Vehicle collision control method and control device

Abstract

The present application provides a vehicle collision control method and control device, the method comprising: setting preset driving parameter values ​​for each test vehicle when it arrives at a collision position, and determining the starting position of each test vehicle based on the preset driving parameter values; obtaining a first actual arrival time for each test vehicle when it arrives at a first preset position on its respective driving path; determining a first displacement deviation for each test vehicle based on the first actual arrival time corresponding to each test vehicle and the first theoretical arrival time for each test vehicle to arrive at the first preset position on its respective driving path; and adjusting the actual driving parameter values ​​for each test vehicle so that each test vehicle collides at the collision position with the preset driving parameter values. The present application aims to solve the problem of inaccurate vehicle collision test results, thereby affecting the accuracy of the data.

Description

Technical Field

[0001] The embodiments of the present application relate to the field of vehicle collision technology, and in particular, to a vehicle collision control method and control device. Background Art

[0002] With the rapid development of automobiles, the frequency of vehicle collision tests is getting higher and higher, and the types of vehicle collisions are also increasing, especially for collision tests of vehicles at multiple angles.

[0003] However, in current multi-angle collision tests on cars, it is often impossible to control the speed and relative position of the cars during collision, which ultimately leads to inaccurate collision test results and affects the accuracy of the data. Summary of the Invention

[0004] The embodiments of the present application provide a vehicle collision control method and a control device, which aim to solve the problem that the results of vehicle collision tests are inaccurate, thereby affecting the accuracy of data.

[0005] A first aspect of an embodiment of the present application provides a method for controlling a vehicle collision, the method comprising:

[0006] Setting a preset driving parameter value for each test vehicle when it reaches the collision position, and determining a starting position for each test vehicle based on the preset driving parameter value;

[0007] Obtaining a first actual arrival time for each test vehicle to arrive at a first preset position on its respective driving path;

[0008] determining a first displacement deviation of each test vehicle based on a first actual arrival time corresponding to each test vehicle and a first theoretical arrival time for each test vehicle to reach a first preset position on its own driving path;

[0009] The actual driving parameter values ​​of the respective test vehicles are adjusted so that the respective test vehicles collide at the collision position with the preset driving parameter values.

[0010] Optionally, setting a preset driving parameter value for each test vehicle at the time of collision, and determining a starting position for each test vehicle based on the preset driving parameter value, includes:

[0011] Setting the speed of each test vehicle when it reaches the collision position as a preset collision speed, and setting the time required for each test vehicle to accelerate to the preset collision speed as a preset acceleration time;

[0012] The time required for each test vehicle to travel at a constant speed to reach the collision position after accelerating to the preset collision speed is set as the preset constant speed duration;

[0013] Determining the starting position of each test vehicle according to the preset acceleration time and the preset constant speed time of each test vehicle;

[0014] The sum of the preset acceleration time and the preset constant speed time of each test vehicle is equal.

[0015] Optionally, taking the first actual arrival time of each test vehicle when it arrives at the first preset position on its respective driving path includes:

[0016] Setting a first preset position on the driving path of each of the test vehicles and installing a first arrival monitoring device at the first preset position, wherein the first preset position is the position of each of the test vehicles when accelerating to the preset collision speed;

[0017] The time required for each test vehicle to reach its respective first preset position, measured by the first arrival monitoring device, is obtained, and this time is used as the first actual arrival time of each test vehicle.

[0018] Optionally, determining the first displacement deviation of each test vehicle based on the first actual arrival time corresponding to each test vehicle and the first theoretical arrival time for each test vehicle to reach the first preset position on the respective driving path includes:

[0019] obtaining a first actual arrival speed of each test vehicle when it reaches the first preset position, as measured by a speed monitoring device, and determining an actual uniform speed travel length according to the first actual arrival time and the first actual arrival speed;

[0020] A preset uniform speed driving length is determined according to the preset uniform speed duration and the preset collision speed, and a difference between the preset uniform speed driving length and the actual uniform speed driving length is used as the first displacement deviation of each test vehicle.

[0021] Optionally, the method further includes:

[0022] The connection line between the starting position of each test vehicle and the collision position is used as a driving track, and a tractor is arranged on each driving track with the driving track as a driving route;

[0023] A driving wheel and a driven wheel are installed in each travel track, the tractor is connected to the corresponding test vehicle, a traction line is connected to each tractor, and the traction line is wound around the driving wheel and the driven wheel, and a drive motor is installed on the driving wheel.

[0024] Optionally, adjusting the actual driving parameter values ​​of the respective test vehicles so that the respective test vehicles collide at the collision position with the preset driving parameter values ​​includes:

[0025] If the first displacement deviation of each test vehicle is a positive number, controlling the drive motor to increase the rotation speed so that the speed during the uniform speed driving is higher than the preset collision speed and then returning to the preset collision speed;

[0026] If the value of the first displacement deviation of the test vehicle is negative, the drive motor is controlled to reduce the rotation speed so that the actual speed of the uniform speed travel is lower than the preset collision speed and then returns to the preset collision speed, so as to ensure that each test vehicle reaches the collision position within the sum of the preset acceleration time and the preset uniform speed time.

[0027] Optionally, the method further includes:

[0028] A displacement monitoring device is provided on the driven wheel to obtain the number of rotations of the driven wheel measured by the displacement monitoring device;

[0029] The distance moved by the traction line is calculated according to the number of rotations of the driven wheel, the distance moved by the traction line of each test vehicle is used as the actual displacement value of each test vehicle, and the real-time acceleration value of each test vehicle is calculated according to the actual displacement value and the current driving time.

[0030] Optionally, adjusting the actual driving parameter values ​​of the respective test vehicles so that the respective test vehicles collide at the collision position with the preset driving parameter values ​​further includes:

[0031] determining a preset acceleration value for each test vehicle based on the preset collision speed and the preset acceleration duration;

[0032] Comparing the preset acceleration value with the real-time acceleration value, and controlling the drive motor to make the real-time acceleration value approach the preset acceleration value;

[0033] Among them, if the real-time acceleration value is greater than the preset acceleration value, the drive motor is controlled to reduce the speed so that the real-time acceleration value is reduced to the same as the preset acceleration value; if the real-time acceleration value is less than the preset acceleration value, the drive motor is controlled to increase the speed so that the real-time acceleration value is increased to the same as the preset acceleration value.

[0034] Optionally, the method further includes:

[0035] The test vehicles include a first test vehicle and a second test vehicle. The driving track of the first test vehicle is set to a first track, and the driving track of the second test vehicle is set to a second track. The angle between the first track and the second track is between 15° and 165°.

[0036] A second aspect of an embodiment of the present application provides a vehicle collision control device, the device comprising:

[0037] a starting position determination module, the starting position determination module being used to set a preset driving parameter value for each test vehicle when it reaches the collision position, and to determine a starting position for each test vehicle based on the preset driving parameter value;

[0038] an actual arrival time measurement module, configured to obtain a first actual arrival time when each test vehicle arrives at a first preset position on its respective driving path;

[0039] a displacement deviation determining module, the displacement deviation determining module being configured to determine a first displacement deviation of each test vehicle based on a first actual arrival time corresponding to each test vehicle and a first theoretical arrival time for each test vehicle to reach a first preset position on its respective driving path;

[0040] A collision adjustment module is used to adjust the actual driving parameter value of each of the test vehicles so that each of the test vehicles collides at a collision position with the preset driving parameter value.

[0041] The vehicle collision control method provided by this application has the following advantages:

[0042] 1. First, preset driving parameter values ​​are set for the vehicles involved in the collision to provide collision data under different collision scenarios. A first preset position is set on the driving path of each test vehicle, and the time it takes for each test vehicle to reach the first preset position is obtained. The first theoretical arrival time of each test vehicle at the first preset position on its respective driving path is compared, thereby calculating a first displacement deviation between the actual situation and the theoretical situation. After the data of the first displacement deviation is determined, the speed of each test vehicle during the uniform driving phase is adjusted according to the first displacement deviation. Ultimately, each test vehicle is caused to collide at the collision position using the preset driving parameter values, thereby greatly improving the accuracy of the collision test results.

[0043] 2. Different preset driving parameters are set for different test vehicles in each test vehicle, and the first displacement deviations of different test vehicles are calculated respectively, thereby further improving the accuracy of the collision test results. BRIEF DESCRIPTION OF THE DRAWINGS

[0044] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the following briefly introduces the drawings required for use in the description of the embodiments of the present application. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0045] Figure 1 This is a flowchart of the steps of a vehicle collision control method proposed in one embodiment of the present application;

[0046] Figure 2 is a schematic diagram of the collision of each test vehicle proposed in an embodiment of the present application;

[0047] Figure 3 This is a schematic diagram of the driving mode of the test vehicle proposed in one embodiment of the present application;

[0048] Figure 4 This is a line graph of regulation by driving a motor as proposed in one embodiment of the present application;

[0049] Figure 5 This is a curve diagram of control by driving a motor proposed in one embodiment of the present application;

[0050] Figure 6 This is a line graph of the speed change of the test vehicle in the ideal state, the lagging state, and the leading state proposed in one embodiment of the present application;

[0051] Figure numerals: 1, test vehicle; 101, first test vehicle; 102, second test vehicle; 3, first preset position; 4, second preset position; 5, driving wheel; 6, driven wheel; 7, driving motor; 8, traction vehicle; 9, traction line; 10, speed monitoring device; 11, displacement monitoring device; 12, driving track. DETAILED DESCRIPTION

[0052] The following will be combined with the drawings in the embodiments of this application to clearly and completely describe the technical solutions in the embodiments of this application. Obviously, the embodiments described are part of the embodiments of this application, not all of them. Based on the embodiments in this application, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of this application.

[0053] With the rapid development of automobiles, the frequency of vehicle collision tests is getting higher and higher, and the types of vehicle collisions are also increasing, especially for collision tests of vehicles at multiple angles.

[0054] However, in current multi-angle collision tests on cars, it is often impossible to control the speed and relative position of the cars during collision, which ultimately leads to inaccurate collision test results and affects the accuracy of the data.

[0055] In view of this, refer to Figure 1 , an embodiment of the present application aims to provide a vehicle collision control method, the method comprising:

[0056] Step S11: setting a preset driving parameter value for each test vehicle 1 when it reaches the collision position, and determining a starting position for each test vehicle 1 based on the preset driving parameter value;

[0057] Step S12: obtaining a first actual arrival time of each test vehicle 1 when it arrives at the first preset position 3 on its respective driving path;

[0058] Step S13: determining a first displacement deviation of each test vehicle 1 based on the first actual arrival time corresponding to each test vehicle 1 and the first theoretical arrival time of each test vehicle 1 at the first preset position 3 on the respective driving path;

[0059] Step S14: adjusting the actual driving parameter values ​​of the respective test vehicles 1 so that the respective test vehicles 1 collide at the collision position with the preset driving parameter values.

[0060] Through the above-mentioned configuration of the embodiment of the present application, preset driving parameter values ​​of the vehicles involved in the collision are first set to provide collision data under different collision scenarios. By setting a first preset position 3 on the driving path of each test vehicle 1 and obtaining the time for each test vehicle 1 to reach the first preset position 3, the first theoretical arrival time of each test vehicle 1 at the first preset position 3 on its respective driving path is compared, thereby calculating a first displacement deviation between the actual situation and the theoretical situation. After the data of the first displacement deviation is determined, the speed of each test vehicle 1 in the uniform driving stage can be adjusted according to the first displacement deviation. Ultimately, each test vehicle 1 collides at the collision position with the preset driving parameter value, thereby greatly improving the accuracy of the collision test results.

[0061] Different preset driving parameters are set for different test vehicles 1 in each test vehicle 1, and the first displacement deviations of different test vehicles 1 are calculated respectively, thereby further improving the accuracy of the collision test results.

[0062] In the examples of this application, refer to Figure 2 In a vehicle crash test, parameters for the participating vehicles must be configured to meet the test requirements. For example, if vehicle 1 is traveling at 60 km / h and collides with vehicle 2 traveling at 80 km / h at the same location, the time required for vehicle 1 to accelerate to 60 km / h and 80 km / h, and the distance covered during this time, will differ, assuming the accelerations are the same.

[0063] In order to ensure the accuracy of the vehicle collision test, the initial positions of the two vehicles need to be set first. The method is as follows:

[0064] In the embodiment of the present application, setting a preset driving parameter value for each test vehicle 1 at the time of collision, and determining a starting position for each test vehicle 1 based on the preset driving parameter value, includes:

[0065] The speed of each test vehicle 1 when it reaches the collision position is set as a preset collision speed, and the time required for each test vehicle 1 to accelerate to the preset collision speed is set as a preset acceleration time;

[0066] The time required for each test vehicle 1 to travel at a constant speed to reach the collision position after accelerating to the preset collision speed is set as the preset constant speed duration;

[0067] Determining the starting position of each test vehicle 1 according to the preset acceleration time and the preset constant speed time of each test vehicle 1;

[0068] The sum of the preset acceleration time and the preset uniform speed time of each test vehicle 1 is equal.

[0069] The above method is used as an example: the speed of vehicle one at the time of collision is set to V1, that is, the preset collision speed of vehicle one is V1; the speed of vehicle two at the time of collision is set to V2, that is, the preset collision speed of vehicle two is V2.

[0070] At the same time, the time required for vehicle one to accelerate to V1 is preset to t11, that is, the preset acceleration duration of vehicle one is t11; the time required for vehicle two to accelerate to V2 is t21, that is, the preset acceleration duration of vehicle two is t21.

[0071] Then set the time required for vehicle one to accelerate to V1 and then travel at a constant speed to the collision point to t12, that is, the preset constant speed duration of vehicle one is t12; set the time required for vehicle two to accelerate to V2 and then travel at a constant speed to the collision point to t22, that is, the preset constant speed duration of vehicle two is t22.

[0072] Through the above settings, the accelerations a1 and a2 of vehicle one and vehicle two can be calculated respectively by the formula V=at, and a1 and a2 are used as the preset acceleration values ​​of vehicle one and vehicle two respectively. That is, under theoretical circumstances, vehicle one will accelerate to the first preset position 3 with the acceleration of a1, and vehicle two will accelerate to the first preset position 3 with the acceleration of a2.

[0073] According to the formula S = at2 / 2, we can get the distances S11 and S21 traveled by vehicle 1 and vehicle 2 during acceleration. Finally, according to the formula Si = ai*ti 2The total distance from the initial positions of vehicle 1 and vehicle 2 to the collision location can be calculated by using / 2+vi*tk. Therefore, the starting positions of vehicle 1 and vehicle 2 can be determined to ensure that they arrive at the collision location at the same time.

[0074] Among them, since vehicle one and vehicle two need to arrive at the collision position at the same time, it is necessary to ensure that the total time spent by vehicle one and vehicle two from departure to arrival is consistent, that is, t11+t12=t21+t22.

[0075] In the examples of this application, refer to Figure 1 and Figure 2 , obtaining the first actual arrival time of each test vehicle 1 when it arrives at the first preset position 3 on its respective driving path, including:

[0076] Setting a first preset position 3 on the driving path of each test vehicle 1, and installing a first arrival monitoring device at the first preset position 3, wherein the first preset position 3 is the position of each test vehicle 1 when it accelerates to the preset collision speed;

[0077] The time required for each test vehicle 1 to arrive at its respective first preset position 3 measured by the first arrival monitoring device is obtained, and this time is used as the first actual arrival time of each test vehicle 1.

[0078] Due to possible errors during the test process, the actual test results may differ from the theoretical set results. A first arrival monitoring device is set at the first preset position 3. The first arrival monitoring device is used to measure the time it takes for each test vehicle 1 to pass by. That is, the time it takes for each test vehicle 1 to travel to the first preset position 3 is the first actual arrival time.

[0079] It should be noted that, since each test vehicle 1 has a different preset collision speed, the first preset position 3 is also different, resulting in a different setting position of the first arrival monitoring device on the driving path of each different test vehicle 1.

[0080] In the examples of this application, refer to Figure 2 and Figure 3 The first preset position 3 is the position of each test vehicle 1 when it accelerates to the preset collision speed. This position is the position reached by the test vehicle 1 after accelerating to the preset collision speed. The theoretical time for the test vehicle 1 to reach the first preset position 3 is the first theoretical arrival time.

[0081] In the examples of this application, refer to Figure 2 and Figure 3, determining a first displacement deviation of each test vehicle 1 based on the first actual arrival time corresponding to each test vehicle 1 and the first theoretical arrival time of each test vehicle 1 at the first preset position 3 on the respective driving path, including:

[0082] Obtaining a first actual arrival speed of each test vehicle 1 when arriving at the first preset position 3 measured by the speed monitoring device 10, and determining an actual uniform speed travel length according to the first actual arrival time and the first actual arrival speed;

[0083] A preset uniform speed driving length is determined according to the preset uniform speed duration and the preset collision speed, and the difference between the preset uniform speed driving length and the actual uniform speed driving length is used as the first displacement deviation of each test vehicle 1.

[0084] The speed monitoring device 10 is used to measure the current speed of each test vehicle 1, reflecting the real-time speed of the test vehicle 1 during travel. Theoretically, upon reaching the first preset position 3, the test vehicle 1 is accelerated to the preset collision speed. In the formula Sp = vi * (T - t11), Sp is the distance traveled at a constant speed, vi is the speed at the first preset position 3, T is the total test travel time, and t1 is the time required for the test vehicle 1 to accelerate to the first preset position 3.

[0085] For example, according to the formula Sp=vi*(T-t1), the first actual time it takes for the test vehicle 1 to reach the first preset position 3 and the speed of the test vehicle 1 at the first preset position 3 measured by the speed monitoring device 10 are substituted to obtain Sp2, and Sp1 is set as the theoretical uniform speed driving distance.

[0086] Due to test errors, there is a difference between Sp1 and Sp2. This difference can be used to adjust the relative positions of each test vehicle 1 along its respective travel path, ensuring that each test vehicle 1 reaches the collision position at the same time. This difference between Sp1 and Sp2 is the first displacement deviation.

[0087] In the examples of this application, refer to Figure 2 and Figure 3 , the method further comprises:

[0088] The line between the starting position of each test vehicle 1 and the collision position is used as a driving track 12, and a tractor 8 is set on each driving track 12 so as to use the driving track 12 as a driving route;

[0089] A driving wheel 5 and a driven wheel 6 are installed in each travel track 12, the tractor 8 is connected to the corresponding test vehicle 1, a traction line 9 is connected to each tractor 8, and the traction line 9 is wound around the driving wheel 5 and the driven wheel 6, and a drive motor 7 is installed on the driving wheel 5.

[0090] In the embodiment of the present application, the driving wheel 5 and the driven wheel 6 are arranged under the ground, the traction line 9 is connected to the driving wheel 5 and the driven wheel 6 and is connected to the traction vehicle 8, and the traction vehicle 8 and the test vehicle 1 are connected, so when the driving wheel 5 rotates, the traction line 9 can be driven to contract and pull the test vehicle 1 to move.

[0091] In the examples of this application, refer to Figure 2 and Figure 3 , the method further comprises:

[0092] Each test vehicle 1 may include a first test vehicle 101 and a second test vehicle 102. The running track 12 of the first test vehicle 101 is set as a first track, and the running track 12 of the second test vehicle 102 is set as a second track. The angle between the first track and the second track is between 15° and 165°.

[0093] like Figure 2 In the collision diagram of the test vehicle 1 shown, point B is the collision position, and A, C and D can all be used as starting positions. Among them, the fan-shaped area formed by line segment BC and line segment BD can all be set as the starting position of the test vehicle 1.

[0094] In the embodiment of the present application, the angle between the two test vehicles 1 is a multiple of 15°.

[0095] In the presence of the first test vehicle 101 and the second test vehicle 102, in order to better restore different collision scenarios, the angles between the first track and the second track can be designed to be different. The first test vehicle 101 and the second test vehicle 102 colliding at different angles can more realistically restore the collision scene at that time to obtain more specific test data.

[0096] In the examples of this application, refer to Figure 2 and Figure 3 The speed monitoring device 10 for monitoring the speed of the test vehicle 1 is arranged on the driving wheel 5 .

[0097] The driving motor 7 is connected to the driving wheel 5 to drive the driving wheel 5 to rotate. The driving motor 7 is a servo motor that can accurately control the rotation speed, thereby adjusting the acceleration and speed of the test vehicle 1.

[0098] The test vehicle 1 is moved by being pulled by the tractor 8 , which makes it easier to move the test vehicle 1 . Meanwhile, the speed monitoring device 10 provided on the driving wheel 5 can more conveniently detect the current speed of the test vehicle 1 .

[0099] In the examples of this application, refer to Figure 2 and Figure 3 , adjusting the actual driving parameter values ​​of each of the test vehicles 1 so that each of the test vehicles 1 collides at the collision position with the preset driving parameter values, including:

[0100] If the first displacement deviation of each test vehicle 1 is a positive number, the driving motor 7 is controlled to increase the rotation speed so that the speed during the uniform driving process is higher than the preset collision speed and then returns to the preset collision speed;

[0101] If the value of the first displacement deviation of the test vehicle 1 is negative, the drive motor 7 is controlled to reduce the rotation speed so that the actual speed of the uniform speed travel is lower than the preset collision speed and then returns to the preset collision speed, so as to ensure that each test vehicle 1 reaches the collision position within the sum of the preset acceleration time and the preset uniform speed time.

[0102] If the first displacement deviation of the two test vehicles 1 is a positive number, meaning the theoretical uniform travel distance is greater than the actual uniform travel distance, this indicates that the real-time speed of the test vehicle 1 at the first preset position 3 has not reached the preset collision speed. Therefore, the current real-time speed needs to be adjusted. The adjustment method is to control the drive motor 7 to increase the speed so that the speed during uniform travel exceeds the preset collision speed and then return it to the preset collision speed. By increasing the speed during uniform travel above the preset collision speed, recovering the deviation distance, and then returning the real-time speed to the preset collision speed, it is ultimately ensured that the collision occurs at the preset collision speed at the collision point.

[0103] If the first displacement deviation of the two test vehicles 1 is negative, meaning the theoretical uniform travel distance is less than the actual uniform travel distance, this indicates that the real-time speed of the test vehicle 1 exceeded the preset collision speed at the first preset position 3. Therefore, the current real-time speed needs to be adjusted. The adjustment method is to control the drive motor 7 to reduce the speed so that the speed during uniform travel is lower than the preset collision speed and then return it to the preset collision speed. By reducing the speed during uniform travel to lower than the preset collision speed, waiting for the deviation distance, and then returning the real-time speed to the preset collision speed, it is ultimately ensured that the collision occurs at the preset collision speed at the collision point.

[0104] In the examples of this application, refer to Figure 6 ,exist Figure 6In the figure, the horizontal axis is time, and the vertical axis is the speed of test vehicle 1. Here, f is the time when test vehicle 1 collided, f1 is the time it takes for test vehicle 1 to reach the first preset position 3 under ideal conditions, f2 is the time it takes for test vehicle 1 to reach the second preset position 4 under ideal conditions, broken line A is the speed change line of test vehicle 1 under ideal conditions, broken line B is the speed adjustment line for test vehicle 1 that lags behind, and broken line C is the speed adjustment line for test vehicle 1 that advances ahead.

[0105] In the embodiment of the present application, there are limitations in regulating the speed of the uniform speed operation stage by driving the motor 7. Figure 5 , Figure 5 The horizontal axis represents time, and the vertical axis represents the displacement of test vehicle 1. Point f represents the time when test vehicle 1 crashes, f1 represents the time it takes for test vehicle 1 to reach the first preset position 3, and f2 represents the time it takes for test vehicle 1 to reach the second preset position 4. Curve S represents the theoretical displacement curve of test vehicle 1. Curve Ss represents the theoretical upper limit of the speed increase during the uniform speed phase achieved by drive motor 7, and broken line Si represents the theoretical lower limit of the speed reduction during the uniform speed phase achieved by drive motor 7. The range between Ss and Si represents the real-time control range.

[0106] In the examples of this application, refer to Figure 3 , the method further comprises:

[0107] A displacement monitoring device 11 is provided on the driven wheel 6 to obtain the number of rotations of the driven wheel 6 measured by the displacement monitoring device;

[0108] The distance moved by the traction line 9 is calculated according to the number of rotations of the driven wheel 6, and the distance moved by the traction line 9 of each test vehicle 1 is used as the actual displacement value of each test vehicle 1. The real-time acceleration value of each test vehicle 1 is calculated according to the actual displacement value and the current driving time.

[0109] Because test vehicle 1 starts from a standstill and then accelerates to a constant state, wind resistance increases continuously during operation, and road conditions vary to a certain extent. Therefore, speed monitoring device 10 cannot accurately reflect the actual operating conditions of test vehicle 17. Therefore, displacement monitoring device 11 is installed on driven wheel 6. Displacement monitoring device 11 measures the distance traveled by traction wire 9 and, based on the operating time, can more accurately reflect the vehicle's acceleration.

[0110] The displacement monitoring device 11 can measure the number of rotations of the driven wheel 6, as determined by the formula S = n*π*d*t, where S is the distance traveled by the traction line 9, n is the number of rotations of the driven wheel 6 measured by the displacement monitoring device 11, d is the diameter of the driven wheel 6, and t is the current operating time of the test vehicle 1. Substituting the operating data of the test vehicle 1 into S = n*π*d*t yields Sk, which is the actual distance traveled by the test vehicle 1 within a certain time period. Substituting Sk into S = at² / 2 yields the current acceleration value, which is the real-time acceleration value of each test vehicle 1.

[0111] In the embodiment of the present application, the actual driving parameter values ​​of the respective test vehicles 1 are adjusted so that the respective test vehicles 1 collide at the collision position with the preset driving parameter values, further comprising:

[0112] Determining a preset acceleration value of each test vehicle 1 based on the preset collision speed and the preset acceleration duration;

[0113] Comparing the preset acceleration value with the real-time acceleration value, and controlling the drive motor 7 to make the real-time acceleration value approach the preset acceleration value;

[0114] Among them, if the real-time acceleration value is greater than the preset acceleration value, the drive motor 7 is controlled to reduce the speed so that the real-time acceleration value is reduced to the same as the preset acceleration value; if the real-time acceleration value is less than the preset acceleration value, the drive motor 7 is controlled to increase the speed so that the real-time acceleration value is increased to the same as the preset acceleration value.

[0115] In the embodiment of the present application, there are limitations in regulating the real-time acceleration value by driving the motor 7. Figure 4 , Figure 4 The horizontal axis represents time, and the vertical axis represents speed. Point f is the time when test vehicle 1 crashes, f1 represents the time it takes for test vehicle 1 to reach the first preset position 3, and f2 represents the time it takes for test vehicle 1 to reach the second preset position 4. The broken line V represents the theoretical speed curve for test vehicle 1. The broken line Vs represents the theoretical upper limit of acceleration that can be increased by drive motor 7, and the broken line Vi represents the theoretical lower limit of acceleration that can be reduced by drive motor 7. The range between Vs and Vi represents the real-time control range.

[0116] Through the above method, the test vehicle 1 can measure the current real-time acceleration value in real time during the acceleration process and compare it with the preset acceleration value, thereby adjusting the speed of the acceleration state of the test vehicle 1, so that the speed of the test vehicle 1 is closer to the preset collision speed when it reaches the first preset position 3.

[0117] In an embodiment of the present application, the method further includes:

[0118] A second preset position 4 is set within the uniform acceleration path of the test vehicle 1. A second arrival monitoring device is installed at this second preset position 4. This second arrival monitoring device is used to measure the time it takes the test vehicle 1 to reach the second preset position 4. The second displacement deviation of the test vehicle 1 upon reaching the second preset position 4 is then calculated and compared using the aforementioned method. The speed of the test vehicle 1 is further adjusted prior to the collision using the drive motor 7, further enhancing the accuracy of the test results.

[0119] Based on the same inventive concept, another embodiment of the present application provides a device, comprising:

[0120] a starting position determination module, the starting position determination module being used to set a preset driving parameter value for each test vehicle 1 when it reaches the collision position, and to determine the starting position of each test vehicle 1 based on the preset driving parameter value;

[0121] an actual arrival time measurement module, the actual arrival time measurement module being used to obtain a first actual arrival time when each test vehicle 1 arrives at a first preset position 3 on its respective driving path;

[0122] a displacement deviation determining module, the displacement deviation determining module being configured to determine a first displacement deviation of each test vehicle 1 based on a first actual arrival time corresponding to each test vehicle 1 and a first theoretical arrival time for each test vehicle 1 to reach a first preset position 3 on its respective driving path;

[0123] A collision adjustment module is used to adjust the actual driving parameter values ​​of each of the test vehicles 1 so that each of the test vehicles 1 collides at a collision position with the preset driving parameter values.

[0124] In general, the embodiments of the present application have the following advantages:

[0125] 1. First, preset driving parameter values ​​are set for the vehicles involved in the collision to provide collision data under different collision scenarios. A first preset position 3 is set on the driving path of each test vehicle 1, and the time it takes for each test vehicle 1 to reach the first preset position 3 is obtained. The first theoretical arrival time of each test vehicle 1 at the first preset position 3 on its respective driving path is compared, thereby calculating a first displacement deviation between the actual situation and the theoretical situation. After the data of the first displacement deviation is determined, the speed of each test vehicle 1 during the uniform driving phase is adjusted according to the first displacement deviation. Ultimately, each test vehicle 1 collides at the collision position with the preset driving parameter values, thereby greatly improving the accuracy of the collision test results.

[0126] 2. Different preset driving parameters are set for different test vehicles 1 in each test vehicle 1, and the first displacement deviations of different test vehicles 1 are calculated respectively, thereby further improving the accuracy of the collision test results.

[0127] It should be noted that the various embodiments in this specification are described in a progressive manner, and each embodiment focuses on the differences from other embodiments. The same and similar parts between the various embodiments can be referenced to each other.

[0128] It should also be noted that, in this article, the orientation or position relationship indicated by the terms "center", "up", "down", "left", "right", "vertical", "horizontal", "inside", "outside", etc. is based on the orientation or position relationship shown in the accompanying drawings, which is only for the convenience of describing this application and simplifying the description, and does not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on this application. In addition, relational terms such as "first" and "second" are merely used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply that there is any such actual relationship or order between these entities or operations, nor can they be understood as indicating or implying relative importance. Moreover, the terms "include", "comprising" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or terminal device that includes a series of elements includes not only those elements, but also includes other elements that are not explicitly listed, or also includes elements inherent to such process, method, article or terminal device. In the absence of further restrictions, an element defined by the phrase "comprises a ..." does not exclude the existence of other identical elements in the process, method, article or terminal device that includes the element.

[0129] The technical solutions provided by this application are described in detail above. Specific examples are used herein to illustrate the principles and implementation methods of this application. The description of the above embodiments is only intended to help understand this application, and the contents of this specification should not be construed as limiting this application. At the same time, for those skilled in the art, according to this application, there may be various changes in the specific implementation methods and application scopes. It is not necessary and impossible to list all implementation methods here, and obvious changes or modifications derived therefrom are still within the scope of protection of this application.

Claims

1. A method for controlling vehicle collision, characterized in that: The method comprises: Setting a preset driving parameter value for each test vehicle (1) when it reaches a collision position, and determining a starting position for each test vehicle (1) based on the preset driving parameter value, wherein the preset driving parameter value includes a preset collision speed; Obtaining a first actual arrival time when each test vehicle (1) reaches a first preset position (3) on its respective driving path, wherein the first preset position (3) is a position when each test vehicle (1) accelerates to the preset collision speed; Determining a first displacement deviation of each test vehicle (1) based on a first actual arrival time corresponding to each test vehicle (1) and a first theoretical arrival time for each test vehicle (1) to reach a first preset position (3) on its own driving path; Adjusting the actual driving parameter values ​​of each test vehicle (1) so that each test vehicle (1) collides at a collision position with the preset driving parameter values; Determining a first displacement deviation of each test vehicle (1) based on the first actual arrival time corresponding to each test vehicle (1) and the first theoretical arrival time of each test vehicle (1) at a first preset position (3) on the respective driving path includes: Obtaining a first actual arrival speed of each test vehicle (1) when arriving at the first preset position (3) measured by a speed monitoring device (10), and determining an actual uniform speed travel length based on the first actual arrival time and the first actual arrival speed; A preset uniform speed driving length is determined based on a preset uniform speed duration and the preset collision speed, and a difference between the preset uniform speed driving length and the actual uniform speed driving length is used as a first displacement deviation of each test vehicle (1), wherein the preset uniform speed duration is the time required for each test vehicle (1) to travel at a uniform speed to reach the collision position after accelerating to the preset collision speed.

2. The vehicle collision control method according to claim 1, characterized in that: Setting a preset driving parameter value of each test vehicle (1) at the time of collision, and determining a starting position of each test vehicle (1) based on the preset driving parameter value, including: The speed of each test vehicle (1) when it reaches the collision position is set as a preset collision speed, and the time required for each test vehicle (1) to accelerate to the preset collision speed is set as a preset acceleration time; Determining the starting position of each test vehicle (1) according to the preset acceleration time and the preset constant speed time of each test vehicle (1); The sum of the preset acceleration time and the preset uniform speed time of each test vehicle (1) is equal.

3. The vehicle collision control method according to claim 2, characterized in that: Obtaining a first actual arrival time of each test vehicle (1) when arriving at a first preset position (3) on its respective driving path, comprising: Setting the first preset position (3) on the driving path of each test vehicle (1), and installing a first arrival monitoring device at the first preset position (3); The time required for each test vehicle (1) to reach its respective first preset position (3) measured by the first arrival monitoring device is obtained, and this time is used as the first actual arrival time of each test vehicle (1).

4. The vehicle collision control method according to claim 3, characterized in that: The method further comprises: The line between the starting position of each test vehicle (1) and the collision position is used as a driving track (12), and a tractor (8) is arranged on each driving track (12) with the driving track (12) as a driving route; A driving wheel (5) and a driven wheel (6) are installed in each travel track (12), the tractor (8) is connected to the corresponding test vehicle (1), a traction line (9) is connected to each tractor (8), and the traction line (9) is wound around the driving wheel (5) and the driven wheel (6), and a drive motor (7) is installed on the driving wheel (5).

5. The vehicle collision control method according to claim 4, characterized in that: Adjusting the actual driving parameter values ​​of each test vehicle (1) so that each test vehicle (1) collides at a collision position with the preset driving parameter value includes: If the first displacement deviation of each test vehicle (1) is a positive number, the driving motor (7) is controlled to increase the rotation speed so that the speed during the uniform driving process is higher than the preset collision speed and then returns to the preset collision speed; If the value of the first displacement deviation of the test vehicle 1) is a negative number, the driving motor (7) is controlled to reduce the rotation speed so that the actual speed of the uniform speed travel is lower than the preset collision speed and then returns to the preset collision speed, so as to ensure that each test vehicle (1) reaches the collision position within the sum of the preset acceleration time and the preset uniform speed time.

6. The vehicle collision control method according to claim 4, characterized in that: The method further comprises: A displacement monitoring device (11) is provided on the driven wheel (6), and the number of rotations of the driven wheel (6) measured by the displacement monitoring device (11) is obtained; The distance moved by the traction line (9) is calculated based on the number of revolutions of the driven wheel (6), the distance moved by the traction line (9) of each test vehicle (1) is used as the actual displacement value of each test vehicle (1), and the real-time acceleration value of each test vehicle (1) is calculated based on the actual displacement value and the current driving time.

7. The vehicle collision control method according to claim 6, characterized in that: The actual driving parameter values ​​of each of the test vehicles (1) are adjusted so that each of the test vehicles (1) collides at a collision position with the preset driving parameter values, further comprising: Determining a preset acceleration value of each test vehicle (1) based on the preset collision speed and the preset acceleration duration; Comparing the preset acceleration value with the real-time acceleration value, and controlling a drive motor (7) to make the real-time acceleration value approach the preset acceleration value; Wherein, if the real-time acceleration value is greater than the preset acceleration value, the driving motor (7) is controlled to reduce the rotation speed so that the real-time acceleration value is reduced to the same as the preset acceleration value; if the real-time acceleration value is less than the preset acceleration value, the driving motor (7) is controlled to increase the rotation speed so that the real-time acceleration value is increased to the same as the preset acceleration value.

8. The vehicle collision control method according to claim 4, characterized in that: The method further comprises: Each test vehicle (1) includes a first test vehicle (101) and a second test vehicle (102), wherein the running track (12) of the first test vehicle (101) is set as a first track, and the running track (12) of the second test vehicle (102) is set as a second track, and the angle between the first track and the second track is between 15° and 165°.

9. A vehicle collision control device, characterized in that: The device comprises: a starting position determination module, the starting position determination module being used to set a preset driving parameter value for each test vehicle (1) when it reaches a collision position, and to determine the starting position of each test vehicle (1) based on the preset driving parameter value, wherein the preset driving parameter value includes a preset collision speed; an actual arrival time measurement module, the actual arrival time measurement module being used to obtain a first actual arrival time when each test vehicle (1) arrives at a first preset position (3) on its respective driving path, wherein the first preset position (3) is a position when each test vehicle (1) accelerates to the preset collision speed; a displacement deviation determination module, the displacement deviation determination module being used to determine a first displacement deviation of each test vehicle (1) based on a first actual arrival time corresponding to each test vehicle (1) and a first theoretical arrival time for each test vehicle (1) to arrive at a first preset position (3) on its own driving path; A collision adjustment module, the collision adjustment module being used to adjust the actual driving parameter values ​​of each of the test vehicles (1) so that each of the test vehicles (1) collides at a collision position with the preset driving parameter values; The displacement deviation determination module is specifically used to obtain the first actual arrival speed of each test vehicle (1) when it reaches the first preset position (3) measured by the speed monitoring device (10), determine the actual uniform speed driving length according to the first actual arrival time and the first actual arrival speed; determine the preset uniform speed driving length according to the preset uniform speed time and the preset collision speed, and use the difference between the preset uniform speed driving length and the actual uniform speed driving length as the first displacement deviation of each test vehicle (1), wherein the preset uniform speed time is the time required for each test vehicle (1) to travel at a uniform speed to reach the collision position after accelerating to the preset collision speed.

Images