A method and device for testing the performance of the bottom airbag of a flying car

Abstract

The present application discloses a method and device for testing the performance of the bottom airbag of a flying car, relating to the technical field of airbag testing, including: obtaining first acquisition data according to the starting time of the working condition; the first acquisition data includes an airbag pressure curve, a vehicle body acceleration curve, a lumbar vertebra Z-direction load curve of an on-vehicle dummy, and multiple frames of vehicle crash images; determining the occurrence time of the working condition according to the first acquisition data; obtaining a first test result according to the occurrence time of the working condition, the airbag pressure curve, and the multiple frames of vehicle crash images; when the first test result meets the first standard, obtaining a second test result according to the vehicle body acceleration curve and the lumbar vertebra Z-direction load curve of the on-vehicle dummy; when the second test result meets the second standard, obtaining vehicle body deformation amount data, and obtaining a third test result according to the vehicle body deformation amount data and the multiple frames of vehicle crash images; obtaining a test result according to the third test result. The present application can accurately and comprehensively test the performance of the bottom airbag of a flying car.

Description

Technical Field

[0001] The present application relates to the technical field of safety airbag testing, and in particular to a method and device for testing the performance of a bottom airbag of a flying car. Background Art

[0002] Flying cars are a new type of low-altitude three-dimensional transportation vehicle. Due to its fast and efficient market application advantages, it has been widely studied by major car companies in recent years. During the flying car's aerial driving, in order to ensure the safety of passengers, airbags are generally configured at the bottom of the flying car. When the flying car crashes in the air and causes the flying car to fall, the bottom airbags are deployed in time to buffer the impact energy and ensure the safety of passengers. Therefore, the performance of the bottom airbag of the flying car is of great significance to the safety of the flying car in the air.

[0003] In the prior art, the research on the performance of the bottom airbag of a flying car usually takes the static performance test method of the airbag of an ordinary car as a reference, and adopts a high-speed camera test method or a pressure vessel test method. The former can only test the inflation time of the airbag, but cannot test the pressure curve after the airbag is deployed, and is not accurate enough when applied to the test of the bottom airbag of a flying car; the latter can measure the pressure change in the container during the deployment of the airbag, but it is difficult to study the effect of the airbag on the vehicle by testing in the container, and is not comprehensive enough when applied to the test of the bottom airbag of a flying car. At the same time, due to the particularity that the bottom airbag of a flying car is used to protect the safety of the flying car when it falls, the static performance test method of the airbag of an ordinary car is not applicable, so how to accurately and comprehensively test the performance of the bottom airbag of a flying car still needs to be solved. Summary of the invention

[0004] The present application provides a method and device for testing the performance of the bottom airbag of a flying car, so as to solve the technical problem that the prior art lacks comprehensiveness and accuracy in testing the performance of the bottom airbag of a flying car.

[0005] According to a first aspect of the embodiments of the present application, a method for testing the performance of a bottom airbag of a flying car is provided, comprising:

[0006] According to the preset working condition start time, first collected data of the flying car to be tested in the preset crash working condition is obtained; wherein the first collected data includes an airbag pressure curve, a vehicle body acceleration curve, a vehicle dummy lumbar vertebra Z-direction load curve, and multiple frames of vehicle crash images;

[0007] Determining the time when the working condition occurs according to the first collected data;

[0008] Obtaining a first test result according to the operating condition occurrence time, the airbag pressure curve, and the multiple frames of vehicle crash images;

[0009] When the first test result meets the preset first standard, a second test result is obtained according to the vehicle body acceleration curve and the Z-direction load curve of the lumbar spine of the on-vehicle dummy;

[0010] When the second test result meets the preset second standard, obtain the vehicle body deformation amount data of the flying vehicle to be tested; and, according to the vehicle body deformation amount data and the multi-frame vehicle crash images, obtain a third test result;

[0011] According to the third test result, obtain the performance test result of the bottom airbag of the flying vehicle to be tested.

[0012] In this application, first, according to the preset working condition start time, the first acquisition data is obtained and the working condition occurrence time is determined, and then the first test result is obtained by combining the airbag pressure curve and the multi-frame vehicle crash images, while considering the change of the airbag pressure and the vehicle crash situation; and when the first test result meets the first standard, the second test result is obtained according to the vehicle body acceleration curve and the Z-direction load curve of the lumbar spine of the on-vehicle dummy, which can exclude the test results that do not meet the first standard in subsequent tests, reduce the number of judgments, and at the same time consider the change of the vehicle body acceleration and the change of the Z-direction load of the lumbar spine of the on-vehicle dummy; then when the second test result meets the second standard, obtain the vehicle body deformation amount data, and then obtain the third test result and finally obtain the performance test result, which can further exclude the test results that do not meet the second standard, further reduce the number of judgments, and consider the influence of the vehicle body deformation amount on the performance determination of the bottom airbag. Compared with the prior art, by setting sequential multiple judgment criteria, this application can gradually exclude the test results that do not meet the standards, reduce the number of judgments, thereby improving the credibility of the test results, and thus improving the accuracy of the performance test of the bottom airbag of the flying vehicle. At the same time, by setting multiple criteria to consider the influence of various factors on the performance determination of the bottom airbag during the test process, the comprehensiveness of the performance test of the bottom airbag of the flying vehicle is improved.

[0013] In some embodiments of this application, the obtaining of the first acquisition data of the flying vehicle to be tested in the preset crash working condition according to the preset working condition start time specifically includes:

[0014] Obtain the initial sensor data and multi-frame initial vehicle crash images of the flying vehicle to be tested in the preset crash working condition; wherein, the initial sensor data includes an airbag pressure signal sequence, a vehicle body acceleration signal sequence, and a Z-direction load signal sequence of the lumbar spine of the on-vehicle dummy;

[0015] Perform filtering processing on the airbag pressure signal sequence, the vehicle body acceleration signal sequence, and the Z-direction load signal sequence of the lumbar spine of the on-vehicle dummy respectively to obtain an initial airbag pressure curve, an initial vehicle body acceleration curve, and an initial Z-direction load curve of the lumbar spine of the on-vehicle dummy;

[0016] According to the starting time of the working condition, perform time alignment correction on the initial airbag pressure curve, the initial vehicle body acceleration curve, and the initial lumbar Z-direction load curve of the on-vehicle dummy, and screen the multiple frames of initial vehicle crash images to obtain an airbag pressure curve, a vehicle body acceleration curve, a lumbar Z-direction load curve of the on-vehicle dummy, and multiple frames of vehicle crash images;

[0017] According to the airbag pressure curve, the vehicle body acceleration curve, the lumbar Z-direction load curve of the on-vehicle dummy, and the multiple frames of vehicle crash images, obtain the first acquisition data.

[0018] This application first obtains the initial sensor data and performs filtering processing, and then performs time alignment correction on the initial airbag pressure curve, the initial vehicle body acceleration curve, and the initial lumbar Z-direction load curve of the on-vehicle dummy according to the starting time of the working condition, and screens the multiple frames of initial vehicle crash images, ensuring that the time scales and time spans of various types of data in the first acquisition data are the same, preventing misjudgment when obtaining test results, improving the credibility of the data, and thus improving the accuracy of the bottom airbag performance test of the flying car.

[0019] In some embodiments of the present application, the obtaining of the first test result according to the occurrence time of the working condition, the airbag pressure curve, and the multiple frames of vehicle crash images specifically includes:

[0020] According to the occurrence time of the working condition and the airbag pressure curve, obtain an airbag pressure slope change curve;

[0021] According to the occurrence time of the working condition and the multiple frames of vehicle crash images, obtain a vehicle ground clearance change curve;

[0022] According to the airbag pressure slope change curve and the vehicle ground clearance change curve, obtain the first test result.

[0023] This application first obtains an airbag pressure slope change curve according to the occurrence time of the working condition and the airbag pressure curve, then obtains a vehicle ground clearance change curve according to the multiple frames of vehicle crash images, and further obtains the first test result. At the same time, it considers the influence of the change in airbag pressure and the vehicle crash situation on the determination of the bottom airbag performance of the flying car. By combining multiple factors for determination, the comprehensiveness of the bottom airbag performance test of the flying car is improved.

[0024] In some embodiments of the present application, the obtaining of the second test result according to the vehicle body acceleration curve and the lumbar Z-direction load curve of the on-vehicle dummy specifically includes:

[0025] According to the occurrence time of the working condition and the lumbar Z-direction load curve of the on-vehicle dummy, obtain the peak value of the lumbar Z-direction load of the on-vehicle dummy;

[0026] Based on the working condition occurrence time and the vehicle body acceleration curve, the peak value of the vehicle body acceleration is obtained.

[0027] Based on the peak value of the Z - direction load on the lumbar spine of the on - vehicle dummy and the peak value of the vehicle body acceleration, the second test result is obtained.

[0028] In this application, first, based on the working condition occurrence time and the Z - direction load curve of the on - vehicle dummy's lumbar spine, the peak value of the Z - direction load on the on - vehicle dummy's lumbar spine is obtained. Then, based on the vehicle body acceleration curve, the peak value of the vehicle body acceleration is obtained. Furthermore, the second test result is obtained. At the same time, the influence of the change in vehicle body acceleration and the change in the Z - direction load on the lumbar spine of the on - vehicle dummy on the determination of the performance of the bottom airbag of the flying car is considered. Through the combination of multiple factors for determination, the comprehensiveness of the performance test of the bottom airbag of the flying car is improved.

[0029] In some embodiments of this application, the obtaining of the vehicle body deformation data of the flying car to be tested specifically includes:

[0030] Based on the starting time of the working condition, the first coordinates of multiple vehicle body marks on the flying car to be tested are determined; wherein, the multiple vehicle body marks are marked at preset positions on the vehicle body of the flying car to be tested before the occurrence of the preset crash working condition.

[0031] Based on the working condition occurrence time, the second coordinates of the multiple vehicle body marks on the flying car to be tested are determined.

[0032] Based on the first coordinates and the second coordinates of the multiple vehicle body marks, the vehicle body deformation data is obtained.

[0033] In this application, first, the first coordinates of multiple vehicle body marks are determined based on the starting time of the working condition, then the second coordinates of the multiple vehicle body marks are determined based on the working condition occurrence time. Furthermore, the vehicle body deformation data is obtained based on the first coordinates and the second coordinates of the multiple vehicle body marks. By comprehensively determining the vehicle body deformation data through multiple vehicle body marks, the credibility of the data is improved.

[0034] In some embodiments of this application, the obtaining of the third test result based on the vehicle body deformation data and the multiple frames of vehicle crash images specifically includes:

[0035] Based on the working condition occurrence time and the multiple frames of vehicle crash images, the vehicle structure integrity change curve is obtained.

[0036] Based on the vehicle body deformation data and the vehicle structure integrity change curve, the third test result is obtained.

[0037] First, according to the working condition occurrence time and multiple frames of vehicle crash images, the present application obtains the vehicle structure integrity change curve, and then obtains the third test result according to the vehicle body deformation data and the vehicle structure integrity change curve. By adding the vehicle body deformation as a judgment index and considering the influence of the vehicle body deformation on the judgment of the bottom airbag performance, the comprehensiveness of the bottom airbag performance test of the flying car is improved.

[0038] According to the second aspect of the embodiment of the present application, a bottom airbag performance test device for a flying car is provided, including a data acquisition module, a time determination module, a first test module, a second test module, a third test module, and a result acquisition module;

[0039] The data acquisition module is configured to obtain first acquisition data of the flying car to be tested in a preset crash working condition according to a preset starting time of the working condition; wherein, the first acquisition data includes an airbag pressure curve, a vehicle body acceleration curve, a lumbar vertebra Z-direction load curve of an on-vehicle dummy, and multiple frames of vehicle crash images;

[0040] The time determination module is configured to determine the working condition occurrence time according to the first acquisition data;

[0041] The first test module is configured to obtain a first test result according to the working condition occurrence time, the airbag pressure curve, and the multiple frames of vehicle crash images;

[0042] The second test module is configured to obtain a second test result according to the vehicle body acceleration curve and the lumbar vertebra Z-direction load curve of the on-vehicle dummy when the first test result meets a preset first standard;

[0043] The third test module is configured to obtain the vehicle body deformation data of the flying car to be tested when the second test result meets a preset second standard; and obtain a third test result according to the vehicle body deformation data and the multiple frames of vehicle crash images;

[0044] The result acquisition module is configured to obtain the performance test result of the bottom airbag of the flying car to be tested according to the third test result.

[0045] In some embodiments of the present application, the data acquisition module includes an initial acquisition unit, a filtering processing unit, a time alignment unit, and a data acquisition unit;

[0046] The initial acquisition unit is configured to obtain initial sensor data and multiple frames of initial vehicle crash images of the flying car to be tested in a preset crash working condition; wherein, the initial sensor data includes an airbag pressure signal sequence, a vehicle body acceleration signal sequence, and a lumbar vertebra Z-direction load signal sequence of an on-vehicle dummy;

[0047] The filtering processing unit is configured to perform filtering processing on the airbag pressure signal sequence, the vehicle body acceleration signal sequence, and the vehicle-mounted dummy lumbar Z-direction load signal sequence respectively, to obtain an initial airbag pressure curve, an initial vehicle body acceleration curve, and an initial vehicle-mounted dummy lumbar Z-direction load curve;

[0048] The time alignment unit is configured to perform time alignment correction on the initial airbag pressure curve, the initial vehicle body acceleration curve, and the initial vehicle-mounted dummy lumbar Z-direction load curve according to the starting time of the working condition, and screen the multiple frames of initial vehicle crash images to obtain an airbag pressure curve, a vehicle body acceleration curve, a vehicle-mounted dummy lumbar Z-direction load curve, and multiple frames of vehicle crash images;

[0049] The data acquisition unit is configured to obtain first acquisition data according to the airbag pressure curve, the vehicle body acceleration curve, the vehicle-mounted dummy lumbar Z-direction load curve, and the multiple frames of vehicle crash images.

[0050] In some embodiments of the present application, the first test module includes a slope change acquisition unit, a distance change acquisition unit, and a first result acquisition unit;

[0051] The slope change acquisition unit is configured to obtain an airbag pressure slope change curve according to the occurrence time of the working condition and the airbag pressure curve;

[0052] The distance change acquisition unit is configured to obtain a vehicle ground clearance distance change curve according to the occurrence time of the working condition and the multiple frames of vehicle crash images;

[0053] The first result acquisition unit is configured to obtain a first test result according to the airbag pressure slope change curve and the vehicle ground clearance distance change curve.

[0054] In some embodiments of the present application, the second test module includes a load peak acquisition unit, an acceleration peak acquisition unit, and a second result acquisition unit;

[0055] The load peak acquisition unit is configured to obtain a vehicle-mounted dummy lumbar Z-direction load peak according to the occurrence time of the working condition and the vehicle-mounted dummy lumbar Z-direction load curve;

[0056] The acceleration peak acquisition unit is configured to obtain a vehicle body acceleration peak according to the occurrence time of the working condition and the vehicle body acceleration curve;

[0057] The second result acquisition unit is configured to obtain a second test result according to the vehicle-mounted dummy lumbar Z-direction load peak and the vehicle body acceleration peak.

[0058] In some embodiments of the present application, the third test module includes a deformation acquisition sub-module; the deformation acquisition sub-module includes a first coordinate acquisition unit, a second coordinate acquisition unit, and a vehicle body deformation acquisition unit;

[0059] The first coordinate acquisition unit is configured to determine, according to the start time of the working condition, a first coordinate of a plurality of vehicle body marks in the flying vehicle to be tested; wherein, the plurality of vehicle body marks are marked at preset positions on the vehicle body of the flying vehicle to be tested before a preset crash working condition occurs;

[0060] The second coordinate acquisition unit is configured to determine, according to the occurrence time of the working condition, a second coordinate of the plurality of vehicle body marks in the flying vehicle to be tested;

[0061] The vehicle body deformation acquisition unit is configured to obtain vehicle body deformation amount data according to the first coordinates and the second coordinates of the plurality of vehicle body marks.

[0062] In some embodiments of the present application, the third test module further includes a third test sub-module; the third test sub-module includes a structure change acquisition unit and a third result acquisition unit;

[0063] The structure change acquisition unit is configured to obtain a vehicle structure integrity change curve according to the occurrence time of the working condition and the multiple frames of vehicle crash images;

[0064] The third result acquisition unit is configured to obtain a third test result according to the vehicle body deformation amount data and the vehicle structure integrity change curve.

[0065] This application first obtains the first acquisition data according to the preset working condition start time and determines the occurrence time of the working condition, then combines the airbag pressure curve and multiple frames of vehicle crash images to obtain the first test result, while considering the change in airbag pressure and the vehicle crash situation; and when the first test result meets the first standard, the second test result is obtained according to the vehicle body acceleration curve and the lumbar Z-direction load curve of the on-vehicle dummy, which can exclude the test results that do not meet the first standard in subsequent tests, reduce the number of judgments, and at the same time consider the change in vehicle body acceleration and the change in the lumbar Z-direction load of the on-vehicle dummy; then when the second test result meets the second standard, the vehicle body deformation data is obtained to further obtain the third test result and finally obtain the performance test result, which can further exclude the test results that do not meet the second standard, further reduce the number of judgments, and consider the influence of the vehicle body deformation on the performance determination of the bottom airbag. Compared with the prior art, by setting sequential multiple judgment criteria, this application can gradually exclude the test results that do not meet the standards, reduce the number of judgments, thereby improving the credibility of the test results, and thus improving the accuracy of the bottom airbag performance test of the flying car. At the same time, multiple criteria are set to consider the influence of various factors on the performance determination of the bottom airbag during the test, improving the comprehensiveness of the bottom airbag performance test of the flying car. BRIEF DESCRIPTION OF THE DRAWINGS

[0066] Figure 1 : A flowchart showing a method for testing the performance of the bottom airbag of a flying car according to some embodiments of the present application;

[0067] Figure 2 : A module structure diagram of a device for testing the performance of the bottom airbag of a flying car according to some embodiments of the present application;

[0068] Figure 3 : A schematic diagram showing the composition of a system for testing the performance of the bottom airbag of a flying car according to some embodiments of the present application. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0069] The following details the embodiments of the present application. The examples of the embodiments are shown in the accompanying drawings, where the same or similar reference numerals represent the same or similar elements or elements with the same or similar functions throughout. The embodiments described below by combining the accompanying drawings are exemplary and are only used to explain some embodiments of the present application, and should not be construed as a limitation to the embodiments of the present application. Based on the embodiments shown in the present application, all other embodiments obtained by those of ordinary skill in the art without creative efforts shall fall within the protection scope of the present application.

[0070] In the description of this application, it should be understood that the terms "first" and "second" are only used for descriptive purposes and cannot be construed as indicating or implying relative importance or implicitly specifying the quantity of the indicated technical features. Thus, features defined with "first" and "second" may explicitly or implicitly include at least one such feature. In the description of this application, unless otherwise specifically defined, the meaning of "a plurality" or "several" is two or more.

[0071] Exemplarily, the starting time of the working condition throughout this application should be understood as the starting time of the test for the performance of the bottom airbag of the flying car, and the occurrence time of the working condition should be understood as the impact touchdown time corresponding to the moment when the flying car to be tested and its airbag crash and touch the ground during the test process of the performance test of the bottom airbag of the flying car.

[0072] Existing research on the performance of the bottom airbag of flying cars usually refers to the static performance test method of the airbag of ordinary cars and adopts the high-speed camera test method or the pressure vessel test method, but both have the drawbacks of inaccurate and incomplete testing. At the same time, since the function of the bottom airbag of the flying car is to protect the safety of the flying car during a fall, this special function is unpredictable for ordinary cars. Therefore, the static performance test method of the airbag of ordinary cars is not applicable to the bottom airbag of the flying car. Currently, there is an urgent need for a test method that can accurately and comprehensively test the performance of the bottom airbag of the flying car.

[0073] Based on the above technical background, please refer to Figure 1 , the embodiments of this application provide a method for testing the performance of the bottom airbag of a flying car, including steps S101 to S106, and the specific steps are as follows:

[0074] Step S101: Obtain the first acquisition data of the flying car to be tested in the preset crash condition according to the preset starting time of the working condition; wherein, the first acquisition data includes an airbag pressure curve, a vehicle body acceleration curve, a lumbar Z-direction load curve of an on-vehicle dummy, and multiple frames of vehicle crash images.

[0075] In some embodiments of this application, the obtaining the first acquisition data of the flying car to be tested in the preset crash condition according to the preset starting time of the working condition specifically includes:

[0076] Obtain the initial sensor data and multiple frames of initial vehicle crash images of the flying car to be tested in the preset crash condition; wherein, the initial sensor data includes an airbag pressure signal sequence, a vehicle body acceleration signal sequence, and a lumbar Z-direction load signal sequence of the on-vehicle dummy;

[0077] Filter the airbag pressure signal sequence, the vehicle body acceleration signal sequence, and the lumbar Z-direction load signal sequence of the on-vehicle dummy respectively to obtain an initial airbag pressure curve, an initial vehicle body acceleration curve, and an initial lumbar Z-direction load curve of the on-vehicle dummy;

[0078] According to the starting time of the working condition, perform time alignment correction on the initial airbag pressure curve, the initial vehicle body acceleration curve, and the initial lumbar Z-direction load curve of the on-vehicle dummy, and screen the multi-frame initial vehicle crash images to obtain an airbag pressure curve, a vehicle body acceleration curve, a lumbar Z-direction load curve of the on-vehicle dummy, and multi-frame vehicle crash images;

[0079] Obtain first acquisition data according to the airbag pressure curve, the vehicle body acceleration curve, the lumbar Z-direction load curve of the on-vehicle dummy, and the multi-frame vehicle crash images.

[0080] This application first obtains initial sensor data and performs filtering processing, and then performs time alignment correction on the initial airbag pressure curve, the initial vehicle body acceleration curve, and the initial lumbar Z-direction load curve of the on-vehicle dummy according to the starting time of the working condition and screens the multi-frame initial vehicle crash images to ensure that the time scales and time spans of various types of data in the first acquisition data are the same, prevent misjudgment when obtaining test results, improve the credibility of the data, and thus improve the accuracy of the bottom airbag performance test of the flying car.

[0081] Step S102: Determine the occurrence time of the working condition according to the first acquisition data.

[0082] Step S103: Obtain a first test result according to the occurrence time of the working condition, the airbag pressure curve, and the multi-frame vehicle crash images.

[0083] In some embodiments of the present application, the obtaining the first test result according to the occurrence time of the working condition, the airbag pressure curve, and the multi-frame vehicle crash images specifically includes:

[0084] Obtain an airbag pressure slope change curve according to the occurrence time of the working condition and the airbag pressure curve;

[0085] Obtain a vehicle ground clearance change curve according to the occurrence time of the working condition and the multi-frame vehicle crash images;

[0086] Obtain a first test result according to the airbag pressure slope change curve and the vehicle ground clearance change curve.

[0087] Exemplarily, the first test result includes "unqualified" and "qualified"; when the first test result is "qualified", it meets the first standard.

[0088] In some alternative embodiments of the present application, when the first test result is "unqualified", the performance test result of the bottom airbag of the flying vehicle to be tested is "unqualified".

[0089] Exemplarily, it should be understood that the ground clearance of the vehicle in the vehicle ground clearance change curve is actually the ground clearance of the body of the flying vehicle to be tested, excluding the height after the bottom airbag is deployed.

[0090] Specifically, considering obtaining the first test result based on the airbag pressure slope change curve and the vehicle ground clearance change curve, it is because the change trend of the airbag pressure after the bottom airbag of the flying vehicle touches the ground can be judged by the change of the airbag pressure slope, and whether the body of the flying vehicle touches the ground and thus whether the airbag is punctured can be judged by the change of the vehicle ground clearance. If the airbag pressure slope change curve corresponding to the descending section of the airbag pressure curve rises proportionally, and at the same time if the vehicle ground clearance change curve rapidly approaches the horizontal axis, it indicates that the bottom airbag is not sufficient to withstand the impact energy of the flying vehicle crashing, so the obtained first test result is "unqualified", not meeting the first standard.

[0091] The present application first obtains the airbag pressure slope change curve according to the working condition occurrence time and the airbag pressure curve, then obtains the vehicle ground clearance change curve according to multiple frames of vehicle crash images, and further obtains the first test result. At the same time, it considers the influence of the change of the airbag pressure and the vehicle crash situation on the performance determination of the bottom airbag of the flying vehicle, and improves the comprehensiveness of the performance test of the bottom airbag of the flying vehicle through the combination of multiple factors for determination.

[0092] Step S104: When the first test result meets the preset first standard, obtain a second test result according to the vehicle body acceleration curve and the lumbar vertebra Z-direction load curve of the on-vehicle dummy.

[0093] In some embodiments of the present application, the obtaining the second test result according to the vehicle body acceleration curve and the lumbar vertebra Z-direction load curve of the on-vehicle dummy specifically includes:

[0094] Obtain the peak value of the lumbar vertebra Z-direction load of the on-vehicle dummy according to the working condition occurrence time and the lumbar vertebra Z-direction load curve of the on-vehicle dummy;

[0095] Obtain the peak value of the vehicle body acceleration according to the working condition occurrence time and the vehicle body acceleration curve;

[0096] Obtain the second test result according to the peak value of the lumbar vertebra Z-direction load of the on-vehicle dummy and the peak value of the vehicle body acceleration.

[0097] In some alternative embodiments of the present application, the obtaining the second test result according to the peak value of the lumbar vertebra Z-direction load of the on-vehicle dummy and the peak value of the vehicle body acceleration specifically includes:

[0098] If the peak value of the Z - direction load on the lumbar spine of the on - vehicle dummy is greater than the preset load threshold or the peak value of the vehicle body acceleration is greater than the preset vehicle body acceleration threshold, it is determined that the second test result is "unqualified";

[0099] If the peak value of the Z - direction load on the lumbar spine of the on - vehicle dummy is not greater than the preset load threshold and the peak value of the vehicle body acceleration is not greater than the preset vehicle body acceleration threshold, it is determined that the second test result is "qualified".

[0100] In some alternative embodiments of the present application, when the second test result is "unqualified", the performance test result of the bottom airbag of the flying vehicle to be tested is "unqualified".

[0101] In some alternative embodiments of the present application, the preferred value of the preset dummy lumbar spine Z - direction load threshold is 6.6 KN, and the preferred value of the preset vehicle body acceleration threshold is 40g, where g is the acceleration due to gravity.

[0102] Specifically, considering obtaining the second test result based on the peak value of the Z - direction load on the lumbar spine of the on - vehicle dummy and the peak value of the vehicle body acceleration, because the peak value of the Z - direction load on the lumbar spine of the on - vehicle dummy can be used to judge whether the impact force after the bottom airbag buffers the impact is within the tolerable range of the passengers, and the peak value of the vehicle body acceleration can be used to judge whether the buffering performance of the bottom airbag is within the design range. Considering comprehensively can improve the comprehensiveness of the evaluation of the bottom airbag performance.

[0103] Optionally, after obtaining the peak value of the vehicle body acceleration according to the working condition occurrence time and the vehicle body acceleration curve, it further includes:

[0104] Performing an integral process on the vehicle body acceleration curve to obtain a vehicle body speed curve; and, obtaining the peak value of the vehicle body speed according to the working condition occurrence event and the vehicle body speed curve;

[0105] Obtaining the second test result according to the peak value of the Z - direction load on the lumbar spine of the on - vehicle dummy, the peak value of the vehicle body acceleration, and the peak value of the vehicle body speed.

[0106] More specifically, obtaining the second test result according to the peak value of the Z - direction load on the lumbar spine of the on - vehicle dummy, the peak value of the vehicle body acceleration, and the peak value of the vehicle body speed specifically includes:

[0107] If the peak value of the Z - direction load on the lumbar spine of the on - vehicle dummy is greater than the preset load threshold, it is determined that the second test result is "unqualified";

[0108] If the peak value of the Z - direction load on the lumbar spine of the on - vehicle dummy is not greater than the preset load threshold, and the peak value of the vehicle body acceleration is greater than the preset vehicle body acceleration threshold or the peak value of the vehicle body speed is greater than the preset vehicle body speed threshold, then it is determined that the second test result is "unqualified";

[0109] If the peak value of the Z - direction load on the lumbar spine of the on - vehicle dummy is not greater than the preset load threshold, the peak value of the vehicle body acceleration is not greater than the preset vehicle body acceleration threshold, and the peak value of the vehicle body speed is not greater than the preset vehicle body speed threshold, then it is determined that the second test result is "qualified".

[0110] In this application, first, the peak value of the Z - direction load on the lumbar spine of the on - vehicle dummy is obtained according to the working condition occurrence time and the Z - direction load curve of the on - vehicle dummy's lumbar spine. Then, the peak value of the vehicle body acceleration is obtained according to the vehicle body acceleration curve, and further the second test result is obtained. At the same time, the influence of the change of the vehicle body acceleration and the change of the Z - direction load on the lumbar spine of the on - vehicle dummy on the determination of the performance of the bottom airbag of the flying car is considered. By combining multiple factors for determination, the comprehensiveness of the performance test of the bottom airbag of the flying car is improved.

[0111] Step S105: When the second test result meets the preset second standard, obtain the vehicle body deformation data of the flying car to be tested; and, according to the vehicle body deformation data and the multiple frames of vehicle crash images, obtain the third test result.

[0112] In some embodiments of this application, the obtaining of the vehicle body deformation data of the flying car to be tested specifically includes:

[0113] According to the start time of the working condition, determine the first coordinates of multiple vehicle body marks on the flying car to be tested; wherein, the multiple vehicle body marks are marked at preset positions on the vehicle body of the flying car to be tested before the preset crash working condition occurs;

[0114] According to the occurrence time of the working condition, determine the second coordinates of the multiple vehicle body marks on the flying car to be tested;

[0115] According to the first coordinates and the second coordinates of the multiple vehicle body marks, obtain the vehicle body deformation data.

[0116] In some alternative embodiments of this application, the obtaining of the vehicle body deformation data according to the first coordinates and the second coordinates of the multiple vehicle body marks specifically includes:

[0117] Corresponding to the multiple vehicle body marks, calculate the difference between the second coordinate and the first coordinate of each vehicle body mark to obtain the vehicle body deformation data.

[0118] Specifically, both the first coordinate and the second coordinate of the vehicle body markings are referenced to the spatial rectangular coordinate system constructed at the preset reference position of the flying vehicle to be tested. More specifically, the preferred option for the preset reference position is the center point of the chassis of the flying vehicle to be tested.

[0119] In this application, first, the first coordinates of multiple vehicle body markings are determined according to the starting time of the working condition, then the second coordinates of the multiple vehicle body markings are determined according to the occurrence time of the working condition, and then the vehicle body deformation data is obtained based on the first coordinates and the second coordinates of the multiple vehicle body markings. By comprehensively determining the vehicle body deformation data through multiple vehicle body markings, the credibility of the data is improved.

[0120] In some embodiments of this application, obtaining the third test result according to the vehicle body deformation data and the multiple frames of vehicle crash images specifically includes:

[0121] According to the occurrence time of the working condition and the multiple frames of vehicle crash images, a vehicle structure integrity change curve is obtained;

[0122] According to the vehicle body deformation data and the vehicle structure integrity change curve, a third test result is obtained.

[0123] In some alternative embodiments of this application, obtaining the third test result according to the vehicle body deformation data and the vehicle structure integrity change curve specifically includes:

[0124] If the maximum value of the vehicle body deformation data is greater than the preset deformation threshold or the vehicle structure integrity change curve does not meet the preset integrity standard, it is determined that the third test result is "unqualified";

[0125] If the maximum value of the vehicle body deformation data is less than the preset deformation threshold or the vehicle structure integrity change curve meets the preset integrity standard, it is determined that the third test result is "qualified".

[0126] In some alternative embodiments of this application, the preferred value of the preset deformation threshold is 65 mm.

[0127] Specifically, considering obtaining the third test result according to the vehicle body deformation data and the vehicle structure integrity change curve, it is because the degree of damage to the vehicle body by the impact force after the bottom airbag buffers the impact can be judged through either the vehicle body deformation data or the vehicle structure integrity change curve. Considering both comprehensively can improve the comprehensiveness of the evaluation of the performance of the bottom airbag.

[0128] In this application, first, a vehicle structure integrity change curve is obtained based on the working condition occurrence time and multiple frames of vehicle crash images, and then a third test result is obtained based on the vehicle body deformation data and the vehicle structure integrity change curve. By adding the vehicle body deformation as a judgment index and considering the influence of the vehicle body deformation on the performance judgment of the bottom airbag, the comprehensiveness of the performance test of the bottom airbag of the flying car is improved.

[0129] Step S106: Obtain the performance test result of the bottom airbag of the flying car to be tested according to the third test result.

[0130] Specifically, the obtaining of the performance test result of the bottom airbag of the flying car to be tested according to the third test result specifically includes:

[0131] When the third test result is "unqualified", the performance test result of the bottom airbag of the flying car to be tested is "unqualified";

[0132] When the third test result is "qualified", the performance test result of the bottom airbag of the flying car to be tested is "qualified".

[0133] In this application, first, first acquisition data is obtained according to the preset working condition start time and the working condition occurrence time is determined. Then, in combination with the airbag pressure curve and multiple frames of vehicle crash images, a first test result is obtained, while considering the change of the airbag pressure and the vehicle crash situation. And when the first test result meets the first standard, a second test result is obtained according to the vehicle body acceleration curve and the lumbar vertebra Z-direction load curve of the on-vehicle dummy, which can exclude the test results that do not meet the first standard in subsequent tests, reduce the number of judgments, and at the same time consider the change of the vehicle body acceleration and the change of the lumbar vertebra Z-direction load of the on-vehicle dummy. Then, when the second test result meets the second standard, the vehicle body deformation data is obtained to further obtain the third test result and finally the performance test result, which can further exclude the test results that do not meet the second standard, further reduce the number of judgments, and consider the influence of the vehicle body deformation on the performance judgment of the bottom airbag. Compared with the prior art, by setting sequential multiple judgment criteria, this application can gradually exclude the test results that do not meet the standards, reduce the number of judgments, thereby improving the credibility of the test results, and thus improving the accuracy of the performance test of the bottom airbag of the flying car. At the same time, multiple criteria are set to consider the influence of various factors on the performance judgment of the bottom airbag during the test process, improving the comprehensiveness of the performance test of the bottom airbag of the flying car.

[0134] Corresponding to the foregoing method, please refer to Figure 2 , this embodiment of the application provides a performance test device for the bottom airbag of a flying car, including a data acquisition module 210, a time determination module 220, a first test module 230, a second test module 240, a third test module 250, and a result acquisition module 260;

[0135] The data acquisition module 210 is configured to obtain first acquisition data of a flying vehicle to be tested in a preset crash condition according to a preset working condition start time; wherein, the first acquisition data includes an airbag pressure curve, a vehicle body acceleration curve, a lumbar vertebra Z-direction load curve of an on-vehicle dummy, and multiple frames of vehicle crash images;

[0136] The time determination module 220 is configured to determine the occurrence time of the working condition according to the first acquisition data;

[0137] The first test module 230 is configured to obtain a first test result according to the occurrence time of the working condition, the airbag pressure curve, and the multiple frames of vehicle crash images;

[0138] The second test module 240 is configured to obtain a second test result according to the vehicle body acceleration curve and the lumbar vertebra Z-direction load curve of the on-vehicle dummy when the first test result meets a preset first standard;

[0139] The third test module 250 is configured to obtain vehicle body deformation data of the flying vehicle to be tested when the second test result meets a preset second standard; and obtain a third test result according to the vehicle body deformation data and the multiple frames of vehicle crash images;

[0140] The result acquisition module 260 is configured to obtain a performance test result of the bottom airbag of the flying vehicle to be tested according to the third test result.

[0141] In some embodiments of the present application, the data acquisition module 210 includes an initial acquisition unit 211, a filtering processing unit 212, a time alignment unit 213, and a data acquisition unit 214;

[0142] The initial acquisition unit 211 is configured to obtain initial sensor data of the flying vehicle to be tested in a preset crash condition and multiple frames of initial vehicle crash images; wherein, the initial sensor data includes an airbag pressure signal sequence, a vehicle body acceleration signal sequence, and a lumbar vertebra Z-direction load signal sequence of an on-vehicle dummy;

[0143] The filtering processing unit 212 is configured to perform filtering processing on the airbag pressure signal sequence, the vehicle body acceleration signal sequence, and the lumbar vertebra Z-direction load signal sequence of the on-vehicle dummy respectively to obtain an initial airbag pressure curve, an initial vehicle body acceleration curve, and an initial lumbar vertebra Z-direction load curve of the on-vehicle dummy;

[0144] The time alignment unit 213 is configured to perform time alignment correction on the initial airbag pressure curve, the initial vehicle body acceleration curve, and the initial lumbar Z-direction load curve of the on-vehicle dummy according to the start time of the working condition, and screen the multiple frames of initial vehicle crash images to obtain an airbag pressure curve, a vehicle body acceleration curve, a lumbar Z-direction load curve of the on-vehicle dummy, and multiple frames of vehicle crash images;

[0145] The data acquisition unit 214 is configured to obtain first acquisition data according to the airbag pressure curve, the vehicle body acceleration curve, the lumbar Z-direction load curve of the on-vehicle dummy, and the multiple frames of vehicle crash images.

[0146] In some embodiments of the present application, the first test module 230 includes a slope change acquisition unit 231, a distance change acquisition unit 232, and a first result acquisition unit 233;

[0147] The slope change acquisition unit 231 is configured to obtain an airbag pressure slope change curve according to the occurrence time of the working condition and the airbag pressure curve;

[0148] The distance change acquisition unit 232 is configured to obtain a vehicle ground clearance change curve according to the occurrence time of the working condition and the multiple frames of vehicle crash images;

[0149] The first result acquisition unit 233 is configured to obtain a first test result according to the airbag pressure slope change curve and the vehicle ground clearance change curve.

[0150] In some embodiments of the present application, the second test module 240 includes a load peak acquisition unit 241, an acceleration peak acquisition unit 242, and a second result acquisition unit 243;

[0151] The load peak acquisition unit 241 is configured to obtain a lumbar Z-direction load peak of the on-vehicle dummy according to the occurrence time of the working condition and the lumbar Z-direction load curve of the on-vehicle dummy;

[0152] The acceleration peak acquisition unit 242 is configured to obtain a vehicle body acceleration peak according to the occurrence time of the working condition and the vehicle body acceleration curve;

[0153] The second result acquisition unit 243 is configured to obtain a second test result according to the lumbar Z-direction load peak of the on-vehicle dummy and the vehicle body acceleration peak.

[0154] In some embodiments of the present application, the third test module 250 includes a deformation acquisition sub-module 251; the deformation acquisition sub-module 251 includes a first coordinate acquisition unit 2511, a second coordinate acquisition unit 2512, and a vehicle body deformation acquisition unit 2513;

[0155] The first coordinate acquisition unit 2511 is configured to determine the first coordinates of a plurality of body markings in the flying vehicle to be tested according to the starting time of the working condition; wherein, the plurality of body markings are marked at preset positions on the body of the flying vehicle to be tested before the preset crash working condition occurs;

[0156] The second coordinate acquisition unit 2512 is configured to determine the second coordinates of the plurality of body markings in the flying vehicle to be tested according to the occurrence time of the working condition;

[0157] The body deformation acquisition unit 2513 is configured to obtain body deformation amount data according to the first coordinates and the second coordinates of the plurality of body markings.

[0158] In some embodiments of the present application, the third test module 250 further includes a third test sub-module 252; the third test sub-module 252 includes a structure change acquisition unit 2521 and a third result acquisition unit 2522;

[0159] The structure change acquisition unit 2521 is configured to obtain a vehicle structure integrity change curve according to the occurrence time of the working condition and the multiple frames of vehicle crash images;

[0160] The third result acquisition unit 2522 is configured to obtain a third test result according to the body deformation amount data and the vehicle structure integrity change curve.

[0161] In the present application, first, the first acquisition data is obtained according to the preset working condition starting time and the occurrence time of the working condition is determined, and then the first test result is obtained by combining the airbag pressure curve and the multiple frames of vehicle crash images, while considering the change of the airbag pressure and the vehicle crash situation; and when the first test result meets the first standard, the second test result is obtained according to the body acceleration curve and the lumbar vertebra Z-direction load curve of the on-vehicle dummy, and the test results that do not meet the first standard can be excluded in subsequent tests, reducing the number of judgments, and at the same time considering the change of the body acceleration and the change of the lumbar vertebra Z-direction load of the on-vehicle dummy; then when the second test result meets the second standard, the body deformation amount data is obtained to obtain the third test result and finally the performance test result, which can further exclude the test results that do not meet the second standard, further reducing the number of judgments, and considering the influence of the body deformation amount on the determination of the bottom airbag performance. Compared with the prior art, the present application can gradually exclude the test results that do not meet the standards by setting sequential multiple judgment criteria, reducing the number of judgments, thereby improving the credibility of the test results, and thus improving the accuracy of the bottom airbag performance test of the flying vehicle. At the same time, multiple criteria are set to consider the influence of various factors on the determination of the bottom airbag performance during the test, improving the comprehensiveness of the bottom airbag performance test of the flying vehicle.

[0162] Exemplarily, to illustrate the implementation process of a method for testing the performance of the bottom airbag of a flying car shown in this application, please refer to Figure 3 which shows a bottom airbag performance test system for a flying car in a certain implementation manner of this application, including a suspension mechanism 31, a flying car 32, a dummy 33 placed inside the flying car 32, and a plurality of high-speed cameras 34 at different angles outside the flying car 32;

[0163] The suspension mechanism 31 is used to lift and lock the flying car 32 to a preset height; the plurality of high-speed cameras 34 are used to capture vehicle crash images of the flying car 32 under a preset crash condition;

[0164] The flying car 32 includes a vehicle body 321 and a bottom airbag 322; a triaxial acceleration sensor is installed at the centroid of the vehicle body 321; a pressure sensor is installed on the bottom airbag 322;

[0165] A load sensor is installed at the simulated lumbar vertebra of the dummy 33;

[0166] The triaxial acceleration sensor is used to obtain a sequence of vehicle body acceleration signals; the pressure sensor is used to obtain a sequence of airbag pressure signals; the load sensor is used to obtain a sequence of Z-direction load signals of the lumbar vertebra of the on-vehicle dummy.

[0167] First step: At the start of the preset crash condition, the suspension mechanism 31 releases the flying car 32 at the preset height. When the flying car 32 starts to fall from the preset height until the end of the preset crash condition, multiple initial vehicle crash images captured by the plurality of high-speed cameras 34, a sequence of vehicle body acceleration signals obtained by the triaxial acceleration sensor, a sequence of airbag pressure signals obtained by the pressure sensor, and a sequence of Z-direction load signals of the lumbar vertebra of the on-vehicle dummy obtained by the load sensor are collected.

[0168] Second step: The sequence of airbag pressure signals, the sequence of vehicle body acceleration signals, and the sequence of Z-direction load signals of the lumbar vertebra of the on-vehicle dummy are respectively subjected to filtering processing to obtain an initial airbag pressure curve, an initial vehicle body acceleration curve, and an initial Z-direction load curve of the lumbar vertebra of the on-vehicle dummy;

[0169] The initial airbag pressure curve, the initial vehicle body acceleration curve, the initial Z-direction load curve of the lumbar vertebra of the on-vehicle dummy, and the multiple initial vehicle crash images are corrected to obtain an airbag pressure curve, a vehicle body acceleration curve, a Z-direction load curve of the lumbar vertebra of the on-vehicle dummy, and multiple vehicle crash images, ensuring that the starting shooting moment of the multiple vehicle crash images is consistent with the starting acquisition moments of the airbag pressure curve, the vehicle body acceleration curve, and the Z-direction load curve of the lumbar vertebra of the on-vehicle dummy.

[0170] Step 3: Obtain the airbag pressure slope change curve according to the airbag pressure curve; obtain the vehicle ground clearance change curve according to the multi-frame vehicle crash images;

[0171] Within 200 ms after the flying vehicle 32 crashes and touches the ground, if the airbag pressure curve decreases sharply, that is, the airbag pressure slope change curve rises proportionally corresponding to the descending section of the airbag pressure curve, it is determined that the bottom airbag pressure cannot be maintained. At the same time, if the vehicle ground clearance change curve rapidly approaches the horizontal axis, it is determined that the bottom airbag is punctured. Then, the bottom airbag is not sufficient to withstand the impact energy of the flying vehicle crash, and it should be directly determined that the performance of the bottom airbag is unqualified.

[0172] Step 4: When the bottom airbag meets the determination in Step 3, obtain the peak value of the Z-direction load on the lumbar spine of the on-vehicle dummy according to the Z-direction load curve of the on-vehicle dummy lumbar spine; obtain the peak value of the vehicle body acceleration according to the vehicle body acceleration curve;

[0173] Within 200 ms after the flying vehicle 32 crashes and touches the ground, if the peak value of the Z-direction load on the lumbar spine of the on-vehicle dummy exceeds 6.6 kN, it is determined that the impact force buffered by the bottom airbag is greater than the range that the passenger can withstand, and it should be directly determined that the performance of the bottom airbag is unqualified;

[0174] If the peak value of the Z-direction load on the lumbar spine of the on-vehicle dummy does not exceed 6.6 kN, then make a determination according to the peak value of the vehicle body acceleration: if the peak value of the vehicle body acceleration exceeds 40 times the gravitational acceleration, it should be determined that the performance of the bottom airbag is unqualified.

[0175] Step 5: When the bottom airbag meets the determination in Step 4, obtain the first coordinates and the second coordinates of the multiple vehicle body markers before and after the crash condition, and obtain the vehicle body deformation data according to the difference between the second coordinates and the first coordinates of the multiple vehicle body markers; obtain the vehicle structure integrity change curve according to the multi-frame vehicle crash images;

[0176] Within 200 ms after the flying vehicle 32 crashes and touches the ground, if the maximum value of the vehicle body deformation is greater than 65 mm or the vehicle structure integrity change curve drops rapidly, it is determined that the bottom airbag cannot effectively buffer the impact force of the crash and touching the ground, and it should be directly determined that the performance of the bottom airbag is unqualified;

[0177] If the maximum value of the vehicle body deformation is not greater than 65 mm and the vehicle structure integrity change curve tends to be stable after dropping, it is determined that the bottom airbag effectively buffers the impact force of the crash and touching the ground, and it is determined that the performance of the bottom airbag is qualified.

[0178] Adaptively, the embodiment of the present application further provides a computer device and a computer-readable storage medium.

[0179] The computer device includes: a processor, a memory, and a computer program stored in the memory and configured to be executed by the processor;

[0180] Wherein, when the processor executes the computer program, a method for testing the performance of the bottom airbag of a flying car according to the present application is implemented.

[0181] The computer-readable storage medium stores multiple instructions, and the instructions are suitable for being loaded by the processor to execute a method for testing the performance of the bottom airbag of a flying car according to the present application.

[0182] The above is a partial embodiment of the present application. The purpose, technical solution and beneficial effects of the present application are further described in detail. It should be clear that the above partial embodiment of the present application should not be construed as a limitation of the present application. In particular, for those skilled in the art, any changes, modifications, equivalent replacements, and variations made within the spirit and principle of the present application should be included within the protection scope of the present application.

Claims

1. A method for testing the performance of a bottom airbag of a flying car, characterized in that: include: According to the preset working condition start time, first collected data of the flying car to be tested in the preset crash working condition is obtained; wherein the first collected data includes an airbag pressure curve, a vehicle body acceleration curve, a vehicle dummy lumbar vertebra Z-direction load curve, and multiple frames of vehicle crash images; Determining the time when the working condition occurs according to the first collected data; Obtaining a first test result according to the operating condition occurrence time, the airbag pressure curve, and the multiple frames of vehicle crash images; When the first test result meets the preset first standard, a second test result is obtained according to the vehicle body acceleration curve and the vehicle-mounted dummy lumbar vertebra Z-direction load curve; When the second test result meets the preset second standard, obtaining body deformation data of the flying car to be tested; and obtaining a third test result according to the body deformation data and the multiple frames of vehicle crash images; According to the third test result, a performance test result of the bottom airbag of the flying car to be tested is obtained; The first test result is obtained according to the operating condition occurrence time, the airbag pressure curve and the multiple frames of vehicle crash images, specifically including: obtaining an airbag pressure slope change curve according to the operating condition occurrence time and the airbag pressure curve; obtaining a vehicle ground distance change curve according to the operating condition occurrence time and the multiple frames of vehicle crash images; obtaining the first test result according to the airbag pressure slope change curve and the vehicle ground distance change curve.

2. A method for testing the performance of a bottom airbag of a flying car according to claim 1, characterized in that: The step of obtaining the first collected data of the flying car to be tested in the preset crash condition according to the preset working condition start time specifically includes: Acquire initial sensor data and multiple frames of initial vehicle crash images of the flying car to be tested in a preset crash condition; wherein the initial sensor data includes an airbag pressure signal sequence, a vehicle body acceleration signal sequence, and a vehicle-mounted dummy lumbar vertebra Z-direction load signal sequence; The airbag pressure signal sequence, the vehicle body acceleration signal sequence, and the vehicle dummy lumbar vertebra Z-direction load signal sequence are respectively filtered to obtain an initial airbag pressure curve, an initial vehicle body acceleration curve, and an initial vehicle dummy lumbar vertebra Z-direction load curve; According to the start time of the working condition, the initial airbag pressure curve, the initial vehicle body acceleration curve and the initial vehicle dummy lumbar vertebra Z-direction load curve are time-aligned and corrected, and the multiple frames of initial vehicle crash images are screened to obtain the airbag pressure curve, the vehicle body acceleration curve, the vehicle dummy lumbar vertebra Z-direction load curve and the multiple frames of vehicle crash images; First acquisition data is obtained according to the airbag pressure curve, the vehicle body acceleration curve, the vehicle dummy lumbar vertebra Z-direction load curve and the multiple frames of vehicle crash images.

3. The method for testing the performance of the bottom airbag of a flying car according to claim 1, characterized in that: The obtaining of the second test result according to the vehicle body acceleration curve and the vehicle-mounted dummy lumbar vertebra Z-direction load curve specifically includes: According to the occurrence time of the working condition and the Z-direction load curve of the vehicle-mounted dummy's lumbar vertebra, a peak value of the Z-direction load of the vehicle-mounted dummy's lumbar vertebra is obtained; Obtaining a vehicle body acceleration peak value according to the operating condition occurrence time and the vehicle body acceleration curve; A second test result is obtained according to the peak value of the Z-direction load of the lumbar vertebra of the vehicle-mounted dummy and the peak value of the vehicle body acceleration.

4. The method for testing the performance of the bottom airbag of a flying car according to claim 1, characterized in that: The step of obtaining the body shape variable data of the flying car to be tested specifically includes: Determine first coordinates of a plurality of body marks on the flying car to be tested according to the start time of the working condition; wherein the plurality of body marks are marked at preset positions of the body of the flying car to be tested before a preset crash working condition occurs; Determining second coordinates of the plurality of body marks in the flying car to be tested according to the time when the working condition occurs; The body shape amount data is obtained according to the first coordinates and the second coordinates of the plurality of body marks.

5. The method for testing the performance of the bottom airbag of a flying car according to claim 1, characterized in that: The obtaining of a third test result according to the body shape data and the multiple frames of vehicle crash images specifically includes: According to the occurrence time of the working condition and the multiple frames of vehicle crash images, a vehicle structural integrity change curve is obtained; A third test result is obtained according to the vehicle body shape data and the vehicle structure integrity change curve.

6. A bottom airbag performance test device for a flying car, characterized in that: It includes a data acquisition module, a time determination module, a first test module, a second test module, a third test module and a result acquisition module; The data acquisition module is used to acquire first collected data of the flying car to be tested in a preset crash condition according to a preset working condition start time; wherein the first collected data includes an airbag pressure curve, a vehicle body acceleration curve, a vehicle dummy lumbar vertebra Z-direction load curve, and multiple frames of vehicle crash images; The time determination module is used to determine the time when the working condition occurs according to the first collected data; The first test module is used to obtain a first test result according to the time when the working condition occurs, the airbag pressure curve and the multiple frames of vehicle crash images; The second test module is used to obtain a second test result according to the vehicle body acceleration curve and the vehicle-mounted dummy lumbar vertebra Z-direction load curve when the first test result meets the preset first standard; The third test module is used to obtain body deformation data of the flying car to be tested when the second test result meets the preset second standard; and obtain a third test result according to the body deformation data and the multiple frames of vehicle crash images; The result acquisition module is used to obtain the performance test result of the bottom airbag of the flying car to be tested according to the third test result; The first test module includes a slope change acquisition unit, a distance change acquisition unit and a first result acquisition unit; the slope change acquisition unit is used to obtain an airbag pressure slope change curve according to the operating condition occurrence time and the airbag pressure curve; the distance change acquisition unit is used to obtain a vehicle ground distance change curve according to the operating condition occurrence time and the multiple frames of vehicle crash images; the first result acquisition unit is used to obtain a first test result according to the airbag pressure slope change curve and the vehicle ground distance change curve.

7. The bottom airbag performance testing device of a flying car according to claim 6, characterized in that: The data acquisition module includes an initial acquisition unit, a filtering processing unit, a time alignment unit and a data acquisition unit; The initial acquisition unit is used to acquire initial sensor data and multiple frames of initial vehicle crash images of the flying car to be tested in a preset crash condition; wherein the initial sensor data includes an airbag pressure signal sequence, a vehicle body acceleration signal sequence, and a vehicle-mounted dummy lumbar vertebra Z-direction load signal sequence; The filtering processing unit is used to filter the airbag pressure signal sequence, the vehicle body acceleration signal sequence, and the vehicle dummy lumbar vertebra Z-direction load signal sequence respectively to obtain an initial airbag pressure curve, an initial vehicle body acceleration curve, and an initial vehicle dummy lumbar vertebra Z-direction load curve; The time alignment unit is used to perform time alignment correction on the initial airbag pressure curve, the initial vehicle body acceleration curve and the initial vehicle dummy lumbar vertebra Z-direction load curve according to the starting time of the working condition, and screen the multiple frames of initial vehicle crash images to obtain the airbag pressure curve, the vehicle body acceleration curve, the vehicle dummy lumbar vertebra Z-direction load curve and the multiple frames of vehicle crash images; The data acquisition unit is used to obtain first collected data according to the airbag pressure curve, the vehicle body acceleration curve, the vehicle dummy lumbar vertebra Z-direction load curve and the multiple frames of vehicle crash images.

8. The bottom airbag performance testing device of a flying car according to claim 6, characterized in that: The third test module includes a deformation acquisition submodule; the deformation acquisition submodule includes a first coordinate acquisition unit, a second coordinate acquisition unit and a vehicle body deformation acquisition unit; The first coordinate acquisition unit is used to determine the first coordinates of a plurality of body marks in the flying car to be tested according to the start time of the working condition; wherein the plurality of body marks are marked at preset positions of the body of the flying car to be tested before the preset crash working condition occurs; The second coordinate acquisition unit is used to determine the second coordinates of the plurality of body marks in the flying car to be tested according to the time when the working condition occurs; The vehicle body deformation acquisition unit is used to obtain vehicle body deformation amount data according to the first coordinates and the second coordinates of the plurality of vehicle body marks.

9. The bottom airbag performance testing device of a flying car according to claim 6, characterized in that: The third test module also includes a third test submodule; the third test submodule includes a structure change acquisition unit and a third result acquisition unit; The structural change acquisition unit is used to obtain a vehicle structural integrity change curve according to the operating condition occurrence time and the multiple frames of vehicle crash images; The third result acquisition unit is used to obtain a third test result according to the body shape variable data and the vehicle structure integrity change curve.

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