator on the dashboard. The sound acquisition device can then collect the alarm sound signal and send it to the electronic device. Simultaneously, the camera can capture the distance indicator displayed on the dashboard and send the captured image to the electronic device. Based on the received multiple alarm signals and images, the electronic device tests the radar detection performance of the target vehicle, enabling timely detection of problems with the parking assistance system and accurately determining the specific distance range where the problem occurs. This provides data support for technicians to improve the distance measurement capabilities of the parking assistance system. Furthermore, the method provided in this embodiment can also test whether the initialization performance of the parking assistance system meets requirements, helping testers to promptly identify issues with the operating current and initialization time of the parking assistance system. This makes the parking assistance performance test of the target vehicle more comprehensive and further reduces potential safety hazards associated with the parking assistance system.

[0200] It should be noted that the parking assistance performance testing device provided in the above embodiments is only illustrated by the division of the above functional modules when testing parking assistance performance. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above. In addition, the parking assistance performance testing device and the parking assistance performance testing method embodiments provided in the above embodiments belong to the same concept, and the specific implementation process can be found in the method embodiments, which will not be repeated here.

[0201] Figure 9 This is a structural block diagram of an electronic device 900 provided in an embodiment of this application. The electronic device 900 can be a portable mobile electronic device, such as a smartphone, tablet computer, MP3 player (Moving Picture Experts Group Audio Layer III), MP4 player (Moving Picture Experts Group Audio Layer IV), laptop computer, or desktop computer. The electronic device 900 may also be referred to as a user device, portable terminal, laptop terminal, desktop terminal, or other names.

[0202] Typically, electronic device 900 includes a processor 901 and a memory 902.

[0203] Processor 901 may include one or more processing cores, such as a quad-core processor or an octa-core processor. Processor 901 may be implemented using at least one hardware form selected from DSP (Digital Signal Processing), FPGA (Field-Programmable Gate Array), and PLA (Programmable Logic Array). Processor 901 may also include a main processor and a coprocessor. The main processor, also known as a CPU (Central Processing Unit), is used to process data in the wake-up state; the coprocessor is a low-power processor used to process data in the standby state. In some embodiments, processor 901 may integrate a GPU (Graphics Processing Unit), which is responsible for rendering and drawing the content to be displayed on the screen. In some embodiments, processor 901 may also include an AI (Artificial Intelligence) processor, which is used to handle computational operations related to machine learning.

[0204] The memory 902 may include one or more computer-readable storage media, which may be non-transitory. The memory 902 may also include high-speed random access memory and non-volatile memory, such as one or more disk storage devices or flash memory devices. In some embodiments, the non-transitory computer-readable storage media in the memory 902 is used to store at least one instruction, which is executed by the processor 901 to implement the parking assistance performance testing method provided in the method embodiments of this application.

[0205] In some embodiments, the electronic device 900 may optionally include a peripheral device interface 903 and at least one peripheral device. The processor 901, memory 902, and peripheral device interface 903 can be connected via a bus or signal line. Each peripheral device can be connected to the peripheral device interface 903 via a bus, signal line, or circuit board. Specifically, the peripheral device includes at least one of the following: a radio frequency circuit 904, a touch display screen 905, a camera 906, an audio circuit 907, a positioning component 908, and a power supply 909.

[0206] Peripheral device interface 903 can be used to connect at least one I / O (Input / Output) related peripheral device to processor 901 and memory 902. In some embodiments, processor 901, memory 902 and peripheral device interface 903 are integrated on the same chip or circuit board; in some other embodiments, any one or two of processor 901, memory 902 and peripheral device interface 903 can be implemented on separate chips or circuit boards, which is not limited in this embodiment.

[0207] The radio frequency (RF) circuit 904 is used to receive and transmit RF (Radio Frequency) signals, also known as electromagnetic signals. The RF circuit 904 communicates with communication networks and other communication devices via electromagnetic signals. The RF circuit 904 converts electrical signals into electromagnetic signals for transmission, or converts received electromagnetic signals back into electrical signals. Optionally, the RF circuit 904 includes: an antenna system, an RF transceiver, one or more amplifiers, a tuner, an oscillator, a digital signal processor, a codec chipset, a user identity module card, etc. The RF circuit 904 can communicate with other electronic devices through at least one wireless communication protocol. This wireless communication protocol includes, but is not limited to: the World Wide Web, metropolitan area networks, intranets, various generations of mobile communication networks (2G, 3G, 4G, and 5G), wireless local area networks, and / or WiFi (Wireless Fidelity) networks. In some embodiments, the RF circuit 904 may also include circuitry related to NFC (Near Field Communication), which is not limited in this application embodiment.

[0208] Display screen 905 is used to display a UI (User Interface). This UI may include graphics, text, icons, videos, and any combination thereof. When display screen 905 is a touch display screen, it also has the ability to collect touch signals on or above its surface. These touch signals can be input as control signals to processor 901 for processing. In this case, display screen 905 can also be used to provide virtual buttons and / or a virtual keyboard, also known as soft buttons and / or a soft keyboard. In some embodiments, there may be one display screen 905, which serves as the front panel of electronic device 900; in other embodiments, there may be at least two display screens 905, respectively disposed on different surfaces of electronic device 900 or in a folded design; in still other embodiments, display screen 905 may be a flexible display screen, disposed on a curved or folded surface of electronic device 900. Furthermore, display screen 905 may be configured as a non-rectangular irregular shape, i.e., a non-rectangular screen. Display screen 905 may be made of materials such as LCD (Liquid Crystal Display) or OLED (Organic Light-Emitting Diode).

[0209] The camera assembly 906 is used to acquire images or videos. Optionally, the camera assembly 906 includes a front-facing camera and a rear-facing camera. Typically, the front-facing camera is located on the front panel of the electronic device, and the rear-facing camera is located on the back of the electronic device. In some embodiments, there are at least two rear-facing cameras, which are any one of a main camera, a depth-sensing camera, a wide-angle camera, and a telephoto camera, to achieve background blurring by fusion of the main camera and the depth-sensing camera, panoramic shooting by fusion of the main camera and the wide-angle camera, VR (Virtual Reality) shooting, or other fusion shooting functions. In some embodiments, the camera assembly 906 may also include a flash. The flash can be a single-color temperature flash or a dual-color temperature flash. A dual-color temperature flash refers to a combination of a warm-light flash and a cool-light flash, which can be used for light compensation at different color temperatures.

[0210] The audio circuit 907 may include a microphone and a speaker. The microphone is used to collect sound waves from the user and the environment, converting the sound waves into electrical signals that are input to the processor 901 for processing, or input to the radio frequency circuit 904 for voice communication. For stereo sound acquisition or noise reduction purposes, multiple microphones may be used, each located in a different part of the electronic device 900. The microphone may also be an array microphone or an omnidirectional microphone. The speaker is used to convert the electrical signals from the processor 901 or the radio frequency circuit 904 into sound waves. The speaker may be a conventional diaphragm speaker or a piezoelectric ceramic speaker. When the speaker is a piezoelectric ceramic speaker, it can convert electrical signals not only into audible sound waves but also into inaudible sound waves for purposes such as distance measurement. In some embodiments, the audio circuit 907 may also include a headphone jack.

[0211] Positioning component 908 is used to locate the current geographic location of electronic device 900 for navigation or LBS (Location Based Service). Positioning component 908 can be a positioning component based on the US GPS (Global Positioning System), China's BeiDou system, or Russia's Galileo system.

[0212] Power supply 909 is used to supply power to various components in electronic device 900. Power supply 909 can be AC ​​power, DC power, a disposable battery, or a rechargeable battery. When power supply 909 includes a rechargeable battery, the rechargeable battery can be a wired rechargeable battery or a wireless rechargeable battery. A wired rechargeable battery is a battery that is charged via a wired line, while a wireless rechargeable battery is a battery that is charged via a wireless coil. The rechargeable battery can also be used to support fast charging technology.

[0213] In some embodiments, the electronic device 900 further includes one or more sensors 910. The one or more sensors 910 include, but are not limited to: an accelerometer 911, a gyroscope 912, a pressure sensor 913, a fingerprint sensor 914, an optical sensor 915, and a proximity sensor 916.

[0214] Accelerometer 911 can detect the magnitude of acceleration on the three coordinate axes of a coordinate system established by electronic device 900. For example, accelerometer 911 can be used to detect the components of gravitational acceleration on the three coordinate axes. Processor 901 can control touch screen 905 to display the user interface in landscape or portrait view based on the gravitational acceleration signal acquired by accelerometer 911. Accelerometer 911 can also be used for games or for acquiring user motion data.

[0215] The gyroscope sensor 912 can detect the orientation and rotation angle of the electronic device 900. The gyroscope sensor 912, in conjunction with the accelerometer sensor 911, can collect 3D motion data from the user on the electronic device 900. Based on the data collected by the gyroscope sensor 912, the processor 901 can perform the following functions: motion sensing (e.g., changing the UI based on the user's tilt), image stabilization during shooting, game control, and inertial navigation.

[0216] The pressure sensor 913 can be disposed on the side bezel of the electronic device 900 and / or on the lower layer of the touch display screen 905. When the pressure sensor 913 is disposed on the side bezel of the electronic device 900, it can detect the user's grip signal on the electronic device 900, and the processor 901 can perform left / right hand recognition or quick operation based on the grip signal collected by the pressure sensor 913. When the pressure sensor 913 is disposed on the lower layer of the touch display screen 905, the processor 901 can control the operable controls on the UI interface based on the user's pressure operation on the touch display screen 905. The operable controls include at least one of button controls, scroll bar controls, icon controls, and menu controls.

[0217] The fingerprint sensor 914 is used to collect a user's fingerprint. The processor 901 identifies the user based on the fingerprint collected by the fingerprint sensor 914, or vice versa. When the user's identity is verified as trusted, the processor 901 authorizes the user to perform relevant sensitive operations, including unlocking the screen, viewing encrypted information, downloading software, making payments, and changing settings. The fingerprint sensor 914 can be located on the front, back, or side of the electronic device 900. When the electronic device 900 has a physical button or manufacturer logo, the fingerprint sensor 914 can be integrated with the physical button or manufacturer logo.

[0218] An optical sensor 915 is used to collect ambient light intensity. In one embodiment, the processor 901 can control the display brightness of the touch screen 905 based on the ambient light intensity collected by the optical sensor 915. Specifically, when the ambient light intensity is high, the display brightness of the touch screen 905 is increased; when the ambient light intensity is low, the display brightness of the touch screen 905 is decreased. In another embodiment, the processor 901 can also dynamically adjust the shooting parameters of the camera assembly 906 based on the ambient light intensity collected by the optical sensor 915.

[0219] A proximity sensor 916, also known as a distance sensor, is typically located on the front panel of an electronic device 900. The proximity sensor 916 is used to detect the distance between the user and the front of the electronic device 900. In one embodiment, when the proximity sensor 916 detects that the distance between the user and the front of the electronic device 900 is gradually decreasing, the processor 901 controls the touchscreen display 905 to switch from a screen-on state to a screen-off state; when the proximity sensor 916 detects that the distance between the user and the front of the electronic device 900 is gradually increasing, the processor 901 controls the touchscreen display 905 to switch from a screen-off state to a screen-on state.

[0220] Those skilled in the art will understand that Figure 9 The structure shown does not constitute a limitation on the electronic device 900, and may include more or fewer components than shown, or combine certain components, or use different component arrangements.

[0221] In some embodiments, a computer-readable storage medium is also provided, which stores a computer program that, when executed by a processor, implements the steps of the parking assistance performance testing method described in the above embodiments. For example, the computer-readable storage medium may be a ROM, RAM, CD-ROM, magnetic tape, floppy disk, or optical data storage device.

[0222] It is worth noting that the computer-readable storage medium mentioned in the embodiments of this application can be a non-volatile storage medium, in other words, it can be a non-transient storage medium.

[0223] It should be understood that all or part of the steps of the above embodiments can be implemented by software, hardware, firmware, or any combination thereof. When implemented in software, it can be implemented wholly or partially in the form of a computer program product. The computer program product includes one or more computer instructions. The computer instructions can be stored in the above-described computer-readable storage medium.

[0224] That is, in some embodiments, a computer program product containing instructions is also provided, which, when run on a computer, causes the computer to perform the steps of the parking assistance performance testing method described above.

[0225] It should be understood that "at least one" as mentioned herein refers to one or more, and "multiple" refers to two or more. In the description of the embodiments of this application, unless otherwise stated, " / " means "or," for example, A / B can mean A or B; "and / or" in this document is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. In addition, in order to clearly describe the technical solutions of the embodiments of this application, the terms "first," "second," etc., are used in the embodiments of this application to distinguish identical or similar items with substantially the same function and effect. Those skilled in the art will understand that the terms "first," "second," etc., do not limit the quantity or execution order, and the terms "first," "second," etc., are not necessarily different.

[0226] It should be noted that the information (including but not limited to user device information, user personal information, etc.), data (including but not limited to data used for analysis, stored data, displayed data, etc.), and signals involved in the embodiments of this application are all authorized by the user or fully authorized by all parties, and the collection, use, and processing of related data must comply with the relevant laws, regulations, and standards of the relevant countries and regions. For example, the alarm sound signals, images captured by the camera, operating current, and shift signals involved in the embodiments of this application were all obtained under full authorization.

[0227] The above descriptions are embodiments provided in this application and are not intended to limit this application. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A method for testing parking assistance performance, characterized in that, The target vehicle to be tested has a sound acquisition device around the dashboard, and the target vehicle also has a camera whose field of view covers the dashboard. The method includes: The system receives multiple alarm sound signals from the sound acquisition device. These multiple alarm sound signals are acquired after obstacles are placed at multiple different locations within the test area. The test area is located around the target vehicle and covers the radar detection range of the target vehicle. The multiple different locations cover different detection distances of the radar. The system receives multiple images from the camera, each image corresponding to a specific alarm sound signal. These images are captured by taking pictures of the dashboard after placing obstacles at multiple different locations. The dashboard is used to display the closest distance between the obstacles at the multiple different locations and the radar of the target vehicle. The radar detection performance of the target vehicle is tested based on the multiple alarm sound signals and the multiple images. Specifically, when testing the radar horizontal detection performance of the target vehicle, the test area includes a first test sub-area, a second test sub-area, and a third test sub-area. The first test sub-area is located at the front of the target vehicle, and the second and third test sub-areas are located at the rear of the target vehicle. The area of ​​the second test sub-area is larger than the area of ​​the third test sub-area. When testing the radar vertical detection performance of the target vehicle, the test area includes a first test sub-area and a second test sub-area. The first test sub-area is located at the front of the target vehicle, and the second test sub-area is located at the rear of the target vehicle. Each test sub-area corresponds to a coverage threshold. The test of the radar detection performance of the target vehicle based on the multiple alarm sound signals and the multiple images includes: The multiple alarm sound signals and the multiple images are processed to determine the number of locations that can be tested normally among the multiple different locations; When testing the radar horizontal detection performance of the target vehicle, the radar horizontal detection performance test meets the requirements when the coverage of any one of the first test sub-region, the second test sub-region, and the third test sub-region is greater than the coverage threshold of the test area. When testing the radar vertical detection performance of the target vehicle, if the coverage of either the first test sub-region or the second test sub-region is greater than the coverage threshold of the test region, the radar vertical detection performance test meets the requirements. If the radar horizontal detection performance test meets the requirements and the radar vertical detection performance test meets the requirements, it is determined that the radar detection performance of the target vehicle meets the requirements; otherwise, it is determined that the radar detection performance of the target vehicle does not meet the requirements. Each test sub-region has multiple different test locations, and the coverage rate is the ratio of the number of locations that can be tested normally to the total number of different locations.

2. The method as described in claim 1, characterized in that, The length direction of the obstacle is perpendicular to the ground where the target vehicle is located. A first mesh cloth is laid on the ground in the first test sub-area, and a second mesh cloth is laid on the ground in the second and third test sub-areas. The multiple different locations are multiple different meshes in the first and second mesh cloths.

3. The method as described in claim 1, characterized in that, The length direction of the obstacle is parallel to the ground where the target vehicle is located. A third mesh cloth is suspended in the first test sub-area along a direction perpendicular to the ground, and a fourth mesh cloth is suspended in the second test sub-area along a direction perpendicular to the ground. The multiple different positions are multiple different meshes of the third mesh cloth and the fourth mesh cloth.

4. The method as described in claim 1, characterized in that, The target vehicle is used to repeatedly play a buzzer sound to warn of an obstacle when it is detected within the radar's detection range. The process of processing the multiple alarm sound signals and the multiple images to determine the number of locations that can be tested normally among the multiple different locations includes: For the first alarm sound signal among the plurality of alarm sound signals, audio processing is performed on the first alarm sound signal to determine the playback frequency of the buzzer sound in the first alarm sound signal; For the first image among the multiple images that corresponds to the first alarm sound signal, image recognition is performed on the first image to determine the distance marker in the first image; If the playback frequency of the buzzer in the first alarm sound signal corresponds to the distance marker in the first image, and the tester's correct test response is detected, then the first position is determined to be a position where normal testing can be performed. The first position is the placement position of the obstacle when the first alarm sound signal is collected.

5. The method as described in claim 4, characterized in that, The step of performing audio processing on the first alarm sound signal to determine the playback frequency of the buzzer sound in the first alarm sound signal includes: Perform derivative calculations on the first alarm sound signal; If there is data greater than 0 in the audio data after the derivative operation, then obtain the two consecutive maxima in the audio data after the derivative operation; The reciprocal of the absolute time difference between the two maxima is determined as the playback frequency of the buzzer sound in the first alarm sound signal.

6. The method as described in claim 1, characterized in that, The target vehicle is situated on a surface covered with gravel of a height within a specified range. The target vehicle is used to repeatedly play a buzzer sound to warn of an obstacle detected within the radar's detection range. The method further includes: If, when the target vehicle is fully loaded, there is no beeping sound in the alarm sound signal from the sound collector and no distance marker in the image from the camera, then the radar cutoff height of the target vehicle is determined to meet the requirements.

7. The method as described in claim 1, characterized in that, The parking assistance system of the target vehicle is connected to the current acquisition probe of the data acquisition device, the shooting range of the camera also covers the vehicle display screen of the target vehicle, and the gear shift module of the target vehicle is connected to the switch acquisition device. The method further includes: The data acquisition instrument receives multiple operating currents collected by the current acquisition probe, and the multiple operating currents are the currents of the target vehicle in reverse gear after multiple power-on cycles. Multiple initialization times are determined by the switch collector and the camera. These multiple initialization times are the times when the parking assistance system of the target vehicle is initialized after the vehicle is powered on multiple times. The average value of the plurality of operating currents is determined as the system operating current, and the average value of the plurality of initialization times is determined as the system initialization time; The initialization performance of the parking assistance system of the target vehicle is tested based on the system operating current and the system initialization time.

8. The method as described in claim 7, characterized in that, The target vehicle has a digital sign at its rear; the determination of multiple initialization times via the switch collector and the camera includes: Receive multiple shift signals collected by the switch collector, wherein the multiple shift signals are shift signals collected by the target vehicle after the multiple vehicle power-on cycles; Receive multiple reversing images from the camera, wherein the multiple reversing images are obtained by the target vehicle being in reverse gear after the vehicle has been powered on multiple times; If all the multiple shift signals are reverse gear signals, and all the multiple reversing images include a reversing image and the digital sign, then the acquisition time of the multiple shift signals is taken as the start time, and the acquisition time of the multiple reversing images is taken as the end time. The time difference between the start time and the corresponding end time is determined to obtain the multiple initialization times.

9. An electronic device, characterized in that, The target vehicle to be tested has a sound acquisition device around the dashboard, and a camera inside the vehicle that covers the dashboard. The electronic device includes a processor, which is used for: The system receives multiple alarm sound signals from the sound acquisition device. These multiple alarm sound signals are acquired after obstacles are placed at multiple different locations within the test area. The test area is located around the target vehicle and covers the radar detection range of the target vehicle. The multiple different locations cover different detection distances of the radar. The system receives multiple images from the camera, each image corresponding to a specific alarm sound signal. These images are captured by taking pictures of the dashboard after placing obstacles at multiple different locations. The dashboard is used to display the closest distance between the obstacles at the multiple different locations and the radar of the target vehicle. The radar detection performance of the target vehicle is tested based on the multiple alarm sound signals and the multiple images. Specifically, when testing the radar horizontal detection performance of the target vehicle, the test area includes a first test sub-area, a second test sub-area, and a third test sub-area. The first test sub-area is located at the front of the target vehicle, and the second and third test sub-areas are located at the rear of the target vehicle. The area of ​​the second test sub-area is larger than the area of ​​the third test sub-area. When testing the radar vertical detection performance of the target vehicle, the test area includes a first test sub-area and a second test sub-area. The first test sub-area is located at the front of the target vehicle, and the second test sub-area is located at the rear of the target vehicle. Each test sub-area corresponds to a coverage threshold. The test of the radar detection performance of the target vehicle based on the multiple alarm sound signals and the multiple images includes: The multiple alarm sound signals and the multiple images are processed to determine the number of locations that can be tested normally among the multiple different locations; When testing the radar horizontal detection performance of the target vehicle, the radar horizontal detection performance test meets the requirements when the coverage of any one of the first test sub-region, the second test sub-region, and the third test sub-region is greater than the coverage threshold of the test area. When testing the radar vertical detection performance of the target vehicle, if the coverage of either the first test sub-region or the second test sub-region is greater than the coverage threshold of the test region, the radar vertical detection performance test meets the requirements. If the radar horizontal detection performance test meets the requirements and the radar vertical detection performance test meets the requirements, it is determined that the radar detection performance of the target vehicle meets the requirements; otherwise, it is determined that the radar detection performance of the target vehicle does not meet the requirements. Each test sub-region has multiple different test locations, and the coverage rate is the ratio of the number of locations that can be tested normally to the total number of different locations.

Images