A method and system for detecting a bumper of a vehicle

Abstract

The present application relates to bumper detection technical field, specifically to a kind of automobile bumper detection method and system, the automobile bumper detection system includes rigid test bench, multiple-point adjustable impact loading module, bumper surface deformation monitoring module and control and processing module, measured automobile bumper is fixed on test bench according to preset mode, and multiple sensors are arranged based on preset position;According to the control instruction received, the measured automobile bumper is tested for dynamic balance, and corresponding index calculation is carried out;Based on static and dynamic test index, generate quantitative report and automatically determine whether bumper structure balance meets the standard, can effectively simulate the complex static support and dynamic impact working condition that bumper may encounter on a vehicle in an integrated process, and quantitatively evaluate the static stability of its overall structure and the coordination under dynamic impact, so as to more truly reflect the structural safety performance of bumper.

Description

TECHNICAL FIELD

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

[0002] The vehicle bumper is an important external safety component of a vehicle, mainly functions to absorb energy in a low-speed collision, protect the main body structure of the vehicle and pedestrians, and also has certain support and appearance functions. Tradically, 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 meets 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, impact, etc. test on the bumper material itself. However, the 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 purpose, in a first aspect, the present application provides a vehicle bumper detection method, comprising the following steps:

[0005] Fixing the to-be-tested vehicle bumper on a test bench in a preset manner, and arranging a plurality of sensors based on a preset position;

[0006] Performing static and dynamic balance test on the to-be-tested vehicle bumper according to the received control instruction, and performing corresponding index calculation;

[0007] Based on the static and dynamic test indexes, generating a quantitative report and automatically determining whether the bumper structure balance meets the standard;

[0008] In the static and dynamic balance test on the to-be-tested vehicle bumper according to the received control instruction, the method comprises:

[0009] According to the received control instruction, first performing static balance test on the to-be-tested vehicle bumper, and then determining whether to perform dynamic balance test;

[0010] The static balance test comprises: controlling the laser displacement sensor to perform profile scanning on the automobile bumper to be tested according to the control instruction, and generating an initial profile; and 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 automobile bumper to be tested; and calculating the static uniformity and the left-right symmetry difference ratio.

[0011] The dynamic balance test comprises: controlling the impact head to perform dynamic balance testing on the automobile bumper to be tested after accelerating to the set speed within the set acceleration time according to the obtained impact mode signal; and calculating the dynamic coordination, the energy absorption difference coefficient and the post-impact recovery degree.

[0012] The method further comprises the following steps after the static balance test is completed:

[0013] The laser displacement sensor is controlled to scan the surface of the automobile bumper to be tested after the static balance test, and the generated three-dimensional profile is compared with the initial profile; if the generated three-dimensional profile is greater than the set residual deformation threshold, an alarm is given;

[0014] If the generated three-dimensional profile is less than the set residual deformation threshold, a stress release process is performed.

[0015] The stress release process specifically comprises the following steps:

[0016] The impact head is controlled to maintain the state under 5-10 N, and the test bench is started to apply low-frequency micro-vibration less than 10 Hz to the automobile bumper to be tested.

[0017] The method further comprises the following steps after the stress release:

[0018] All the impact heads are controlled to be separated from the automobile bumper to be tested, and all the sensors are controlled to be automatically zeroed.

[0019] It is judged whether the automobile bumper to be tested is in a stable state, and after the automobile bumper to be tested is stable, dynamic balance testing is started.

[0020] The static and dynamic test indexes are used to generate a quantitative report and automatically determine whether the bumper structure balance meets the requirements, which comprises the following steps:

[0021] The static uniformity and the left-right symmetry difference ratio calculated by the static balance test and the dynamic coordination, the energy absorption difference coefficient and the post-impact recovery degree calculated by the dynamic balance test are subjected to weight assignment and calculation according to the type of the automobile bumper to be tested.

[0022] The bumper structure balance is determined according to the single-item veto mechanism and the comprehensive score mechanism, and a quantitative report is generated.

[0023] In a second aspect, the present application provides an automobile bumper detection system, which is applied to the automobile bumper detection method provided in the first aspect, and comprises a rigid test bench, a multi-point adjustable impact loading module, a bumper surface deformation monitoring module and a control and processing module,

[0024] The rigid test bench is used for fixing the automobile bumper to be tested.

[0025] The multi-point adjustable impact loading module is used for performing dynamic and static balance test on the automobile bumper to be tested by using the impact head according to the received control instruction.

[0026] The bumper surface deformation monitoring module is used for detecting the overall profile and displacement change of the automobile bumper to be tested.

[0027] The control and processing module is used for outputting the control instruction, collecting, processing and analyzing the data in the dynamic and static balance test process, and generating a quantitative report.

[0028] The control and processing module comprises a control unit, a data collection unit and an analysis unit,

[0029] The control unit is used for outputting the control instruction and the impact data of the impact head.

[0030] The data collection unit is used for collecting all the data in the dynamic and static balance test process.

[0031] The analysis unit is used for calculating the static uniformity, the left-right symmetry difference ratio, the dynamic coordination, the energy absorption difference coefficient and the recovery degree after impact.

[0032] The automobile bumper detection method and system provided by the present application 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 preset manner, and a plurality of sensors are arranged based on a preset position; the automobile bumper to be tested is subjected to dynamic and static balance test according to the received control instruction, 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, so that the complex static support and dynamic impact working conditions that the bumper may encounter on the vehicle can be effectively simulated in an integrated process, the static stability of the overall structure and the coordination under dynamic impact are quantitatively evaluated, and thus the structural safety performance of the bumper can be more truly reflected. BRIEF DESCRIPTION OF DRAWINGS

[0033] In order to more clearly illustrate the technical solutions of the embodiments of the present application or the prior art, the following will briefly introduce the drawings needed to be used in the embodiments or prior art description.

[0034] Figure 1 is a step schematic diagram of an automobile bumper detection method of the first embodiment of the present application.

[0035] Figure 2 is a flow schematic diagram of an automobile bumper detection method provided by the present application.

[0036] Figure 3 is a flow schematic diagram of a double-channel mode provided by the present application.

[0037] Figure 4 is a structure schematic diagram of an automobile bumper detection system of the second embodiment of the present application.

[0038] Figure 5 is a structure principle diagram of an electronic device of the present application.

[0039] In the figure: 101-rigid test bench, 102-multipoint 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

[0040] The exemplary embodiments will be described in detail herein with reference to the attached drawings. In the following description, the same numbers are used to designate the same elements, unless otherwise indicated. The embodiments described in the following exemplary embodiments are not meant to represent all embodiments consistent with the present application.

[0041] 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.

[0042] It should 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 particular order of the information. These terms are used only to distinguish one type of information from another. For example, without departing from the scope of the present application, the first information can be referred to as the second information, and similarly, the second information can be referred to as the first information. Depending on the context, the word “if” as used herein can be interpreted as meaning “when” or “in response to determining.”

[0043] The first embodiment of the present application is:

[0044] Please refer to Figures 1-3 The present application provides a kind of automobile bumper detection method, comprising the following steps:

[0045] S101, the automobile bumper to be measured is fixed on test bench according to preset mode, and multiple sensors are arranged based on preset position.

[0046] Specifically, the automobile bumper to be measured is fixed on test bench according to its actual installation mode on the body. Strain gage is pasted in the key area of bumper, and the position and angle of non-contact displacement sensor are adjusted to ensure that the target area can be effectively monitored. At the same time, according to the test requirement (simulate which kind of collision scene), multiple impact heads are positioned to the corresponding predetermined position on the outer surface of bumper.

[0047] S102, according to the control instruction received, the automobile bumper to be measured is tested for dynamic and static balance, and corresponding index calculation is carried out.

[0048] Specifically, after installation is completed, the control and processing module 104 in the system will issue a control instruction, and according to the control instruction received, the automobile bumper to be measured is first tested for static balance, and then it is judged whether to test for dynamic balance.

[0049] The static balance test process is:

[0050] After the bumper is fixed on the test bench, the control laser displacement sensor scans the three-dimensional point cloud data of the initial profile according to the control instruction to generate the initial profile diagram, which is used for subsequent residual deformation detection; point pressure sensor is installed to monitor the clamping force in real time, and automatic alarm is carried out when the threshold value is exceeded.

[0051] The operator selects the loading mode through the system interface: symmetric loading or asymmetric loading.

[0052] Symmetric loading: the impact heads at the same position on the left and right sides (such as left corner and right corner) apply the same size and direction of static pressure, for example, both push forward 500N.

[0053] Asymmetric loading: simulate unilateral force (such as only left corner force 800N) or different position force unevenness, such as middle force 300N, left corner force 600N.

[0054] Execute static loading:

[0055] The system controls the selected impact head to slowly and smoothly resist the preset point of bumper, pressurizes according to the set value, and maintains the pressure for 10-30 seconds.

[0056] Real-time data acquisition:

[0057] Force value: Force sensor inside each impactor head to feedback the actual force applied in real time, control the precision of pressure, unit: N.

[0058] Impactor head displacement: Displacement sensor inside each impactor head to record the distance of its own movement, unit: mm, reflect the depth of bumper being pressed locally.

[0059] Bumper surface strain: Strain gauge pasted on the bumper to measure the degree of local material deformation, unit: micro-strain.

[0060] Overall profile change: Laser displacement sensor / high-speed camera to capture the overall shape change of the bumper, generate a three-dimensional profile map.

[0061] Static balance index calculation:

[0062] Static uniformity:

[0063] Calculate the displacement value or strain value of all monitoring points (strain gauge positions or laser scanning points) after loading stabilization.

[0064] Formula: Uniformity = 1 - (Max - Min) / Average; the closer the value to 1, the more uniform the deformation, greater than 0.85 indicates overall uniform deformation.

[0065] Left-right symmetry difference ratio:

[0066] Select displacement or strain data at left-right symmetric positions (such as left corner vs. right corner).

[0067] Formula: Symmetry difference ratio = |Left value - Right value| / Average; the smaller the ratio, the more symmetric, less than 0.15 indicates left-right balance.

[0068] Data output: The system automatically generates pressure-displacement curve and strain distribution cloud map, intuitively displays the stress concentration area, where pressure (unit: Newton-N): specifically refers to the force applied on the bumper measured by the force sensor inside each impactor head in real time during the test, which is a direct measurement value; displacement (unit: mm): specifically refers to the distance of the impactor head itself moving measured by the displacement sensor inside each impactor head in real time during the test, which represents the depth of the bumper being pressed or impacted locally.

[0069] The generation process of pressure-displacement curve is as follows: the system controls the impactor head to start moving and contact the bumper, from the moment of contact, it synchronously records two data corresponding to each time (t) at a very high frequency (e.g. 1000 times per second):

[0070] F(t): the reading of the force sensor at this moment.

[0071] D(t): reading of displacement sensor at this moment.

[0072] This process continues until the load is complete and remains for a period of time.

[0073] After the acquisition is completed, the system obtains two sets of data strictly aligned in time sequence: [time point, force value, displacement].

[0074] When drawing the curve, ignore the "time" dimension, and directly pair the force value and displacement data of each acquisition to form a (displacement, force) coordinate point. 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 curve, it may indicate that the material has buckled, fractured, or internal structure damaged.

[0075] Strain (unit: micro-strain - με): a dimensionless physical quantity that measures the degree of local small deformation of the material. Positive value indicates tension, negative value indicates compression, measured by strain gauges pasted on the bumper surface at specific locations; Cloud map is a visualization technology that calculates the continuous distribution of the entire region from discrete point measurement data through algorithms, and uses different colors to map the value size, forming a gradient effect map similar to "clouds".

[0076] The generation process of 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 small 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 through 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 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.

[0077] The system defines a color mapping bar. For example:

[0078] Blue → represents small strain or negative value (compression).

[0079] Green → represents the strain is moderate.

[0080] Red → represents the strain is very large (stretching is severe).

[0081] According to the strain value calculated by each grid node, the mapping bar is assigned a color, and finally, a strain cloud map that continuously displays the strain size and distribution with a color gradient is generated and displayed on the bumper three-dimensional model. Among them, the red area: high strain area, is the most severe deformation and stress concentration place when force or impact, 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.

[0082] 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.

[0083] After the static balance test is completed, the three-dimensional profile after the static balance test is completed is obtained by blue light scanning, and 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. The parameter obtained by comparison is residual deformation. If the residual deformation of any point is greater than the set residual deformation threshold, which 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. The stress release process is specifically: control the impact head to keep the state under 5-10N to avoid the bumper rebounding suddenly after unloading; and start the test bench to apply a low-frequency micro-vibration of less than 10Hz for 3 seconds to the bumper to be tested to accelerate the internal stress release.

[0084] Before the dynamic balance test is started, the system automatically calibrates all sensors (strain gauges, displacement meters):

[0085] The current sensor value is recorded as the zero reference. The data collected in the dynamic test is real-time subtracted from the reference value to eliminate the influence of static load residue.

[0086] And control all the impact heads to be away from the automobile bumper to be tested, and the system monitors the natural stable state of the bumper, with a displacement fluctuation of less than 0.1mm within 2 seconds.

[0087] Under the above conditions, the dynamic balance test is performed again:

[0088] The operator selects the impact mode: single-point impact (simulates frontal collision), multi-point synchronous impact (simulates multi-object collision), and multi-point time sequence impact (simulates continuous collision).

[0089] Set parameters:

[0090] Impact speed: Simulate the actual impact speed, such as 4 km / h or 8 km / h.

[0091] Impact energy: Automatically calculated according to speed and mass, unit: Joule.

[0092] Impact head selection: Specify the impact head position involved in the impact, such as "only middle" or "left corner + right corner".

[0093] Perform dynamic impact according to the acquired impact mode signal:

[0094] The impact head accelerates to the set speed within milliseconds and quickly retracts after hitting the bumper.

[0095] High-speed data acquisition:

[0096] 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).

[0097] Dynamic displacement trajectory:

[0098] The built-in displacement sensor of the impact head records its own rebound trajectory. The laser displacement sensor / high-speed camera captures the overall dynamic deformation process of the bumper (such as indentation depth, twisted shape) at a speed of more than 1000 frames per second.

[0099] Strain wave propagation: The strain gauge captures the transmission path and local stress peak of the impact wave in the bumper material.

[0100] Dynamic balance index calculation:

[0101] Dynamic coordination:

[0102] Analyze the time difference and amplitude difference of deformation in different areas during impact, for example: Is the middle deformed earlier than the two sides? Is the deformation difference more than 30%?

[0103] 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,

[0104] Maximum regional deformation: The maximum value of deformation in all monitoring areas during impact (unit: mm), captured by high-speed camera or laser displacement sensor in real time; Minimum regional deformation: The minimum value of deformation in all monitoring areas (unit: mm); 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:

[0105] Calculate the energy absorbed by each area by integrating the pressure-displacement curve, unit: Joule.

[0106] Formula: Difference coefficient = (Maximum zone energy - Minimum zone energy) / Total absorbed energy; the lower the coefficient, the more balanced the energy distribution, less than 0.25 indicates balanced energy absorption, wherein Maximum zone energy: the maximum value of absorbed energy in all monitored zones, obtained by integrating the pressure-displacement curve of the zone (unit: Joule); Minimum zone energy: the minimum value of absorbed energy in all monitored zones, calculated in the same way; Total absorbed energy: the sum of absorbed energy in all zones, or obtained by integrating the pressure-displacement curve.

[0107] Post-impact recovery:

[0108] After 1 second after impact, measure the residual deformation of the bumper, unit: millimeter.

[0109] Formula: Recovery = 1 - (Residual deformation / Maximum impact deformation); more than 90% recovery is excellent; more than 0.85 indicates good rebound, wherein Residual deformation is obtained by comparing the generated three-dimensional profile with the initial profile, Maximum impact deformation is the maximum instantaneous deformation of the bumper during impact, recorded by the laser displacement sensor in real time during impact.

[0110] To ensure the accuracy of the results, cross-validation is also performed. The reference sample control selects bumpers from the same batch, and randomly selects 3 samples for dynamic testing only. The independent mode dynamic test results are compared, and the specific comparison method is to compare the values of the dynamic coordination index, energy absorption difference coefficient, and recovery 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. Calculate the total input energy (kinetic energy of the impact head) and the total absorbed energy (strain energy + deformation work) of the dynamic impact. 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 to heat energy), the system will warn "test precision abnormal", triggering sensor review.

[0111] The above process can actually be defined as a dual-channel test mode, including independent mode and continuous mode. Independent mode is to replace the sample after static balance test is completed, and then perform dynamic balance test to obtain pure static balance and dynamic balance results; Continuous mode is to perform stress release process after static balance test is completed without alarm, and then perform dynamic balance test to evaluate the real response of damaged collision. As shown in Figure 3 .

[0112] S103, based on static and dynamic test indicators, generate a quantitative report and automatically determine whether the bumper structure balance meets the standard.

[0113] Specifically, the static uniformity, left-right symmetry of static test, and the dynamic coordination, energy absorption difference coefficient, and impact recovery of dynamic test are summarized into the same report.

[0114] Each indicator is automatically compared with the preset qualified threshold:

[0115] 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

[0116] Comprehensive balance determination:

[0117] Weight calculation:

[0118] According to the type of bumper, the weight is allocated, for example: for family cars, focus on "recovery", for off-road vehicles, focus on "energy absorption uniformity".

[0119] Formula example: comprehensive balance index=(static uniformity x 0.2)+(dynamic coordination x 0.3)+(energy absorption difference coefficient x 0.3)+(recovery x 0.2).

[0120] Determination logic:

[0121] Single veto system: any key indicator exceeds the threshold→unqualified.

[0122] Comprehensive scoring system: comprehensive balance index≥0.8→"qualified"; 0.6~0.8→"warning" (manual review required); less than 0.6→"unqualified".

[0123] Problem positioning and report generation:

[0124] Automatic positioning of weak points:

[0125] If the static uniformity is low→prompt "insufficient middle support", corresponding to the strain gauge number area.

[0126] If the energy absorption difference coefficient is high→prompt "weak left corner energy absorption ability", corresponding to the impact head position, that is, each impact head has been accurately positioned in a specific area of the bumper (such as 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.

[0127] Generate a visual quantitative report:

[0128] Structure balance radar chart: intuitively display the gap between five indicators and thresholds.

[0129] Defect location map: mark the high stress or abnormal deformation area in red on the bumper 3D model.

[0130] Conclusion page: clearly mark "pass" / "fail", and list the main problem items.

[0131] 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 test are also tested, and the specific test items are as follows:

[0132] The test of paint includes 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, gravel impact resistance, high pressure water impact resistance, light aging resistance, long and short wave, prohibited substances and harmful substances of vehicle coatings.

[0133] The test of electroplating performance includes electroplating layer thickness, number of microporous chromium, accelerated corrosion test, thermal cycle test, ductility, grid test and potential difference.

[0134] The test of basic performance includes cold resistance, cold and hot alternation, water resistance, humidity resistance, heat aging resistance, weather resistance, chemical medium resistance, low temperature impact resistance, scratch resistance, blackness (only for black highlight products), gravel impact, welding firmness, corrosion resistance (all metal class markers), prohibited substances, insert pull-out force, insert torsion force, holding adhesion, double-sided tape peel strength and tooling sample weight test.

[0135] Among the above test items, the data before and after the test are compared and analyzed to find the difference before and after the test, and then the change of the bumper before and after the test is 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 and industrial manufacturing. Its core technology adopts narrowband blue light projection technology, which captures the geometric features of the object surface through high-resolution industrial cameras, can effectively filter environmental light interference, and realizes micron-level measurement accuracy. Typical applications include industrial detection, reverse engineering, dimensional tolerance analysis, etc., covering automobile manufacturing, aerospace, 3C electronics and other industries. Some high-end models support automatic scanning and real-time data analysis, which significantly improves production efficiency and detection reliability.

[0136] The second embodiment of the present application is:

[0137] Please refer to Figure 4The application provides a car bumper detection system, which is applied to a car bumper detection method provided in the first embodiment, and the car bumper detection system comprises a rigid test bench 101, a multi-point adjustable impact loading module 102, a bumper surface deformation monitoring module 103 and a control and processing module 104,

[0138] The rigid test bench 101 is used for fixing a car bumper to be tested.

[0139] The multi-point adjustable impact loading module 102 is used for performing dynamic and static balance tests on the car bumper to be tested by using impact heads according to received control instructions.

[0140] The bumper surface deformation monitoring module 103 is used for detecting the overall profile and displacement change of the car bumper to be tested.

[0141] The control and processing module 104 is used for outputting control instructions, collecting, processing and analyzing data in the dynamic and static balance test process, and generating a quantitative report.

[0142] The control and processing module 104 comprises a control unit 1041, a data collection unit 1042 and an analysis unit 1043.

[0143] The control unit 1041 is used for outputting control instructions and impact data of the impact heads.

[0144] The data collection unit 1042 is used for collecting all data in the dynamic and static balance test process.

[0145] The analysis unit 1043 is used for calculating static uniformity, left-right symmetry difference ratio, dynamic coordination, energy absorption difference coefficient and recovery degree after impact.

[0146] In the embodiment, the rigid test bench 101 is a solid frame structure used for fixing the bumper to be tested. The test bench is designed to simulate the main mounting points of the bumper on the vehicle body. The multi-point adjustable impact loading module 102 comprises a plurality of independent and position-adjustable impact heads, for example, hydraulic or servo electric cylinder drives. Each impact head is integrated with a high-precision force sensor (for measuring the applied force) and a displacement sensor (for measuring the moving distance of itself). The impact heads can be positioned in different key positions on the outer surface of the bumper in advance, such as the two sides of the license plate area, the left and right corners, the middle area and the like, to simulate the collision contact points from different directions.

[0147] The impact head has two working modes:

[0148] Static mode: precise control of static pressure applied on each contact point, size, direction, duration. Dynamic mode: fast driving of impact head to simulate impact on bumper at set speed and energy, similar to crash test. Bumper surface deformation monitoring module 103: paste a large number of high-sensitivity strain gauges on the key areas of 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.

[0149] The control and processing module 104:

[0150] The control unit 1041: precisely controls the action mode of all impact heads: static pressure or dynamic impact, force size / speed, action timing (single action or multiple simultaneous actions).

[0151] The data acquisition unit 1042: synchronously collects data from all force sensors, displacement sensors, strain gauges, non-contact displacement sensors, etc., especially at a very high sampling rate during dynamic impact.

[0152] The analysis unit 1043: calculates and displays the overall deformation field and stress distribution of the bumper in real time.

[0153] 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 difference in deformation 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.

[0154] The same set of precisely positionable "impact head" units seamlessly switch between static precise pressure loading and dynamic high-speed impact modes. Overcomes the disadvantages of traditional static and dynamic test equipment separation, can complete continuous and progressive testing from simulating low-speed extrusion (static balance) to simulating real collision (dynamic balance) in one clamping, more truly reflects the whole process structure response of the component from the stable state to the impact state. This is the key basis for evaluating "balance".

[0155] The positions of the plurality of impact heads can be flexibly adjusted according to different bumper shapes and test requirements (simulate different collision scenarios), rather than fixed positions. The impact heads can accurately simulate the impact conditions of the bumper in different positions (such as the center, the corner, and the side of the license plate) and different combinations (single point, multiple points at the same time) in actual accidents, greatly improving the coverage and pertinence of the test, making the "balance" evaluation more close to the actual situation. The test is more realistic, comprehensive and efficient; the structural balance can be accurately evaluated, design / manufacturing defects can be found in advance, and the safety performance of the bumper can be improved.

[0156] 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 will not be elaborated here.

[0157] For the system embodiments, since they basically correspond to the method embodiments, the relevant parts are described in the method embodiments. The above-described device embodiments are only schematic, and the units described as separate components can or can not be physically separate, and the components displayed as units can or can not be physical units, i.e., they can be located in one place, or distributed on multiple network units. Some or all of the modules can be selected according to actual needs to achieve the purpose of the present application. Those skilled in the art can understand and implement it without creative labor.

[0158] Correspondingly, the present application also provides an electronic device, comprising: 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 shown, 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 the processor, the memory and the network interface, the device in the embodiment can also include other hardware according to the actual function of the device with data processing capability, and this will not be described again.

[0159] 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.

[0160] 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.

[0161] 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 thereof.

Claims

1. A method of detecting an automobile bumper, characterized by, The method comprises the following steps: 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; According to the received control instruction, the static and dynamic balance test of the automobile bumper to be tested is carried out, and the corresponding index calculation is carried out; 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; In the static and dynamic balance test of the automobile bumper to be tested according to the received control instruction, the method comprises: According to the received control instruction, the static balance test of the automobile bumper to be tested is carried out, and then it is determined whether the dynamic balance test is carried out; The static balance test comprises: controlling the laser displacement sensor to scan the profile of the automobile bumper to be tested according to the control instruction, generating an initial profile 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 automobile bumper to be tested; calculating the static uniformity and the left-right symmetry difference ratio; The dynamic balance test comprises: controlling the impact head to accelerate to the set speed within the set acceleration time according to the obtained impact mode signal, and then carrying out the dynamic balance test on the automobile bumper to be tested; calculating the dynamic coordination, the energy absorption difference coefficient and the recovery degree after impact; 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 graph with the initial profile graph; if the residual deformation obtained by comparison is greater than the set residual deformation threshold, an alarm is given; If the residual deformation obtained by comparison is less than the set residual deformation threshold, a stress release process is carried out; 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; 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; Judging 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.

2. The method of claim 1, wherein, 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, comprising: According to the type of the automobile bumper to be tested, the static uniformity and the left-right symmetry difference ratio calculated by the static balance test and the dynamic coordination, the energy absorption difference coefficient and the recovery degree after impact calculated by the dynamic balance test are subjected to weight assignment and calculation; According to the single-item veto mechanism and the comprehensive scoring mechanism, it is determined whether the bumper structure balance meets the standard, and a quantitative report is generated.

3. An automobile bumper detection system applied to the automobile bumper detection method according to any one of claims 1-2, characterized in that: 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 for fixing the automobile bumper to be tested; The multi-point adjustable impact loading module is used for performing 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 for detecting the overall profile and displacement change of the automobile bumper to be tested. The control and processing module is used for outputting the control instruction, collecting, processing and analyzing the data in the dynamic and static balance test process, and generating a quantitative report.

4. The automotive bumper detection system of claim 3, wherein, The control and processing module comprises a control unit, a data collection unit and an analysis unit. The control unit is used for outputting the control instruction 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 the static uniformity, left-right symmetry difference ratio, dynamic coordination, energy absorption difference coefficient and recovery degree after impact.

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