A canine impactor and a method for simulating a canine mis-triggering of a vehicle's active hood

Abstract

The present invention discloses a canine impactor and a method for simulating a canine mis-triggering of a vehicle's active engine hood. The canine impactor comprises a canine impactor body and a flexible integral shell. The canine impactor body comprises rubber ribs, simulated internal organs, a spine protective shell, a protective cable, and a spine assembly. A spine protective shell is provided at each of the left and right ends of the top of the simulated internal organs. Multiple spine assemblies are provided between the two spine protective shells. A rubber rib is provided between each of any two adjacent spine assemblies. The spine protective shells, spine assemblies, and rubber ribs are connected by protective cables. Multiple rubber ribs enclose a pre-shaped space. The simulated internal organs fill the space. The outer side of the canine impactor body is wrapped with a flexible integral shell. The present invention can simulate common canine impact conditions in actual road driving for a vehicle through the canine impactor and collect impact data generated by the vehicle during the canine impact process.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle passive safety detection, and in particular to a dog impactor and a dog mis-triggering simulation test method for a vehicle active engine hood. Background Art

[0002] With the development of urbanization, the number of cars in cities has gradually increased, and the number of driving conditions has increased. The frequency of accidents between pedestrians and cars has remained high. To ensure public safety, the concept of pedestrian protection has been proposed. Active engine hoods have been developed to protect pedestrians in the event of a collision.

[0003] In order to reduce the risk of head injury when pedestrians collide with the vehicle hood in an accident, the active hood can quickly (for example, within 120 milliseconds) pop up the entire hood, increase the buffer space between the hood and the hard points of the engine compartment, and reduce impact damage to the head. The active hood can better provide protection for vulnerable groups on the road in collision accidents, and has achieved significant results in various vehicle pedestrian protection safety assessments. It has become a new direction for future passive safety development. However, in the early days, active hoods were expensive, cumbersome to maintain, and were usually one-time tasks, which made this type of product not widely accepted by users in the market. In particular, when the active hood is triggered by mistake, it fails to produce actual results in pedestrian safety protection, and the owner needs to bear the maintenance costs himself, which further hinders the popularization of active hoods.

[0004] Therefore, in order to reduce the additional costs incurred by users when using products equipped with active engine hoods and to improve the stability of products equipped with active engine hoods, it is necessary to conduct a false trigger test on the active engine hood.

[0005] However, the current active engine false triggering test scheme only includes false triggering test schemes for branches, balls, and small poultry animals, and does not include the most common dog false triggering conditions on actual roads. As a result, vehicle manufacturers cannot simulate and develop dog false triggering conditions in their tests. Therefore, in road accidents, it is impossible to effectively avoid collision signals caused by false triggering due to collision with dogs, and then the collision signals cause false alarms in the active engine hood system, resulting in additional losses. Summary of the Invention

[0006] The purpose of the present invention is to address the technical defects of the prior art and provide a dog impactor and a dog mis-triggering simulation test method for a vehicle active engine hood.

[0007] To this end, the present invention provides a canine impactor for simulating a dog for use in a collision test with a vehicle, comprising a canine impactor body and a flexible integral shell;

[0008] A canine impactor body, including rubber ribs, simulated internal organs, a spine protection shell, a protection cable, and a spine assembly;

[0009] A spine protection shell is provided at the left and right ends of the top of the horizontally distributed simulated internal organs;

[0010] A plurality of equally spaced spine components are provided between the two spine protection shells;

[0011] Between any two adjacent spine components, the upper end of a rubber rib is provided;

[0012] Two spine protection shells, multiple spine components, and multiple rubber ribs are fixedly connected by multiple protection cables distributed laterally;

[0013] Wherein, a plurality of rubber ribs enclose a pre-shaped space; the pre-shaped space is specifically located at the rear side of the arc-shaped rubber ribs;

[0014] Simulated viscera fill the pre-shaped space;

[0015] The outer side of the dog impactor body is wrapped with at least one layer of flexible integral shell.

[0016] In addition, the present invention also provides a method for simulating a dog-induced false triggering of a vehicle active engine hood, comprising the following steps:

[0017] Step S1, adjusting the vehicle to be simulated tested to a preset working state and placing the vehicle in an environment with a preset temperature;

[0018] Step S2, configuring a dog impactor according to any one of claims 1 to 6 with a mass corresponding to the type of dog group to be simulated and tested;

[0019] In step S3, the dog impactor is launched at a preset impact speed toward the vehicle, and during the process of the dog impactor colliding with the vehicle, the impact data of the vehicle is collected in real time.

[0020] It can be seen from the technical solution provided by the present invention above that, compared with the prior art, the present invention provides a dog impactor and a dog false triggering simulation test method for a vehicle active engine hood, which is scientifically designed and can provide the vehicle with common dog impact conditions in actual road driving through the dog impactor, and measure and collect the impact data generated by the vehicle during the impact process of the dog impactor, which has great practical significance.

[0021] By applying the present invention, it is helpful to further distinguish the data of vehicle collision with pedestrians from the data of vehicle collision with dogs, eliminate the false triggering conditions caused by dog ​​collisions, avoid the false triggering of collision signals due to collision with dogs, and effectively avoid the false alarm of the active hood system on the vehicle due to the collision signal, reduce the probability of false triggering of the active hood system on the vehicle, and improve the stability and accuracy of the active hood system. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] Figure 1 A schematic diagram of the explosion of the three-dimensional structure of a canine impactor provided by the present invention (excluding the flexible integral shell wrapped around the outside);

[0023] Figure 2 A schematic diagram of the three-dimensional structure assembly of a dog impactor provided by the present invention (excluding the flexible integral shell wrapped around the outside);

[0024] Figure 3 A schematic diagram of the on-site configuration of various devices for conducting a simulation test of a canine mis-triggering simulation test method for a vehicle active engine hood provided by the present invention;

[0025] Figure 4 A simplified diagram showing the positions of the vehicle and the canine impactor before impact, illustrating a simulation test of a canine mis-triggering simulation test method for a vehicle active hood provided by the present invention;

[0026] Figure 5 A schematic diagram (top view) showing the positional relationship between a square plate, the front bumper, and the transverse vertical plane of the vehicle (i.e., the vertical plane on which the transverse centerline of the vehicle lies) for a vehicle with its rear end on the left and its front end on the right;

[0027] Figure 6 Schematic diagram showing the specific positions of the upper boundary A and lower boundary B marked on the front bumper of a vehicle with the rear end on the left and the front end on the right, as well as the specific positions of the vertical center lines C and D of the front surfaces of the two square plates 101 (right view);

[0028] In the figure, 1- rubber ribs; 2- simulated internal organs; 3- spine protective shell; 4- protective cable; 5- spine assembly;

[0029] 101-square plate, 102-vehicle front bumper, 103-vehicle transverse centerline;

[0030] 401-washer, 402-nut. DETAILED DESCRIPTION

[0031] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. All other embodiments obtained by ordinary technicians in this field based on the embodiments of the present invention without making any creative efforts shall fall within the scope of protection of the present invention.

[0032] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise" and the like to indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as limiting the present invention.

[0033] In the description of this patent, it should be noted that, unless otherwise expressly specified or limited, the terms "installed," "connected," "connected," and "set" should be understood in a broad sense. For example, they can refer to fixed connection or set, detachable connection or set, or integral connection or set. Those skilled in the art will understand the specific meanings of the above terms in this patent based on the specific circumstances.

[0034] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of the technical features being referred to. Thus, a feature identified as "first" or "second" may explicitly or implicitly include one or more of the features. In the description of the present invention, "plurality" means two or more, unless otherwise specifically defined.

[0035] See also Figure 1 、 Figure 2 , the present invention provides a canine impactor for simulating a dog for use in a collision test with a vehicle, specifically comprising a canine impactor body and a flexible integral shell;

[0036] The canine impactor body includes a rubber rib 1, simulated internal organs 2, a spine protection shell 3, a protection cable 4, and a spine assembly 5;

[0037] A spine protection shell 3 is provided at the left and right ends of the top of the horizontally distributed simulated internal organs 2;

[0038] A plurality of equally spaced spine components 5 are provided between the two spine protection shells 3;

[0039] Between any two adjacent spine components 5, there is respectively provided an upper end of a rubber rib 1;

[0040] Two spine protection shells 3, multiple spine components 5 and multiple rubber ribs 1 are fixedly connected by multiple protection cables 4 distributed laterally;

[0041] Wherein, a plurality of rubber ribs 1 enclose a pre-shaped space (specifically a semi-cylindrical space); the pre-shaped space is specifically located at the rear side of the arc-shaped rubber rib 1;

[0042] The simulated internal organs 2 fill the pre-shaped space;

[0043] The outer side of the dog impactor body is wrapped with at least one layer of flexible integral shell.

[0044] In the present invention, in a specific implementation, the front side of the dog impactor is used as the impact surface that comes into contact with the vehicle.

[0045] In the present invention, in a specific implementation, the spine component 5 is an axisymmetric rigid body;

[0046] The rubber rib 1 is a semicircular solid, and its center is located on the non-impact surface; the rubber rib 1 is as follows Figure 1 、 Figure 2 The semicircular front side shown is the impact surface.

[0047] In the present invention, in a specific implementation, the flexible integral shell is preferably a shell made of soft nylon, such as a layer of nylon sheet.

[0048] In the present invention, in a specific implementation, a gasket 401 is fixedly provided at one end of each protective cable 4;

[0049] The other end of each protective cable 4 has an external threaded portion, and the external thread on the external threaded portion is threadably matched with the nut 402 .

[0050] In specific implementation, in the present invention, the gasket 401 is rigidly connected to one end of the protection cable 4 .

[0051] In the present invention, in a specific implementation, two spine protection shells 3, multiple spine components 5 and multiple rubber ribs 1 are fixedly connected by three laterally distributed protection cables 4;

[0052] In a specific implementation, each spinal component 5 is provided with three first through holes;

[0053] The first through holes on the plurality of spinal components 5 are arranged correspondingly;

[0054] Each spine protective shell 3 is provided with a second through hole at a position corresponding to the first through hole;

[0055] A third through hole is provided at the upper end of each rubber rib 1 at a position corresponding to the first through hole;

[0056] Each protective cable 4 passes through the second through hole, the first through hole and the third through hole at corresponding positions, and is then threadedly fixedly connected with a nut 402 .

[0057] In the present invention, in a specific implementation, the rubber rib 1 is a dog rib made of elastic rubber.

[0058] In the present invention, in a specific implementation, the material of the spine protection shell 3 is aluminum alloy, the material of the protection cable 4 is steel cable, and the material of the spine component 5 is hard plastic.

[0059] In the present invention, in a specific implementation, the side of the spine protection shell 3 facing the spine component 5 has a groove;

[0060] A portion of the spine assembly 5 is inserted into the groove of the spine protective shell 3 .

[0061] In the present invention, in a specific implementation, the simulated internal organs 2 include an outer flannel bag;

[0062] The outer velvet bag is filled with elastic rubber particles;

[0063] A spherical metal sandbag is set in the center of the outer velvet bag;

[0064] The metal sandbags are filled with sand;

[0065] The sum of the masses of the metal sandbag filled with sand, the outer velvet bag, and the rubber pellets is equal to the mass of the internal organs of the dog to be simulated.

[0066] It should be noted that the mass of the new, spherical metal sandbag is adjusted according to the mass of the dog to be simulated, as long as it meets the requirements of the test end.

[0067] In the present invention, in a specific implementation, the sum of the masses of the dog impactor body and the flexible integral shell is equal to the mass of the dog to be simulated.

[0068] It should be noted that, for the present invention, the spinal assembly 5 and the rubber rib 1 are connected together by a protective cable 4. One end of the protective cable 4 is provided with a rigidly connected gasket, and the other end is threaded and matched with a nut, which can apply pre-tightening force to the spinal assembly 5, and then the simulated internal organs 2 are stuffed in. The outer surface of the simulated internal organs is a layer of velvet, and the inside is filled with rubber particles of the same volume. A spherical metal sandbag with a diameter of 60 mm is placed in the center of the simulated internal organs 2, and the outer side of the canine impactor as a whole (i.e., the canine impactor body) is wrapped with a layer of nylon sheet.

[0069] It should be noted that, according to the needs of the test, the number of rubber ribs 1 and spine components 5 can be adjusted to obtain dog impactors of different sizes and masses, thereby simulating dog breeds of different sizes and masses and simulating different types of dog groups for testing under different working conditions.

[0070] It should be noted that according to the body size classification standard issued by the China Working Dog Management Association (T / CWDMA001-2021), dog breeds with a height of more than 55 cm are divided into large dog groups; dog breeds with a height between 35.1 and 54.9 cm are divided into medium-sized dog groups; dog breeds with a height of less than 35 cm are divided into small dog groups.

[0071] In order to meet the needs of vehicle companies for simulating different types of dog groups when developing active engine hood false triggering systems, the dog impactor designed in the present invention can simulate small and medium-sized dog breeds commonly seen in domestic road traffic in the initial state. At the same time, the mass of the impactor can be configured to between 4kg and 30kg through assembly, so as to simulate dog breeds of different sizes for false triggering tests during test development.

[0072] It should be noted that when comparing impact curves from tests on animal carcasses of varying masses, the assembly method of the canine impactor and the mass of the simulated internal organs can be adjusted, and multiple impact tests between multiple impactors of varying masses and the vehicle can be attempted to bring the simulated signal closer to the impact signal from the animal carcass tests. Through these multiple impact tests, the ideal assembly method for the canine impactor can be determined, and this ideal assembly method can be directly used in subsequent false trigger test development.

[0073] Based on the canine impactor provided by the present invention, the present invention also provides a method for simulating a vehicle active hood to be falsely triggered by a canine, comprising the following steps:

[0074] Step S1, adjusting the vehicle to be simulated tested to a preset working state and placing the vehicle in an environment with a preset temperature;

[0075] Step S2, configuring a dog impactor as described above with a mass corresponding to the type of dog group to be simulated and tested;

[0076] In step S3, the dog impactor is launched at a preset impact speed toward the vehicle, and during the process of the dog impactor colliding with the vehicle, the impact data of the vehicle is collected in real time.

[0077] In the present invention, in step S1, the preset working state includes a preset vehicle speed, a preset vehicle driving height, a counterweight of a preset mass placed on the vehicle driver's seat, and a preset vehicle tire pressure, and is not limited to these vehicle state requirements.

[0078] In a specific implementation, the counterweight blocks of preset mass placed on the vehicle driver's seat specifically include counterweight blocks of preset mass (for example, 75 kg) placed on the main driver's seat and the co-driver's seat.

[0079] In addition, in step S1, the preset working state of the vehicle may also include the following requirements:

[0080] 1. The vehicle's oils and tools are fully loaded. If this is not possible, place a certain amount of ballast to ensure the vehicle reaches the designed curb weight. The deviation of the vehicle's curb weight should not exceed 10kg. If the company has special requirements during development, the ballast should be within the deviation range designed by the company. Then, place a 75kg driver's weight on each of the front passenger and driver seats to simulate the normal driving conditions of a two-person vehicle.

[0081] 2. The front structure of the vehicle is intact, the license plate on the front bumper of the vehicle is installed normally, the front grille (if any) and the headlights are not damaged, and the built-in sensors on the front bumper of the vehicle are working properly. The vehicle should be placed on a flat surface, and the suspension of the vehicle should be adjusted to the normal driving height using a jack or similar tool. The vertical distance between the highest point of the vehicle's wheel arch and the reference plane should be used as the standard for measurement. The error from the theoretical design value should not exceed 25mm. The stability of this parameter can be ensured by adjusting the tire pressure or raising and lowering the jack. If the suspension of the vehicle is adjustable, it should be adjusted to the actual height of the vehicle at the preset speed in the false triggering condition to be simulated. When the normal driving posture of the active suspension is used as the test height, the tire pressure of the vehicle is required to be the same as the theoretical value during normal driving.

[0082] It should be noted that the sensors built into the vehicle's front bumper include, but are not limited to, acceleration sensors, air pressure sensors, and displacement sensors. These sensors are used to provide signals describing the intensity of an impact, such as acceleration curves, air pressure changes, and the degree of deformation of the vehicle's front bumper.

[0083] In the present invention, in step S1, the vehicle is placed in an environmental chamber, and the environmental chamber is used to place the vehicle in an environment with a preset temperature to simulate the actual external ambient temperature.

[0084] It should be noted that the environmental chamber is used to simulate the environment and conduct vehicle-environment-related tests, such as high and low temperature calibration, insulation, defrosting, and demisting.

[0085] In the present invention, in step S2, when the type of dog group to be simulated tested is a small dog group, the mass range of the dog impactor corresponding to the small dog group is 0 kg to 10 kg;

[0086] When the dog group to be simulated is a medium-sized dog group, the mass range of the dog impactor corresponding to the medium-sized dog group is 10kg to 30kg;

[0087] When the dog group to be simulated is a large dog group, the mass of the dog impactor corresponding to the large dog group is more than 30kg;

[0088] It should be noted that for the present invention, when conducting the misuse test (i.e., mistrigger test) on a small dog group, the mass of the canine impactor should be between 0 kg and 10 kg, and the mass of the canine impactor needs to be configured within this mass range;

[0089] When conducting misuse tests on medium-sized dogs, the canine impactor should have a mass between 10kg and 30kg, and should be configured within this mass range. When conducting misuse tests on large dogs, the impactor should have a mass of 30kg or more. The canine impactor in the present invention preferably only simulates misuse tests (i.e., false trigger tests) on small and medium-sized dogs, so it is necessary to select an impactor that can provide equivalent mass.

[0090] In the present invention, in step S3, the canine impactor is launched at a preset impact speed directly toward a pre-marked test area on the vehicle.

[0091] It should be noted that the vehicle undergoing the false triggering test should be marked with the vehicle body posture adjusted as required, and the dog impactor can be used in the marked test area to conduct false triggering and dog malfunction tests.

[0092] In specific implementation, in step S3, at the beginning of the collision between the canine impactor and the vehicle, the center of mass of the canine impactor is facing (ie, aligned with) the test area of ​​the vehicle.

[0093] Specifically, in step S3, the pre-marked test area has a preset upper boundary mark height and a preset lower boundary mark height, respectively, depending on the type of dog group to be simulated and tested; see Table 1 below, for details:

[0094] When the dog group to be simulated is a small dog group, the upper boundary mark height corresponding to the small dog group is 350mm;

[0095] When the dog group to be simulated is a medium-sized dog group, the upper boundary mark height corresponding to the medium-sized dog group is 550mm, and the lower boundary mark height is 350mm;

[0096] When the dog group to be simulated for the test is a large dog group, the lower boundary mark height corresponding to the large dog group is 550 mm.

[0097] Table 1

[0098] Dog breeds Upper boundary marker height Lower boundary marker height Small Dog Group 350mm -- Medium Dog Group 550mm 350mm Large Dog Group -- 550mm

[0099] It should be noted that for the upper boundary mark of the test area: the height of the upper boundary mark of the test area is adjusted according to the object of the false trigger test. A horizontal laser can be used for reference during marking (specifically, the laser emitted by the laser pen is horizontally illuminated to the front side of the vehicle). The height of the upper boundary mark is equal to the vertical distance between the horizontal laser and the reference plane.

[0100] Lower boundary mark of the test area: The height of the lower boundary mark of the test area is adjusted according to the object of the false trigger test. A horizontal laser can be used as a reference during marking. The height of the lower boundary mark is equal to the vertical distance between the horizontal laser and the reference plane.

[0101] Dog breeds Upper boundary marker height Lower boundary marker height Small Dog Group 350mm -- Medium Dog Group 550mm 350mm Large Dog Group -- 550mm

[0102] In specific implementation, when conducting the misuse test for small dog groups, the height of the first contact point at the impact position cannot exceed 350mm; when conducting the misuse test for large dog groups, the height of the first contact point at the impact position cannot be lower than 550mm.

[0103] In specific implementation, the pre-marked test area test also includes a side boundary mark of the test area: for a laterally distributed vehicle with the rear end on the left and the front end on the right, two square plates with a side length of 236 mm in the vertical plane and an angle of 60° to the vehicle's transverse vertical plane are used on the front and rear sides of the bumper (i.e., the front bumper) located at the front of the vehicle. The front surfaces of the two square plates are tangent to the surface of the vehicle's front bumper. The contact points of the vertical center lines of the front surfaces of the two square plates and the surface of the vehicle's front bumper are marked, and then the contact points closest to the front and rear ends of the vehicle's front bumper are selected. This marked point (i.e., the contact point closest to the front and rear ends of the vehicle's front bumper) is compared with the sensor position on the vehicle's front bumper that is responsible for providing signals to the active hood system and is closest to the two ends, and the outermost position is selected as the width boundary of the test area.

[0104] See also Figure 5 As shown, Figure 5 This is a schematic diagram (top view) showing the positional relationship between a square plate 101, a front bumper 102, and a transverse vertical plane of the vehicle (i.e., a vertical plane where the transverse centerline 103 of the vehicle is located) with the rear of the vehicle on the left and the front of the vehicle on the right. Figure 5 In the figure, the square plate 101 contacts the front bumper 102 of the vehicle and forms a 60° angle with the transverse vertical plane of the vehicle (i.e. the vertical plane where the transverse centerline 103 of the vehicle is located). The contact point here is the contact point closest to the two side ends of the vehicle.

[0105] See also Figure 6 As shown, Figure 6 This is a diagram showing the specific positions of the upper boundary A and lower boundary B marked on the front bumper of a vehicle with its rear end on the left and its front end on the right, as well as the specific positions of the vertical center lines C and D of the front surfaces of the two square plates 101 (right view). Figure 6 In the figure, the upper dotted line is the upper boundary A, and the lower dotted line is the lower boundary B; the two vertical dotted lines on the left and right are the vertical center lines C and D of the front surface of the square plate.

[0106] In the present invention, the contact points between the vertical centerlines of the front surfaces of the two square plates and the surface of the vehicle's front bumper are the contact points closest to the vehicle's two side ends. In practice, multiple contact points may be marked where the vertical centerlines of the front surfaces of the two square plates contact the surface of the vehicle's front bumper. Only the pair of contact points closest to the vehicle's two side ends is used.

[0107] In the present invention, the sensors closest to the two ends of the vehicle's front bumper, responsible for providing signals to the active hood system, include, but are not limited to, acceleration sensors, air pressure sensors, and displacement sensors. These sensors are used to provide signals describing the intensity of an impact, such as acceleration curves, air pressure changes, and the degree of deformation of the vehicle's front bumper.

[0108] In specific implementation, for a laterally distributed vehicle with the rear end on the left and the front end on the right, the lateral center vertical plane of the vehicle is used as a reference. Within the area contained in the lateral boundary of the test area, the area is marked by moving 100mm from the lateral center line of the vehicle to both sides of the vehicle. This 100mm should be measured horizontally within the lateral vertical plane of the vehicle. The lateral center line after the mark is moved can be used as the impact point for the misaction test. If the distance between the lateral boundary of the test area and the nearest marking line (i.e., the lateral center line after the move) is greater than or equal to 50mm, the lateral boundary of the test area is also recorded as a marking line. If the distance between the lateral boundary of the test area and the nearest marking line is less than 50mm, the nearest marking line is cancelled, and the lateral boundary of the test area is recorded as the marking line.

[0109] It should be noted that the testing company can select an impact point at a specified height on the marking line as a test point (i.e., a target impact point), which is used as a research object when the company develops the false triggering of the active hood. It is also a test point for conducting false action tests of the canine impactor to collect impact signals for subsequent development.

[0110] In the present invention, in step S3, a test matrix may also be determined.

[0111] Table 2

[0112]

[0113] As shown in Table 2, the active hood dog misuse test introduces two external factors: impact velocity and ambient temperature. Each factor has three levels, and the combination of these factors yields nine different operating conditions. By configuring a dog impactor of a defined mass, the signals generated by the dog impactor striking the vehicle's front bumper under these nine different operating conditions are simulated, used to calibrate the triggering threshold of the active hood system.

[0114] The test matrix that needs to be carried out is shown in Table 2. Test conditions 1 to 9 can be found in the table to find the specific external factor levels, and the test is used to simulate the condition:

[0115] It should be noted that the active hood system is a system that lifts the front or rear end of the hood to a certain height before the pedestrian's head comes into contact with the hood, thereby increasing the hard point space between the hood and the cabin below to reduce the damage caused by pedestrian head impact. It is a vehicle supporting system with mature existing technology.

[0116] In the present invention, in step S3, the impact data includes acceleration generated by the collision, changes in air pressure inside the vehicle's front bumper, the lifting device of the active engine hood, and data collected by a custom data acquisition device added by the company during the test (such as airbag, firecracker and other related data).

[0117] Specifically, the collision data may include: According to the "Automobile Event Data Recording System" (GB39732-2020), the data items that the vehicle event data recording system (EDR) installed on the vehicle needs to record are divided into two categories, A and B, with 17 and 43 data items respectively. Category A data includes: vehicle identification code, speed, engine speed, braking status, accelerator pedal opening, seat belt use status, collision speed change, etc.; Category B data mainly includes: collision acceleration, brake pedal opening, steering wheel angle, turn signal activation status, airbag / air curtain deployment, ABS / ESC / TCS / AEB / ACC and other active safety system functions, etc.

[0118] In the present invention, by configuring a dog impactor of a certain mass, the signal generated by the dog impactor hitting the front bumper of the car under 9 different working conditions can be simulated to calibrate the triggering threshold of the active hood system.

[0119] Among them, the signal generated by the dog impactor hitting the front bumper of the car, specifically including but not limited to the acceleration curve, air pressure change, degree of deformation of the front bumper of the vehicle, etc., can be used to describe the intensity of the impact. The signal is provided by the sensor arranged inside the front bumper of the vehicle (specifically including but not limited to acceleration sensor, air pressure sensor and displacement sensor, etc.). During the test, the testing company can collect the different responses of the above signals in the case of collision between various types of impactors and vehicles and classify them, so that when the vehicle encounters an unknown collision again after being on the road, it can determine what type of collision this is, and then decide whether the active engine hood needs to be opened.

[0120] The trigger threshold for the active hood system is a numerical range defined (i.e., pre-set) by the vehicle manufacturer after collecting impact data (e.g., acceleration, pressure, and displacement signals). In practice, the trigger threshold for the active hood system can be for a single signal type or for a combination of different signal types.

[0121] In the present invention, in a specific implementation, a preset relationship (such as a numerical relationship) can exist between the "multiple" signals generated by the canine impactor hitting the front bumper of the car and the multiple trigger thresholds for calibrating the active hood system. This relationship can be defined by the vehicle manufacturer. A common method is to determine whether the peak value, integral speed, etc. of the signal collected by the acceleration sensor reach a certain range. Domestic companies have different "relationships" developed based on their own vehicles. The present invention only provides a simulated external input signal. How the signal should be processed and how it should be determined can be further determined by the vehicle manufacturer based on its own vehicle characteristics and development requirements.

[0122] By applying the present invention, after the trigger threshold of the active hood system is calibrated, if the signal (acceleration, displacement or air pressure) generated by the external impact reaches a certain interval, the impact will be judged by the car's built-in judgment system (usually a computing module configured by the company itself, which has nothing to do with the test laboratory, and the test laboratory only provides simulated input signals) as a collision with a dog / pedestrian. The upper and lower limits of this interval are defined as trigger thresholds to determine whether the active hood needs to be activated. When the signal is too low, it is considered that the impact is not strong (hitting a small animal or debris), and the active hood does not need to be activated. When the signal is too high (hitting a pedestrian), the active hood needs to be activated.

[0123] The active hood will take effect after reaching the trigger threshold. According to the working principle of the active hood, the effect here can be displayed as: firecrackers exploding, airbags bursting or jacks popping up.

[0124] In the present invention, in step S3, the canine impactor is launched at a preset impact speed toward the vehicle through the launching device;

[0125] A launching device for installing and launching a canine impactor;

[0126] The real-time impact velocity of the canine impactor was measured by a velocimeter.

[0127] In the present invention, in step S3, in specific implementation, the launching device, the canine impactor and the speed meter are all located in the environmental chamber.

[0128] It should be noted that the launcher, a well-known and mature device in the prior art, is used in a vehicle pedestrian protection collision test system. It is used to mount the canine impactor (i.e., the impact module) to be launched onto the launcher. The canine impactor is then launched using a pneumatic or electromagnetic device within the launcher, thereby impacting the vehicle's front bumper. For example, the launcher can be a Universal Impactor Test System manufactured by Concept, Austria, which provides a specified initial velocity to the canine impactor.

[0129] In the present invention, in step S3, the collision data of the vehicle is collected in real time by the data acquisition system during the collision between the canine impactor and the vehicle;

[0130] Data acquisition system, specifically a data acquisition instrument;

[0131] The data collector is connected to the vehicle's sensors and the vehicle event data recording system EDR installed on the vehicle.

[0132] In specific implementation, the automobile event data recording system EDR can record the vehicle collision data collected by the data collector.

[0133] Specifically, the vehicle's sensors include, but are not limited to, acceleration sensors, air pressure sensors, and displacement sensors. These sensors are used to provide signals describing the impact intensity, such as acceleration curves, air pressure changes, and the degree of deformation of the vehicle's front bumper.

[0134] In order to more clearly understand the technical solution of the present invention, the technical solution of the present invention is described below through specific embodiments.

[0135] 1. Assembly of the canine impactor.

[0136] See also Figure 1 、 Figure 2As shown, after determining the dog species to be simulated, simulated internal organs 2 of the same quality grade are configured according to the quality requirements of the simulated dog. One side of the spine assembly 5 is inserted into the concave surface (i.e., the groove) of the spine protective shell 3 so that the two are completely in contact. The three first through holes on the outer ring of the spine assembly 5 are coaxial with the three second through holes of the spine protective shell 3. The spine assembly 5 is an axisymmetric rigid body, and the front and back sides are not distinguished in the axial direction of the first through holes.

[0137] On this basis, a rubber rib 1 is stacked on the other side of the spine assembly 5, and the three third through holes on the rubber rib 1 are ensured to be coaxial with the three first through holes on the outer circle of the spine assembly 5. The rubber rib 1 is a semicircular arc entity, and the center of the circle is located on the non-impact surface.

[0138] On this basis, a spine component 5 is axially built on the third through hole of the rubber rib 1, and it is ensured that the three first through holes on the 5-spine component 5 are coaxial with the three third through holes on the rubber rib 1;

[0139] On this basis, further stack components in the order of rubber rib 1 and spine component 5, and finally stack five spine components 4 and four rubber ribs 1. Figure 1 、 Figure 2 As shown;

[0140] On this basis, the spine component 5 is inserted into the concave surface of the spine protective shell 3, and finally an integral skeleton is obtained with the spine protective shell 3 on both sides and the spine component 5 and the rubber rib 1 stacked alternately in the middle;

[0141] On this basis, remove the nuts on the threaded ends of the three 4-protection cables respectively, and pass them through the three second through holes of the spine protection shell 3, and pre-tighten the spine protection shell 3 on the other side with nuts;

[0142] On this basis, the simulated internal organs 2 are further placed inside the rubber ribs 1 of the overall skeleton to form the impactor body;

[0143] On this basis, the entire impactor body is further wrapped with nylon sheets to obtain a canine impactor.

[0144] It should be noted that to assemble a canine impactor of a different mass and size, the number of rubber ribs 1 and spine components 5 on the protective cable 4 can be increased. The number of rubber ribs 1 and spine components 5 should be equal, and the protective cable 4 can be replaced with a longer or shorter one. The volume and mass of the simulated internal organs 2 also need to be changed. The new volume should be sufficient to fill the semi-cylindrical space enclosed by the rubber ribs 1. The mass of the new, spherical metal sandbag should be adjusted based on the desired canine mass to meet the test requirements.

[0145] 2. Canine misapplication (mis-triggering) test process of the active engine hood.

[0146] See also Figure 3 、 Figure 4 As shown in the figure, to conduct the active hood canine misuse test, the following configurations are required at the test site:

[0147] Environmental chamber, test vehicle and data acquisition system, speed meter, high-speed camera system, canine impactor and launch device.

[0148] First, ensure that the vehicle's posture has been prepared in accordance with the vehicle preparation requirements in the technical solution, and that the target area (i.e., the test area) serving as the impact target has been marked according to the division of the test area.

[0149] Ensure that the vehicle's environmental chamber environment meets the environmental conditions required by the test matrix before testing, and that it is kept warm for a preset period of time (e.g., more than 30 minutes).

[0150] Then, see Figure 4 For a laterally distributed vehicle with the rear end on the left and the front end on the right, adjust the position of the vehicle's center axis, or adjust the launch direction of the launch device so that the launch direction of the launch device is on the vehicle's transverse vertical plane.

[0151] Then, install the canine impactor onto the launching device, with the arc side of the canine impactor as the impact side, the axial direction of the spine assembly 5 kept horizontal and at the top, the center of mass height of the canine impactor should be marked on the nylon sheet on the outer surface, and at the first contact moment, the angle (i.e., the included angle) between the axial direction of the canine impactor and the transverse vertical plane of the vehicle shall not exceed 2°.

[0152] Then, at the first contact moment (i.e. the beginning of the collision between the vehicle and the dog impactor), the center of mass of the dog impactor should be aligned with the test area of ​​the vehicle, and ensure that the position of the actual impact point deviates from the position of the pre-required target impact point by no more than 10mm.

[0153] The speed at which the dog impactor strikes the vehicle's front bumper must be the speed specified in the test matrix. The speedometer's accuracy must be at least 0.2% of the target speed, and the speed error must be less than 2% of the target speed. The speed measured by the speedometer must be near the moment of initial contact between the dog impactor and the vehicle.

[0154] See also Figure 4 As shown, the vector direction of the impact velocity of the canine impactor should be in the horizontal plane and consistent with the transverse vertical plane of the vehicle. At the first contact moment, the error of the yaw angle of the canine impactor in the horizontal and transverse vertical planes of the vehicle shall not exceed 2°.

[0155] It should be noted that during the contact between the canine impactor and the vehicle, the impactor should not contact the ground or other non-vehicle structural objects. In the moments before the collision, the canine impactor should remain stable, with the axis of the spine protection shell 3 at both ends of the canine impactor forming an angle of no more than 2°.

[0156] During the entire process of launching the canine impactor and completing the collision, the data acquisition system (specifically, it can be a data acquisition instrument, which is connected to the vehicle's sensors and the automobile event data recording system EDR) should start working and record the sensor data during the collision in real time. It is required to collect collision data of a preset time length (for example, collision data of at least 60ms thereafter) from the first contact moment (that is, the beginning of the collision between the vehicle and the canine impactor).

[0157] The sensor data during the collision is collected by the sensors closest to the two ends of the vehicle's front bumper, which are responsible for providing signals to the active hood system. This data includes, but is not limited to, acceleration curves, air pressure changes, and the degree of deformation of the vehicle's front bumper, which can be used to describe the intensity of the impact. This signal is provided by sensors located inside the vehicle's front bumper (specifically, including but not limited to acceleration sensors, air pressure sensors, and displacement sensors).

[0158] In the present invention, a high-speed camera system is used to monitor the entire collision process and to view the impactor posture before the collision.

[0159] In the present invention, the impact data includes the acceleration generated by the collision, the change in air pressure inside the vehicle's front bumper, the lifting device of the active engine hood, and the data collected by the custom data acquisition device added by the enterprise during the test (such as airbag, firecracker and other related data).

[0160] Specifically, the collision data may include: According to the "Automobile Event Data Recording System" (GB39732-2020), the data items that the vehicle event data recording system (EDR) installed on the vehicle needs to record are divided into two categories, A and B, with 17 and 43 data items respectively. Category A data includes: vehicle identification code, speed, engine speed, braking status, accelerator pedal opening, seat belt use status, collision speed change, etc.; Category B data mainly includes: collision acceleration, brake pedal opening, steering wheel angle, turn signal activation status, airbag / air curtain deployment, ABS / ESC / TCS / AEB / ACC and other active safety system functions, etc.

[0161] It should be noted that the purpose of the present invention is to provide a complete set of dog false triggering test solutions to support the testing and development of false triggering of active engine hoods, reduce the false triggering frequency of active engine hoods of vehicles manufactured by enterprises in road traffic, and thereby enhance market recognition, popularize the configuration of active engine hoods, and promote the improvement of vehicle passive safety levels.

[0162] Compared with the prior art, the canine impactor and the vehicle active hood false triggering simulation test method provided by the present invention have the following beneficial effects:

[0163] 1. The canine impactor provided by the present invention has certain bionic characteristics. By adjusting the mass and body shape of the canine impactor, performing impact tests and comparing them with the acceleration curve of the canine corpse test, an impact signal that is closer to the actual working condition can be obtained.

[0164] 2. The canine impactor provided by this invention can simulate most canines found on the road. Its mass can be adjusted through the impactor's configuration to accommodate dogs of varying sizes and weights. Furthermore, the impactor's structural stability allows for multiple tests and provides stable simulation signals.

[0165] 3. In addition to simulating dogs, the dog impactor provided by the present invention can also simulate common small and medium-sized mammals on the road, such as squirrels, poultry, sheep, etc., which may cause false triggering conditions, by configuring the impactor with appropriate mass.

[0166] 4. The dog false triggering simulation test method of the vehicle active engine hood provided by the present invention can complete the simulation of most dog false triggering working conditions on actual domestic roads. Among them, by simulating the external temperature through the environmental chamber and conducting collision tests in a centralized manner, it can significantly shorten the project development cycle, provide a stable external trigger signal, and set a clear indicator for the trigger threshold of the active engine hood system, distinguish between dog false action (false triggering) and pedestrian impact signal, and improve the stability of the active engine hood system.

[0167] To sum up, compared with the existing technology, the dog impactor and the dog false triggering simulation test method of the vehicle active engine hood provided by the present invention are scientifically designed, can provide the vehicle with common dog impact conditions in actual road driving through the dog impactor, and measure and collect the impact data generated by the vehicle during the impact process of the dog impactor, which has great practical significance.

[0168] By applying the present invention, it is helpful to further distinguish the data of vehicle collision with pedestrians from the data of vehicle collision with dogs, eliminate the false triggering conditions caused by dog ​​collisions, avoid the false triggering of collision signals due to collision with dogs, and effectively avoid the false alarm of the active hood system on the vehicle due to the collision signal, reduce the probability of false triggering of the active hood system on the vehicle, and improve the stability and accuracy of the active hood system.

[0169] The above is only a preferred embodiment of the present invention. It should be pointed out that for ordinary technicians in this technical field, several improvements and modifications can be made without departing from the principles of the present invention. These improvements and modifications should also be regarded as the scope of protection of the present invention.

Claims

1. A dog impactor for simulating a dog for use in a vehicle impact test, characterized in that: It includes a canine impactor body and a flexible integral shell; A canine impactor body comprising a rubber rib (1), simulated internal organs (2), a spine protection shell (3), a protection cable (4) and a spine assembly (5); A spine protection shell (3) is provided at the left and right ends of the top of the laterally distributed simulated internal organs (2); A plurality of equally spaced spinal components (5) are arranged between the two spinal protection shells (3); The upper end of a rubber rib (1) is respectively provided between any two adjacent spine components (5); Two spine protection shells (3), a plurality of spine components (5) and a plurality of rubber ribs (1) are fixedly connected via a plurality of transversely distributed protection cables (4); Wherein, a plurality of rubber ribs (1) enclose a pre-shaped space; the pre-shaped space is specifically located at the rear side of the arc-shaped rubber rib (1); The simulated internal organs (2) fill the pre-shaped space; The outer side of the dog impactor body is wrapped with at least one layer of flexible integral shell.

2. The dog impactor according to claim 1, wherein: A pre-shaped space, specifically a semi-cylindrical space; The front side of the canine impactor is used as an impact surface for contact with the vehicle; and / or, the spine component (5) is an axisymmetric rigid body; And / or, the rubber rib (1) is a semicircular arc entity, and its center is located on the non-impact surface.

3. The dog impactor according to claim 1, wherein: A gasket (401) is fixedly provided at one end of each protective cable (4); The other end of each protective cable (4) has an external threaded portion, and the external thread on the external threaded portion is threadably matched with a nut (402).

4. The dog impactor according to claim 1, wherein: Two spine protection shells (3), a plurality of spine components (5) and a plurality of rubber ribs (1) are fixedly connected via three laterally distributed protection cables (4); Each spinal component (5) is respectively provided with three first through holes; The first through holes on the plurality of spinal components (5) are arranged correspondingly; Each spine protection shell (3) is provided with a second through hole at a position corresponding to the first through hole; A third through hole is provided at the upper end of each rubber rib (1) at a position corresponding to the first through hole; Each protective cable (4) is threadedly fixedly connected to a nut (402) after passing through the second through hole, the first through hole and the third through hole at corresponding positions.

5. The dog impactor according to claim 1, wherein: The side of the spine protection shell (3) facing the spine component (5) has a groove; A portion of the spine assembly (5) is inserted into the groove of the spine protective shell (3).

6. The canine impactor according to claim 1, wherein: Simulated viscera (2), including an outer velvet bag; The outer velvet bag is filled with elastic rubber particles; A spherical metal sandbag is set in the center of the outer velvet bag; The metal sandbags are filled with sand; The sum of the masses of the metal sandbag filled with sand, the outer velvet bag, and the rubber pellets is equal to the mass of the internal organs of the dog to be simulated.

7. A method for simulating a dog-induced false triggering of a vehicle's active hood, characterized in that: The following steps are involved: Step S1, adjusting the vehicle to be simulated tested to a preset working state and placing the vehicle in an environment with a preset temperature; Step S2, configuring a dog impactor according to any one of claims 1 to 6 with a mass corresponding to the type of dog group to be simulated and tested; In step S3, the dog impactor is launched at a preset impact speed toward the vehicle, and during the process of the dog impactor colliding with the vehicle, the impact data of the vehicle is collected in real time.

8. The vehicle active hood false triggering simulation test method according to claim 7, characterized in that: In step S1, the preset working state includes a preset vehicle speed, a preset vehicle driving height, a preset weight block placed on the vehicle driver's seat, and a preset vehicle tire pressure; In step S1 , a vehicle is placed in an environmental chamber, which places the vehicle in an environment with a preset temperature.

9. The vehicle active hood false triggering simulation test method according to claim 7, characterized in that: In step S2, when the dog group to be simulated is a small dog group, the mass range of the dog impactor corresponding to the small dog group is 0 kg to 10 kg; When the dog group to be simulated is a medium-sized dog group, the mass range of the dog impactor corresponding to the medium-sized dog group is 10kg to 30kg; When the dog group to be simulated tested is a large dog group, the mass of the dog impactor corresponding to the large dog group is more than 30 kg.

10. The vehicle active hood false triggering simulation test method according to claim 7, characterized in that: In step S3, the canine impactor is launched at a preset impact speed directly toward a pre-marked test area on the vehicle; and / or, in step S3, at the beginning of the collision between the canine impactor and the vehicle, the center of mass of the canine impactor is directly facing the test area of ​​the vehicle; and / or, in step S3, the canine impactor is launched at a preset impact speed toward the vehicle by a launching device; A launching device for installing and launching a canine impactor; The real-time impact velocity of the canine impactor was measured by a velocimeter.

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