Motorcycle headlight beam testing method, device, medium and equipment

Abstract

The present application relates to a method, device, medium and equipment for testing the light beam of a motorcycle headlight, and relates to the field of light beam testing technology, wherein the method comprises: obtaining a target model of a target motorcycle of a headlight to be tested; determining at least one type of suitable population corresponding to the target model, and determining the user population type of the purchaser of the target motorcycle; based on the user population type, at least one target speed interval that the motorcycle of the target model is likely to be in when turning, and the corresponding at least one target population type, determining at least one suitable turning speed interval of the target motorcycle during the headlight test; according to each of the suitable turning speed intervals, testing the change in the light beam angle of the headlight of the target motorcycle when turning, and after the test is completed, testing the light beam of the headlight of the target motorcycle under static conditions. The present application has the effect of improving the accuracy of the light beam test of the motorcycle headlight.

Description

Technical Field

[0001] The present application relates to the field of light beam testing technology, and in particular to a light beam testing method, device, medium and equipment for a motorcycle headlight. Background Art

[0002] Motorcycle headlights are an important device used to provide front lighting at night or in bad weather conditions. Their main function is to provide lighting for the rider on the road ahead at night or in poor visibility to ensure driving safety. Beam tests include static beam tests and dynamic beam tests. Dynamic beam tests refer to test methods conducted under actual road conditions, which are designed to evaluate the performance of motorcycle headlights under different driving conditions. For example, when a motorcycle is turning or steering, the test of the matching of the beam angle change of the headlights with the motion posture of the motorcycle can be understood as a dynamic beam test. In addition, static beam tests are an important means of testing the performance of motorcycle headlights. They mainly focus on the luminous intensity and beam irradiation position of the motorcycle headlights under static conditions. It can be seen that as an important component to ensure riding safety, the quality of the beam performance of motorcycle headlights directly affects the visibility of riders at night or in complex road conditions and the impact on surrounding traffic participants. Therefore, the beam test of motorcycle headlights is of great significance for evaluating the performance of headlights and ensuring that the headlights provide good lighting effects.

[0003] At present, the beam test of motorcycle headlights is usually carried out in the following way: testing the light intensity, beam distribution and other indicators of the motorcycle headlights under static conditions, so as to evaluate the performance of the motorcycle headlights. However, for motorcycles, the headlights are mostly used in actual riding. The headlight performance evaluated in this way cannot represent the actual performance of the headlights during actual riding of the motorcycle, resulting in poor accuracy of the beam test of motorcycle headlights. Summary of the invention

[0004] In order to improve the accuracy of the light beam test of a motorcycle headlight, the present application provides a light beam test method, device, medium and equipment for a motorcycle headlight.

[0005] In a first aspect of the present application, a method for testing the light beam of a motorcycle headlight is provided, which specifically comprises:

[0006] Obtain a target model of a target motorcycle for the headlight to be tested;

[0007] Determine at least one suitable population type corresponding to the target vehicle model, and determine the user population type of the purchaser of the target motorcycle;

[0008] Determine at least one suitable turning speed interval for the target motorcycle during the headlight test based on the user population type, at least one target speed interval that the target motorcycle is likely to be in when turning, and at least one corresponding target population type, wherein the target population type is an adapted population type that is likely to be in the corresponding target speed interval when turning;

[0009] According to each of the suitable turning speed intervals, the change in the beam angle of the headlight of the target motorcycle when turning is tested, and after the test is completed, the headlight beam of the target motorcycle under static conditions is tested.

[0010] By adopting the above technical solution, after obtaining the target model, the type of people that are compatible with the motorcycle of the target model, that is, the type of compatible people, is determined. Then, based on the target speed range that the turning speed of the motorcycle of the target model is likely to be in when turning and the corresponding target population type, the suitable turning speed range that the purchasing users of the user population type are likely to be in when driving the motorcycle to turn is analyzed and determined, that is, the turning speed range that is more in line with the driving habits of the purchasing users when driving the target motorcycle to turn. Finally, in each suitable turning speed range, the change in the beam angle of the headlight of the target motorcycle when turning is tested in turn, so that for the target model of the target motorcycle and the user population type of the purchasing users of the target motorcycle, a dynamic beam test of the headlight is performed at a more targeted turning speed, and at the same time, a headlight beam test under static conditions is performed, so that the beam test is more in line with the use habits and use scenarios of the driving users, thereby improving the accuracy of the beam test of the motorcycle headlight.

[0011] Optionally, the determining at least one suitable turning speed interval of the target motorcycle during the headlight test based on the user population type, at least one target speed interval that the target motorcycle is likely to be in when turning, and at least one corresponding target population type, specifically includes:

[0012] Counting the number of occurrences of the historical speed intervals in which the motorcycle of the target vehicle model is located when turning, and selecting the first historical speed interval from each of the historical speed intervals in descending order of the number of occurrences as the target speed interval;

[0013] Acquire historical users of the adapted population type whose turning speeds are within a single target speed interval, count the number of historical users of each adapted population type, and select the second number of adapted population types from each adapted population type in descending order of the number of users to determine as the target population type for the corresponding target speed interval;

[0014] Calculate a first weight of each target speed interval and a second weight of each corresponding target population type, wherein the first weight is a ratio of the number of occurrences of each target speed interval to the sum of the number of occurrences of all target speed intervals, and the second weight is a ratio of the number of users of a single target population type corresponding to the target speed interval to the sum of the number of users of all corresponding target population types;

[0015] At least one suitable turning speed interval of the target motorcycle during the headlight test is determined based on the user population type, the first weight and the corresponding second weights.

[0016] By adopting the above technical solution, the greater the number of occurrences, the easier it is for the speed (turning speed) of the target model motorcycle to be in the corresponding historical speed range when turning, thereby determining the target speed range; the greater the number of users, the easier it is for the speed of the historical users of the corresponding adapted population type to be in the corresponding target speed range when turning, thereby determining the target population type corresponding to the target speed range. Finally, combining the first weight and the corresponding second weights, the turning speed range under the driving habits of the purchasing users who meet the user population type when driving the target motorcycle is determined, so that the target motorcycle headlights can be tested for beam dynamics at the speed in the targeted appropriate turning speed range.

[0017] Optionally, determining at least one suitable turning speed range for the target motorcycle during the headlight test based on the user population type, the first weight and the corresponding second weights specifically includes:

[0018] Determine the target speed intervals containing the user group type in the corresponding target group types as key speed intervals, and calculate a first product of a first weight of each key speed interval and a second weight of the corresponding user group type;

[0019] comparing each of the first products with a preset product threshold;

[0020] If the first product is greater than the product threshold, the corresponding key speed interval is determined as the appropriate turning speed interval for the target motorcycle during the headlight test.

[0021] By adopting the above technical solution,

[0022] Optionally, the testing of the change in the beam angle of the headlights of the target motorcycle when turning according to each of the suitable turning speed intervals specifically includes:

[0023] The first occurrence frequency of historical accidents of each motorcycle model is counted, and the motorcycle model with the third highest occurrence frequency is selected from each of the motorcycle models in descending order to be determined as a model prone to accidents, wherein the historical accidents are accidents caused by poor lighting effects of the motorcycle headlights when the motorcycle turns;

[0024] Determine the turning speed interval in which each of the accident-prone motorcycles had a historical accident, count the second occurrence frequency of each of the turning speed intervals, and select a fourth number of turning speed intervals from each of the turning speed intervals in descending order of the second occurrence frequency to determine as the accident-prone speed interval of the corresponding accident-prone motorcycle;

[0025] Calculating a third weight of each of the accident-prone vehicle models and a fourth weight of each of the corresponding accident-prone speed intervals, wherein the third weight is a ratio of a first occurrence frequency of each accident-prone vehicle model to a sum of first occurrence frequencies of all accident-prone vehicle models, and the fourth weight is a ratio of a second occurrence frequency of a single accident-prone speed interval corresponding to the accident-prone vehicle model to a sum of second occurrence frequencies of all corresponding accident-prone speed intervals;

[0026] Determining a test importance coefficient of each of the suitable turning speed intervals according to the third weight and the corresponding fourth weights, wherein a higher test importance coefficient corresponds to a greater number of tests;

[0027] According to the test importance coefficient, the change in the beam angle of the headlight of the target motorcycle when turning is tested in the corresponding appropriate turning speed range.

[0028] By adopting the above technical solution, the greater the first occurrence frequency, the more likely the corresponding motorcycle model is to have a historical accident when turning, and thus the accident-prone model is determined; the greater the second occurrence frequency, the more likely the accident-prone model is to have a turning speed in the corresponding turning speed range when the accident occurs, and thus the accident-prone speed range corresponding to the accident-prone model is determined. Finally, combined with the third weight and the corresponding fourth weights, the possibility of the target motorcycle having a historical accident in each suitable turning speed range is analyzed, and then the test importance coefficient of each suitable turning speed range is accurately determined, and the change in the beam angle of the headlights when turning is tested in a targeted manner.

[0029] Optionally, determining the test importance coefficient of each of the suitable turning speed intervals according to the third weight and the corresponding fourth weights specifically includes:

[0030] When the target vehicle type is the accident-prone vehicle type, the accident-prone speed intervals that intersect with a single suitable turning speed interval among the accident-prone speed intervals corresponding to the target vehicle type are determined as the first important speed interval, and the accident-prone speed intervals that intersect with the same suitable turning speed interval among the accident-prone speed intervals corresponding to the remaining accident-prone vehicle types are accident-prone vehicle types other than the target vehicle type.

[0031] Calculate and sum the second product of the third weight of the target vehicle model and the corresponding fourth weight of each of the first important speed intervals to obtain a corresponding first summation result, and calculate and sum the third product of the third weight of each of the remaining accident-prone vehicle models and the corresponding fourth weight of each of the second important speed intervals to obtain a corresponding second summation result;

[0032] The second summation results are summed to obtain a final product sum, and a ratio of the first summation results to the final product sum is determined as a test importance coefficient of the corresponding suitable turning speed range.

[0033] By adopting the above technical solution, the larger the first summation result is, the greater the possibility that the target motorcycle of the target model has a historical accident when turning in the corresponding suitable turning speed range; the larger the second summation result is, the greater the possibility that motorcycle models other than the target model have a historical accident when turning in the corresponding suitable turning speed range; further, the larger the ratio is, for the same suitable turning speed range, the greater the possibility that the target model has a historical accident compared with other accident-prone models, and finally the ratio is determined as the test important coefficient of the corresponding suitable turning speed range, thereby facilitating subsequent targeted light beam dynamic testing of the headlights.

[0034] Optionally, the testing of the change in the beam angle of the headlight of the target motorcycle when turning in corresponding suitable turning speed intervals according to the test importance coefficient specifically includes:

[0035] According to the test importance coefficient, determining the test order of the corresponding suitable turning speed range, the larger the test importance coefficient, the earlier the corresponding test order;

[0036] Determine a speed intersection interval between each of the suitable turning speed intervals and the corresponding first important speed intervals, and determine the number of corresponding speed values ​​to be selected according to a second product of the first important speed intervals to which the speed intersection intervals belong, wherein the larger the second product, the larger the number of corresponding speed values ​​to be selected;

[0037] For a single suitable turning speed interval, a number is selected according to the corresponding test sequence and the speed values ​​of each speed intersection interval, a speed to be tested is selected from the corresponding suitable turning speed interval, and the change in the beam angle of the headlight of the target motorcycle when turning is tested at the speed to be tested.

[0038] By adopting the above technical solution, the test order of the corresponding suitable turning speed interval is determined according to the test importance coefficient. The larger the test importance coefficient, the greater the possibility that the target vehicle model will have a historical accident when tested in the corresponding suitable turning speed interval, the more it needs to prioritize the headlight test, and the higher the test order. The larger the second product, the greater the possibility that the target vehicle model will have a historical accident when turning at the speed of the corresponding speed intersection interval, and the speed intersection interval needs to be tested with emphasis, and the number of speed values ​​selected for testing, that is, the larger the number of speed values ​​selected, so that the headlight test can be performed at a more reasonable turning speed.

[0039] Optionally, the method further includes:

[0040] When the target vehicle type is not the accident-prone vehicle type, the accident-prone vehicle type whose corresponding accident-prone speed interval intersects with a single suitable turning speed interval is determined as a key accident vehicle type, and the accident-prone speed interval intersecting with a single suitable turning speed interval is determined as a key accident speed interval;

[0041] If the number of major accident vehicle models corresponding to each of the suitable turning speed intervals exceeds a preset number threshold, a fourth product of the third weight of each major accident vehicle model in a single suitable turning speed interval and the fourth weight of the corresponding major accident speed interval is calculated and summed to obtain a corresponding third summation result;

[0042] The third summation result is determined as a test significance coefficient of the corresponding suitable turning speed interval.

[0043] By adopting the above technical solution, if the number exceeds the preset number threshold, it means that more motorcycle models are prone to historical accidents when the motorcycle turning speed is in the appropriate turning speed interval, indicating that the appropriate turning speed interval is likely to be a speed interval where motorcycle historical accidents generally occur. Furthermore, the larger the third summation result is, the greater the possibility of a historical accident when the target motorcycle of the target model is in the corresponding appropriate turning speed interval. Finally, the third summation result is determined as the test importance coefficient of the corresponding appropriate turning speed interval. This facilitates the accurate determination of the test order and test number of each appropriate turning speed interval according to the test importance coefficient.

[0044] In a second aspect of the present application, a light beam testing device for a motorcycle headlight is provided, specifically comprising:

[0045] A vehicle model acquisition module, used to acquire a target vehicle model of a target motorcycle for the headlight to be tested;

[0046] A type determination module, used to determine at least one suitable population type corresponding to the target vehicle model, and determine the user population type of the purchaser of the target motorcycle;

[0047] a speed determination module, for determining at least one suitable turning speed interval of the target motorcycle during the headlight test based on the user population type, at least one target speed interval that the target motorcycle is likely to be in when turning, and at least one corresponding target population type, wherein the target population type is an adapted population type that is likely to be in the corresponding target speed interval when turning;

[0048] The light beam test module is used to test the change in the light beam angle of the headlight of the target motorcycle when turning according to each of the suitable turning speed intervals, and after the test is completed, test the light beam of the headlight of the target motorcycle under static conditions.

[0049] By adopting the above technical solution, the vehicle model acquisition module acquires the target vehicle model of the target motorcycle, the type determination module determines at least one suitable population type and the user population type of the target motorcycle's purchasers, and then the speed determination module determines at least one suitable turning speed interval of the target motorcycle during the headlight test. Finally, the light beam test module tests the change in the light beam angle of the target motorcycle's headlight when turning according to each suitable turning speed interval, and after the test is completed, the headlight beam of the target motorcycle under static conditions is tested.

[0050] In a third aspect of the present application, a computer-readable storage medium is provided, in which a computer program is stored. When the computer program is loaded and executed by a processor, the method steps described in any one of the first aspects are performed.

[0051] In a fourth aspect of the present application, an electronic device is provided, specifically comprising:

[0052] A processor, a memory, and a computer program stored in the memory and capable of running on the processor, wherein the processor is used to load and execute the computer program stored in the memory so that the electronic device performs the method as described in any one of the first aspects.

[0053] In summary, the present application includes at least one of the following beneficial technical effects: based on the target speed range that the motorcycle of the target model is likely to be in when turning and the corresponding target population type, the suitable turning speed range that the purchasing users of the user population type are likely to be in when driving a motorcycle to turn is analyzed and determined, that is, the turning speed range that is more in line with the driving habits of the purchasing users when driving the target motorcycle to turn. Finally, in each suitable turning speed range, the change in the beam angle of the headlights of the target motorcycle when turning is tested in turn, so that for the target model of the target motorcycle and the user population type of the purchasing users of the target motorcycle, the dynamic beam test of the headlights is performed at a more targeted turning speed, and at the same time, the headlight beam test is performed under static conditions, so that the beam test is more in line with the usage habits and usage scenarios of the driving users, thereby improving the accuracy of the beam test of the motorcycle headlights. BRIEF DESCRIPTION OF THE DRAWINGS

[0054] Figure 1 It is a flowchart of a method for testing the light beam of a motorcycle headlight provided in an embodiment of the present application;

[0055] Figure 2 It is a flow chart of another method for testing the light beam of a motorcycle headlight provided in an embodiment of the present application;

[0056] Figure 3 It is a structural schematic diagram of a light beam testing device for a motorcycle headlight provided in an embodiment of the present application;

[0057] Figure 4 It is a structural schematic diagram of another light beam testing device for a motorcycle headlight provided in an embodiment of the present application.

[0058] Explanation of the reference numerals: 11. Vehicle type acquisition module; 12. Type determination module; 13. Speed ​​determination module; 14. Light beam test module; 15. Coefficient determination module. DETAILED DESCRIPTION

[0059] In order to enable those skilled in the art to better understand the technical solutions in this specification, the technical solutions in the embodiments of this specification will be clearly and completely described below in conjunction with the drawings in the embodiments of this specification. Obviously, the described embodiments are only part of the embodiments of this application, not all of the embodiments.

[0060] In the description of the embodiments of the present application, words such as "illustrative", "for example" or "for example" are used to indicate examples, illustrations or descriptions. Any embodiment or design described as "illustrative", "for example" or "for example" in the embodiments of the present application should not be interpreted as being more preferred or more advantageous than other embodiments or designs. Specifically, the use of words such as "illustrative", "for example" or "for example" is intended to present related concepts in a concrete way.

[0061] In the description of the embodiments of the present application, the term "and / or" is only a kind of association relationship describing the associated objects, indicating that there may be three kinds of relationships, for example, A and / or B, which can represent: A exists alone, B exists alone, and A and B exist at the same time. In addition, unless otherwise specified, the meaning of the term "multiple" refers to two or more. For example, multiple systems refer to two or more systems, and multiple screen terminals refer to two or more screen terminals. In addition, the terms "first" and "second" are only used for descriptive purposes, and cannot be understood as indicating or implying relative importance or implicitly indicating the indicated technical features. Thus, the features defined as "first" and "second" can explicitly or implicitly include one or more of the features. The terms "include", "comprise", "have" and their variations all mean "including but not limited to", unless otherwise specifically emphasized.

[0062] See also Figure 1 The present application discloses a flowchart of a method for testing the beam of a motorcycle headlight, which can be implemented by a computer program or run on a beam testing device for a motorcycle headlight based on a von Neumann system. The computer program can be integrated into the headlight application or run as an independent tool application, specifically including:

[0063] S101: Obtain a target model of a target motorcycle for a headlight to be tested.

[0064] Specifically, in the embodiment of the present application, the target motorcycle is a motorcycle that is about to be delivered and needs to undergo a headlight beam test. The model of a motorcycle refers to the different categories into which the motorcycle is divided according to factors such as the design, function and purpose of the motorcycle. The models of motorcycles include but are not limited to street cars, cruisers, scooters, racing cars and other models. The target model is one of many models.

[0065] In addition, the execution subject of the method for testing the light beam of a motorcycle headlight disclosed in the embodiment of the present application is a server, and the server and the terminal perform wireless communication. The terminal is a personal computer, and a client or applet related to the headlight test is installed in the terminal. The server is the background server of the client or applet, which can be an independent physical server or a server cluster composed of multiple physical servers. Furthermore, the implementation scenario of the method for testing the light beam of a motorcycle headlight disclosed in the embodiment of the present application can be as follows: the headlight tester opens the client in the terminal, enters the target model of the target motorcycle whose headlights need to be tested in the client, and the client sends this information to the server through the software development kit (SDK), and finally obtains the target model of the target motorcycle whose headlights are to be tested.

[0066] S102: Determine at least one suitable population type corresponding to the target vehicle model, and determine the user population type of the purchasers of the target motorcycle.

[0067] Specifically, after the target model is determined, based on the customer order information of the historical purchasers of the target model motorcycle that has been tested for headlights before, the customer order information includes but is not limited to the name, age, gender and occupation of the user who purchased the vehicle, each customer order information is input into the preset crowd type prediction model to obtain the corresponding predicted crowd type, and finally the predicted crowd type whose occurrence number exceeds the preset number threshold is determined as the adapted crowd type, that is, the crowd type of the potential crowd that purchases the target model. Among them, the crowd type prediction model can be a trained convolutional neural network model, and in other embodiments, it can also be a trained random forest model. The training process is briefly described as: the customer order information marked with the matching crowd type is used as training, input into the model for training, and the model parameters are optimized by the reverse gradient algorithm until the model converges, and finally the crowd type prediction model is obtained. Further, based on the motorcycle backend order system, the customer order information corresponding to the purchaser of this target motorcycle is obtained, and this customer order information is input into the crowd type prediction model to obtain the user crowd type of the purchaser of this target motorcycle.

[0068] S103: Determine at least one suitable turning speed range for the target motorcycle during the headlight test based on the user population type, at least one target speed range that the target motorcycle is likely to be in when turning, and at least one corresponding target population type.

[0069] Specifically, the target population type is an adapted population type that is easily in the corresponding target speed interval when turning. After the user population type is determined, the historical speed interval of the target model motorcycle when the driving state is turning or steering is determined. In the embodiment of the present application, a feasible determination method is: after obtaining access rights, call the vehicle management system of the motorcycle manufacturer, which is a software system for managing and tracking vehicle information in real time, and obtain the speed interval of the target model motorcycle when the driving state is turning. Further, the number of occurrences of each historical speed interval is counted. The greater the number of occurrences, the easier it is for the speed (turning speed) of the target model motorcycle when turning to be in the corresponding historical speed interval. Then, in order of the number of occurrences from large to small, the first number of historical speed intervals is selected from each historical speed interval as the target speed interval.

[0070] Furthermore, based on the vehicle management system, historical users of the adaptive population type whose turning speed is within a single target speed range are obtained, and the number of historical users of each adaptive population type is counted. The more users there are, the easier it is for the speed of the historical users of the corresponding adaptive population type to be within the corresponding target speed range when turning. Then, in order of the number of users from large to small, the second number of adaptive population types is selected from each adaptive population type and determined as the target population type for the corresponding target speed range.

[0071] Furthermore, a first weight of each target speed interval and a second weight of each corresponding target population type are calculated, wherein the first weight is the ratio of the number of occurrences of each target speed interval to the sum of the number of occurrences of all target speed intervals, and the second weight is the ratio of the number of users of a single target population type corresponding to the target speed interval to the sum of the number of users of all corresponding target population types. Finally, at least one suitable turning speed interval for the target motorcycle when conducting a headlight test is determined. A feasible determination method is: determine the target speed interval including the user population type in the corresponding target population types as the key speed interval, calculate the first product of the first weight of each key speed interval and the second weight of the corresponding user population type, the larger the first product is, the easier it is for the turning speed of the purchasing user of this user population type when driving the target motorcycle to turn to be within the corresponding key speed interval, and then, compare each first product with a preset product threshold. If the first product is greater than the product threshold, it means that the turning speed of the purchasing user of the user population type when driving the target motorcycle to turn is more likely to be within the corresponding key speed interval, then the corresponding key speed interval is determined as the suitable turning speed interval for the target motorcycle during the headlight test, that is, a turning speed interval that is more in line with the driving habits of the purchasing user when driving the target motorcycle to turn, and subsequent testing at a speed in the suitable turning speed interval is more targeted and reasonable.

[0072] S104: testing the change in the beam angle of the headlight of the target motorcycle when turning according to each suitable turning speed range, and after the test is completed, testing the headlight beam of the target motorcycle under static conditions.

[0073] Specifically, after each suitable turning speed interval is determined, at least one speed value is selected from each suitable turning speed interval in turn as the test speed. In addition, the target motorcycle is placed in a test site simulating different road conditions, and the different road conditions include but are not limited to flat roads, curves, uphill and downhill sections. The tester drives the target motorcycle at the test speed to turn in the curve, and determines the change of the beam angle of the target motorcycle in the turn through the beam angle measurement device set in the curve. The beam angle change includes the horizontal angle change and vertical angle change of the headlight beam. Then determine whether the beam angle change of the headlight matches the running posture of the target motorcycle, so as to evaluate whether the headlight beam can adjust the beam angle in time to follow the steering direction when the target motorcycle turns, provide appropriate lighting for the curve in time, and ensure the lighting safety of the motorcycle when turning. Among them, the beam angle measurement device can be a goniophotometer. Furthermore, after the beam angle change test is completed, the target motorcycle headlight beam is tested under static conditions. A feasible test method is: the headlight of the target motorcycle is continuously lit for 30 minutes, and the brightness value of the light beam is measured at different positions of the headlight by a brightness sensor. If there is a significant fluctuation in the brightness value, the standard deviation of the brightness value is calculated. If the standard deviation exceeds the preset standard deviation threshold, it is evaluated that the brightness stability of the headlight is poor. In addition, the light intensity of the headlight beam at different distances is measured by a distance measuring device and a light intensity measuring device. The distance measuring device is a distance sensor, and the light intensity measuring device is an illuminance sensor. It should be noted that the headlight test under static conditions is a prior art and will not be repeated here.

[0074] See also Figure 2 The present application embodiment discloses a flowchart of another method for testing the beam of a motorcycle headlight, which can be implemented by a computer program or run on a beam testing device for a motorcycle headlight based on a von Neumann system. The computer program can be integrated into the headlight application or run as an independent tool application, specifically including:

[0075] S201: Obtain a target model of a target motorcycle for a headlight to be tested.

[0076] S202: Determine at least one suitable population type corresponding to the target vehicle model, and determine the user population type of the purchasers of the target motorcycle.

[0077] S203: Determine at least one suitable turning speed range for the target motorcycle during the headlight test based on the user population type, at least one target speed range that the target motorcycle is likely to be in when turning, and at least one corresponding target population type.

[0078] For details, please refer to steps S101-S104, which will not be described in detail here.

[0079] S204: Count the first occurrence frequency of historical accidents of each motorcycle model, and select the fourth motorcycle model from each motorcycle model in descending order of the first occurrence frequency to determine it as an accident-prone model.

[0080] S205: Determine the turning speed range in which each motorcycle of the accident-prone vehicle type was located when a historical accident occurred, count the second occurrence frequency of each turning speed range, and select the fourth number of turning speed ranges from each turning speed range in descending order of the second occurrence frequency as the accident-prone speed range of the corresponding accident-prone vehicle type.

[0081] Specifically, a historical accident refers to an accident caused by poor lighting effects of the motorcycle headlights when turning. In the embodiment of the present application, a preset traffic accident query tool is used to obtain accident descriptions of motorcycle traffic accidents that occurred within a preset time before the current time. The accident description includes information such as the model of the motorcycle in the accident, the cause of the accident, and the speed at the time of the accident. The first occurrence frequency of historical accidents of each motorcycle model is counted therefrom. The greater the first occurrence frequency, the more likely the corresponding motorcycle model is to have a historical accident when turning. Then, in order of the first occurrence frequency from large to small, the motorcycle model with the third number is selected from each motorcycle model to be determined as an accident-prone model, that is, a motorcycle model that is prone to historical accidents. Furthermore, based on the accident description retrieved above, the turning speed range in which each accident-prone motorcycle model was located when a historical accident occurred is determined, and the second occurrence frequency of each turning speed range is counted. The greater the second occurrence frequency, the more likely the turning speed of the accident-prone motorcycle model when a historical accident occurs is to be in the corresponding turning speed range. Then, in order of the second occurrence frequency from large to small, the turning speed range with the fourth number is selected from each turning speed range and determined as the accident-prone speed range of the corresponding accident-prone motorcycle model, that is, the speed range in which historical accidents are likely to occur.

[0082] S206: Calculate the third weight of each accident-prone vehicle type and the corresponding fourth weight of each accident-prone speed range.

[0083] S207: Determine the test importance coefficient of each suitable turning speed range according to the third weight and the corresponding fourth weights.

[0084] Specifically, the third weight of each accident-prone vehicle model and the fourth weight of each corresponding accident-prone speed interval are calculated, the third weight being the ratio of the first occurrence frequency of each accident-prone vehicle model to the sum of the first occurrence frequencies of all accident-prone vehicle models, and the fourth weight being the ratio of the second occurrence frequency of a single accident-prone speed interval corresponding to the accident-prone vehicle model to the sum of the second occurrence frequencies of all corresponding accident-prone speed intervals.

[0085] Furthermore, the test importance coefficient represents the importance of using the speed in a single suitable turning speed interval as the turning speed during the headlight test of the target motorcycle. The higher the test importance coefficient, the more times the target motorcycle is tested for headlights by turning at the speed in the corresponding suitable turning speed interval, and the higher the test order of the corresponding suitable turning speed interval. A feasible way to determine the test importance coefficient is: when the target vehicle model is an accident-prone vehicle model, the accident-prone speed interval in each accident-prone speed interval corresponding to the target vehicle model that intersects with the single suitable turning speed interval is determined as the first important speed interval, and the accident-prone speed interval in each accident-prone speed interval corresponding to the remaining accident-prone vehicles that intersect with the same suitable turning speed interval is determined as the second important speed interval, wherein the remaining accident-prone vehicles are accident-prone vehicles other than the target vehicle model.

[0086] Further, the third weight of the target vehicle model and the second product of the fourth weight of each corresponding first important speed interval are calculated and summed to obtain the corresponding first summation result. The larger the first summation result, the greater the possibility that the target motorcycle of the target vehicle model has a historical accident when turning in the corresponding appropriate turning speed interval. Then, the third weight of each remaining accident-prone vehicle model and the third product of the fourth weight of each corresponding second important speed interval are calculated and summed to obtain the corresponding second summation result. The larger the second summation result, the greater the possibility that the motorcycle model other than the target vehicle model has a historical accident when turning in the corresponding appropriate turning speed interval.

[0087] The second summation results are summed to obtain the final product sum, and the ratio of the first summation result to the final product sum is calculated. The larger the ratio, the greater the possibility that the target vehicle model has a historical accident compared to other accident-prone vehicle models for the same suitable turning speed range. Finally, this ratio is determined as the test importance coefficient for the corresponding suitable turning speed range.

[0088] In other embodiments, when the target vehicle model is not a vehicle model prone to accidents, the vehicle model prone to accidents whose corresponding speed interval prone to accidents intersects with a single suitable turning speed interval is determined as a key accident vehicle model, and the speed interval prone to accidents intersecting with a single suitable turning speed interval is determined as a key accident speed interval. Then, the number of key accident vehicle models corresponding to each suitable turning speed interval is counted. If the number exceeds a preset number threshold, it means that historical accidents are prone to occur when the turning speed of more motorcycle models is in the suitable turning speed interval, indicating that the suitable turning speed interval is likely to be a speed interval where motorcycles generally have historical accidents. Then, the third weight of each key accident vehicle model in the single suitable turning speed interval and the fourth product of the fourth weight of the corresponding key accident speed interval are calculated and summed to obtain the corresponding third summation result. The larger the third summation result, the greater the possibility of a historical accident when the turning speed of the target motorcycle of the target vehicle model is in the corresponding suitable turning speed interval. Finally, the third summation result is determined as the test importance coefficient of the corresponding suitable turning speed interval.

[0089] S208: According to the test importance coefficient, the change in the beam angle of the headlight of the target motorcycle when turning is tested in the corresponding appropriate turning speed range.

[0090] Specifically, after the test importance coefficient of each suitable turning speed interval is determined, the test order of the corresponding suitable turning speed interval is determined according to the test importance coefficient. The larger the test importance coefficient, the greater the possibility that the target vehicle model will have a historical accident when tested in the corresponding suitable turning speed interval, the more priority is needed for the headlight test, and the higher the test order. Further, the speed intersection interval of each suitable turning speed interval and the corresponding first important speed interval is determined, and according to the second product corresponding to the first important speed interval to which this speed intersection interval belongs, that is, the product of the third weight of the target vehicle model and the fourth weight of the corresponding first important speed interval, the larger the second product, the greater the possibility that the target vehicle model will have a historical accident when turning at the speed of the corresponding speed intersection interval, the more the speed intersection interval needs to be tested, and the more speed values ​​are selected from it for testing, that is, the more speed values ​​are selected.

[0091] Finally, according to the order of the test sequence, the dynamic light beam test of the headlight of the target motorcycle when turning is carried out in each suitable turning speed interval. For a single suitable turning speed interval, the number of speed values ​​of each speed intersection interval included therein is selected, and the corresponding number of speeds to be tested are selected from them. The beam angle change of the headlight of the target motorcycle when turning is tested at the speed to be tested, so that the dynamic light beam test of the headlight of the target motorcycle when turning is more reasonable and targeted, thereby accurately evaluating the performance of the headlight.

[0092] S209: After the test is completed, test the target motorcycle headlight beam under static conditions.

[0093] For details, please refer to step S105, which will not be described in detail here.

[0094] The implementation principle of a beam test method for motorcycle headlights in an embodiment of the present application is as follows: based on the target speed range that the turning speed of the target model of motorcycle is likely to be in when turning and the corresponding target population type, analyze and determine the suitable turning speed range that the purchasing users of the user population type are likely to be in when driving a motorcycle to turn, that is, the turning speed range that is more in line with the driving habits of the purchasing users when driving the target motorcycle to turn. Finally, in each suitable turning speed range, the beam angle change of the headlight of the target motorcycle when turning is tested in turn, so that for the target model of the target motorcycle and the user population type of the purchasing users of the target motorcycle, a dynamic beam test of the headlight is performed at a more targeted turning speed, and at the same time, a headlight beam test under static conditions is performed, so that the beam test is more in line with the usage habits and usage scenarios of the driving users, thereby improving the accuracy of the beam test of the motorcycle headlights.

[0095] The following is an embodiment of the device of the present application, which can be used to execute the embodiment of the method of the present application. For details not disclosed in the embodiment of the device of the present application, please refer to the embodiment of the method of the present application.

[0096] See also Figure 3 , is a schematic diagram of the structure of the light beam test device for motorcycle headlights provided in an embodiment of the present application. The light beam test device for motorcycle headlights can be implemented as all or part of the device through software, hardware or a combination of both. The device includes a vehicle type acquisition module 11, a type determination module 12, a speed determination module 13 and a light beam test module 14.

[0097] A vehicle model acquisition module 11 is used to acquire a target vehicle model of a target motorcycle of a headlight to be tested;

[0098] A type determination module 12, used to determine at least one suitable population type corresponding to the target vehicle model, and determine the user population type of the purchaser of the target motorcycle;

[0099] The speed determination module 13 is used to determine at least one suitable turning speed interval of the target motorcycle during the headlight test based on the user population type, at least one target speed interval that the target motorcycle is likely to be in when turning, and at least one corresponding target population type, wherein the target population type is an adapted population type that is likely to be in the corresponding target speed interval when turning;

[0100] The light beam test module 14 is used to test the change in the light beam angle of the headlight of the target motorcycle when turning according to each suitable turning speed range, and after the test is completed, test the light beam of the headlight of the target motorcycle under static conditions.

[0101] Optionally, the speed determination module 13 is specifically used for:

[0102] Count the number of occurrences of the historical speed intervals in which the target motorcycle model turns, and select the first historical speed interval from each historical speed interval in descending order of the number of occurrences as the target speed interval;

[0103] Obtain historical users of the adapted population type whose turning speed is within a single target speed interval, count the number of historical users of each adapted population type, and select the second number of adapted population types from each adapted population type in descending order of the number of users to determine as the target population type for the corresponding target speed interval;

[0104] Calculate the first weight of each target speed interval and the second weight of each corresponding target population type, the first weight being the ratio of the number of occurrences of each target speed interval to the sum of the number of occurrences of all target speed intervals, and the second weight being the ratio of the number of users of a single target population type corresponding to the target speed interval to the sum of the number of users of all corresponding target population types;

[0105] At least one suitable turning speed interval for the target motorcycle during the headlight test is determined based on the user population type, the first weight and the corresponding second weights.

[0106] Optionally, the speed determination module 13 is specifically used for:

[0107] Determine the target speed intervals including the user population type in the corresponding target population types as key speed intervals, and calculate a first product of a first weight of each key speed interval and a second weight of the corresponding user population type;

[0108] comparing each first product with a preset product threshold;

[0109] If the first product is greater than the product threshold, the corresponding key speed interval is determined as the appropriate turning speed interval for the target motorcycle during the headlight test.

[0110] Optionally, the beam testing module 14 is specifically used for:

[0111] The first occurrence frequency of historical accidents of each motorcycle model is counted, and the third motorcycle model is selected from each motorcycle model in descending order of the first occurrence frequency to determine it as the accident-prone model. The historical accidents are accidents caused by poor lighting effects of the motorcycle headlights when turning;

[0112] Determine the turning speed interval in which each accident-prone motorcycle model was located when a historical accident occurred, count the second occurrence frequency of each turning speed interval, and select the fourth number of turning speed intervals from each turning speed interval in descending order of the second occurrence frequency to determine as the accident-prone speed interval of the corresponding accident-prone motorcycle model;

[0113] Calculate the third weight of each accident-prone vehicle model and the fourth weight of each corresponding accident-prone speed interval, the third weight being the ratio of the first occurrence frequency of each accident-prone vehicle model to the sum of the first occurrence frequencies of all accident-prone vehicle models, and the fourth weight being the ratio of the second occurrence frequency of a single accident-prone speed interval corresponding to the accident-prone vehicle model to the sum of the second occurrence frequencies of all corresponding accident-prone speed intervals;

[0114] Determine the test importance coefficient of each suitable turning speed interval according to the third weight and the corresponding fourth weights, wherein the higher the test importance coefficient, the more corresponding tests are performed;

[0115] According to the test importance coefficient, the change in the beam angle of the headlight of the target motorcycle when turning is tested in the corresponding appropriate turning speed range.

[0116] Optionally, the beam testing module 14 is specifically used for:

[0117] When the target vehicle model is a vehicle model prone to accidents, the accident-prone speed intervals in each accident-prone speed interval corresponding to the target vehicle model that intersect with a single suitable turning speed interval are determined as the first important speed interval, and the accident-prone speed intervals in each accident-prone speed interval corresponding to the remaining accident-prone vehicle models that intersect with the same suitable turning speed interval are determined as the second important speed interval, and the remaining accident-prone vehicle models are accident-prone vehicle models other than the target vehicle model;

[0118] Calculate the second product of the third weight of the target vehicle type and the fourth weight of each corresponding first important speed interval and sum them to obtain a corresponding first summation result, and calculate the third product of the third weight of each remaining accident-prone vehicle type and the fourth weight of each corresponding second important speed interval and sum them to obtain a corresponding second summation result;

[0119] The second summation results are summed to obtain a final product sum, and a ratio of the first summation result to the final product sum is determined as a test importance coefficient of the corresponding suitable turning speed range.

[0120] Optionally, the beam testing module 14 is specifically used for:

[0121] According to the test importance coefficient, determine the test order of the corresponding suitable turning speed range. The larger the test importance coefficient, the earlier the corresponding test order.

[0122] Determine the speed intersection interval between each suitable turning speed interval and the corresponding first important speed intervals, and determine the number of corresponding speed values ​​to be selected according to the second product of the first important speed interval to which the speed intersection interval belongs. The larger the second product, the more corresponding speed values ​​to be selected.

[0123] For a single suitable turning speed interval, the number is selected according to the corresponding test sequence and the speed values ​​of each speed intersection interval, the speed to be tested is selected from the corresponding suitable turning speed interval, and the change in the beam angle of the headlights of the target motorcycle when turning is tested at the speed to be tested.

[0124] Optional, such as Figure 4 As shown, the device also includes a coefficient determination module 15, which is specifically used to:

[0125] When the target vehicle type is not a vehicle type prone to accidents, the vehicle type prone to accidents whose corresponding speed interval prone to accidents intersects with a single suitable turning speed interval is determined as a vehicle type prone to accidents, and the speed interval prone to accidents intersecting with a single suitable turning speed interval is determined as a speed interval prone to accidents;

[0126] If the number of major accident vehicle models corresponding to each suitable turning speed interval exceeds the preset number threshold, a fourth product of the third weight of each major accident vehicle model in a single suitable turning speed interval and the fourth weight of the corresponding major accident speed interval is calculated and summed to obtain a corresponding third summation result;

[0127] The third summation result is determined as the test significance coefficient of the corresponding suitable turning speed range.

[0128] It should be noted that the above-mentioned embodiment provides a motorcycle headlight beam test device. When executing the motorcycle headlight beam test method, only the division of the above-mentioned functional modules is used as an example. In actual applications, the above-mentioned functions can be assigned to different functional modules as needed, that is, the internal structure of the device is divided into different functional modules to complete all or part of the functions described above. In addition, the above-mentioned motorcycle headlight beam test device and the motorcycle headlight beam test method embodiment are of the same concept. The implementation process is detailed in the method embodiment, which will not be repeated here.

[0129] The embodiment of the present application further discloses a computer-readable storage medium, and the computer-readable storage medium stores a computer program, wherein when the computer program is executed by a processor, a light beam testing method for a motorcycle headlight of the above embodiment is adopted.

[0130] Among them, the computer program can be stored in a computer-readable medium, the computer program includes computer program code, the computer program code can be in the form of source code, object code, executable file or certain middleware, etc. The computer-readable medium includes any entity or device that can carry the computer program code, recording medium, USB flash drive, mobile hard disk, magnetic disk, optical disk, computer memory, read-only memory (ROM), random access memory (RAM), electrical carrier signal, telecommunication signal and software distribution medium, etc. It should be noted that the computer-readable medium includes but is not limited to the above-mentioned components.

[0131] Among them, through this computer-readable storage medium, a motorcycle headlight beam testing method of the above embodiment is stored in a computer-readable storage medium, and is loaded and executed on a processor to facilitate the storage and application of the above method.

[0132] An embodiment of the present application also discloses an electronic device, in which a computer program is stored in a computer-readable storage medium. When the computer program is loaded and executed by a processor, the above-mentioned method for testing the light beam of a motorcycle headlight is adopted.

[0133] The electronic device may be a desktop computer, a laptop computer, a cloud server or other electronic device, and the electronic device includes but is not limited to a processor and a memory. For example, the electronic device may also include input and output devices, a network access device, and a bus.

[0134] Among them, the processor can adopt a central processing unit (CPU). Of course, according to actual usage, other general-purpose processors, digital signal processors (DSP), application-specific integrated circuits (ASIC), field-programmable gate arrays (FPGA) or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. can also be adopted. The general-purpose processor can adopt a microprocessor or any conventional processor, etc., and this application does not impose any restrictions on this.

[0135] Among them, the memory can be an internal storage unit of the electronic device, such as a hard disk or memory of the electronic device, or it can be an external storage device of the electronic device, such as a plug-in hard disk, a smart memory card (SMC), a secure digital card (SD) or a flash memory card (FC) equipped on the electronic device. Moreover, the memory can also be a combination of an internal storage unit and an external storage device of the electronic device. The memory is used to store computer programs and other programs and data required by the electronic device. The memory can also be used to temporarily store data that has been output or is to be output, and this application does not impose any restrictions on this.

[0136] Among them, through this electronic device, a motorcycle headlight beam testing method of the above embodiment is stored in the memory of the electronic device, and is loaded and executed on the processor of the electronic device for easy use.

[0137] The above is only an exemplary embodiment of the present disclosure and cannot be used to limit the scope of the present disclosure. That is, any equivalent changes and modifications made according to the teachings of the present disclosure are still within the scope of the present disclosure. This application is intended to cover any variation, use or adaptive change of the present disclosure, which follows the general principles of the present disclosure and includes common knowledge or customary technical means in the technical field that are not recorded in the present disclosure. The description and examples are only regarded as exemplary, and the scope and spirit of the present disclosure are defined by the claims.

Claims

1. A method for testing the light beam of a motorcycle headlight, characterized in that: The method comprises: Obtain a target model of a target motorcycle for the headlight to be tested; Determine at least one suitable population type corresponding to the target vehicle model, and determine the user population type of the purchaser of the target motorcycle; Determine at least one suitable turning speed interval for the target motorcycle during the headlight test based on the user population type, at least one target speed interval that the target motorcycle is likely to be in when turning, and at least one corresponding target population type, wherein the target population type is an adapted population type that is likely to be in the corresponding target speed interval when turning; According to each of the suitable turning speed intervals, the change in the beam angle of the headlight of the target motorcycle when turning is tested, and after the test is completed, the headlight beam of the target motorcycle under static conditions is tested.

2. The method for testing the light beam of a motorcycle headlight according to claim 1, characterized in that: The determining, based on the user population type, at least one target speed range that the target motorcycle is likely to be in when turning, and at least one corresponding target population type, at least one suitable turning speed range for the target motorcycle during the headlight test specifically includes: Counting the number of occurrences of the historical speed intervals in which the motorcycle of the target vehicle model is located when turning, and selecting the first historical speed interval from each of the historical speed intervals in descending order of the number of occurrences as the target speed interval; Acquire historical users of the adapted population type whose turning speeds are within a single target speed interval, count the number of historical users of each adapted population type, and select the second number of adapted population types from each adapted population type in descending order of the number of users to determine as the target population type for the corresponding target speed interval; Calculate a first weight of each target speed interval and a second weight of each corresponding target population type, wherein the first weight is a ratio of the number of occurrences of each target speed interval to the sum of the number of occurrences of all target speed intervals, and the second weight is a ratio of the number of users of a single target population type corresponding to the target speed interval to the sum of the number of users of all corresponding target population types; At least one suitable turning speed interval of the target motorcycle during the headlight test is determined based on the user population type, the first weight and the corresponding second weights.

3. The method for testing the light beam of a motorcycle headlight according to claim 2, characterized in that: The determining, based on the user population type, the first weight and the corresponding second weights, at least one suitable turning speed range of the target motorcycle during the headlight test specifically includes: Determine the target speed intervals containing the user group type in the corresponding target group types as key speed intervals, and calculate a first product of a first weight of each key speed interval and a second weight of the corresponding user group type; comparing each of the first products with a preset product threshold; If the first product is greater than the product threshold, the corresponding key speed interval is determined as the appropriate turning speed interval for the target motorcycle during the headlight test.

4. The method for testing the light beam of a motorcycle headlight according to claim 1, characterized in that: The testing of the change in the beam angle of the headlight of the target motorcycle when turning according to each of the suitable turning speed intervals specifically includes: The first occurrence frequency of historical accidents of each motorcycle model is counted, and the motorcycle model with the third highest occurrence frequency is selected from each of the motorcycle models in descending order to be determined as a model prone to accidents, wherein the historical accidents are accidents caused by poor lighting effects of the motorcycle headlights when the motorcycle turns; Determine the turning speed interval in which each of the accident-prone motorcycles had a historical accident, count the second occurrence frequency of each of the turning speed intervals, and select a fourth number of turning speed intervals from each of the turning speed intervals in descending order of the second occurrence frequency to determine as the accident-prone speed interval of the corresponding accident-prone motorcycle; Calculating a third weight of each of the accident-prone vehicle models and a fourth weight of each of the corresponding accident-prone speed intervals, wherein the third weight is a ratio of a first occurrence frequency of each accident-prone vehicle model to a sum of first occurrence frequencies of all accident-prone vehicle models, and the fourth weight is a ratio of a second occurrence frequency of a single accident-prone speed interval corresponding to the accident-prone vehicle model to a sum of second occurrence frequencies of all corresponding accident-prone speed intervals; Determining a test importance coefficient of each of the suitable turning speed intervals according to the third weight and the corresponding fourth weights, wherein a higher test importance coefficient corresponds to a greater number of tests; According to the test importance coefficient, the change in the beam angle of the headlight of the target motorcycle when turning is tested in the corresponding appropriate turning speed range.

5. The method for testing the light beam of a motorcycle headlight according to claim 4, characterized in that: Determining the test importance coefficient of each of the suitable turning speed intervals according to the third weight and the corresponding fourth weights specifically includes: When the target vehicle type is the accident-prone vehicle type, the accident-prone speed intervals that intersect with a single suitable turning speed interval among the accident-prone speed intervals corresponding to the target vehicle type are determined as the first important speed interval, and the accident-prone speed intervals that intersect with the same suitable turning speed interval among the accident-prone speed intervals corresponding to the remaining accident-prone vehicle types are accident-prone vehicle types other than the target vehicle type. Calculating and summing the second product of the third weight of the target vehicle model and the corresponding fourth weight of each of the first important speed intervals to obtain a corresponding first summation result, and calculating and summing the third product of the third weight of each of the remaining accident-prone vehicle models and the corresponding fourth weight of each of the second important speed intervals to obtain a corresponding second summation result of the remaining accident-prone vehicle models; The second summation results are summed to obtain a final product sum, and a ratio of the first summation results to the final product sum is determined as a test importance coefficient of the corresponding suitable turning speed range.

6. The method for testing the light beam of a motorcycle headlight according to claim 5, characterized in that: The testing of the change in the beam angle of the headlight of the target motorcycle when turning is carried out in the corresponding appropriate turning speed interval according to the test important coefficient, specifically including: According to the test importance coefficient, determining the test order of the corresponding suitable turning speed range, the larger the test importance coefficient, the earlier the corresponding test order; Determine a speed intersection interval between each of the suitable turning speed intervals and the corresponding first important speed intervals, and determine the number of corresponding speed values ​​to be selected according to a second product of the first important speed intervals to which the speed intersection intervals belong, wherein the larger the second product, the larger the number of corresponding speed values ​​to be selected; For a single suitable turning speed interval, a number is selected according to the corresponding test sequence and the speed values ​​of each speed intersection interval, a speed to be tested is selected from the corresponding suitable turning speed interval, and the change in the beam angle of the headlight of the target motorcycle when turning is tested at the speed to be tested.

7. The method for testing the light beam of a motorcycle headlight according to claim 4, characterized in that: The method further comprises: When the target vehicle type is not the accident-prone vehicle type, the accident-prone vehicle type whose corresponding accident-prone speed interval intersects with the single suitable turning speed interval is determined as a key accident vehicle type, and the accident-prone speed interval intersecting with the single suitable turning speed interval is determined as a key accident speed interval; If the number of major accident vehicle models corresponding to each of the suitable turning speed intervals exceeds a preset number threshold, a fourth product of the third weight of each major accident vehicle model in a single suitable turning speed interval and the fourth weight of the corresponding major accident speed interval is calculated and summed to obtain a corresponding third summation result; The third summation result is determined as a test significance coefficient of the corresponding suitable turning speed interval.

8. A beam test device for a motorcycle headlight, characterized in that: include: A vehicle model acquisition module (11) is used to acquire a target vehicle model of a target motorcycle for the headlight to be tested; A type determination module (12) is used to determine at least one type of suitable population corresponding to the target vehicle model, and to determine the type of user population of the purchaser of the target motorcycle; A speed determination module (13) is used to determine at least one suitable turning speed interval of the target motorcycle during a headlight test based on the user population type, at least one target speed interval that the target motorcycle is likely to be in when turning, and at least one corresponding target population type, wherein the target population type is an adapted population type that is likely to be in the corresponding target speed interval when turning; The light beam test module (14) is used to test the change in the light beam angle of the headlight of the target motorcycle when turning according to each of the suitable turning speed intervals, and after the test is completed, test the light beam of the headlight of the target motorcycle under static conditions.

9. A computer-readable storage medium having a computer program stored therein, characterized in that: When the computer program is loaded and executed by a processor, the method according to any one of claims 1 to 7 is adopted.

10. An electronic device comprising a memory, a processor, and a computer program stored in the memory and capable of running on the processor, characterized in that: When the processor loads and executes the computer program, the method according to any one of claims 1 to 7 is adopted.

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