Method, device and equipment for testing electromagnetic compatibility of vehicle-mounted anti-fatigue driving system

Abstract

The invention discloses an electromagnetic compatibility test method, device and equipment for a vehicle-mounted anti-fatigue driving system, and relates to the field of automobile testing, and the method comprises the steps: obtaining the face image information of a simulated driver based on a first camera, and obtaining the hand state information of the simulated driver based on an arm simulator; transmitting the face image information and the hand state information to a vehicle-mounted anti-fatigue driving system for a first test; when the simulated driver is in the fatigue state, a vehicle-mounted anti-fatigue driving system is activated, and the vehicle-mounted anti-fatigue driving system generates a first alarm signal; when the simulated driver is in the fatigue state, the vehicle-mounted anti-fatigue driving system is activated, and the vehicle-mounted anti-fatigue driving system generates a second alarm signal; recording second activation information based on the second alarm signal; and based on a comparison result of the first activation information and the second activation information, judging the electromagnetic compatibility of the vehicle-mounted anti-fatigue driving system. The method is simple in test process and low in cost.

Description

Technical Field

[0001] The present application relates to the field of automobile testing, and in particular to an electromagnetic compatibility testing method, device and equipment for an on-board anti-fatigue driving system. Background Art

[0002] With the rapid development of the automobile industry, the vehicle-mounted anti-fatigue driving system has become one of the key devices to ensure driving safety. The vehicle-mounted anti-fatigue driving system monitors the physiological and behavioral characteristics of the driver and issues an alarm in time to prevent traffic accidents caused by fatigue driving. However, in practical applications, the impact of electromagnetic interference on the anti-fatigue driving system cannot be underestimated. Electromagnetic interference may cause the vehicle-mounted anti-fatigue driving system to misjudge or fail, thereby affecting its normal function. Therefore, it is necessary to conduct electromagnetic compatibility testing on the vehicle-mounted anti-fatigue driving system.

[0003] However, existing testing methods are complex and costly. Summary of the invention

[0004] The purpose of this application is to provide an electromagnetic compatibility test method, device and equipment for a vehicle-mounted anti-fatigue driving system, which can complete the test through a simple test process and reduce the test cost.

[0005] To achieve the above objectives, this application provides the following solutions: In a first aspect, the present application provides a method for testing electromagnetic compatibility of a vehicle-mounted anti-fatigue driving system, wherein the method is used to test the vehicle-mounted anti-fatigue driving system, and comprises: Based on the first camera, facial image information of a simulated driver is obtained, wherein the simulated driver is arranged in a test vehicle, the test vehicle is fixed on a rotating hub platform, the rotating hub platform is arranged in a reverberation chamber, and the test vehicle travels at a constant preset speed; Based on the arm simulator, obtaining hand state information of the simulated driver; In a non-electromagnetic field environment, transmitting the facial image information and the hand state information to the vehicle-mounted anti-fatigue driving system for a first test; Based on the vehicle-mounted anti-fatigue driving system, analyzing the facial image information and the hand state information to determine whether the simulated driver is in a fatigue state; When the simulated driver is in the fatigue state, the vehicle-mounted anti-fatigue driving system is activated, and the vehicle-mounted anti-fatigue driving system generates a first alarm signal; Based on the first alarm signal, recording first activation information; Based on the reverberation chamber, providing an electromagnetic field environment to the test vehicle; In the electromagnetic field environment, transmitting the facial image information and the hand status information to the vehicle-mounted anti-fatigue driving system for a second test; When the simulated driver is in a fatigue state, the vehicle-mounted anti-fatigue driving system is activated, and the vehicle-mounted anti-fatigue driving system generates a second alarm signal; Based on the second alarm signal, recording second activation information; Based on comparison results of the multiple first activation information and the multiple second activation information, the electromagnetic compatibility of the vehicle-mounted anti-fatigue driving system is judged.

[0006] In a second aspect, the present application provides an electromagnetic compatibility test device for a vehicle-mounted anti-fatigue driving system, wherein the electromagnetic compatibility test device for a vehicle-mounted anti-fatigue driving system is used to test the vehicle-mounted anti-fatigue driving system, including: A first acquisition module is used to acquire facial image information of a simulated driver based on a first camera, wherein the simulated driver is arranged in a test vehicle, and the test vehicle is fixed on a rotating hub platform, and the rotating hub platform is arranged in a reverberation chamber, and the rotating hub platform is used to simulate the motion state of the test vehicle in actual driving, and the test vehicle travels at a constant preset speed; A second acquisition module is used to acquire the hand state information of the simulated driver based on the arm simulator; A first transmission module, used for transmitting the facial image information and the hand state information to the vehicle-mounted anti-fatigue driving system for a first test in a non-electromagnetic field environment; An analysis module, configured to analyze the facial image information and the hand state information based on the vehicle-mounted anti-fatigue driving system to determine whether the simulated driver is in a fatigue state; A first activation module, configured to activate the vehicle-mounted anti-fatigue driving system when the simulated driver is in the fatigue state, and the vehicle-mounted anti-fatigue driving system generates a first alarm signal; A first recording module, configured to record first activation information based on the first alarm signal; Providing a module for providing an electromagnetic field environment to the test vehicle based on a reverberation chamber; A second transmission module is used to transmit the facial image information and the hand state information to the vehicle-mounted anti-fatigue driving system for a second test under the electromagnetic field environment; A second activation module is used to activate the vehicle-mounted anti-fatigue driving system when the simulated driver is in a fatigue state, and the vehicle-mounted anti-fatigue driving system generates a second alarm signal; A second recording module, configured to record second activation information based on the second alarm signal; A judgment module is used to judge the electromagnetic compatibility of the vehicle-mounted anti-fatigue driving system based on a comparison result of the first activation information and the second activation information.

[0007] In a third aspect, the present application provides a computer device comprising: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the steps of any of the above-mentioned methods for electromagnetic compatibility testing of a vehicle-mounted anti-fatigue driving system.

[0008] According to the specific embodiments provided in this application, this application discloses the following technical effects: The present application provides a method, device and equipment for testing electromagnetic compatibility of an on-board anti-fatigue driving system. The method includes: based on a first camera, acquiring facial image information of a simulated driver, the simulated driver is set in a test vehicle, the test vehicle is fixed on a rotating hub platform, the rotating hub platform is set in a reverberation chamber, and the test vehicle travels at a constant preset speed, thereby simulating the actual road driving state. Based on an arm simulator, the hand state information of the simulated driver is acquired; in a non-electromagnetic field environment, at least one of the facial image information and the hand state information is transmitted to the on-board anti-fatigue driving system for a first test; based on the on-board anti-fatigue driving system, at least one of the facial image information and the hand state information is analyzed, and whether the simulated driver is in a fatigue state is determined by the analysis result; when the simulated driver is in a fatigue state, the on-board anti-fatigue driving system is activated, and the on-board anti-fatigue driving system generates a first alarm signal. Based on the first alarm signal, the first activation information is recorded. Based on the reverberation chamber, an electromagnetic field environment is provided to the test vehicle. In the electromagnetic field environment, at least one of the facial image information and the hand status information is transmitted to the vehicle-mounted anti-fatigue driving system for a second test; when the simulated driver is in a fatigue state, the vehicle-mounted anti-fatigue driving system is activated, and the vehicle-mounted anti-fatigue driving system generates a second alarm signal; based on the second alarm signal, the second activation information is recorded. This application compares multiple first activation information and multiple second activation information, and obtains a comparison result, and judges the electromagnetic compatibility of the vehicle-mounted anti-fatigue driving system according to the comparison result. The entire test process can be completed through a simple test process, and the test cost is reduced. BRIEF DESCRIPTION OF THE DRAWINGS

[0009] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings required for use in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0010] Figure 1A schematic diagram of a flow chart of an electromagnetic compatibility test method for a vehicle-mounted anti-fatigue driving system provided in one embodiment of the present application; Figure 2 A structural diagram of an electromagnetic compatibility test device for a vehicle-mounted anti-fatigue driving system provided in an embodiment of the present application; Figure 3 A schematic diagram of a simulated driver structure provided in an embodiment of the present application; Figure 4 A schematic diagram of the structure of an arm simulator provided in an embodiment of the present application; Figure 5 A schematic diagram of functional modules of an electromagnetic compatibility test device for an on-vehicle anti-fatigue driving system provided by another embodiment of the present application; Figure 6 A schematic diagram of the structure of a computer device provided in one embodiment of the present application.

[0011] Description of reference numerals: 1-reverberation chamber; 2-shielded chamber; 3-signal generator; 4-power amplifier; 5-directional coupler; 6-transmitting antenna; 7-tuner; 8-hub platform; 9-test vehicle; 10-simulated driver; 11-host computer; 12-power sensor; 13-wall panel connector; 101-base; 102-arm simulator; 103-seat; 104-steering wheel; 105-central control display; 106-curtain; 107-second camera; 108-projector; 1021-housing; 1022-airbag; 1023-support rod; 1024-universal joint. DETAILED DESCRIPTION

[0012] The following will be combined with the drawings in the embodiments of the present application to clearly and completely describe the technical solutions in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0013] In order to make the above-mentioned objects, features and advantages of the present application more obvious and easy to understand, the present application is further described in detail below with reference to the accompanying drawings and specific implementation methods.

[0014] Figure 1 : is a flow chart of a method for testing electromagnetic compatibility of a vehicle-mounted anti-fatigue driving system according to an exemplary embodiment. The method for testing electromagnetic compatibility of a vehicle-mounted anti-fatigue driving system is used to test the vehicle-mounted anti-fatigue driving system. Figure 1 As shown, the method is executed by a computer device, and specifically can be executed by a host computer alone, and includes the following steps S101-S111: In step S101, facial image information of a simulated driver is obtained based on a first camera. The simulated driver is set in a test vehicle. The test vehicle is fixed on a rotating hub platform. The rotating hub platform is set in a reverberation chamber. The test vehicle travels at a constant preset speed.

[0015] Specifically, in order to ensure that the test vehicle can operate normally during actual use and is not affected by electromagnetic interference, it is crucial to conduct electromagnetic compatibility testing. The purpose of electromagnetic compatibility testing is to evaluate the performance of the test vehicle in a specific electromagnetic environment and ensure that it can maintain stable operation under various electromagnetic interference conditions. In order to achieve this goal, it is necessary to create a specific electromagnetic environment for the test vehicle in order to conduct the corresponding tests. In order to conduct electromagnetic compatibility testing, it is necessary to provide a specific electromagnetic environment for the test vehicle. The electromagnetic compatibility test of the test vehicle is achieved by conducting electromagnetic compatibility tests on the test vehicle in a non-electromagnetic environment and an electromagnetic environment respectively. In this way, the test results in the non-electromagnetic environment and the electromagnetic environment can be compared and analyzed, so as to accurately evaluate the electromagnetic compatibility of the test vehicle.

[0016] Figure 2 The structure diagram of the electromagnetic compatibility test device for the vehicle anti-fatigue driving system provided by the embodiment of the present application is shown. Figure 2 As shown, the test device includes two main parts: reverberation chamber 1 and shielding chamber 2. The reverberation chamber 1 and the shielding chamber 2 are connected to each other through a radio frequency cable to ensure signal transmission and control. In the shielding chamber 2, a signal generator 3, a power amplifier 4 and a directional coupler 5 are connected in sequence. The signal generator 3 is responsible for generating the required test signals, which are amplified by the power amplifier 4 to ensure that the signal has sufficient strength for subsequent testing. The amplified signal is transmitted directionally through the directional coupler 5 to ensure that the signal can be accurately sent to the reverberation chamber 1.

[0017] A transmitting antenna 6, a tuner 7 and a test area are arranged inside the reverberation chamber 1. When the test vehicle 9 needs to be tested in an electromagnetic environment, that is, when there is an electromagnetic interference source, the host computer 11 controls the signal generator 3 to generate a specific test signal. These signals are first amplified by the power amplifier 4, then transmitted directionally by the directional coupler 5, and finally sent to the reverberation chamber 1 through the transmitting antenna 6. In the reverberation chamber 1, after the signal is processed by the tuner 7, a uniform field strength signal can be formed in the reverberation chamber 1. The uniform field strength signal simulates various electromagnetic interference environments that may be encountered during actual use, thereby ensuring that the test vehicle 9 can maintain good electromagnetic compatibility under these conditions. In this way, the electromagnetic compatibility performance of the test vehicle 9 in actual use can be comprehensively evaluated to ensure that it can operate normally under various electromagnetic interference conditions.

[0018] It should be noted that in order to ensure the stability and security of signal transmission, it is necessary to monitor the key parameters of the signal transmission process in real time. By using the power probe 12, the forward power and reverse power are monitored in real time to detect signal transmission problems in time. In addition, when the RF cable passes through the wall panels of the reverberation room 1 and the shielding room 2, the wall panel connector 13 should be used for connection. This practice can further ensure the stability of signal transmission and reduce the risk of signal leakage.

[0019] When conducting electromagnetic compatibility testing, the test vehicle 9 needs to be fixed on the rotating hub platform 8. The rotating hub platform 8 is arranged in the reverberation chamber 1 to ensure that when the test vehicle 9 is tested in an electromagnetic environment, it can be in a uniformly distributed electromagnetic environment. In order to simulate actual driving conditions, the test vehicle 9 travels at a constant preset speed. For example, the vehicle can be fixed on the rotating hub platform 8 and a constant speed, such as 70km / h, can be set. During the electromagnetic compatibility test of the vehicle-mounted anti-fatigue driving system, the tester can choose to test the entire vehicle or only the vehicle-mounted anti-fatigue driving system. In this way, the test range can be flexibly selected according to the test requirements to obtain more accurate test results.

[0020] During the electromagnetic compatibility test, it is necessary to set environmental parameters. The temperature in shielding room 2 and reverberation room 1 should be set to 23℃±5℃, and the humidity should be controlled between 30%RH-60%RH. Such environmental parameter settings help simulate the actual use environment and ensure the accuracy and reliability of the test results. During the electromagnetic compatibility test, it is necessary to set the parameters of reverberation room 1 according to the test requirements. For specific parameter settings, please refer to the reverberation room parameter table, as shown in Table 1.

[0021]

[0022] Table 1: Reverberation chamber parameters like Figure 3 As shown, Figure 3 To simulate the structural diagram of the driver 10, the simulated driver 10 is fixed to the seat 103 of the driving position in the test vehicle 9 through the base 101 to simulate the real driving environment and ensure the accuracy and reliability of the test results. In the case of fatigue driving, the driver's facial movements and expressions often show some unique characteristics. By simulating the changes in the facial movements and expressions of the driver 10, as well as the changes in the inflation volume of the airbag of the arm simulator 102, the movements and reactions of the real driver when fatigue driving occurs during driving are simulated. The arm simulator 102 and the seat 103 are respectively arranged on the front and rear sides of the base 101, and the arm simulator 102 and the seat 103 are respectively fixed to the base 101 at preset angles to ensure that the arms and body of the simulated driver 10 can move in a manner closest to the real driving state.

[0023] The facial image information is played on the screen 106 through the projector 108 to simulate the different facial states of the driver 10 in the fatigue driving state. The manifestation of driver fatigue can be reflected in many ways, among which the face and arms are the most intuitive fatigue indicators. The facial state mainly includes the state of the eyes, facial expressions and head postures. Different facial states are displayed on the screen 106 in the form of images, and are obtained by the first camera in the form of facial image information, and further transmitted to the vehicle-mounted anti-fatigue driving system for the first test. The first camera is usually an internal camera on the vehicle.

[0024] For example, when the driver is in a state of fatigue, some obvious facial conditions may appear, such as frequent blinking, drooping eyelids, frequent yawning, unconscious nodding, involuntary tilt or sideways tilt of the head, etc. Frequent blinking is a common reaction when fatigued, and the driver may try to stay awake in this way. Drooping eyelids are because when tired, the eyelids may appear heavy and drooping. Yawning is one of the typical manifestations of fatigue, and frequent yawning indicates that the driver may be very tired. Head posture is also an important indicator for judging fatigue. Nodding is a typical manifestation of fatigue, especially when the driver begins to feel sleepy, the head may nod unconsciously. Head tilt and sideways tilt are also phenomena that may be caused by fatigue, and the head tilts or tilts involuntarily. The corresponding pictures or videos of the driver in a state of fatigue, such as frequent blinking, drooping eyelids, frequent yawning, and unconscious nodding, will be played in sequence on the screen 106.

[0025] In step S102, based on the arm simulator, the hand state information of the simulated driver is obtained.

[0026] Specifically, arm performance is also an important aspect of judging fatigue. The strength of gripping the steering wheel can reflect the driver's fatigue level. Weakened grip strength is a manifestation of fatigue. When the driver is in a fatigued state, the driver's grip on the steering wheel may gradually weaken, and hand movements become sluggish. Hand relaxation is a manifestation of severe fatigue. The hands may completely relax or even detach from the steering wheel. Arm movements may also become sluggish and reaction time may be prolonged. Hand tremors are a phenomenon that may occur when you are extremely tired. The hands may tremble slightly.

[0027] Figure 4 The schematic diagram of the arm simulator structure provided in the embodiment of the present application is as follows: Figure 4As shown, the arm simulator 102 includes a housing 1021 and a support rod 1023, and the housing 1021 and the support rod 1023 are connected by a universal joint 1024. In order to ensure the flexibility and stability of the connection, the universal joint 1024 can be a ball-type universal joint. The housing 1021 not only plays a protective role, but also can completely wrap the airbag 1022 therein. The airbag 1022 is fixed on the steering wheel 104, and the amount of gas in the airbag 1022 is adjusted by the host computer 11, so that the process of the hand gradually relaxing to detaching from the steering wheel 104 can be simulated. In other words, the action of the hand holding and releasing the steering wheel 104 can be simulated. The structure of the arm simulator 102 enables the arm simulator 102 to more realistically simulate the hand movements of the driver 10 during driving, thereby improving the practicality and accuracy of the simulator. The hand movements are transmitted to the vehicle-mounted anti-fatigue driving system in the form of hand state information for the first test.

[0028] In step S103, in a non-electromagnetic field environment, at least one of the facial image information and the hand status information is transmitted to the vehicle-mounted anti-fatigue driving system for a first test.

[0029] Frequent blinking, drooping eyelids, frequent yawning, unconscious nodding, etc., or when the airbag of the arm simulator 102 is in a deflated state, can indicate that the driver is in a fatigued state.

[0030] In step S104, based on the vehicle-mounted anti-fatigue driving system, at least one of the facial image information and the hand state information is analyzed to determine whether the simulated driver is in a fatigue state; Specifically, one of the core functions of the vehicle-mounted anti-fatigue driving system is to comprehensively analyze the driver's facial image information and hand status information to determine whether the driver is in a fatigued state. The system captures the driver's facial image through a camera, and analyzes the driver's facial features, such as the opening and closing state of the eyes, blinking frequency, facial expressions, and head posture through image processing and recognition technology. This information can reflect the driver's fatigue level. For example, frequent blinking, long-term eye closure, or abnormal head shaking may be signs of fatigue driving. At the same time, the system also monitors the driver's hand status information, including but not limited to the strength of the hand holding the steering wheel. This information helps to determine whether the driver can maintain stable control of the vehicle. For example, a weakened grip on the steering wheel or irregular hand shaking may be a manifestation of fatigue driving.

[0031] Through comprehensive analysis of these facial image information and hand status information, the on-board anti-fatigue driving system can assess the driver's fatigue level in real time, and issue an alarm or take corresponding intervention measures when necessary to remind the driver to pay attention to rest or take other safety measures, thereby effectively preventing traffic accidents caused by fatigue driving.

[0032] In step S105, when the simulated driver is in the fatigue state, the vehicle-mounted anti-fatigue driving system is activated, and the vehicle-mounted anti-fatigue driving system generates a first alarm signal.

[0033] Specifically, after judgment by the on-board anti-fatigue driving system, once the on-board anti-fatigue driving system detects that the driver is in a fatigued state, such as frequent blinking, yawning, or hands releasing the steering wheel, the on-board anti-fatigue driving system will be activated, immediately start and generate an alarm signal to remind the driver to pay attention to his or her status and take appropriate measures, such as resting or changing drivers, to ensure driving safety.

[0034] In one embodiment, the first alarm signal can be transmitted to the host computer 11 through the vehicle controller. At the same time, the first alarm signal can also be transmitted to at least one of the central control display screen 105, the voice prompt module and the steering wheel, so as to implement various reminder measures such as image reminder, sound reminder, steering wheel shaking, etc. The prompt information of the central control display screen 105, the voice prompt module and the steering wheel can be obtained through the second camera 107, and the prompt information can be transmitted to the host computer 11 through the vehicle controller.

[0035] In step S106, first activation information is recorded based on the first alarm signal.

[0036] Specifically, in order to facilitate comparison and analysis of data, it is defined that all alarm signals generated by the vehicle-mounted anti-fatigue driving system in a non-electromagnetic field environment are first alarm signals. The first activation information includes the first activation time, the first activation response speed and the first activation number. When the vehicle-mounted anti-fatigue driving system detects signs of fatigue in the driver and therefore issues a first alarm signal, the host computer system will immediately start its recording mechanism. Automatically record the first activation information related to the first alarm signal. Each activation information contains the corresponding fatigue state, the specific time when the fatigue state occurs, the response speed of the vehicle-mounted anti-fatigue driving system after the fatigue state occurs, and the number of times the fatigue state occurs. For example, the first activation information can be recorded as "the first time, yawning, the start time is 10:30:09, the end time is 10:30:11, and the system response speed is 0.6 seconds", and the second activation information can be recorded as "the second time, the hand releases the steering wheel, the start time is 10:31:07, the end time is 10:31:08, and the system response speed is 0.9 seconds".

[0037] To ensure the accuracy and traceability of the data, the first activation information contains two timestamps. The first timestamp records the specific moment when the first activation event begins, accurate to the second or millisecond level, so as to track and analyze the starting time point of the event. The second timestamp records the specific moment when the activation event ends, also accurate to the second or millisecond level, to ensure that the time details of each activation event can be captured. In addition, in order to form a complete time series, subsequent timestamps will continue to record the start and end times of each activation event. In addition to the timestamp, the system activation response speed is also recorded to evaluate the real-time performance of the vehicle's anti-fatigue driving system.

[0038] In step S107 , an electromagnetic field environment is provided to the test vehicle based on the reverberation chamber.

[0039] Specifically, based on the principle of the reverberation chamber, a specific electromagnetic field environment is provided for the test vehicle 9. The reverberation chamber 1 effectively blocks external electromagnetic interference through its metal shell, ensuring the stability and controllability of the internal electromagnetic environment. In this way, the test vehicle 9 can receive precise electromagnetic field irradiation in the reverberation chamber 1, so as to perform various electromagnetic compatibility tests and evaluations. In this way, different electromagnetic environment conditions are simulated to test the performance of the test vehicle 9 under various electromagnetic interferences.

[0040] In step S108, in an electromagnetic field environment, at least one of the facial image information and the hand state information is transmitted to the vehicle-mounted anti-fatigue driving system for a second test.

[0041] In step S109, when the simulated driver is in a fatigue state, the vehicle-mounted anti-fatigue driving system is activated, and the vehicle-mounted anti-fatigue driving system generates a second alarm signal.

[0042] Specifically, during the execution of step S109, if it is detected that the simulated driver is in a fatigue state, the vehicle-mounted anti-fatigue driving system will be immediately activated and generate a second alarm signal to remind the driver of his fatigue state. The second alarm signal will be sent to the vehicle controller, and then the vehicle controller will transmit the signal to the host computer. The second alarm signal can also be sent to at least one or more designated receiving devices, which include a central control display screen 105, a voice prompt module, and a steering wheel 104. Through the second camera 107, the vehicle-mounted anti-fatigue driving system can obtain the prompt information displayed on these devices in real time. Finally, these prompt information will be transmitted to the host computer 11 again through the vehicle controller for further analysis and recording.

[0043] In step S110 , second activation information is recorded based on the second alarm signal.

[0044] The second activation information includes a second activation time, a second activation response speed and a second activation number. The specific recording method of the second activation information is similar to the method described in step S106, and will not be repeated here.

[0045] In step S111, based on the comparison results of the multiple first activation information and the multiple second activation information, the electromagnetic compatibility of the vehicle-mounted anti-fatigue driving system is determined.

[0046] Specifically, in an electromagnetic field environment, all alarm signals generated by the vehicle-mounted anti-fatigue driving system are second alarm signals. When the vehicle-mounted anti-fatigue driving system detects signs of fatigue in the driver and therefore issues a second alarm signal, the host computer system will immediately start its recording mechanism. Automatically record the second activation information related to the second alarm signal. Each activation information contains the corresponding fatigue state, the specific time when the fatigue state occurs, the response speed of the vehicle-mounted anti-fatigue driving system after the fatigue state occurs, and the number of times the fatigue state occurs.

[0047] When the content of each activation information in the first activation information and the second activation information is completely matched, it can be concluded that the vehicle-mounted anti-fatigue driving system of the test vehicle 9 has good electromagnetic compatibility. This means that after receiving the alarm signal, the system can normally record and respond to the activation information without being affected by electromagnetic interference. On the contrary, when the content of the first activation information and the second activation information is inconsistent or mismatched, it can be concluded that the vehicle-mounted anti-fatigue driving system of the test vehicle 9 does not have electromagnetic compatibility. This shows that after receiving the alarm signal, the vehicle-mounted anti-fatigue driving system cannot normally record and respond to the activation information due to the influence of electromagnetic interference. It should be noted that in a non-electromagnetic field environment and an electromagnetic field environment, in order to ensure the synchronization of the test, the time for the facial image information to be played on the screen 106 by the projector 108, and the time for the process of adjusting the amount of gas in the airbag 1022 by the upper computer 11 so that the hand gradually relaxes to the steering wheel 104 is corresponding, that is, completely consistent. For example, in both the non-electromagnetic field environment and the electromagnetic field environment, it is ensured that the screen 106 starts playing the yawning image at the same time and ends playing the yawning image at the same time; or, at the same time, the screen 106 starts playing the unconscious nodding image and ends playing the unconscious nodding image at the same time; or, at the same time, the host computer 11 adjusts the gas volume in 1022. In this way, the two tests are comparable, thereby ensuring the accuracy of the test.

[0048] In a specific embodiment, a whole vehicle is selected to perform an electromagnetic compatibility test on the vehicle-mounted anti-fatigue driving system. The test method adopts a pre-test and a formal test. The pre-test is in a non-electromagnetic field environment, and the formal test is in an electromagnetic field environment. The pre-test is performed in a non-electromagnetic environment to obtain a plurality of first activation information. Then, the formal test is performed in an electromagnetic field environment to obtain a plurality of second activation information. The two sets of data are compared to determine the electromagnetic compatibility of the vehicle-mounted anti-fatigue driving system.

[0049] First activation information (pre-test): The first time, I nodded unconsciously. The start time was 15:30:09, the end time was 15:30:11, and the system response speed was 0.6 seconds.

[0050] The second time, the hands released the steering wheel. The start time was 15:31:07 and the end time was 15:31:08. The system response speed was 0.9 seconds.

[0051] The third time, the eyes were closed for more than 3 seconds, the start time was 15:32:15, the end time was 15:32:18, and the system response speed was 0.8 seconds.

[0052] Second activation information (formal test): The first time, I nodded unconsciously. The start time was 15:30:09, the end time was 15:30:11, and the system response speed was 0.6 seconds.

[0053] The second time, the hands released the steering wheel. The start time was 15:31:07 and the end time was 15:31:08. The system response speed was 1.2 seconds.

[0054] The third time, no activation action.

[0055] Comparative analysis: Comparison of the first activation information: Pre-test: Nodding unconsciously, start time is 15:30:09, end time is 15:30:11, system response speed is 0.6 seconds.

[0056] Formal test: nodding unconsciously, start time is 15:30:09, end time is 15:30:11, system response speed is 0.6 seconds.

[0057] Conclusion: A perfect match, indicating that the vehicle's anti-fatigue driving system was not affected by electromagnetic interference during this activation.

[0058] Comparison of the second activation information: Pre-test: hands released the steering wheel, the start time was 15:31:07, the end time was 15:31:08, and the system response speed was 0.9 seconds.

[0059] Formal test: hands released the steering wheel, the start time was 15:31:07, the end time was 15:31:08, and the system response speed was 1.2 seconds.

[0060] Conclusion: The response speed was inconsistent, 0.9 seconds in the pre-test and 1.2 seconds in the formal test, indicating that the vehicle's anti-fatigue driving system may have been affected by electromagnetic interference during this activation.

[0061] Comparison of the third activation information: Pre-test: eyes closed for more than 3 seconds, start time 15:32:15, end time 15:32:18, system response speed 0.8 seconds.

[0062] Formal Testing: No activation.

[0063] Conclusion: The vehicle's anti-fatigue driving system was severely interfered with by electromagnetic interference during this activation.

[0064] Final Conclusion By comparing the above three activation information, we can draw the following conclusions: 1st activation: The vehicle's anti-fatigue driving system performed well and was not affected by electromagnetic interference.

[0065] Second activation: The response speed of the vehicle's anti-fatigue driving system increased, indicating that the performance of the vehicle's anti-fatigue driving system decreased in the electromagnetic interference environment, and there may be electromagnetic compatibility problems.

[0066] The third activation: After the electromagnetic field was added, the vehicle's anti-fatigue driving system did not activate, indicating that in the electromagnetic interference environment, the vehicle's anti-fatigue driving system had serious electromagnetic compatibility problems.

[0067] In summary, the performance of the vehicle-mounted anti-fatigue driving system in an electromagnetic interference environment is not ideal. It is recommended to further optimize the system design and improve the electromagnetic compatibility of the vehicle-mounted anti-fatigue driving system.

[0068] The electromagnetic compatibility test method for the vehicle-mounted anti-fatigue driving system proposed in this application can comprehensively understand the performance of the vehicle-mounted anti-fatigue driving system in different environments by comparing the first activation information with the second activation information. It is helpful to discover and solve the possible electromagnetic compatibility problems of the vehicle in the early stage of product development, effectively avoiding related problems in later large-scale production and use, thereby saving production costs, reducing the risk of product recalls caused by electromagnetic compatibility problems, and reducing economic losses. In addition, the entire testing process is simple and easy, making this method highly feasible and economical in practical applications.

[0069] Based on the same inventive concept, the embodiment of the present application also provides a device for implementing the electromagnetic compatibility test of the vehicle-mounted anti-fatigue driving system involved above. The implementation scheme for solving the problem provided by the device is similar to the implementation scheme recorded in the above method, so the specific limitations in the embodiments of one or more vehicle-mounted anti-fatigue driving system electromagnetic compatibility test devices provided below can refer to the above limitations on a vehicle-mounted anti-fatigue driving system electromagnetic compatibility test method, which will not be repeated here.

[0070] In an exemplary embodiment, Figure 5 As shown, a vehicle-mounted anti-fatigue driving system electromagnetic compatibility test device is provided, and the device is used to test the vehicle-mounted anti-fatigue driving system, including: A first acquisition module 510 is used to acquire facial image information of a simulated driver based on a first camera, wherein the simulated driver is arranged in a test vehicle, and the test vehicle is fixed on a rotating hub platform, and the rotating hub platform is arranged in a reverberation chamber, and the rotating hub platform is used to simulate the motion state of the test vehicle in actual driving, and the test vehicle travels at a constant preset speed; A second acquisition module 520, configured to acquire hand state information of the simulated driver based on an arm simulator; A first transmission module 530, used to transmit the facial image information and the hand state information to the vehicle-mounted anti-fatigue driving system for a first test; An analysis module 540 is used to analyze the facial image information and the hand state information based on the vehicle-mounted anti-fatigue driving system to determine whether the simulated driver is in a fatigue state; A first activation module 550, configured to activate the vehicle-mounted anti-fatigue driving system when the simulated driver is in the fatigue state, and the vehicle-mounted anti-fatigue driving system generates a first alarm signal; A first recording module 560, configured to record first activation information based on the first alarm signal, wherein the first activation information includes a first activation time and a first activation number; Providing a module 570, for providing a uniformly distributed electromagnetic field environment to the test vehicle based on a shielded room; A second transmission module 580 is used to transmit the facial image information and the hand state information to the vehicle-mounted anti-fatigue driving system for a second test in the electromagnetic field environment; A second activation module 590 is used to activate the vehicle-mounted anti-fatigue driving system when the simulated driver is in a fatigue state, and the vehicle-mounted anti-fatigue driving system generates a second alarm signal; A second recording module 600, configured to record second activation information based on the second alarm signal, wherein the second activation information includes a second activation time and a second activation count; The judgment module 610 is used to judge the electromagnetic compatibility of the vehicle-mounted anti-fatigue driving system based on the comparison result of the first activation information and the second activation information.

[0071] As an optional implementation, a tuner and a transmitting antenna are further provided in the reverberation chamber, a signal generator, a power amplifier and a directional coupler connected in sequence are provided in the shielding chamber, and the reverberation chamber is connected to the shielding chamber via a radio frequency cable; The signal generator is used to generate a test signal, and the test signal is used to simulate an electromagnetic interference source. After the test signal passes through the power amplifier and the directional coupler in sequence, it is transmitted by the transmitting antenna, and the transmitting antenna is used to convert the test signal into electromagnetic waves. After being processed by the tuner, the electromagnetic waves are evenly distributed in the reverberation chamber.

[0072] As an optional embodiment, the arm simulator includes a shell and a support rod, the shell and the support rod are connected by a universal joint, the shell wraps an airbag, and fixes the airbag on the steering wheel. By adjusting the amount of gas in the airbag, the action of the hand gripping and releasing the steering wheel is simulated.

[0073] In an exemplary embodiment, a computer device is provided. The computer device may be a server or a terminal. The internal structure diagram thereof may be as follows: Figure 6 As shown. The computer device includes a processor, a memory, an input / output interface (Input / Output, referred to as I / O) and a communication interface. Among them, the processor, the memory and the input / output interface are connected through a system bus, and the communication interface is connected to the system bus through the input / output interface. Among them, the processor of the computer device is used to provide computing and control capabilities. The memory of the computer device includes a non-volatile storage medium and an internal memory. The non-volatile storage medium stores an operating system, a computer program and a database. The internal memory provides an environment for the operation of the operating system and the computer program in the non-volatile storage medium. The database of the computer device is used to store facial image information and hand state information. The input / output interface of the computer device is used to exchange information between the processor and an external device. The communication interface of the computer device is used to communicate with an external terminal through a network connection. When the computer program is executed by the processor, a method for testing the electromagnetic compatibility of a vehicle-mounted anti-fatigue driving system is implemented.

[0074] Those skilled in the art will understand that Figure 6The structure shown in the figure is only a block diagram of a part of the structure related to the solution of the present application, and does not constitute a limitation on the computer device to which the solution of the present application is applied. The specific computer device may include more or fewer components than those shown in the figure, or combine certain components, or have a different arrangement of components.

[0075] In an exemplary embodiment, a computer device is further provided, including a memory and a processor, wherein a computer program is stored in the memory, and the processor implements the steps in the above-mentioned method embodiments when executing the computer program.

[0076] It should be noted that the user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data used for analysis, stored data, displayed data, etc.) involved in this application are all information and data authorized by the user or fully authorized by all parties, and the collection, use and processing of relevant data must comply with relevant regulations.

[0077] Those skilled in the art can understand that all or part of the processes in the above-mentioned embodiment methods can be completed by instructing the relevant hardware through a computer program, and the computer program can be stored in a non-volatile computer-readable storage medium. When the computer program is executed, it can include the processes of the embodiments of the above-mentioned methods. Among them, any reference to the memory, database or other medium used in the embodiments provided in this application can include at least one of non-volatile and volatile memory. Non-volatile memory can include read-only memory (ROM), magnetic tape, floppy disk, flash memory, optical memory, high-density embedded non-volatile memory, resistive random access memory (ReRAM), magnetoresistive random access memory (MRAM), ferroelectric random access memory (FRAM), phase change memory (PCM), graphene memory, etc. Volatile memory can include random access memory (RAM) or external cache memory, etc. By way of illustration and not limitation, RAM may be in various forms, such as Static Random Access Memory (SRAM) or Dynamic Random Access Memory (DRAM).

[0078] The database involved in each embodiment provided in this application may include at least one of a relational database and a non-relational database. The non-relational database may include a distributed database based on blockchain, etc., but is not limited thereto. The processor involved in each embodiment provided in this application may be a general-purpose processor, a central processing unit, a graphics processor, a digital signal processor, a programmable logic device, a data processing logic device based on quantum computing, etc., but is not limited thereto.

[0079] The technical features of the above embodiments may be combined arbitrarily. To make the description concise, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0080] This article uses specific examples to illustrate the principles and implementation methods of this application. The description of the above embodiments is only used to help understand the method and core ideas of this application. At the same time, for those skilled in the art, according to the ideas of this application, there will be changes in the specific implementation methods and application scope. In summary, the content of this specification should not be understood as limiting this application.

Claims

1. A method for testing electromagnetic compatibility of a vehicle-mounted anti-fatigue driving system, characterized in that: The electromagnetic compatibility test method of the vehicle-mounted anti-fatigue driving system is used to test the vehicle-mounted anti-fatigue driving system, and the electromagnetic compatibility test method of the vehicle-mounted anti-fatigue driving system includes: Based on the first camera, facial image information of a simulated driver is obtained, wherein the simulated driver is arranged in a test vehicle, the test vehicle is fixed on a rotating hub platform, the rotating hub platform is arranged in a reverberation chamber, and the test vehicle travels at a constant preset speed; Based on the arm simulator, obtaining hand state information of the simulated driver; In a non-electromagnetic field environment, transmitting at least one of the facial image information and the hand state information to the vehicle-mounted anti-fatigue driving system for a first test; Based on the vehicle-mounted anti-fatigue driving system, analyzing at least one of the facial image information and the hand state information to determine whether the simulated driver is in a fatigue state; When the simulated driver is in the fatigue state, the vehicle-mounted anti-fatigue driving system is activated, and the vehicle-mounted anti-fatigue driving system generates a first alarm signal; Based on the first alarm signal, recording first activation information; Based on the reverberation chamber, providing an electromagnetic field environment to the test vehicle; In the electromagnetic field environment, transmitting at least one of the facial image information and the hand state information to the vehicle-mounted anti-fatigue driving system for a second test; When the simulated driver is in a fatigue state, the vehicle-mounted anti-fatigue driving system is activated, and the vehicle-mounted anti-fatigue driving system generates a second alarm signal; Based on the second alarm signal, recording second activation information; Based on comparison results of the multiple first activation information and the multiple second activation information, the electromagnetic compatibility of the vehicle-mounted anti-fatigue driving system is judged.

2. The electromagnetic compatibility testing method of the vehicle-mounted anti-fatigue driving system according to claim 1 is characterized in that: The arm simulator includes a shell and a support rod, the shell and the support rod are connected via a universal joint, the shell wraps an airbag, and the airbag is fixed on the steering wheel. By adjusting the amount of gas in the airbag, the action of the hand holding and releasing the steering wheel is simulated.

3. The electromagnetic compatibility testing method of the vehicle-mounted anti-fatigue driving system according to claim 1 is characterized in that: The electromagnetic compatibility test methods for vehicle anti-fatigue driving systems also include: Transmitting the first alarm signal and / or the second alarm signal to a host computer through a vehicle controller; Alternatively, the first alarm signal and / or the second alarm signal is transmitted to at least one of a central control display screen, a voice prompt module and a steering wheel; Based on the second camera, obtaining prompt information of the central control display screen, the voice prompt module and the steering wheel; The prompt information is transmitted to the host computer through the vehicle controller.

4. The electromagnetic compatibility testing method of the vehicle-mounted anti-fatigue driving system according to claim 1 is characterized in that: The facial image information is played on a screen through a projector to simulate different facial expressions and movements of the simulated driver in a fatigue driving state.

5. The electromagnetic compatibility testing method of the vehicle-mounted anti-fatigue driving system according to claim 1 is characterized in that: Judging the electromagnetic compatibility of the vehicle-mounted anti-fatigue driving system based on a comparison result of the first activation information and the second activation information includes: When the contents of the first activation information and the second activation information match, it is concluded that the vehicle-mounted anti-fatigue driving system of the test vehicle has electromagnetic compatibility; When the contents of the first activation information and the second activation information do not match, it is concluded that the on-board anti-fatigue driving system of the test vehicle does not have electromagnetic compatibility.

6. A vehicle-mounted anti-fatigue driving system electromagnetic compatibility test device, the vehicle-mounted anti-fatigue driving system electromagnetic compatibility test device is used to test the vehicle-mounted anti-fatigue driving system, characterized in that: The electromagnetic compatibility test device of the vehicle-mounted anti-fatigue driving system comprises: A first acquisition module is used to acquire facial image information of a simulated driver based on a first camera, wherein the simulated driver is arranged in a test vehicle, and the test vehicle is fixed on a rotating hub platform, and the rotating hub platform is arranged in a reverberation chamber, and the rotating hub platform is used to simulate the motion state of the test vehicle in actual driving, and the test vehicle travels at a constant preset speed; A second acquisition module, used for acquiring hand state information of the simulated driver based on an arm simulator; A first transmission module, used for transmitting the facial image information and the hand state information to the vehicle-mounted anti-fatigue driving system for a first test in a non-electromagnetic field environment; An analysis module, configured to analyze the facial image information and the hand state information based on the vehicle-mounted anti-fatigue driving system to determine whether the simulated driver is in a fatigue state; A first activation module, configured to activate the vehicle-mounted anti-fatigue driving system when the simulated driver is in the fatigue state, and the vehicle-mounted anti-fatigue driving system generates a first alarm signal; A first recording module, configured to record first activation information based on the first alarm signal; Providing a module for providing a uniformly distributed electromagnetic field environment to the test vehicle based on a shielded room; A second transmission module is used to transmit the facial image information and the hand state information to the vehicle-mounted anti-fatigue driving system for a second test under the electromagnetic field environment; A second activation module is used to activate the vehicle-mounted anti-fatigue driving system when the simulated driver is in a fatigue state, and the vehicle-mounted anti-fatigue driving system generates a second alarm signal; A second recording module, configured to record second activation information based on the second alarm signal; A judgment module is used to judge the electromagnetic compatibility of the vehicle-mounted anti-fatigue driving system based on the comparison results of multiple times of the first activation information and multiple times of the second activation information.

7. The electromagnetic compatibility test device for the vehicle-mounted anti-fatigue driving system according to claim 6 is characterized in that: The reverberation chamber is also provided with a tuner and a transmitting antenna, and the shielding chamber is provided with a signal generator, a power amplifier and a directional coupler which are connected in sequence; The signal generator is used to generate a test signal, and the test signal is used to simulate an electromagnetic interference source. After the test signal passes through the power amplifier and the directional coupler in sequence, it is transmitted by the transmitting antenna, and the transmitting antenna is used to convert the test signal into electromagnetic waves. After being processed by the tuner, the electromagnetic waves are evenly distributed in the reverberation chamber.

8. The electromagnetic compatibility test device for the vehicle-mounted anti-fatigue driving system according to claim 6 is characterized in that: The arm simulator includes a shell and a support rod, the shell and the support rod are connected via a universal joint, the shell wraps an airbag, and the airbag is fixed on the steering wheel. By adjusting the amount of gas in the airbag, the action of the hand holding and releasing the steering wheel is simulated.

9. The electromagnetic compatibility test device for the vehicle-mounted anti-fatigue driving system according to claim 6, characterized in that: The reverberation chamber is connected to the shielding chamber via a radio frequency cable.

10. A computer device comprising: A memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the steps of the electromagnetic compatibility testing method for a vehicle-mounted anti-fatigue driving system according to any one of claims 1 to 5.

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