Auxiliary testing device, crash test system and crash test method

Abstract

The application discloses an auxiliary testing device, a collision test system and a collision test method. The auxiliary testing device comprises a testing box body, a testing mainboard arranged in the testing box body, and a testing configuration area arranged on the testing box body. The testing configuration area is provided with a wire harness plug connector electrically connected with the testing mainboard and used for connecting a plug-in interface of an airbag controller. The testing mainboard is connected with a testing host computer and the airbag controller, is used for simulating a whole vehicle test environment according to a plug-in state of the wire harness plug connector, forming a first collision acceleration in a whole vehicle collision test process, and sending the first collision acceleration and an effective ADAS signal output by the testing host computer to the airbag controller, so that a main and passive fusion point explosion algorithm in the airbag controller is used for collision point explosion test. In the scheme, the main and passive fusion point explosion algorithm is activated by the first collision acceleration and the effective ADAS signal to perform the collision point explosion test, and the effectiveness of the whole vehicle collision test is ensured.

Description

Technical Field

[0001] This invention relates to the field of automotive safety testing technology, and in particular to an auxiliary testing device, a crash testing system, and a crash testing method. Background Technology

[0002] With the increasing number of cars on the road, people are paying more and more attention to vehicle safety performance. The airbag ignition algorithm is the core of the airbag control system. It mainly determines whether and when to ignite the airbag based on the occupant collision injury requirements of various safety regulations. Currently, in high-speed collisions, traditional passive safety algorithms, due to the limitations of the collision sensors, often result in the actual ignition time (Time To Fire, TTF) of the airbag during a collision being later than the optimal ignition time (Required Time To Fire, RTTF), thus failing to provide optimal protection for the occupants.

[0003] The active-passive fusion airbag deployment algorithm is a cutting-edge airbag deployment algorithm in the industry. It integrates active and passive safety features. Active safety refers to the vehicle's ability to prevent or avoid accidents; passive safety refers to the vehicle's ability to protect occupants from injury or minimize injury in the event of an unavoidable collision. The active-passive fusion deployment algorithm can utilize the pre-crash signal from ADAS (Advanced Driving Assistance System) to improve the deployment situation in high-speed collisions.

[0004] The core issue in this technical field is how to effectively verify the active-passive fusion detonation algorithm. This is mainly because, in the indoor environment of a crash test chamber, due to factors such as lighting, the ADAS's ability to recognize obstacles in front of the vehicle is not stable. It cannot be guaranteed that the ADAS can stably recognize obstacles during a full-vehicle crash test. As a result, the active-passive fusion detonation algorithm cannot function in a full-vehicle crash test because it does not receive the signal from the ADAS that can effectively identify obstacles. This fails to verify the effectiveness of the active-passive fusion detonation algorithm in a full-vehicle crash test, leading to the failure of the full-vehicle crash test and resulting in huge costs. Summary of the Invention

[0005] This invention provides an auxiliary testing device, a collision testing system, and a collision testing method to solve the problem that the active and passive fusion point explosion algorithm cannot be effectively activated, leading to the failure of the whole vehicle collision test.

[0006] This invention provides an auxiliary testing device, including a test housing, a test motherboard disposed within the test housing, and a test configuration area disposed on the test housing;

[0007] The test configuration area is equipped with a wiring harness connector that is electrically connected to the test motherboard, which is used to connect to the connector of the airbag controller.

[0008] The test motherboard is connected to the test host computer and the airbag controller. It is used to simulate the whole vehicle test environment according to the plug-in state of the wiring harness connector, generate a first collision acceleration during the whole vehicle collision test, and send the first collision acceleration and the effective ADAS signal output by the test host computer to the airbag controller so that the active and passive fusion point deployment algorithm in the airbag controller can perform the collision point deployment test.

[0009] Preferably, the test configuration area includes a detonation circuit configuration area, a switch circuit configuration area, and a sensor configuration area;

[0010] The wiring harness connector includes at least two first connectors disposed in the detonation circuit configuration area, at least two second connectors disposed in the switch circuit configuration area, and at least two third connectors disposed in the sensor configuration area; the first connectors are used to connect to the first connector of the airbag controller to identify the target detonation circuit; the second connectors are used to connect to the second connector of the airbag controller to identify the target switch circuit; and the third connectors are used to connect to the third connector of the airbag controller to identify the target sensor.

[0011] The test motherboard is used to simulate the whole vehicle test environment based on the target detonation circuit, the target switching circuit, and the target sensor.

[0012] Preferably, the auxiliary testing device further includes a multiplex button area disposed on the test chamber, wherein the multiplex button area is provided with multiplex buttons electrically connected to the test motherboard;

[0013] The test motherboard is used to simulate a whole vehicle test environment based on the plug-in status of the wiring harness connector and the button status corresponding to the multiplex button.

[0014] Preferably, the test motherboard is used to determine a first control mode based on the insertion state of the wiring harness connector; determine a second control mode based on the button state corresponding to the multiplexing button; and simulate a whole vehicle test environment based on the first control mode and the second control mode.

[0015] Preferably, the multiplexing button area is provided with at least two multiplexing buttons; each multiplexing button includes an operating lever and at least two selection positions, used to determine the current position corresponding to the multiplexing button from at least two selection positions according to the current position of the operating lever;

[0016] The test motherboard is used to determine the second control mode based on the current gear position corresponding to at least two of the multiplexed buttons.

[0017] This invention provides a crash test system, including a slide power unit, a test host computer mounted on a body-in-white, an airbag controller, and the aforementioned auxiliary test device;

[0018] The slide power unit is used to impact the body-in-white.

[0019] The host computer for testing is connected to the auxiliary testing device and is used to output valid ADAS signals;

[0020] The auxiliary testing device is connected to the airbag controller and is used to simulate the whole vehicle test environment. During the whole vehicle crash test, a first collision acceleration is generated, and the first collision acceleration and the effective ADAS signal output by the test host computer are sent to the airbag controller.

[0021] The airbag controller integrates an active-passive fusion deployment algorithm, which is used to perform collision deployment tests based on the effective ADAS signal and the first collision acceleration.

[0022] Preferably, the host computer for testing includes a test computer and a bus testing tool;

[0023] The test computer is connected to the bus test tool and is used to output valid ADAS signals to the bus test tool;

[0024] The bus test tool is connected to the auxiliary test device and is used to route the valid ADAS signal to the auxiliary test device.

[0025] Preferably, the test computer integrates an ECU diagnostic flashing tool for reading, writing configurations, and diagnosing the auxiliary test device and the airbag controller.

[0026] Preferably, the test computer communicates with the airbag controller, and the test computer integrates an EDR reading tool for reading collision event data generated by the airbag controller.

[0027] This invention provides a collision test method, comprising:

[0028] The slide-table power unit was used to impact the body-in-white.

[0029] The test host computer on the white body is used to simulate the output of effective ADAS signals;

[0030] The auxiliary testing device on the white body is used to simulate the test environment and generate the first collision acceleration during the whole vehicle collision test;

[0031] The active and passive fusion deployment algorithm integrated in the airbag controller on the vehicle body is used to conduct a collision deployment test based on the effective ADAS signal and the first collision acceleration.

[0032] The aforementioned auxiliary testing device, collision test system, and collision test method, when the airbag controller's connector is inserted into the wiring harness connector in the test configuration area, allow the test motherboard to acquire the connector's connection status to simulate a full-vehicle test environment. During the full-vehicle collision test, a first collision acceleration is generated. The first collision acceleration and the received valid ADAS signal are sent to the airbag controller to effectively activate the active and passive fusion deployment algorithm integrated in the airbag controller, thereby conducting an active and passive fusion deployment test. This ensures the effectiveness of the full-vehicle collision test and avoids the huge losses caused by a failed full-vehicle collision test. Attached Figure Description

[0033] To more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings used in the description of the embodiments of the present invention will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0034] Figure 1 This is a schematic diagram of a collision test system according to an embodiment of the present invention;

[0035] Figure 2 This is a side view of the test chamber in one embodiment of the present invention;

[0036] Figure 3 This is another flowchart of a collision test method in one embodiment of the present invention. Detailed Implementation

[0037] To make the technical problems solved, the technical solutions, and the beneficial effects of this invention clearer, the invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention.

[0038] In the description of this invention, it should be understood that the terms "longitudinal," "radial," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," and "outer," etc., indicating orientation or positional relationships, are based on the orientation or positional relationships shown in the accompanying drawings and are only for the convenience of describing the invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the invention. In the description of this invention, unless otherwise stated, "a plurality of" means two or more.

[0039] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0040] This invention provides an auxiliary testing device 1, which can be applied to... Figure 1 In the collision test system shown, such as Figure 1 As shown, the auxiliary testing device 1 includes a test housing, a test mainboard 11 disposed within the test housing, and a test configuration area 12 disposed on the test housing. The test configuration area 12 is provided with a wiring harness connector 13 electrically connected to the test mainboard 11, which is used to connect to the connector interface of the airbag controller 3. The test mainboard 11 is connected to the test host computer 2 and the airbag controller 3, and is used to simulate the whole vehicle test environment according to the connection status of the wiring harness connector 13, generate a first collision acceleration, and send the first collision acceleration and the effective ADAS signal output by the test host computer 2 to the airbag controller 3 so that the active and passive fusion point deployment algorithm in the airbag controller 3 can perform a collision point deployment test.

[0041] The auxiliary testing device 1 is used to assist the airbag controller 3 in conducting crash tests. The test housing refers to the housing in the auxiliary testing device 1. The test motherboard 11 is the motherboard in the auxiliary testing device 1. The test configuration area 12 is an area for users to perform relevant configurations to simulate different vehicle testing environments.

[0042] As an example, the test chamber has a test configuration area 12, which has wiring harness connectors 13 electrically connected to the test motherboard 11. These connectors 13 can connect to the interface of the airbag controller 3. During the vehicle crash test, different wiring harness connectors 13 can be inserted into the interfaces of the airbag controller 3 according to different test requirements. When a wiring harness connector 13 is inserted, the test motherboard 11 receives a corresponding signal to determine the connection status of all wiring harness connectors 13, simulating the vehicle test environment based on all connection statuses. For example, when the test motherboard 11 is connected to N wiring harness connectors 13, the signals corresponding to each connector 13 being inserted and not connected are 1 and 0, respectively. The overall connection status can be determined based on the signals corresponding to all wiring harness connectors 13.

[0043] In this example, the test configuration area 12 is equipped with N wiring harness connectors 13. These connectors 13 can simulate information from airbags, seat belts and buckles, and sensors in a vehicle. By inserting the connectors on the airbag controller 3 into different wiring harness connectors 13, different vehicle test environments can be simulated. Understandably, after simulating a vehicle test environment by inserting the connectors on the airbag controller 3 into different wiring harness connectors 13, when the body-in-white 4, where the auxiliary test device is located, is subjected to a collision, a first collision acceleration is generated. This first collision acceleration is the first collision acceleration output by the sensors in the simulated vehicle test environment. This first collision acceleration is then sent to the airbag controller 3, allowing the airbag controller 3 to determine whether to control the airbags and which airbag to control based on the received first collision acceleration, thus achieving the purpose of the vehicle crash test.

[0044] In this context, an effective ADAS signal refers to an ADAS signal that can effectively identify obstacles. As an example, during a vehicle crash test, a test host computer 2 needs to simulate the output of an effective ADAS signal. This effective ADAS signal can effectively identify obstacles, and it does not suffer from the instability of real ADAS's ability to identify obstacles in front of the vehicle. The test host computer 2 is a host computer connected to the auxiliary test device 1 for human-machine interaction. As an example, the test host computer 2 can be connected to the auxiliary test device 1. After configuring the program for the auxiliary test device 1, it can send the effective ADAS signal generated by the test host computer 2 to the auxiliary test device 1. This allows the auxiliary test device 1 to receive the effective ADAS signal simulated by the test host computer 2 and send it to the airbag controller 3.

[0045] During the vehicle crash test, the host computer 2 and the auxiliary testing device 1 can be mounted on the body-in-white 4. The host computer 2 is connected to the auxiliary testing device 1, and the auxiliary testing device 1 is then connected to the airbag controller 3 on the body-in-white 4. The connectors on the airbag controller 3 are inserted into different wiring harness connectors 13. After the vehicle test environment is configured, the vehicle crash test begins. The test process is as follows: The slide power unit 5 provides collision power to the body-in-white 4; the host computer 2 outputs a valid ADAS signal (used to characterize the identification of obstacles), and forwards the valid ADAS signal to the airbag controller 3 through the auxiliary testing device 1; the auxiliary testing device 1, based on the simulated vehicle test environment, generates a first collision acceleration and sends the first collision acceleration and the received valid ADAS signal to the airbag controller 3; the airbag controller 3 can control its integrated active and passive fusion detonation algorithm to perform a collision detonation test based on the received valid ADAS signal and the first collision acceleration. In this example, the airbag controller 3 generates a second collision acceleration. Based on the received first collision acceleration, the valid ADAS signal, and the second collision acceleration it identifies, it initiates an active-passive fusion deployment algorithm to perform a collision deployment test. Here, the second collision acceleration refers to the collision acceleration identified by the airbag controller 3 itself.

[0046] Since the inability of the vehicle's effective ADAS signal to reliably identify obstacles would affect the validity of the vehicle crash test, a valid ADAS signal that can correctly identify obstacles is artificially generated. This is achieved by using the test host computer 2 to output a valid ADAS signal, which is then transmitted to the auxiliary test device 1 and directly routed to the airbag controller 3. In this way, the airbag controller 3 obtains a valid ADAS signal that can effectively identify obstacles, allowing the integrated active and passive fusion deployment algorithm within the airbag controller 3 to perform crash testing based on the valid ADAS signal. This ensures the effectiveness of the active and passive fusion deployment algorithm during the vehicle crash test and avoids the significant costs associated with a failed vehicle crash test. The test configuration area 12 is equipped with multiple wiring harness connectors 13 to ensure the normal operation of the active and passive fusion deployment algorithm within the airbag controller 3.

[0047] In this embodiment, when the connector of the airbag controller 3 is inserted into the wiring harness connector 13 in the test configuration area 12, the test motherboard 11 can obtain the connection status of the wiring harness connector 13 to simulate the whole vehicle test environment. During the whole vehicle collision test, a first collision acceleration will be generated. The first collision acceleration and the received valid ADAS signal are sent to the airbag controller 3 so that the active and passive fusion deployment algorithm integrated in the airbag controller 3 is effectively activated, thereby performing the active and passive fusion deployment test, ensuring the effectiveness of the whole vehicle collision test, and avoiding the huge losses caused by the failure of the whole vehicle collision test.

[0048] In one embodiment, such as Figure 2 As shown, the test configuration area 12 includes a detonation circuit configuration area 121, a switch circuit configuration area 122, and a sensor configuration area 123; the wiring harness connector 13 includes at least two first connectors 131 disposed in the detonation circuit configuration area 121, at least two second connectors 132 disposed in the switch circuit configuration area 122, and at least two third connectors 133 disposed in the sensor configuration area 123; the first connectors 131 are used to connect to the first connector of the airbag controller 3 to determine the target detonation circuit; the second connectors 132 are used to connect to the second connector of the airbag controller 3 to determine the target switch circuit; the third connectors 133 are used to connect to the third connector of the airbag controller 3 to determine the target sensor; the test motherboard 11 is used to simulate the whole vehicle test environment based on the target detonation circuit, the target switch circuit, and the target sensor.

[0049] The detonation circuit configuration area 121 is for users to configure the required detonation circuit. The switch circuit configuration area 122 is for users to configure the required switch circuit. The sensor configuration area 123 is for users to configure the required sensors.

[0050] As an example, the wiring harness connector 13 electrically connected to the test motherboard 11 includes at least two first connectors 131 disposed in the detonation circuit configuration area 121 for connecting to the first connector interface of the airbag controller 3 to determine the target detonation circuit. Here, the first connector 131 refers to the wiring harness connector 13 in the detonation circuit configuration area 121. The first connector interface is the interface in the airbag controller 3 connected to the first connector 131. The target detonation circuit is the configured detonation circuit selected after inserting the first connector interface into the first connector 131. In this example, the target detonation circuit can be understood as the circuit where the simulated airbag is located in the formed vehicle test environment. Generally, the number and location of the simulated airbags can be determined based on the number and location of the first connectors 131 inserted into the detonation circuit configuration area 121 by the first connector interface of the airbag controller 3.

[0051] In this example, the test motherboard 11 is equipped with multiple configuration detonation circuits. Each configuration detonation circuit is connected to a first connector 131. When the first connector 131 is inserted into the first connector interface of the airbag controller 3, the corresponding configuration detonation circuit is closed and connected to form a target detonation circuit. At least two first connectors 131 are provided on the detonation circuit configuration area 121 of the test housing. During the whole vehicle crash test, the first connector interface of the airbag controller 3 can be inserted into different first connectors 131 according to actual needs to determine the target detonation circuit from all configuration detonation circuits. This allows for the autonomous determination of the target detonation circuit, making it applicable to whole vehicle crash tests of different models and / or different scenarios (such as high-speed collisions), thereby improving the applicability of whole vehicle crash tests.

[0052] As an example, the wiring harness connector 13 electrically connected to the test motherboard 11 includes at least two second connectors 132 disposed in the switch circuit configuration area 122 for connecting to the second connector of the airbag controller 3 to determine the target switch circuit. Here, the second connector 132 refers to the wiring harness connector 13 in the switch circuit configuration area 122. The second connector is the interface in the airbag controller 3 connected to the first connector 131. The target switch circuit is the configured switch circuit selected after inserting the second connector into the second connector 132. In this example, the target switch circuit can be understood as the circuit of the safety and latching switch circuit that needs to be simulated in the formed vehicle test environment. Generally, the number and position of the simulated seat belts and latches can be determined based on the number and position of the second connectors 132 inserted into the switch circuit configuration area 122 of the second connector of the airbag controller 3.

[0053] In this example, the test motherboard 11 is equipped with multiple configuration switch circuits, each of which is connected to a second connector 132. When the second connector 132 is inserted into the second connector interface of the airbag controller 3, the corresponding configuration switch circuit closes and conducts, forming a target switch circuit. At least two second connectors 132 are provided on the switch circuit configuration area 122 of the test housing. During the vehicle crash test, the first connector interface of the airbag controller 3 can be autonomously inserted into different second connectors 132 according to actual needs to determine the target switch circuit from all configuration switch circuits. This allows for autonomous determination of the target switch circuit, making it applicable to vehicle crash tests of different models and / or different scenarios, thus improving the applicability of the vehicle crash test.

[0054] As an example, the wiring harness connector 13 electrically connected to the test motherboard 11 includes at least two third connectors 133 disposed in the sensor configuration area 123 for connecting to the third connector of the airbag controller 3 to identify the target sensor. Here, the third connector 133 refers to the wiring harness connector 13 in the sensor configuration area 123. The third connector is the interface in the airbag controller 3 connected to the third connector 133. The target sensor refers to the configured sensor selected after inserting the third connector into the third connector 133. In this example, the target sensor can be understood as the sensor that needs to be simulated in the formed vehicle test environment. Generally, the number and position of the simulated sensors can be determined based on the number and position of the third connectors 133 inserted into the sensor configuration area 123 by the third connector of the airbag controller 3.

[0055] In this example, the test motherboard 11 is equipped with multiple configuration sensors and corresponding sensor control circuits. Each sensor control circuit is connected to a third connector 133. When the third connector 133 is inserted into the third connector interface of the airbag controller 3, the sensor control circuit closes and conducts, thereby identifying the configuration sensor in the sensor control circuit as the target sensor. At least two third connectors 133 are provided in the sensor configuration area 123 of the test housing. During the vehicle crash test, the third connector interface of the airbag controller 3 can be autonomously inserted into different third connectors 133 according to actual needs to determine the target sensor from all configuration sensors. This allows for autonomous determination of the target sensor, making it applicable to vehicle crash tests of different models and / or different scenarios, thus improving the applicability of the vehicle crash test.

[0056] As an example, the test motherboard 11 incorporates multiple configuration conversion logics for signal conversion. Each configuration conversion logic corresponds to a connection combination formed by the cooperation of a first, second, and third connector. When the wiring harness connector 13 is inserted into the connector of the airbag controller 3, the test motherboard 11 can determine the connection combination formed by the target detonation circuit, the target switching circuit, and the target sensor based on the connection status of the first, second, and third connectors, and simulate the vehicle test environment based on these connection combinations. During the vehicle crash test, when the body-in-white 4 reaches the collision force, the test motherboard 11 generates a first collision acceleration based on the simulated vehicle test environment. Then, it sends the first collision acceleration and the received valid ADAS signal to the airbag controller 3 to initiate the active and passive fusion detonation algorithm for the collision detonation test, ensuring the effectiveness of the vehicle crash test and avoiding the huge losses caused by the failure of the vehicle crash test.

[0057] In traditional vehicle crash tests, the hard-wired connection method, which uses wiring harnesses to connect sensors, detonation circuits, and switching circuits to the airbag controller 3, requires modifications to the wiring harnesses for different vehicle models and / or different scenarios, resulting in high costs and reduced testing efficiency. In this embodiment, at least two first connectors 131 in the detonation circuit configuration area 121, at least two second connectors 132 in the switching circuit configuration area 122, and at least two third connectors 133 in the sensor configuration area 123 can be detachably connected to the connectors of the airbag controller 3 for different vehicle models and / or different scenarios, making it suitable for vehicle crash tests of different models and / or different scenarios, thus improving the applicability of vehicle crash tests.

[0058] In one embodiment, such as Figure 1 As shown, the auxiliary testing device 1 also includes a multiplexing button area 14 set on the test box, and the multiplexing button area 14 is provided with multiplexing buttons 141 electrically connected to the test main board 11; the test main board 11 is used to simulate the whole vehicle test environment according to the plugging status of the wiring harness connector 13 and the button status corresponding to the multiplexing button 141.

[0059] The multiplexing button area 14 is used to set the multiplexing button 141. The multiplexing button 141 is a button used to realize function multiplexing. That is to say, this multiplexing button 141 can correspond to at least two functions. The function corresponding to this vehicle crash test can be determined according to the button state corresponding to the multiplexing button 141.

[0060] As an example, the auxiliary testing device 1 also includes a multiplexing button area 14 set on the test box. The multiplexing button area 14 is provided with multiplexing buttons 141 that are electrically connected to the test motherboard 11. During the whole vehicle crash test, the multiplexing buttons 141 on the multiplexing button area 14 can be switched to different button states according to different test requirements, so that the multiplexing buttons 141 can be switched to the function required for this whole vehicle crash test, so as to meet the test requirements of different vehicle models and / or different scenarios.

[0061] As an example, the test motherboard 11 is electrically connected to the wiring harness connector 13 and the multiplex button 141. During the vehicle crash test, it can be autonomously configured according to different vehicle models and / or different scenarios, so that the test motherboard 11 can obtain the corresponding plug-in state of the wiring harness connector 13 and the corresponding button state of the multiplex button 141. Then, it simulates the vehicle test environment according to the corresponding plug-in state of the wiring harness connector 13 and the button state of the multiplex button 141. During the vehicle crash test, when the body-in-white 4 reaches the collision force, the test motherboard 11 will generate a first collision acceleration according to the simulated vehicle test environment. Then, it will send the first collision acceleration and the received valid ADAS signal to the airbag controller 3 to start the active and passive fusion deployment algorithm to perform the collision deployment test, ensuring the effectiveness of the vehicle crash test and avoiding the huge losses caused by the failure of the vehicle crash test. In this example, when the test motherboard 11 inserts the wiring harness connector 13 into the connector interface of the airbag controller 3, it can quickly determine the corresponding insertion state. Furthermore, when the user operates the multiplex button 141 to determine its corresponding function, the test motherboard 11 can quickly determine the corresponding button state. Then, the insertion state of the wiring harness connector 13 and the on / off state of the multiplex button 15 are used to simulate the whole vehicle test environment to meet the test requirements corresponding to different insertion states and different button states, ensuring the effectiveness of the whole vehicle crash test and avoiding the huge losses caused by the failure of the whole vehicle crash test.

[0062] In one embodiment, the test motherboard 11 is used to determine a first control mode based on the plugging state of the wiring harness connector 13; determine a second control mode based on the button state corresponding to the multiplex button 141; and simulate a whole vehicle test environment based on the first control mode and the second control mode.

[0063] The first control mode refers to the control mode determined by the connection status of all wiring harness connectors 13. Specifically, it is the control mode determined by the combination of the connection status of all wiring harness connectors 13 in different test configuration areas 12. For example, the first connector in the airbag controller 3 is inserted into the first connector 131 in the detonation circuit configuration area 121 to determine the target detonation circuit. The second connector is inserted into the second connector 132 in the switch circuit configuration area 122 to determine the target switch circuit. The third connector is inserted into the third connector 133 in the sensor configuration area 123 to determine the target sensor. After determining the target sensor, the first control mode can be determined based on the combination of the connection status of the target detonation circuit, the target switch circuit, and the target sensor. This allows the first control mode to be adapted to the test requirements of different vehicle models and / or different scenarios, thereby improving the applicability of whole vehicle crash tests.

[0064] The second control mode refers to the control mode determined by the button states of all multiplexed buttons 141, specifically the control mode determined by the combination of button states of all multiplexed buttons 141 in the multiplexed button area 14. For example, if there are two multiplexed buttons 141 in the multiplexed button area 14, and each multiplexed button 141 corresponds to two button states for different functions, then the two multiplexed buttons 141 will form a combination of four button states. The second control mode can be determined based on the combination of button states formed, so that the second control mode can adapt to the testing requirements of different vehicle models and / or different scenarios, thereby improving the applicability of whole vehicle crash tests.

[0065] As an example, after determining the first control mode based on the connection status of the wiring harness connector 13 and the second control mode based on the button status of the multiplex button 141, the test motherboard 11 can simulate the whole vehicle test environment according to the first and second control modes. During the whole vehicle crash test, when the body-in-white 4 reaches the collision force, the test motherboard 11 will generate a first collision acceleration based on the simulated whole vehicle test environment. Then, it will send the first collision acceleration and the received valid ADAS signal to the airbag controller 3 to start the active and passive fusion deployment algorithm to perform the collision deployment test, ensuring the effectiveness of the whole vehicle crash test and avoiding the huge losses caused by the failure of the whole vehicle crash test.

[0066] In one embodiment, such as Figure 2 As shown, the multiplexing button area 14 is provided with at least two multiplexing buttons 141; each multiplexing button 141 includes an operating lever and at least two selection positions, used to determine the current position corresponding to the multiplexing button 141 from the at least two selection positions according to the current position of the operating lever; the test motherboard 11 is used to determine the second control mode according to the current position corresponding to the at least two multiplexing buttons 141.

[0067] As an example, the multiplexing button area 14 is provided with at least two multiplexing buttons 141. Each multiplexing button 141 includes an operating lever and at least two selection positions. Each selection position corresponds to a function. During the whole vehicle crash test, the current position of the operating lever can be adjusted according to different test requirements to determine the current position corresponding to the multiplexing button 141 from at least two selection positions. The current position here can be understood as the selection position corresponding to the current position of the operating lever.

[0068] As an example, the test motherboard 11 is electrically connected to at least two multiplexed buttons 141. When the user controls the lever to determine the current gear corresponding to each multiplexed button 141, a second control mode can be determined based on the combination of the current gears corresponding to all multiplexed buttons 141. This allows the second control mode to adapt to the testing needs of different vehicle models and / or different scenarios, thereby improving the applicability of whole vehicle crash tests.

[0069] For example, such as Figure 2 As shown, the multiplexed button area 14 has five multiplexed buttons 141. Each multiplexed button 141 can function as a two-position toggle switch for Q22 and a resistor. Flipping the toggle switch up or down indicates that the pin of the multiplexed button 141 is defined as either the upper or lower function. For example, flipping the first multiplexed button 141 up indicates that pins A3 / A4 are in Switch mode, which is essentially Buckle. Conversely, flipping the first multiplexed button 141 down indicates that pins A3 / A4 are in Burglar mode. AB16 refers to the 16th Burglar mode supported by the ASIC chip; its meaning is not crucial. Pin A6 of the second multiplexed button 141 is GND. On the CP1.2 platform, pin A6 is Switch. However, even though there are two GNDs (analog ground and power ground), they are actually common ground internally on the PCB. The principle of the third multiplex button 141 is the same as that of the second multiplex button 141, and will not be described in detail here. The toggle switch of the fourth multiplex button 141, when flipped upwards, indicates that pins B1 / B2 are in the detonation circuit function; the toggle switch of the fourth multiplex button 141...

[0070] Flipping the toggle switch down indicates that pins B1 / B2 are functioning as the left C-pillar sensor. Since C-pillar sensors typically use a Minibus solution, this isn't necessary. Furthermore, in most cases, B1 and B2 are in the "Not Applied" state. In this case, simply flip the toggle switch on the fourth multiplex button 141 up and turn off the corresponding toggle switches for pins B1 / B2. Alternatively, flip the toggle switch down and unplug the sensor connector for the corresponding B1 / B2 pin. (Fifth...)

[0071] The principle of the multiplex button 141 is the same as that of the fourth multiplex button 141. To avoid repetition, this part will not be described in detail.

[0072] For example, the multiplex button 141 in the multiplex button area 14 can be an FTPA0904 three-position toggle switch. When using a three-position toggle switch, if the operating lever is moved to the middle position, it can be determined that the relevant pins in the auxiliary test device 1 have no specific function definition (Not Applied). Using the FTPA0904 three-position toggle switch...

[0073] The automatic switch can realize the switch multiplexing function, so that multiple models can share a set of devices, which helps to save the cost of five-vehicle crash tests.

[0074] In one embodiment, the test chamber is a plastic chamber.

[0075] As an example, the test housing of the auxiliary test device 1 is a plastic housing. The test motherboard 11 is assembled inside the plastic housing, and the test configuration area 12 and the multiplexing button area 14 are located on the plastic housing.

[0076] It can protect components and prevent desoldering that can occur when components are placed in a metal enclosure using soldering.

[0077] As an example, the auxiliary testing device 1 also includes a DB9 female connector mounted on the testing housing for connection to the DB9 male connector of the airbag controller 3, enabling CANL and CANH connections and facilitating communication with the airbag controller 3. The DB9 female connector is a standard component.

[0078] As an example, the auxiliary testing device 1 also includes a status indication area 15 disposed on the test chamber, and the status indication area 15 is provided with at least one status indicator light 151. The status indicator light 151 can be used to indicate which ignition circuit is turned on after the corresponding wiring harness connector 13 is inserted into the plug interface of the airbag controller 3, and can also be used to reflect whether there is an abnormality in the ignition circuit.

[0079] This invention provides a collision testing system, such as... Figure 1 As shown, the system includes a test host computer 2, an airbag controller 3, and an auxiliary test device 1 as described in the above embodiment, all mounted on the body-in-white 4. The test host computer 2 is connected to the auxiliary test device 1 and is used to output valid ADAS signals. The auxiliary test device 1 is connected to the airbag controller 3 and is used to simulate the whole vehicle test environment. During the whole vehicle collision test, a first collision acceleration is generated, and the first collision acceleration and the valid ADAS signal output by the test host computer are sent to the airbag controller 3. The airbag controller 3 integrates an active and passive fusion deployment algorithm, which is used to perform collision deployment tests based on the valid ADAS signal and the first collision acceleration.

[0080] Among them, the test host computer 2 is a host computer connected to the auxiliary test device 1 for realizing human-computer interaction. A valid ADAS signal refers to an ADAS signal that can effectively identify obstacles.

[0081] As an example, the test host computer 2 can be connected to the auxiliary test device 1. After completing the program configuration of the auxiliary test device 1, the test host computer 2 can generate a valid ADAS signal and send it to the auxiliary test device 1, so that the auxiliary test device 1 can receive the valid ADAS signal output by the simulated ADAS system of the test host computer 2.

[0082] As an example, the auxiliary testing device 1 is connected to the test host computer 2 and the airbag controller 3. It can receive the valid ADAS signal output by the test host computer 2. Moreover, the auxiliary testing device 1 is provided with a test configuration area 12, which allows the user to insert the plug interface on the airbag controller 3 into different wiring harness plug connectors 13 to complete the whole vehicle test configuration. During the whole vehicle test, a first collision acceleration is generated according to the configured whole vehicle test environment. Then, the first collision acceleration and the valid ADAS signal are sent to the airbag controller 3, so that the auxiliary testing device 1 can send signals to the airbag controller 3.

[0083] As an example, the airbag controller 3 integrates an active-passive fusion deployment algorithm. This algorithm can perform collision deployment tests based on effective ADAS signals that can effectively identify obstacles and the first collision acceleration formed by simulating the whole vehicle test environment. This ensures the effectiveness of the active-passive fusion deployment algorithm in the whole vehicle collision test process and avoids the huge costs caused by the failure of the whole vehicle collision test.

[0084] As an example, after the auxiliary testing device 1 completes the vehicle test configuration, the following vehicle crash test can be performed: A sliding table power unit 5 is used to provide collision power to the body-in-white 4. This sliding table power unit 5 is a device used to provide power within the crash test chamber. The host computer 2 outputs a valid ADAS signal (used to characterize the identification of obstacles), and forwards this valid ADAS signal to the airbag controller 3 through the auxiliary testing device 1. Based on the simulated vehicle test environment, the auxiliary testing device 1 generates a first collision acceleration and sends the first collision acceleration and the received valid ADAS signal to the airbag controller 3. The airbag controller 3 can control its integrated active and passive fusion deployment algorithm to perform a collision deployment test based on the received valid ADAS signal and the first collision acceleration. In this example, the airbag controller 3 itself generates a second collision acceleration and can activate the active and passive fusion deployment algorithm to perform a collision deployment test based on the received first collision acceleration, the valid ADAS signal, and the second collision acceleration it identifies. Here, the second collision acceleration refers to the collision acceleration identified by the airbag controller 3 itself.

[0085] In this embodiment, when the body-in-white 4 is subjected to a collision, the host computer 2 will output a valid ADAS signal, and the auxiliary testing device 1 will generate a first collision acceleration based on the simulated vehicle test environment. The valid ADAS signal and the first collision acceleration will be sent to the airbag controller 3 to activate the active and passive fusion deployment algorithm. The active and passive fusion deployment algorithm will be used to perform active and passive fusion deployment test to ensure that the actual ignition time of the airbag in the collision is consistent with the optimal ignition time, thus ensuring the effectiveness of the vehicle collision test and avoiding the huge losses caused by the failure of the vehicle collision test.

[0086] In one embodiment, the host computer 2 includes a test computer 21 and a bus test tool 22; the test computer 21 is connected to the bus test tool 22 and is used to output valid ADAS signals; the bus test tool 22 is connected to the auxiliary test device 1 and is used to route valid ADAS signals to the auxiliary test device 1.

[0087] In this context, test computer 21 refers to a computer used for human-computer interaction; for example, it can be a PC. Bus testing tool 22 is a tool used for bus development and testing; for example, it can be, but is not limited to, a CANOE tool, used for the development, simulation, testing, and analysis of the CAN bus. Valid ADAS signal refers to the signal simulated by the test computer 21 as the output of ADAS.

[0088] As an example, the test host computer 2 includes a test computer 21 and a bus test tool 22. During the vehicle crash test, the test computer 21 generates a valid ADAS signal and sends it to the bus test tool 22. The bus test tool 22 then routes this valid ADAS signal to the auxiliary test device 1, which in turn sends the valid ADAS signal and the resulting first collision acceleration to the airbag controller 3 to activate the active / passive airbag fusion deployment algorithm for the crash test. In this example, the test circuit 21 outputs a valid ADAS signal, which is an artificially generated ADAS signal capable of accurately identifying obstacles. This avoids the problem of the active / passive airbag fusion deployment algorithm failing to function due to the lack of an ADAS signal that can effectively identify obstacles, thus preventing significant losses from a failed vehicle crash test. The bus test tool 22 routes the valid ADAS signal to the auxiliary test device 1 to simulate vehicle bus communication, ensuring the reliability of the vehicle crash test.

[0089] In one embodiment, the test computer 21 integrates an ECU diagnostic flashing tool for reading, writing configurations, and diagnosing the auxiliary test device 1 and the airbag controller 3.

[0090] As an example, the test computer 21 is electrically connected to the auxiliary test device 1 and the airbag controller 3. The test computer 21 integrates an ECU diagnostic flashing tool, which can perform read / write operations and diagnostics on any ECU in the auxiliary test device 1 and the airbag controller 3. For example, the process of using the ECU diagnostic flashing tool to read / write configuration and diagnose the test motherboard 11 in the auxiliary test device is as follows: First, the test motherboard 11 is version checked to determine its hardware and software versions; then, the test motherboard 11 is written to obtain a write configuration code, and the test motherboard 11 is read to obtain a read configuration code. The read configuration code is then compared with the write configuration code. If they match, the read / write configuration of the test motherboard 11 is completed, and the hardware version, software version, read configuration code, and write configuration code of the test motherboard 11 are associated and stored; if they do not match, diagnostic error information is output.

[0091] In this embodiment, the test circuit 21 integrates an ECU diagnostic flashing tool. After the test computer 2 is electrically connected to the auxiliary test device 1 and the airbag controller 3, the ECU diagnostic flashing tool can be used to read, write configurations and perform diagnostics on all ECUs in the auxiliary test device 1 and the airbag controller 3 to obtain diagnostic results. Only when the diagnostic results show no abnormalities can the subsequent vehicle collision test be carried out to ensure the normal operation of all ECUs that need to participate in the vehicle collision test and avoid losses caused by the failure of the vehicle collision test due to ECU failure.

[0092] In one embodiment, the test computer 21 communicates with the airbag controller 3, and the test computer 21 is equipped with an EDR reading tool for reading the collision event data generated by the airbag controller 3.

[0093] EDR (Event Data Recorder) refers to an event data recording system integrated within the airbag controller 3. It records dynamic time-series collision event data before, during, and after a collision. For example, EDR can record the vehicle's main operating states, motion parameters, and driver operation and usage before and after a collision, including but not limited to changes in speed and acceleration, brake pedal status, and seatbelt usage. The EDR reading tool is used to read the collision event data from the EDR.

[0094] As an example, the test computer 21 communicates with the airbag controller 3, enabling the EDR reading tool on the test computer 21 to directly read the collision event data recorded by the airbag controller 3 during the vehicle crash test. In this example, the EDR reading tool is integrated into the test computer 21, which can automatically read and parse the collision event data recorded by the airbag controller 3 without the need to purchase additional specialized tools, thus helping to save costs.

[0095] like Figure 3 As shown, an embodiment of the present invention provides a collision test method, including:

[0096] S301: The slide-table power unit is used to impact the body-in-white.

[0097] S302: Using the test host computer on the white body, simulate the output of valid ADAS signals;

[0098] S303: The auxiliary testing device on the white body is used to simulate the test environment and generate the first collision acceleration during the whole vehicle collision test;

[0099] S304: Using the active and passive fusion detonation algorithm integrated in the airbag controller on the white vehicle body, a collision detonation test is performed based on the effective ADAS signal and the first collision acceleration.

[0100] Among them, the host computer 2 is a host computer connected to the auxiliary testing device 1 for realizing human-computer interaction. A valid ADAS signal refers to an ADAS signal that can effectively identify obstacles. The slide power unit 5 is a device in the collision test chamber used to provide collision power.

[0101] As an example, in step S301, the slide power unit 5 can impact the white body 4 according to the collision acceleration curve input by the control host computer connected to it, so as to provide collision power to the white body 4 and make the collision acceleration of the white body 4 match its corresponding collision acceleration curve.

[0102] As an example, in step S302, the test host computer 2 can be connected to the auxiliary test device 1. After completing the program configuration of the auxiliary test device 1, the test host computer 2 can generate a valid ADAS signal and send it to the auxiliary test device 1, so that the auxiliary test device 1 can receive the valid ADAS signal output by the simulated ADAS system of the test host computer 2.

[0103] As an example, in step S303, the auxiliary testing device 1 is connected to the test host computer 2 and the airbag controller 3, and can receive the valid ADAS signal output by the test host computer 2. The auxiliary testing device 1 is provided with a test configuration area 12, which allows the user to insert the plug interface on the airbag controller 3 into different wiring harness plug connectors 13 to complete the whole vehicle test configuration. During the whole vehicle test, a first collision acceleration is formed according to the configured whole vehicle test environment. Then, the first collision acceleration and the valid ADAS signal are sent to the airbag controller 3, so that the auxiliary testing device 1 can send signals to the airbag controller 3.

[0104] As an example, in S304, the airbag controller 3 integrates an active-passive fusion deployment algorithm. This active-passive fusion deployment algorithm can perform collision deployment tests based on effective ADAS signals that can effectively identify obstacles and the first collision acceleration, ensuring the effectiveness of the active-passive fusion deployment algorithm in the whole vehicle collision test process and avoiding the huge costs caused by the failure of the whole vehicle collision test.

[0105] In this embodiment, when the body-in-white 4 is subjected to a collision, the host computer 2 will output a valid ADAS signal, and the auxiliary testing device 1 will generate a first collision acceleration based on the simulated vehicle test environment. The valid ADAS signal and the first collision acceleration will be sent to the airbag controller 3 to activate the active and passive fusion deployment algorithm. The active and passive fusion deployment algorithm will be used to perform active and passive fusion deployment test to ensure that the actual ignition time of the airbag in the collision is consistent with the optimal ignition time, thus ensuring the effectiveness of the vehicle collision test and avoiding the huge losses caused by the failure of the vehicle collision test.

[0106] It should be understood that the sequence number of each step in the above embodiments does not imply the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present invention.

[0107] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the above-described division of functional units and modules is used as an example. In practical applications, the above functions can be assigned to different functional units and modules as needed, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above.

[0108] The above-described embodiments are only used to illustrate the technical solutions of the present invention, and are not intended to limit it. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention, and should all be included within the protection scope of the present invention.

Claims

1. An auxiliary testing device, characterized in that, It includes a test enclosure, a test motherboard disposed within the test enclosure, a test configuration area disposed on the test enclosure, and a multiplex button area disposed on the test enclosure; The test configuration area includes a detonation circuit configuration area, a switch circuit configuration area, and a sensor configuration area. The test configuration area is equipped with wiring harness connectors electrically connected to the test motherboard for connecting to the connector interface of the airbag controller. The wiring harness connectors include at least two first connectors in the detonation circuit configuration area, at least two second connectors in the switch circuit configuration area, and at least two third connectors in the sensor configuration area. The first connectors are used to connect to the first connector interface of the airbag controller to determine the target detonation circuit; the second connectors are used to connect to the second connector interface of the airbag controller to determine the target switch circuit; and the third connectors are used to connect to the third connector interface of the airbag controller to determine the target sensor. The multiplexing button area is equipped with multiplexing buttons that are electrically connected to the test motherboard, which are used to switch the functions required for this vehicle crash test to meet the test requirements of different vehicle models and / or different scenarios. The test motherboard is connected to the test host computer and the airbag controller, and is used to determine the first control mode based on the target detonation circuit, the target switching circuit and the target sensor; The second control mode is determined based on the button state corresponding to the multiplexing button; the vehicle test environment is simulated based on the first control mode and the second control mode; a first collision acceleration is generated during the vehicle collision test, and the first collision acceleration and the effective ADAS signal output by the test host computer are sent to the airbag controller so that the active and passive fusion point deployment algorithm in the airbag controller can perform the collision point deployment test.

2. The auxiliary testing device as described in claim 1, characterized in that, The multiplexing button area is provided with at least two multiplexing buttons; each multiplexing button includes an operating lever and at least two selection positions, used to determine the current position corresponding to the multiplexing button from at least two selection positions according to the current position of the operating lever; The test motherboard is used to determine the second control mode based on the current gear position corresponding to at least two of the multiplexed buttons.

3. A collision testing system, characterized in that, The system includes a slide power unit, a test host computer mounted on the body-in-white, an airbag controller, and the auxiliary test device as described in any one of claims 1-2. The slide power unit is used to impact the body-in-white; The host computer for testing is connected to the auxiliary testing device and is used to output valid ADAS signals; The auxiliary testing device is connected to the airbag controller and is used to simulate the whole vehicle test environment. During the whole vehicle crash test, a first collision acceleration is generated, and the first collision acceleration and the effective ADAS signal output by the test host computer are sent to the airbag controller. The airbag controller integrates an active-passive fusion deployment algorithm, which is used to perform collision deployment tests based on the effective ADAS signal and the first collision acceleration.

4. The collision test system as described in claim 3, characterized in that, The host computer for testing includes a test computer and bus testing tools; The test computer is connected to the bus test tool and is used to output valid ADAS signals to the bus test tool; The bus test tool is connected to the auxiliary test device and is used to route the valid ADAS signal to the auxiliary test device.

5. The collision test system as described in claim 4, characterized in that, The test computer is equipped with an ECU diagnostic flashing tool, which is used to read, write, configure, and diagnose the auxiliary test device and the airbag controller.

6. The collision testing system as described in claim 4, characterized in that, The test computer communicates with the airbag controller, and the test computer integrates an EDR reading tool for reading collision event data generated by the airbag controller.

7. A collision test method, characterized in that, The collision test is conducted using the collision test system as described in any one of claims 3-6, comprising: The slide-table power unit was used to impact the body-in-white. The test host computer on the white body is used to simulate the output of effective ADAS signals; The auxiliary testing device on the white body is used to simulate the test environment and generate the first collision acceleration during the whole vehicle collision test; The active and passive fusion deployment algorithm integrated in the airbag controller on the vehicle body is used to conduct a collision deployment test based on the effective ADAS signal and the first collision acceleration.

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