Automobile bumper detection method and system

Abstract

The invention relates to the technical field of bumper detection, in particular to an automobile bumper detection method and system, and the system comprises a rigid test bench, a multi-point adjustable impact loading module, a bumper surface deformation monitoring module, and a control and processing module. The to-be-tested automobile bumper is fixed on the test bench according to a preset mode, and the plurality of sensors are arranged based on a preset position; carrying out dynamic and static balance test on the to-be-tested automobile bumper according to the received control instruction, and carrying out corresponding index calculation; on the basis of static and dynamic test indexes, a quantitative report is generated, whether the balance of the bumper structure reaches the standard or not is automatically judged, complex static supporting and dynamic impact working conditions possibly encountered by the bumper on a vehicle can be effectively simulated in an integrated process, the static stability of the overall structure and the coordination under power impact of the bumper can be quantitatively evaluated, and the reliability of the bumper structure is improved. Therefore, the structural safety performance of the bumper can be reflected more truly.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of bumper detection, in particular to a vehicle bumper detection method and system. BACKGROUND

[0002] The vehicle bumper is an important external safety component of the vehicle, mainly serving to absorb energy in low-speed collision, protect the main body structure of the vehicle and pedestrians, and also serving to support and have certain appearance functions. Traditionally, the detection of the bumper mainly focuses on: appearance inspection: artificial visual inspection of whether there are scratches, deformation, color difference, etc.; size measurement: use of a caliper, a three-coordinate measuring machine, etc. to check whether the key size conforms to the drawing; local strength test: such as applying a pushing force or a pulling force to a specific mounting point to check whether it is broken or deformed too much; material performance test: tensile test, impact test, etc. on the bumper material itself. However, static balance (such as stability under uniform pressure) and dynamic balance (such as anti-deformation coordination ability under impact) tests are usually carried out separately, and the overall structural response of the bumper under static preloading and dynamic impact cannot be investigated in a coherent process. SUMMARY

[0003] The purpose of the present application is to provide a vehicle bumper detection method and system, which can effectively simulate the complex static support and dynamic impact conditions that the bumper may encounter on the vehicle in an integrated process, and quantitatively evaluate the static stability and dynamic impact coordination of the overall structure, so as to more truly reflect the structural safety performance of the bumper.

[0004] To achieve the above-mentioned purpose, in a first aspect, the present application provides a vehicle bumper detection method, comprising the following steps: fixing the to-be-tested vehicle bumper on a test bench in a predetermined manner, and arranging a plurality of sensors based on a predetermined position; performing static and dynamic balance tests on the to-be-tested vehicle bumper according to the received control instructions, and performing corresponding index calculation; generating a quantitative report and automatically determining whether the bumper structural balance meets the standard based on the static and dynamic test indexes; In the step of performing static and dynamic balance tests on the to-be-tested vehicle bumper according to the received control instructions, the method comprises: performing static balance test on the to-be-tested vehicle bumper according to the received control instructions, and then determining whether to perform dynamic balance test; The static balance test comprises: controlling the laser displacement sensor to perform contour scanning on the to-be-tested vehicle bumper according to the control instruction, and generating an initial contour graph; controlling the impact head to move according to the set pressure value according to the symmetric loading instruction or the asymmetric loading instruction, and testing the to-be-tested vehicle bumper; calculating the static uniformity and the left-right symmetry difference ratio. The dynamic balance test comprises: controlling the impact head to accelerate to a set speed within a set acceleration time according to the acquired impact mode signal, and then performing dynamic balance test on the automobile bumper to be tested; and calculating dynamic coordination, energy absorption difference coefficient and post-impact recovery degree.

[0005] After the static balance test is completed, the method further comprises: controlling the laser displacement sensor to scan the surface of the automobile bumper to be tested after the static balance test, and comparing the generated three-dimensional profile with the initial profile, and if it is greater than a set residual deformation threshold, an alarm is given; if it is less than the set residual deformation threshold, a stress release process is performed.

[0006] The stress release process specifically comprises: controlling the impact head to maintain the state at 5-10N, and starting the test bench to apply low-frequency micro-vibration less than 10Hz to the automobile bumper to be tested.

[0007] After the stress release, the method further comprises: controlling all impact heads to be separated from the automobile bumper to be tested, and controlling all sensors to automatically zero. determining whether the automobile bumper to be tested is in a stable state, and after the automobile bumper to be tested is stable, starting the dynamic balance test.

[0008] Based on the static and dynamic test indicators, a quantitative report is generated and it is automatically determined whether the bumper structure balance meets the standard, comprising: According to the type of the automobile bumper to be tested, the static uniformity, left-right symmetry difference ratio calculated by the static balance test, and the dynamic coordination, energy absorption difference coefficient and post-impact recovery degree calculated by the dynamic balance test are weighted and calculated; According to the single veto mechanism and the comprehensive scoring mechanism, it is determined whether the bumper structure balance meets the standard, and a quantitative report is generated.

[0009] In a second aspect, the application provides an automobile bumper detection system applied to the automobile bumper detection method provided in the first aspect, and the automobile bumper detection system comprises a rigid test bench, a multi-point adjustable impact loading module, a bumper surface deformation monitoring module and a control and processing module, The rigid test bench is used to fix the automobile bumper to be tested. The multi-point adjustable impact loading module is used to perform dynamic and static balance test on the automobile bumper to be tested by using the impact head according to the received control instruction. The bumper surface deformation monitoring module is used to detect the overall profile and displacement change of the automobile bumper to be tested. The control and processing module is used for outputting control instructions, collecting, processing and analyzing data in the dynamic and static balance test process, and generating a quantitative report.

[0010] The control and processing module comprises a control unit, a data collection unit and an analysis unit. The control unit is used for outputting control instructions and impact data of the impact head. The data collection unit is used for collecting all data in the dynamic and static balance test process. The analysis unit is used for calculating static uniformity, left-right symmetry difference ratio, dynamic coordination, energy absorption difference coefficient and recovery degree after impact.

[0011] The automobile bumper detection method and system of the present application, the automobile bumper detection system comprises a rigid test bench, a multi-point adjustable impact loading module, a bumper surface deformation monitoring module and a control and processing module, the automobile bumper to be tested is fixed on the test bench in a predetermined manner, and a plurality of sensors are arranged based on a predetermined position; the automobile bumper to be tested is subjected to dynamic and static balance test according to the received control instructions, and corresponding index calculation is performed; based on the static and dynamic test indexes, a quantitative report is generated, and it is automatically determined whether the bumper structure balance meets the standard, which can effectively simulate the complex static support and dynamic impact working conditions that the bumper may encounter on the vehicle in an integrated process, and quantitatively evaluate the static stability and coordination under dynamic impact of the overall structure of the bumper, so as to more truly reflect the structural safety performance of the bumper. BRIEF DESCRIPTION OF DRAWINGS

[0012] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, the drawings needed to be used in the embodiment or prior art description will be briefly introduced.

[0013] Figure 1 is a step schematic diagram of an automobile bumper detection method according to the first embodiment of the present application.

[0014] Figure 2 is a flowchart of an automobile bumper detection method provided by the present application.

[0015] Figure 3 is a flowchart of a double-channel mode provided by the present application.

[0016] Figure 4 is a structural schematic diagram of an automobile bumper detection system according to the second embodiment of the present application.

[0017] Figure 5 is a structural schematic diagram of an electronic device according to the present application.

[0018] In the figure: 101 - rigid test bench, 102 - multi-point adjustable impact loading module, 103 - bumper surface deformation monitoring module, 104 - control and processing module, 1041 - control unit, 1042 - data acquisition unit, 1043 - analysis unit. DETAILED DESCRIPTION

[0019] Hereinafter, exemplary embodiments will be described in detail with reference to the accompanying drawings. In the following description, unless otherwise expressly specified, the same numbers in different drawings represent the same or similar elements. The embodiments described in the following exemplary embodiments are not representative of all embodiments consistent with the present application.

[0020] The terminology used in the present application is for the purpose of describing particular embodiments only and is not intended to be limiting of the present application. As used in the description of the application and the appended claims, the singular forms "a", "an" and "the" are intended to include plural forms as well, unless the context clearly indicates otherwise. It will also be understood that the term "and / or" as used herein refers to and encompasses any and all possible combinations of one or more of the associated listed items.

[0021] It will be understood that, although the terms first, second, third, etc. can be used herein to describe various information, these terms are not intended to denote a temporal or chronological order. These terms are used only to distinguish one piece of information from another. For example, a first piece of information can be termed a second piece of information without departing from the scope of the present application. As used herein, the word "if' can be interpreted to mean "when" or "upon" or "in response to determining" depending on the context.

[0022] The first embodiment of the present application is: Please refer to Figures 1-3 The present application provides a method for detecting an automobile bumper, comprising the following steps: S101, fixing the automobile bumper to be tested on the test bench according to a predetermined manner, and arranging a plurality of sensors based on a predetermined position.

[0023] Specifically, the automobile bumper to be tested is fixed firmly on the test bench according to its actual installation manner on the vehicle body. Strain gauges are pasted on the predetermined key areas of the bumper, and the position and angle of the non-contact displacement sensor are adjusted to ensure effective monitoring of the target area. At the same time, according to the test requirements (simulate which kind of collision scene), the plurality of impact heads are positioned to the corresponding predetermined positions on the outer surface of the bumper.

[0024] S102, performing dynamic and static balance test on the automobile bumper to be tested according to the received control instruction, and performing corresponding index calculation.

[0025] Specifically, after installation is complete, the control and processing module 104 in the system issues a control instruction, and according to the received control instruction, the automobile bumper to be tested is first subjected to static balance testing, and then it is determined whether to perform dynamic balance testing.

[0026] The static balance testing process is as follows: After the bumper is fixed on the bench, the control laser displacement sensor scans the initial profile three-dimensional point cloud data according to the control instruction to generate an initial profile graph for subsequent residual deformation detection; the point pressure sensor monitors the clamping force in real time, and automatically alarms when the threshold is exceeded.

[0027] The operator selects the loading mode through the system interface: symmetric loading or asymmetric loading.

[0028] Symmetric loading: the impact heads at the same position on the left and right sides (such as the left corner and the right corner) apply the same size and direction of static pressure, for example, both pushing forward 500N.

[0029] Asymmetric loading: simulating unilateral force (such as only the left corner being subjected to 800N) or uneven force at different positions, such as the middle being subjected to 300N and the left corner being subjected to 600N.

[0030] Perform static loading: The system controls the selected impact head to slowly and smoothly resist the bumper at the preset point, applies pressure according to the set value, and maintains the pressure for 10-30 seconds.

[0031] Real-time collection of key data: Force value: the force sensor built into each impact head feeds back the actual applied force in real time, controls the pressure accuracy, and the unit is N.

[0032] Impact head displacement: the displacement sensor of each impact head records the moving distance of itself, the unit is millimeters, and reflects the depth of the local bumper being pressed in.

[0033] Bumper surface strain: the strain gauge attached to the bumper measures the local material deformation, and the unit is micro-strain.

[0034] Overall profile change: the laser displacement sensor / high-speed camera captures the overall shape change of the bumper to generate a three-dimensional profile graph.

[0035] Static balance index calculation: Static uniformity: Calculate the displacement value or strain value of all monitoring points (strain gauge positions or laser scanning points) after loading is stable.

[0036] Formula: uniformity = 1-(maximum value-minimum value) / average value; the closer the value is to 1, the more uniform the deformation, and greater than 0.85 indicates that the overall deformation is uniform.

[0037] Symmetry difference ratio: Select the displacement or strain data of the left-right symmetric position (such as the left corner vs. the right corner).

[0038] Formula: Symmetry difference ratio = |left value - right value| / average value; the smaller the ratio, the more symmetrical, and less than 0.15 indicates left-right balance.

[0039] Data output: The system automatically generates a pressure-displacement curve and a strain distribution cloud chart, which intuitively displays the stress concentration area. Among them, the pressure (unit: Newton-N): specifically refers to the force applied to the bumper measured by the force sensor built into each impact head in real time during the test, which is a direct measurement value; displacement (unit: millimeter-mm): specifically refers to the distance moved by the impact head measured by the displacement sensor built into each impact head in real time during the test. This distance represents the local depth of the bumper being pressed or impacted.

[0040] The generation process of the pressure-displacement curve is as follows: the system controls the impact head to start moving and contact the bumper. From the moment of contact, it synchronously records the two data corresponding to each time (t) at a very high frequency (for example, 1000 times per second): F(t): the reading of the force sensor at this moment.

[0041] D(t): the reading of the displacement sensor at this moment.

[0042] This process continues until the loading is completed and remains for a period of time.

[0043] After the collection is completed, the system obtains two sets of data strictly aligned in time sequence: [time point, force value, displacement].

[0044] When drawing the curve, ignore the "time" dimension, and directly pair the force value and displacement data collected each time to form a series of (displacement, force) coordinate points. X-axis: displacement (mm). Y-axis: force (N). Connect all (displacement, force) coordinate points in the coordinate system to form a pressure-displacement curve. The steeper the curve slope, the greater the force required at the same displacement, indicating that the local area has higher stiffness and is harder. If there is a sudden drop or platform in the middle of the curve, it may indicate that the material has buckled, fractured, or internal structure damage.

[0045] Strain (unit: micro-strain - με): a dimensionless physical quantity that measures the degree of local deformation of a material. A positive value indicates tension, and a negative value indicates compression. It is measured by strain gauges attached to the bumper surface at specific locations; a cloud map is a visualization technique that calculates the continuous distribution of discrete point measurement data in a region and maps the value size with different colors, forming a gradient effect map similar to "clouds".

[0046] The generation process of the strain distribution cloud map is as follows: first, a three-dimensional digital mesh model of the bumper to be tested is needed, which can be imported into the system in advance through 3D scanning or from design drawings. The model surface is composed of thousands of tiny triangular or quadrilateral meshes. Since the exact pasting position of each strain gauge on the digital model needs to be known, the operator clicks the position of the strain gauge after pasting it with a handheld scanner or enters the preset pasting point coordinates (corresponding to the model) into the system. During the test process (at a certain moment of static loading or dynamic impact), the system collects real-time readings of all strain gauges and maps these discrete strain values (such as data from 50 strain gauges) to the corresponding mesh node positions on the digital model. At this time, only these 50 points on the model have real data, and most of the other areas are blank. An interpolation algorithm is used to calculate the strain values of the surrounding unknown points (other mesh nodes) based on the known point (strain gauge position) values. Through this calculation, each mesh node on the model surface is assigned a calculated strain value.

[0047] The system defines a color mapping bar. For example: Blue → represents small strain or negative value (compression).

[0048] Green → represents moderate strain.

[0049] Red → represents large strain (severe tension).

[0050] According to the calculated strain value of each mesh node, the color is assigned to it according to the mapping bar, and finally a strain cloud map that continuously displays the strain size and distribution with a color gradient is generated and displayed on the three-dimensional model of the bumper. Among them, the red area: high strain area, is the most severe deformation and stress concentration place under force or impact, and is the most dangerous area where fatigue damage or fracture is most likely to occur; blue / green area: low strain area, small deformation, relatively safe.

[0051] For dynamic impact, the system can generate a cloud map for each frame in time sequence, and continuous playback becomes an animation that shows how strain is generated, transmitted and distributed.

[0052] When the static balance test is completed, the three-dimensional profile after the static balance test is completed is obtained by using the blue light scanning mode, the generated three-dimensional profile is compared with the initial profile, the comparison is the normal distance change of the entire bumper surface, that is, the offset of each point relative to the initial position, and the parameter obtained by comparison is the residual deformation amount. If the residual deformation amount of any point is greater than the set residual deformation threshold, the residual deformation threshold can be set to 0.3mm, an alarm is given, and the automobile bumper sample to be tested is replaced; if it is less than the set residual deformation threshold, a stress release process is performed, and the stress release process is specifically: controlling the impact head to keep the state under 5-10N to avoid the rebound of the bumper after sudden unloading; and starting the test bench to apply a low-frequency micro-vibration of less than 10Hz for 3 seconds to the bumper to be tested, and accelerating the internal stress release.

[0053] Before the dynamic balance test is started, the system automatically calibrates all sensors (strain gauges, displacement meters): The current sensor value is recorded as a zero reference. The data collected in the dynamic test is subtracted from the reference value in real time to eliminate the influence of static load residues.

[0054] And control all the impact heads to be separated from the automobile bumper to be tested, and the system monitors the natural stable state of the bumper, and the displacement fluctuation is less than 0.1mm within 2 seconds.

[0055] In the case of meeting the above requirements, the dynamic balance test is performed again: The operator selects the impact mode: single-point impact (simulating frontal collision), multi-point synchronous impact (simulating multi-object collision), and multi-point time sequence impact (simulating continuous collision).

[0056] Set parameters: Impact speed: simulate the actual collision speed, such as 4km / h or 8km / h.

[0057] Impact energy: automatically calculated according to the speed and mass, unit: joule.

[0058] Impact head selection: specify the impact head position involved in the impact, such as “only middle” or “left corner + right corner”.

[0059] Perform dynamic impact according to the obtained impact mode signal: The impact head accelerates to the set speed within milliseconds, and quickly retracts after hitting the bumper.

[0060] High-speed data acquisition: Impact force-time curve: the force sensor of each impact head records the force change at the moment of impact at an ultra-high frequency (10000 times per second).

[0061] Dynamic displacement trajectory: The rebound trajectory of the impact head is recorded by the built-in displacement sensor. The laser displacement sensor / high-speed camera captures the overall dynamic deformation process of the bumper (such as the depth of indentation, twisted shape) at a speed of more than 1000 frames per second.

[0062] Strain wave propagation: strain gauges capture the transmission path and local stress peak of the shock wave in the bumper material.

[0063] Dynamic balance index calculation: Dynamic coordination: Analyze the time difference and amplitude difference of deformation in different areas during the impact process, for example: does the middle deform before the two sides? Is the deformation difference more than 30%? Formula: Coordination index = 1 - (maximum regional deformation - minimum regional deformation) / total impact energy; the higher the index, the more coordinated, and greater than 0.75 indicates that the deformation is coordinated. Among them, Maximum regional deformation: the maximum value of the deformation in all monitoring areas during the impact process (unit: millimeter), captured by high-speed camera or laser displacement sensor in real time; minimum regional deformation: the minimum value of the deformation in all monitoring areas (unit: millimeter); total impact energy: calculated from the kinetic energy of the impact head, the formula for calculating kinetic energy is the existing technology, that is, the mass of the impact head multiplied by one half of the square of the impact speed. Energy absorption difference coefficient: The energy absorbed by each area is calculated by integrating the pressure-displacement curve, unit: joule.

[0064] Formula: Difference coefficient = (maximum area energy - minimum area energy) / total absorbed energy; the lower the coefficient, the more balanced the energy distribution, and less than 0.25 indicates balanced energy absorption, among them, maximum area energy: the maximum value of the absorbed energy in all monitoring areas, obtained by integrating the pressure-displacement curve corresponding to the area (unit: joule); minimum area energy: the minimum value of the absorbed energy in all monitoring areas, the calculation method is the same as above; total absorbed energy: the sum of the absorbed energy of all areas, or obtained by integrating the pressure-displacement curve.

[0065] Post-impact recovery degree: After 1 second after the impact ends, measure the residual deformation of the bumper, unit: millimeter.

[0066] Formula: Recovery degree = 1 - (residual deformation / maximum impact deformation); recovery degree greater than 90% is excellent; greater than 0.85 indicates good rebound, among them, residual deformation is obtained by comparing the generated three-dimensional profile with the initial profile, and maximum impact deformation is the maximum instantaneous deformation of the bumper during the impact process, recorded by the laser displacement sensor in real time during the impact process.

[0067] To ensure the accuracy of the results, cross-validation is also conducted. The benchmark sample control selects the same batch of bumpers, and randomly selects 3 samples for dynamic testing only. The dynamic test results in independent mode are compared with the dynamic test results in continuous mode. The specific comparison method is to compare the values of the dynamic compatibility index, energy absorption difference coefficient, and recovery degree of the same batch of samples in independent mode (dynamic test only) and continuous mode (static and dynamic continuous test). If the difference of any index in the two modes exceeds 15%, it is judged that the static balance test interference is too large, and the equipment needs to be calibrated. The total input energy (kinetic energy of the impact head) and the total absorbed energy (strain energy + deformation work) of the dynamic impact are calculated. Energy calculation: total input energy: kinetic energy of the impact head, which is half of the mass of the impact head multiplied by the square of the impact speed; total absorbed energy: includes: strain energy: energy stored by material elastic deformation, calculated by strain gauge data; deformation work: energy consumed by plastic deformation, obtained by integrating the pressure-displacement curve. If the energy loss is greater than 20% (for example, converted into heat energy), the system warns "test precision abnormality", triggering sensor review.

[0068] The above process can actually be defined as a dual-channel test mode, including independent mode and continuous mode. The independent mode is to replace the sample after completing the static balance test, completely unload, and then perform dynamic balance test to obtain pure static balance and dynamic balance results. The continuous mode is to perform stress release process after completing the static balance test without alarm, and then perform dynamic balance test to evaluate the real response of damaged collision. As shown in Figure 3

[0069] S103, based on the static and dynamic test indicators, generate a quantitative report and automatically determine whether the bumper structure balance meets the standard.

[0070] Specifically, the static uniformity, left-right symmetry of static test, and dynamic compatibility, energy absorption difference coefficient, and impact recovery of dynamic test are summarized in the same report.

[0071] Each index is automatically compared with the preset qualified threshold: Indicator name Passing threshold Static uniformity ≥0.85 Left-right symmetry difference ratio ≤0.15 Dynamic coordination ≥0.75 Energy absorption difference coefficient ≤0.25 Post-impact recovery ≥0.85 Comprehensive balance determination: Weight calculation: According to the type of bumper, the weight is allocated, for example: for family cars, the emphasis is on "recovery degree", and for off-road vehicles, the emphasis is on "energy absorption uniformity".

[0072] Formula example: comprehensive balance index = (static uniformity x 0.2) + (dynamic compatibility x 0.3) + (energy absorption difference coefficient x 0.3) + (recovery degree x 0.2).

[0073] Determination logic: ​Single-item veto: any key indicator exceeding threshold → fail.

[0074] Comprehensive score: comprehensive balance index ≥ 0.8 → “pass”; 0.6-0.8 → “warning” (manual review required); less than 0.6 → “fail”.

[0075] Problem positioning and report generation: Automatic positioning of weak points: If static uniformity is low, prompt “insufficient middle support”, corresponding to the strain gauge number area.

[0076] If the energy absorption difference coefficient is high, prompt “weak energy absorption ability at the left corner”, corresponding to the impact head position, i.e. each impact head has been precisely positioned at a specific area of the bumper (such as the left corner, right corner, middle, etc.) before testing; the system identifies the area with the weakest energy absorption through regional energy absorption calculation; if the area corresponds to the position of a certain impact head (such as “left corner”), the system automatically prompts that the position is a weak point.

[0077] Generate a visual and quantitative report: Structure balance radar chart: intuitively display the gap between the five indicators and the threshold.

[0078] Defect positioning map: mark high stress or abnormal deformation areas in red on the 3D model of the bumper.

[0079] Conclusion page: clearly mark “pass” / “fail” and list the main problem items.

[0080] In order to ensure the comprehensiveness of the test results, the bumper paint performance, electroplating performance, and basic performance of the bumper after static and dynamic balance testing are also tested. The specific test items are as follows: The tests for paint include gloss, film thickness, appearance and color, pencil hardness, adhesion, coating toughness, wear resistance, scratch resistance, acid resistance, alkali resistance, cleaning agent resistance, alcohol resistance, gasoline resistance, moisture resistance, water resistance, temperature change resistance, heat aging resistance, impact resistance, chip impact resistance, high-pressure water impact resistance, light aging resistance, long and short wave resistance, prohibited substances, and harmful substances in vehicle coatings.

[0081] The tests for electroplating performance include electroplating layer thickness, number of microporous chromium, accelerated corrosion test, thermal cycle test, ductility, grid test, and potential difference.

[0082] The tests for basic performance include cold resistance, cold-heat alternation, water resistance, moisture resistance, heat aging resistance, weather resistance, chemical medium resistance, low-temperature impact resistance, scratch resistance, blackness (only for black high-light products), chip impact, welding firmness, corrosion resistance (for all metal markers), prohibited substances, insert pull-out force, insert torsion force, adhesive strength, double-sided tape peel strength, and tooling sample weight test.

[0083] In the above test items, the data before and after the blue light scanning test are compared and analyzed to find the differences before and after the test, and then the changes of the bumper before and after the test are obtained, which is convenient for analyzing the quality of the bumper. The blue light three-dimensional scanner used is a non-contact high-precision three-dimensional measurement equipment based on blue light source, mainly applied in the fields of material science, industrial manufacturing, etc. Its core technology adopts narrow-band blue light projection technology, which can effectively filter environmental light interference and realize micron-level measurement accuracy through high-resolution industrial cameras to capture object surface geometric features. Typical applications include industrial detection, reverse engineering, dimensional tolerance analysis, etc., covering automobile manufacturing, aerospace, 3C electronics, etc. Some high-end models support automatic scanning and real-time data analysis, significantly improving production efficiency and detection reliability.

[0084] The second embodiment of the present application is: Please refer to Figure 4 The present application provides a kind of automobile bumper detection system, it is applied to such as the automobile bumper detection method provided in a kind of first embodiment, the automobile bumper detection system includes rigid test bench 101, multiple point adjustable impact loading module 102, bumper surface deformation monitoring module 103 and control and processing module 104, The rigid test bench 101 is used to fix the automobile bumper to be tested; The multiple point adjustable impact loading module 102 is used to perform dynamic and static balance test on the automobile bumper to be tested by using impact head according to the received control instruction; The bumper surface deformation monitoring module 103 is used to detect the overall profile and displacement change of the automobile bumper to be tested; The control and processing module 104 is used to output control instruction, and collect, process and analyze the data in the dynamic and static balance test process to generate quantitative report.

[0085] The control and processing module 104 includes control unit 1041, data acquisition unit 1042 and analysis unit 1043, The control unit 1041 is used to output control instruction and impact data of the impact head; The data acquisition unit 1042 is used to collect all data in the dynamic and static balance test process; The analysis unit 1043 is used to calculate static uniformity, left-right symmetry difference ratio, dynamic coordination, energy absorption difference coefficient and recovery degree after impact.

[0086] In this embodiment, the rigid test bench 101 is a solid frame structure for fixing the bumper to be tested. The bench is designed to simulate the main mounting points of the bumper on the vehicle body. The multi-point adjustable impact loading module 102: contains multiple independent, position-adjustable "impact heads", driven by hydraulic or servo electric cylinders, for example. Each impact head integrates a high-precision force sensor (measuring the applied force) and a displacement sensor (measuring the distance moved by itself). These impact heads can be pre-positioned at different key positions on the outer surface of the bumper, such as the license plate area on both sides, the left and right corners, the middle area, etc., simulating the contact points from different directions.

[0087] The impact head has two working modes: Static mode: can accurately control the static pressure applied on each contact point, size, direction, duration. Dynamic mode: can quickly drive the impact head to simulate impact on the bumper at a set speed and energy, similar to a crash test. The bumper surface deformation monitoring module 103: a large number of high-sensitivity strain gauges are attached to the key areas on the inner and outer surfaces of the bumper, especially in the areas prone to deformation and near the mounting points, to measure the small tensile / compressive deformation of the local material. High-speed non-contact displacement sensors such as laser displacement sensors or high-speed cameras combined with image processing technology are arranged in front of and on the sides of the bumper to monitor the displacement changes of the overall profile and key points of the bumper in real time, especially during the impact process.

[0088] The control and processing module 104: The control unit 1041: accurately controls the action mode of all impact heads: static pressure or dynamic impact, force size / speed, action timing (is it a single action or multiple simultaneous actions).

[0089] The data acquisition unit 1042: synchronously collects data from all force sensors, displacement sensors, strain gauges, non-contact displacement sensors, etc., especially requiring extremely high sampling rates during dynamic impact.

[0090] The analysis unit 1043: calculates and displays the overall deformation field and stress distribution of the bumper in real time.

[0091] Calculate key quantitative indicators: static uniformity: the difference in displacement or strain at each monitoring point under multi-point static loading (standard deviation or maximum difference ratio). Left-right symmetry difference ratio: the deformation difference at left-right symmetric positions under static loading or dynamic impact. Dynamic coordination: the proportion of energy absorbed by different regions during impact, and the coordination degree of the overall structure in resisting deformation (whether there is local severe deformation while other regions remain unchanged). Post-impact recovery degree: the size of the residual deformation after the bumper rebounds after impact. Energy absorption difference coefficient: the area under the pressure-displacement curve (total energy absorbed) and efficiency. Compare the calculation results with the preset qualified standard threshold.

[0092] The same set of precisely positionable "impact head" units seamlessly switch between static precise pressure loading and dynamic high-speed impact modes. Overcoming the drawbacks of traditional static and dynamic testing equipment separation, it can complete continuous and progressive testing from simulated low-speed extrusion (static balance) to simulated real collision (dynamic balance) in one clamping, more truly reflecting the whole process structural response from stable state to impact state. This is the key basis for evaluating "balance".

[0093] The positions of multiple impact heads can be flexibly adjusted according to different bumper shapes and testing needs (simulating different collision scenarios), rather than fixed points. It can accurately simulate the impact conditions of bumpers at different positions (such as center, corner, and license plate area) and different combinations (single point, multiple points at the same time) in actual accidents, greatly improving the coverage and relevance of the test, making the "balance" evaluation closer to reality. The test is more realistic, comprehensive and efficient; it can accurately quantify the structural balance and find design / manufacturing defects in advance to improve the safety performance of bumpers.

[0094] As to the system in the above-mentioned embodiments, the specific manner in which each module performs operations has been described in detail in the embodiments related to the method, and thus will not be described in detail here.

[0095] For the system embodiment, since it basically corresponds to the method embodiment, the relevant part can be referred to the part of the method embodiment. The device embodiment described above is only schematic, and the units shown as separate components can or can not be physically separate, and the components shown as units can or can not be physical units, i.e., can be located in one place or distributed on multiple network units. Some or all of the modules can be selected to achieve the purpose of the present application according to actual needs. Those skilled in the art can understand and implement it without creative labor.

[0096] Correspondingly, the application also provides an electronic device, including: one or more processors; a memory for storing one or more programs; when the one or more programs are executed by the one or more processors, the one or more processors implement the automobile bumper detection method as described above. As Figure 5 As shown in the figure, a hardware structure diagram of an automobile bumper detection system provided by an embodiment of the present application in any device with data processing capability, in addition to Figure 5 In addition to the processor, memory and network interface shown in the figure, any device with data processing capability in the embodiment usually includes other hardware according to the actual function of the device with data processing capability, which will not be described here.

[0097] Correspondingly, the application further provides a computer readable storage medium, which stores computer instructions, and the instructions are executed by a processor to implement the automobile bumper detection method described above. The computer readable storage medium can be an internal storage unit of any device with data processing capability, such as a hard disk or a memory. The computer readable storage medium can also be an external storage device, such as a plug-in hard disk, a smart media card (SMC), an SD card, a flash card, etc. Further, the computer readable storage medium can include both the internal storage unit of any device with data processing capability and the external storage device. The computer readable storage medium is used to store the computer program and other programs and data required by the device with data processing capability, and can also be used to temporarily store data that has been output or will be output.

[0098] Other embodiments of the application will be apparent to those skilled in the art from consideration of the specification and practice of the application disclosed herein. It is intended that the application embrace any and all variations of the present application that fall within the scope of the general inventive concept as defined by the appended claims and their equivalents. Accordingly, the application is not limited to only those embodiments that have been specifically described herein.

[0099] It will be understood that the application is not limited to the precise structures herein described and illustrated in the drawings, and that various modifications and changes can be made without departing from the scope of the present application.

Claims

1. A method for detecting a car bumper, characterized in that: The following steps are involved: The bumper of the car to be tested is fixed on the test bench in a preset manner, and multiple sensors are arranged based on the preset positions; Performing a dynamic and static balance test on the vehicle bumper to be tested according to the received control instruction, and performing corresponding index calculation; Generate a quantitative report based on static and dynamic test indicators and automatically determine whether the bumper structure balance meets the standards; In performing a dynamic and static balance test on the vehicle bumper to be tested according to the received control instruction, the method includes: Performing a static balance test on the vehicle bumper to be tested according to the received control instruction, and then determining whether to perform a dynamic balance test; The static balance test includes: controlling the laser displacement sensor to perform contour scanning on the bumper of the vehicle to be tested according to the control instruction to generate an initial contour map; controlling the impact head to move according to a set pressure value according to a symmetrical loading instruction or an asymmetrical loading instruction to test the bumper of the vehicle to be tested; and calculating the static uniformity and left-right symmetry difference ratio; The dynamic balance test includes: controlling the impact head to accelerate to a set speed within a set acceleration time according to the acquired impact mode signal, and then performing a dynamic balance test on the vehicle bumper to be tested; and calculating the dynamic coordination, energy absorption difference coefficient and post-impact recovery degree.

2. The automobile bumper detection method according to claim 1, wherein: After the static balance test is completed, the method further includes: Controlling the laser displacement sensor to scan the surface of the bumper of the vehicle to be tested after the static balance test, and comparing the generated three-dimensional contour map with the initial contour map, and if the residual deformation is greater than a set threshold value, an alarm is issued; If it is less than the set residual deformation threshold, the stress release process is performed.

3. The automobile bumper detection method according to claim 2, wherein: The stress release process is as follows: The impact head is controlled to maintain a state at 5-10N, and the test bench is started to apply low-frequency micro-vibration of less than 10 Hz to the bumper to be tested.

4. The automobile bumper detection method according to claim 3, wherein: After the stress is released, the method further comprises: Control all impact heads to separate from the bumper of the vehicle to be tested, and control all sensors to automatically calibrate to zero; It is determined whether the bumper of the automobile to be tested is in a stable state, and a dynamic balance test is started after the bumper of the automobile to be tested is stable.

5. The automobile bumper detection method according to claim 1, wherein: Generate a quantitative report based on static and dynamic test indicators and automatically determine whether the bumper structure balance meets the standards, including: According to the type of the automobile bumper to be tested, weights are assigned and calculated for the static uniformity and left-right symmetry difference ratio calculated from the static balance test and the dynamic coordination, energy absorption difference coefficient, and post-impact recovery calculated from the dynamic balance test; The bumper structural balance is determined to be up to standard based on the single-item veto mechanism and the comprehensive scoring mechanism, and a quantitative report is generated.

6. A vehicle bumper detection system, applied to the vehicle bumper detection method according to any one of claims 1 to 5, characterized in that: The automobile bumper detection system includes a rigid test bench, a multi-point adjustable impact loading module, a bumper surface deformation monitoring module and a control and processing module. The rigid test bench is used to fix the bumper of the car to be tested; The multi-point adjustable impact loading module is used to perform a dynamic and static balance test on the vehicle bumper to be tested using an impact head according to the received control instructions; The bumper surface deformation monitoring module is used to detect the overall profile and displacement changes of the bumper of the vehicle to be tested; The control and processing module is used to output control instructions, and collect, process and analyze data during the dynamic and static balance test to generate a quantitative report.

7. The automobile bumper detection system according to claim 6, characterized in that: The control and processing module includes a control unit, a data acquisition unit and an analysis unit. The control unit is used to output control instructions and output impact data of the impact head; The data acquisition unit is used to collect all data during the dynamic and static balance test; The analysis unit is used to calculate static uniformity, left-right symmetry difference ratio, dynamic coordination, energy absorption difference coefficient and post-impact recovery.

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