Adaptability test method and system for vehicle-mounted millimeter wave radar

Abstract

The application discloses a vehicle-mounted millimeter wave radar adaptive performance test method and system, and relates to the technical field of radar performance test.The method comprises the following steps: constructing a radar braking sequence for vehicle-mounted detection; constructing a vehicle-mounted assembly body, combining the radar braking sequence to carry out test area deployment, and constructing a lightweight test unit; deploying a transfer device, uploading a first test scene on a data window of a test platform and converting the first test scene into a first test condition based on the radar braking sequence, executing double-path parallel test and result fitting according to the lightweight test unit, and determining a first performance test result.The technical problem that the vehicle-mounted millimeter wave radar in the prior art lacks a unified sequenced test process under multiple environmental disturbances, the test dimensions are insufficient and it is difficult to cover complex working conditions, and the performance evaluation is inaccurate is solved, and the technical effect that radar performance accurate evaluation under complex working conditions is realized through constructing a systematic multi-dimensional test process is achieved.

Description

Technical Field

[0001] This invention relates to the field of radar performance testing technology, specifically to a method and system for testing the adaptability of vehicle-mounted millimeter-wave radar. Background Technology

[0002] As a crucial sensor for vehicle environmental perception and safety control, automotive millimeter-wave radar provides stable detection capabilities under complex weather conditions, day-night cycles, and various road conditions. However, existing performance testing methods for automotive millimeter-wave radar largely focus on single-scenario or static laboratory conditions, failing to comprehensively cover the multi-source environmental disturbances that may occur on real roads, such as temperature cycling, mechanical vibration, and electromagnetic interference. Furthermore, the lack of a unified, sequential process and reproducible testing standards across different testing stages leads to inconsistent test results, limited coverage, and insufficient adaptability to complex dynamic conditions. This not only affects the accuracy of performance evaluation during the radar's R&D phase but also restricts the quality assurance capabilities during mass production and subsequent maintenance. Summary of the Invention

[0003] This application provides a method and system for testing the adaptability of vehicle-mounted millimeter-wave radar, which solves the technical problems in the prior art of inaccurate performance evaluation due to the lack of a unified serialized test process, insufficient test dimensions, and difficulty in covering complex working conditions under multiple environmental disturbances.

[0004] The first aspect of this application provides a method for testing the adaptability of vehicle-mounted millimeter-wave radar, the method comprising:

[0005] A radar braking sequence for vehicle-mounted detection is constructed, wherein each sequence node includes at least range target detection, target fuzziness detection, detection mode switching, target tracking, and risk control response, and each sequence node embeds a rule base. A vehicle-mounted assembly is constructed, and a test area is deployed in conjunction with the radar braking sequence. A lightweight test unit is constructed, comprising a first test channel based on vehicle-mounted detection and a second test channel based on performance inflection points under a trial-and-error test dimension. The second test channel incorporates gradient interventions for temperature cycling, vibration spectrum, and electromagnetic interference. A relay is deployed to upload a first test scenario to the test platform's data window and convert it into first test conditions based on the radar braking sequence. Based on the lightweight test unit, dual-path parallel testing and result fitting are performed to determine the first performance test result. The relay performs the conversion of the underlying control logic to the radar braking sequence.

[0006] A second aspect of this application provides an adaptability testing system for vehicle-mounted millimeter-wave radar, the system comprising:

[0007] Braking Sequence Construction Module: Constructs a radar braking sequence for vehicle-mounted detection, wherein each sequence node includes at least range target detection, target fuzziness detection, detection mode switching, target tracking, and risk control response, with each sequence node embedding a rule base; Test Area Deployment Module: Constructs a vehicle-mounted assembly and deploys a test area based on the radar braking sequence, constructing a lightweight test unit, wherein the lightweight test unit includes a first test channel based on vehicle-mounted detection and a second test channel based on the performance inflection point under the trial-and-error test dimension, the second test channel having gradient intervention of temperature cycling, vibration spectrum, and electromagnetic interference; Test Module: Deploys a relay unit, uploads the first test scenario to the data window of the test platform and converts it into the first test conditions based on the radar braking sequence, performs dual-path parallel testing and result fitting based on the lightweight test unit, and determines the first performance test result, wherein the relay unit performs the conversion of the underlying control logic to the radar braking sequence.

[0008] One or more technical solutions provided in this application have at least the following technical effects or advantages:

[0009] First, a radar braking sequence for vehicle-mounted detection is constructed. Each sequence node includes at least range target detection, target fuzziness detection, detection mode switching, target tracking, and risk control response, with each node embedding a rule base. Next, a vehicle-mounted assembly is constructed, and a test area is deployed using the radar braking sequence. A lightweight test unit is built, containing a first test channel based on vehicle-mounted detection and a second test channel based on performance inflection points under a trial-and-error testing dimension. The second test channel incorporates gradient interventions for temperature cycling, vibration spectrum, and electromagnetic interference. Finally, a relay is deployed to upload the first test scenario to the test platform's data window and convert it into first test conditions based on the radar braking sequence. Based on the lightweight test unit, dual-path parallel testing and result fitting are performed to determine the first performance test result. The relay executes the conversion of the underlying control logic to the radar braking sequence. This approach solves the technical problems of inaccurate performance evaluation in existing vehicle-mounted millimeter-wave radar systems under multiple environmental disturbances, including a lack of unified sequential testing procedures, insufficient test dimensions, and difficulty in covering complex operating conditions. It achieves the technical effect of accurately evaluating radar performance under complex operating conditions by constructing a systematic multi-dimensional testing process. Attached Figure Description

[0010] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0011] Figure 1A schematic flowchart of the adaptive performance testing method for vehicle-mounted millimeter-wave radar provided in this application embodiment;

[0012] Figure 2 A schematic diagram of the adaptive performance testing system for vehicle-mounted millimeter-wave radar provided in this application embodiment.

[0013] Figure labeling: Braking sequence construction module 11, test area deployment module 12, test module 13. Detailed Implementation

[0014] This application provides a method and system for testing the adaptability of vehicle-mounted millimeter-wave radar, which solves the technical problems in the prior art where vehicle-mounted millimeter-wave radar lacks a unified serialized testing process under multiple environmental disturbances, has insufficient testing dimensions, and is difficult to cover complex working conditions, resulting in inaccurate performance evaluation.

[0015] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the scope of protection of this application.

[0016] It should be noted that the terms "comprising" and "having" are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or server that includes a series of steps or units is not necessarily limited to those steps or units that are explicitly listed, but may include other steps or modules that are not explicitly listed or that are inherent to these processes, methods, products, or devices.

[0017] Example 1, as Figure 1 As shown, this application provides a method for testing the adaptability of vehicle-mounted millimeter-wave radar, wherein the method includes:

[0018] Construct a radar braking sequence for vehicle-mounted detection, wherein each sequence node includes at least range target detection, target fuzzy detection, detection mode switching, target tracking, and risk control response, and each sequence node has an embedded rule base.

[0019] In this embodiment of the application, based on the working logic of the vehicle-mounted millimeter-wave radar in actual operation, the overall detection process of the radar is divided into continuous functional stages, specifically including the range target detection stage, the target fuzziness detection stage, the detection mode switching stage, the target tracking stage, and the risk control response stage, and each stage is arranged in chronological order to form a test sequence. In the target detection phase, radar performs a range scan based on full-domain detection to initially identify and determine the distance to static and dynamic objects within the target area. In the target fuzziness detection phase, the scene database is used to perform feature comparison and cluster analysis on the detected targets, and combination conditions are established according to target type (static or dynamic target) and relative motion mode to identify easily confused targets and generate corresponding detection criteria. In the detection mode switching phase, the radar detection mode is automatically selected or switched to the radar detection mode that matches the target motion conditions and environmental status information, achieving a one-to-one correspondence between the detection mode and the actual working conditions. In the target tracking phase, the target position, speed, and trajectory information are updated in real time to continuously track the target and assess its motion trend. In the risk control response phase, a multi-level response mechanism is triggered according to the preset safety threshold, issuing visual and auditory alarms through warning devices such as alarm lights and buzzers, and can be combined with braking or deceleration control strategies to actively intervene in vehicle safety. Each stage node has an embedded independent rule base, which is used to store and call the corresponding test rules, judgment conditions, response parameters and execution logic, thereby ensuring consistent and reproducible verification and control of different working conditions during the testing process.

[0020] Furthermore, the construction of a radar braking sequence for vehicle-mounted detection includes:

[0021] According to the test guidelines, the control phases of the radar system components are divided, and the phase sequence is determined. The divided phases include at least range target detection, target fuzzy detection, detection mode switching, target tracking, and risk control response. The underlying control logic of the radar system components is obtained, and the phase control logic is reconstructed and the phase nodes are deployed according to the phase sequence. The radar braking sequence is constructed through an embedded rule base.

[0022] First, based on the preset test guidelines, the functional objectives and test requirements to be covered by the radar under different operating states are determined. Using this as a basis, the overall control flow of the radar system components is decomposed into several functional stages. These functional stages include at least the range target detection stage, the target ambiguity detection stage, the detection mode switching stage, the target tracking stage, and the risk control response stage. Specifically, the range target detection stage is used to achieve preliminary identification and distance measurement of static and dynamic targets in front of and around the vehicle through full-domain scanning; the target ambiguity detection stage is used to cluster the detection results by target type and relative motion mode, filtering out targets with ambiguous or easily confused features and establishing corresponding discrimination conditions; the detection mode switching stage is used to switch between different detection modes to match the target motion conditions and environmental characteristics; the target tracking stage is used to continuously update the target position, speed, and trajectory information to achieve stable tracking; and the risk control response stage is used to trigger alarm devices or vehicle braking intervention based on set safety thresholds. Subsequently, the underlying control logic information of the radar system components is acquired, including the input parameters, execution commands, feedback data, and switching conditions for each stage. The stage control logic is reconstructed and the functional deployment of stage nodes is performed according to the stage sequence. A corresponding rule base is embedded in each stage node. The rule base is used to store the judgment conditions, execution logic, response strategies and test parameters required for that stage. By calling the rule base, unified and reproducible control can be performed on each stage during the test, and finally a radar braking sequence with a complete functional link is formed.

[0023] Furthermore, the embedded rule base includes:

[0024] The system uses a range-based scanning system with full-domain detection as the first rule base for target detection nodes. Based on a scene database, it performs primary clustering by target type and secondary clustering by relative motion, combining the clustering results to determine target motion conditions. This result is embedded in the target fuzzy detection node as the second rule base, where the target type is either a static or dynamic target. It then iterates through the target motion conditions and configures radar detection modes as the third rule base for detection mode switching nodes, where each detection mode corresponds one-to-one with the target motion conditions. Finally, it sets a multi-level response mode based on alarm lights and buzzers as the fourth rule base for risk control response nodes.

[0025] A first rule base is set up in the target detection node. This first rule base is constructed based on a range-based scanning strategy for full-domain detection. By analyzing the radar echo signals obtained from omnidirectional scanning in front of and around the vehicle, the initial values ​​of the azimuth, distance, and velocity of each target are determined, and a full-domain detection benchmark dataset is established for subsequent judgment. A second rule base is set up in the target fuzziness detection node. This second rule base performs target clustering processing based on a pre-established scene database. First, the target type (static or dynamic target) is used as the first-level clustering condition to initially group the detected targets according to their stationary or moving states. Then, the relative motion mode of the target (including approaching, moving away, lateral movement, etc.) is used as the second-level clustering condition to further subdivide each first-level group, resulting in multiple combined target clusters. The clustering results of target type and relative motion mode are combined to form a target motion condition parameter set, which is used to identify and locate targets with potentially fuzzy features during testing. A third rule base is set up in the detection mode switching node. This rule base iterates through the target motion condition parameter set and configures a corresponding radar detection mode for each target motion condition. This includes, but is not limited to, long-range wide-beam mode, short-range narrow-beam mode, and dynamic tracking mode. This ensures that the detection mode corresponds one-to-one with the target characteristics and can be automatically switched during testing. A fourth rule base is set up in the risk control response node. This fourth rule base presets multi-level security response strategies and triggers different early warning modes based on the target's threat level. These include issuing visual warnings using alarm lights, issuing auditory warnings using buzzers, or triggering both simultaneously under high-level threats, to achieve graded and controllable risk control intervention.

[0026] An on-board assembly is constructed, and a test area is deployed in conjunction with the radar braking sequence to construct a lightweight test unit. The lightweight test unit includes a first test channel based on the on-board detection dimension and a second test channel based on the performance inflection point under the trial-and-error test dimension. The second test channel is subject to gradient intervention of temperature cycling, vibration spectrum and electromagnetic interference.

[0027] In this embodiment, vehicle components and radar system components matching the specifications of the vehicle platform under test are selected. The radar system components are fixed in designated positions on the vehicle components according to vehicle wiring requirements and installation specifications, and interactive connections are completed with components such as the control box, power supply system, signal harness, warning lights, and buzzers to form a fully functional vehicle assembly. The vehicle assembly is placed in a preset test area, which can be an open road simulation site or a closed environmental test chamber. During the placement process, a pre-constructed radar braking sequence is loaded as the core of the test process control. In the test area, a lightweight test unit is built based on the vehicle assembly. The lightweight design achieves a low-energy-consumption and easy-to-deploy test platform through feature distillation and structural simplification of the vehicle components. The lightweight test unit comprises two independent yet synchronously operating test channels: the first test channel focuses on vehicle-mounted detection, directly running the radar braking sequence to collect first-type performance data through target detection, mode switching, tracking, and risk control response processes in a real environment; the second test channel focuses on performance inflection point analysis based on trial-and-error testing, running the radar braking sequence in a mirror or virtual simulation manner, and introducing three adjustable gradient interference sources—temperature cycling, vibration spectrum, and electromagnetic interference—during operation. By repeatedly testing under different interference amplitudes and combinations, it captures the critical point information of radar performance from stability to failure.

[0028] Furthermore, building lightweight test units includes:

[0029] A test area is constructed based on the vehicle assembly, wherein the vehicle assembly includes vehicle components and radar system components, and the vehicle components are lightweight components after feature distillation processing; for the test area, a performance test unit is constructed based on vehicle detection dimension and trial and error test dimension.

[0030] Furthermore, the radar system components consist of at least a radar, a control box, a wiring harness, a warning light, and a buzzer. The radar system components are installed in a vehicle with a distributed component structure based on the vehicle wiring harness, and the radar system components are interactively connected to the vehicle components through the wiring harness.

[0031] First, a test area is constructed based on the assembled vehicle-mounted assembly. This test area can be an open road simulation field, a closed semi-anechoic chamber, or a multi-environment controllable test chamber. Ground markings, target objects, and environmental interference sources are deployed according to the test objectives. The vehicle-mounted assembly consists of vehicle components and radar system components. The vehicle components undergo feature distillation, meaning that while retaining key characteristic parameters of the actual vehicle in terms of dimensions, installation interfaces, and motion characteristics, non-critical structures are simplified and lightweighted to reduce the energy consumption, weight, and layout complexity of the test platform, facilitating rapid deployment in different test scenarios. The radar system components include the radar body, control box, signal and power supply harnesses, warning lights, and buzzers, and are interconnected with the vehicle components according to the actual vehicle wiring method.

[0032] In the testing area, performance testing units are constructed based on vehicle-mounted detection and trial-and-error testing dimensions. The vehicle-mounted detection dimension realistically simulates the radar detection, target recognition, mode switching, tracking, and risk control response processes of a vehicle while driving on the road, collecting performance data under real-world conditions. The trial-and-error testing dimension introduces various environmental disturbances such as temperature cycling, vibration spectrum, and electromagnetic interference, repeatedly executing test tasks under different disturbance intensities and combinations to capture the performance inflection points and failure characteristics of the radar under extreme conditions. The two testing units can run independently or in parallel within the same testing cycle, thus obtaining performance data under both normal and multi-interference conditions in a single test, achieving comprehensive and reproducible data.

[0033] The radar unit is used to transmit and receive millimeter-wave signals and perform preliminary signal processing. The control box is used to switch the radar unit's operating mode, transmit signal data, and output processing results. Warning lights and buzzers are used to provide visual and audible warning signals during testing. The wiring harness is laid out according to vehicle wiring specifications, forming a distributed component structure for vehicle mounting. Specifically, the radar, control box, warning lights, and buzzers are installed in different locations within the vehicle components according to the actual vehicle layout, and the wiring harness connects the signals and power supply. The wiring harness serves both as a power supply and as a transmitter of data acquired by the radar and control commands, ensuring synchronous and delay-free data interaction and command response between components during testing.

[0034] Furthermore, performance testing units are constructed based on vehicle-mounted detection and trial-and-error testing dimensions, including:

[0035] By embedding the test area and using the radar braking sequence as the test cycle logic, a first test channel is constructed; a mirror twin of the first test channel is created, and a three-dimensional failure probability cloud map is introduced to build a second test channel, wherein the second test channel performs trial and error testing based on performance inflection points, and the three-dimensional failure probability cloud map is constructed based on temperature cycling, vibration spectrum, and electromagnetic interference; the first test channel and the second test channel are integrated to form a performance test unit.

[0036] By embedding a radar braking sequence within the test area, and using this sequence as the core control logic for the entire test cycle, the vehicle-mounted assembly and its radar system components sequentially execute stages such as range target detection, target ambiguity detection, detection mode switching, target tracking, and risk control response, thus constructing the first test channel. This first test channel is used to collect detection performance data under normal operating conditions.

[0037] A mirror twin of the first test channel is created, replicating its control logic, input parameters, and test procedures to produce a functionally identical virtual or parallel test channel. An environmental disturbance model based on a 3D failure probability cloud map is then introduced into this second test channel. The 3D failure probability cloud map establishes a probability distribution model by treating temperature cycling, vibration spectrum, and electromagnetic interference as independent dimensions. This visualizes the relationship between interference intensity and failure probability in a three-dimensional coordinate system, allowing for ordered loading of different interference amplitudes, frequencies, and combinations during testing. The second test channel performs trial-and-error testing based on performance inflection points under the applied interference conditions. By gradually increasing or adjusting interference conditions, it captures the critical point data where radar detection performance transitions from stability to failure, and records the corresponding interference parameters and response characteristics.

[0038] The first and second test channels are integrated to form a performance test unit capable of simultaneously acquiring performance data under normal operating conditions and multiple interference conditions. The performance test unit can run both types of channels in parallel within a single test cycle, ensuring testing efficiency while improving the comprehensiveness and reproducibility of performance evaluation under different environmental conditions.

[0039] A relay is deployed to upload the first test scenario to the data window of the test platform and convert it into the first test condition based on the radar braking sequence. According to the lightweight test unit, dual-path parallel testing and result fitting are performed to determine the first performance test result. The relay performs the conversion of the underlying control logic to the radar braking sequence.

[0040] A relay is connected to the data window of the test platform. The relay is used to realize instruction conversion and data interaction between the test platform and the vehicle assembly.

[0041] The first test scenario, preset through the test platform's data window, is uploaded to the repeater. This first test scenario is any index entry in the scenario database, containing descriptive information such as target type, relative motion mode, environmental conditions, and interference parameters. Upon receiving the first test scenario, the repeater parses the scenario content and converts the scenario data into corresponding first test conditions according to the phased logic of the radar braking sequence (including range target detection, target fuzziness detection, detection mode switching, target tracking, and risk control response), forming an execution instruction set that can directly drive the lightweight test unit. Based on the dual-channel architecture of the lightweight test unit, the first and second test channels are simultaneously driven to perform parallel tests: the first test channel runs the radar braking sequence under normal detection conditions and outputs the first braking test result; the second test channel performs a trial-and-error test based on performance inflection points under environmental interference conditions loaded with a three-dimensional failure probability cloud map, and outputs the second failure test result.

[0042] After the test, the relay receives test data from both channels and performs result fitting processing, including time synchronization, data alignment, feature extraction, and performance difference analysis. This yields the performance difference and trend characteristics of the two test modes under the same scenario conditions, thus determining the first performance test result. The relay not only maps the test scenario to the test conditions but also converts the underlying control logic into the radar braking sequence. This involves distributing and triggering general control commands and data streams according to the phase requirements of the radar braking sequence, ensuring the timing consistency and reproducibility of the test process.

[0043] Furthermore, performing dual-path parallel testing and result fitting to determine the first performance test result includes:

[0044] Upload a first test scenario, wherein the first test scenario is an index entry of any test scenario; identify the first test scenario and determine a first test condition based on the scenario state space; import the first test condition into the lightweight test unit, drive the first test channel to perform a simulation test, determine the first braking test result, drive the second test channel to perform a simulation test, and determine the second failure test result; integrate the first braking test result and the second failure test result to determine the first performance test result.

[0045] The first test scenario is uploaded through the data window of the testing platform. This first test scenario is an index entry for any test scenario in the scenario database, containing parameters such as road type, target type, relative motion mode, environmental interference conditions, and traffic participant behavior patterns. After receiving and recognizing the first test scenario, the testing system analyzes the scenario based on a preset scenario state space model, extracting state vectors such as target position, velocity, direction, acceleration, and surrounding environmental parameters. It then generates the first test conditions corresponding to the scenario by combining the logic of each stage of the radar braking sequence. The first test conditions are imported into a lightweight testing unit, driving the first test channel to perform simulated testing according to normal detection dimensions. Performance indicators such as detection distance, velocity measurement accuracy, target recognition rate, mode switching delay, and wind control response time are collected to obtain the first braking test results. Simultaneously, the second test channel is driven to load gradient interference sources such as temperature cycling, vibration spectrum, and electromagnetic interference based on a three-dimensional failure probability cloud map under the same test conditions. Trial-and-error testing based on performance inflection points is performed, collecting the detection performance degradation trend and failure probability under interference conditions to obtain the second failure test results. Finally, the results of the first braking test and the second failure test are integrated, including aligning the two sets of data on the time axis, unifying the index dimensions, calculating the performance differences and fitting the trend, to obtain a comprehensive performance evaluation value for the two test modes under the same scenario conditions. This evaluation value is then used as the output of the first performance test result.

[0046] Furthermore, the first test channel performs radar braking simulation tests based on the scene detection cycle; by introducing gradient interference sources based on temperature cycling, vibration spectrum and electromagnetic interference, a failure probability matrix based on a three-dimensional failure probability cloud map is determined as the result of the second failure test.

[0047] The first test channel performs radar braking simulation tests based on scene detection cycles. That is, according to the scene state space defined in the first test conditions, the test cycle sequentially runs the stages of range target detection, target fuzziness detection, detection mode switching, target tracking and risk control response, etc. The distance, speed, azimuth and category of the target are continuously collected and judged at a fixed detection cycle. At the end of each detection cycle, the current detection results and response status are recorded to obtain complete radar braking performance time series data.

[0048] The second test channel performs performance degradation tests by introducing gradient interference sources with multiple types of environmental disturbances under the same test conditions. These gradient interference sources include temperature cycling interference (cyclically changing between a set minimum and maximum temperature at a preset rate), vibration spectrum interference (loaded based on the common vibration spectrum and amplitude characteristics of vehicle operation), and electromagnetic interference (controlled injection according to frequency, power, and waveform parameters), which can be applied individually or in combination. During the test, the interference conditions drive the radar detection performance to gradually approach or cross the performance inflection point, and a spatial mapping relationship between temperature, vibration, electromagnetic interference, and detection failure probabilities is established using a three-dimensional failure probability cloud map. Based on the three-dimensional failure probability cloud map, the failure probability under each combination of interference parameters is calculated, forming a failure probability matrix, which serves as the output of the second failure test result. This matrix is ​​then used to fit and analyze the results with the first braking test result, thereby evaluating the radar's performance adaptability and stability under multiple environmental disturbances.

[0049] Furthermore, the methods also include:

[0050] An auxiliary test port is introduced, wherein the auxiliary test port performs time flow rate adjustment; and test cycle compression and expansion control is performed according to the auxiliary test port.

[0051] The auxiliary test port is used to dynamically adjust the time flow rate during testing. Its hardware can consist of an independent time control module or a programmable logic control unit, while the software includes a time scaling control program and a timing mapping algorithm. The auxiliary test port connects bidirectionally to the test platform and lightweight test unit, receiving timing parameters of the test task in real time and outputting adjusted time control signals.

[0052] The auxiliary test port adjusts the time flow rate by accelerating or decelerating the reference clock signal of the test cycle, thereby compressing or extending the operation cycle of the radar braking sequence within the same physical time. For example, in compression mode, the auxiliary test port shortens the duration of each stage in the test cycle proportionally to quickly simulate performance change trends under long-term operation; in extension mode, it extends the duration of each stage proportionally to observe the performance response and interference sensitivity of certain stages in a more granular manner.

[0053] Based on the time adjustment instructions output by the auxiliary test port, the test system can synchronously compress and expand the runtime execution cycle of the first test channel and the second test channel to ensure that the two channels maintain the consistency of the scenario state space after the time ratio changes. This shortens the test cycle, improves test efficiency, and ensures the comparability and reproducibility of test results.

[0054] In summary, the embodiments of this application have at least the following technical effects:

[0055] First, a radar braking sequence for vehicle-mounted detection is constructed. Each sequence node includes at least range target detection, target fuzziness detection, detection mode switching, target tracking, and risk control response, with each node embedding a rule base. Next, a vehicle-mounted assembly is constructed, and a test area is deployed using the radar braking sequence. A lightweight test unit is built, containing a first test channel based on vehicle-mounted detection and a second test channel based on performance inflection points under a trial-and-error testing dimension. The second test channel incorporates gradient interventions for temperature cycling, vibration spectrum, and electromagnetic interference. Finally, a relay is deployed to upload the first test scenario to the test platform's data window and convert it into first test conditions based on the radar braking sequence. Based on the lightweight test unit, dual-path parallel testing and result fitting are performed to determine the first performance test result. The relay executes the conversion of the underlying control logic to the radar braking sequence. This approach solves the technical problems of inaccurate performance evaluation in existing vehicle-mounted millimeter-wave radar systems under multiple environmental disturbances, including a lack of unified sequential testing procedures, insufficient test dimensions, and difficulty in covering complex operating conditions. It achieves the technical effect of accurately evaluating radar performance under complex operating conditions by constructing a systematic multi-dimensional testing process.

[0056] Example 2, based on the same inventive concept as the adaptive performance testing method for vehicle-mounted millimeter-wave radar in the aforementioned examples, such as... Figure 2 As shown, this application provides an adaptive performance testing system for vehicle-mounted millimeter-wave radar, wherein the system includes:

[0057] Braking sequence construction module 11: Constructs a radar braking sequence for vehicle-mounted detection, wherein the sequence nodes include at least range target detection, target fuzziness detection, detection mode switching, target tracking, and risk control response, and each sequence node embeds a rule base; Test area deployment module 12: Constructs a vehicle-mounted assembly, deploys the test area in conjunction with the radar braking sequence, and constructs a lightweight test unit, wherein the lightweight test unit includes a first test channel based on vehicle-mounted detection and a second test channel based on the performance inflection point under the trial-and-error test dimension, the second test channel having gradient intervention of temperature cycling, vibration spectrum, and electromagnetic interference; Test module 13: Deploys a relay, uploads the first test scenario to the data window of the test platform and converts it into the first test conditions based on the radar braking sequence, performs dual-path parallel testing and result fitting according to the lightweight test unit, and determines the first performance test result, wherein the relay performs the conversion of the underlying control logic to the radar braking sequence.

[0058] Furthermore, the braking sequence construction module 11 is used to perform the following method:

[0059] According to the test guidelines, the control phases of the radar system components are divided, and the phase sequence is determined. The divided phases include at least range target detection, target fuzzy detection, detection mode switching, target tracking, and risk control response. The underlying control logic of the radar system components is obtained, and the phase control logic is reconstructed and the phase nodes are deployed according to the phase sequence. The radar braking sequence is constructed through an embedded rule base.

[0060] Furthermore, the braking sequence construction module 11 is used to perform the following method:

[0061] The system uses a range-based scanning system with full-domain detection as the first rule base for target detection nodes. Based on a scene database, it performs primary clustering by target type and secondary clustering by relative motion, combining the clustering results to determine target motion conditions. This result is embedded in the target fuzzy detection node as the second rule base, where the target type is either a static or dynamic target. It then iterates through the target motion conditions and configures radar detection modes as the third rule base for detection mode switching nodes, where each detection mode corresponds one-to-one with the target motion conditions. Finally, it sets a multi-level response mode based on alarm lights and buzzers as the fourth rule base for risk control response nodes.

[0062] Furthermore, the test area deployment module 12 is used to perform the following methods:

[0063] A test area is constructed based on the vehicle assembly, wherein the vehicle assembly includes vehicle components and radar system components, and the vehicle components are lightweight components after feature distillation processing; for the test area, a performance test unit is constructed based on vehicle detection dimension and trial and error test dimension.

[0064] Furthermore, the test area deployment module 12 is used to perform the following methods:

[0065] The radar system components consist of at least a radar, a control box, a wiring harness, a warning light, and a buzzer. The radar system components are installed in the vehicle with a distributed component structure based on the vehicle wiring harness, and the radar system components are interactively connected to the vehicle components through the wiring harness.

[0066] Furthermore, the test area deployment module 12 is used to perform the following methods:

[0067] By embedding the test area and using the radar braking sequence as the test cycle logic, a first test channel is constructed; a mirror twin of the first test channel is created, and a three-dimensional failure probability cloud map is introduced to build a second test channel, wherein the second test channel performs trial and error testing based on performance inflection points, and the three-dimensional failure probability cloud map is constructed based on temperature cycling, vibration spectrum, and electromagnetic interference; the first test channel and the second test channel are integrated to form a performance test unit.

[0068] Furthermore, the test module 13 is used to perform the following methods:

[0069] Upload a first test scenario, wherein the first test scenario is an index entry of any test scenario; identify the first test scenario and determine a first test condition based on the scenario state space; import the first test condition into the lightweight test unit, drive the first test channel to perform a simulation test, determine the first braking test result, drive the second test channel to perform a simulation test, and determine the second failure test result; integrate the first braking test result and the second failure test result to determine the first performance test result.

[0070] Furthermore, the test module 13 is used to perform the following methods:

[0071] The first test channel performs radar braking simulation tests based on the scene detection cycle; by introducing gradient interference sources based on temperature cycling, vibration spectrum and electromagnetic interference, a failure probability matrix based on a three-dimensional failure probability cloud map is determined as the result of the second failure test.

[0072] Furthermore, the test module 13 is used to perform the following methods:

[0073] An auxiliary test port is introduced, wherein the auxiliary test port performs time flow rate adjustment; and test cycle compression and expansion control is performed according to the auxiliary test port.

[0074] It should be noted that the order of the embodiments described above is for descriptive purposes only and does not represent the superiority or inferiority of the embodiments. Furthermore, the above description focuses on specific embodiments of this specification. The processes depicted in the accompanying drawings do not necessarily require a specific or sequential order to achieve the desired results. In some implementations, multitasking and parallel processing are possible or may be advantageous.

[0075] The above description is only a preferred embodiment of this application and is not intended to limit this application. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the protection scope of this application.

[0076] This specification and accompanying drawings are merely illustrative examples of this application and are intended to cover any and all modifications, variations, combinations, or equivalents within the scope of this application. Clearly, those skilled in the art can make various alterations and modifications to this application without departing from its scope. Therefore, if such modifications and modifications fall within the scope of this application and its equivalents, this application intends to include such modifications and modifications.

Claims

1. A method for testing the adaptability of vehicle-mounted millimeter-wave radar, characterized in that, The method includes: Construct a radar braking sequence for vehicle-mounted detection, wherein each sequence node includes at least range target detection, target fuzzy detection, detection mode switching, target tracking, and risk control response, and each sequence node has an embedded rule base. Construct an on-board assembly, deploy test areas in conjunction with the radar braking sequence, and construct a lightweight test unit. The lightweight test unit includes a first test channel based on the on-board detection dimension and a second test channel based on the performance inflection point under the trial-and-error test dimension. The second test channel is subject to gradient intervention of temperature cycling, vibration spectrum and electromagnetic interference. Deploy a relay device, upload the first test scenario to the data window of the test platform and convert it into the first test condition based on the radar braking sequence. According to the lightweight test unit, perform dual-path parallel testing and result fitting to determine the first performance test result. The relay device performs the conversion of the underlying control logic to the radar braking sequence. The embedded rule base includes: A range-based scanning system with global detection is used as the first rule base for range target detection nodes. Based on the scene database, first-level clustering is performed by target type, and second-level clustering is performed by relative motion mode. The clustering results are combined to determine the target motion conditions, which are embedded in the target fuzzy detection node as a second rule base. The target type is either a static target or a dynamic target. The target motion conditions are traversed, and radar detection modes are configured as the third rule base for detection mode switching nodes, wherein the detection modes correspond one-to-one with the target motion conditions; A multi-level response mode based on alarm lights and buzzers is set up as the fourth rule base for risk control response nodes.

2. The adaptability testing method for vehicle-mounted millimeter-wave radar as described in claim 1, characterized in that, Constructing a radar braking sequence for vehicle-mounted detection includes: Based on the test guidelines, the control phases of the radar system components are divided and the phase sequence is determined. The divided phases include at least the range target detection, target fuzzy detection, detection mode switching, target tracking, and risk control response. The underlying control logic of the radar system components is obtained, and the stage control logic is reconstructed and the stage nodes are deployed according to the stage sequence. The radar braking sequence is constructed through the embedded rule base.

3. The adaptability testing method for vehicle-mounted millimeter-wave radar as described in claim 1, characterized in that, Building a lightweight test unit includes: A test area is built based on the vehicle assembly, wherein the vehicle assembly includes vehicle components and radar system components, and the vehicle components are lightweight components that have undergone characteristic distillation treatment; For the aforementioned test area, a performance test unit is constructed using vehicle-mounted detection and trial-and-error testing dimensions.

4. The adaptability testing method for vehicle-mounted millimeter-wave radar as described in claim 3, characterized in that, The radar system components consist of at least a radar, a control box, a wiring harness, a warning light, and a buzzer. The radar system components are installed in the vehicle with a distributed component structure based on the vehicle wiring harness, and the radar system components are interactively connected to the vehicle components through the wiring harness.

5. The adaptability testing method for vehicle-mounted millimeter-wave radar as described in claim 4, characterized in that, A performance testing unit is constructed based on vehicle-mounted detection and trial-and-error testing dimensions, including: By embedding the test area, and using the radar braking sequence as the test cycle logic, a first test channel is constructed. A mirror twin of the first test channel is created, and a three-dimensional failure probability cloud map is introduced to build a second test channel. The second test channel performs trial and error testing based on performance inflection points. The three-dimensional failure probability cloud map is constructed based on temperature cycling, vibration spectrum, and electromagnetic interference. The first test channel and the second test channel are integrated to form a performance test unit.

6. The adaptability test method for vehicle-mounted millimeter-wave radar as described in claim 4, characterized in that, Perform dual-path parallel testing and result fitting to determine the first performance test result, including: Upload the first test scenario, wherein the first test scenario is an index entry of any test scenario; Identify the first test scenario and determine the first test conditions based on the scenario state space; The first test conditions are imported into the lightweight test unit, the first test channel is driven to perform a simulation test, the first braking test result is determined, and the second test channel is driven to perform a simulation test to determine the second failure test result. By integrating the results of the first braking test and the results of the second failure test, the first performance test result is determined.

7. The adaptability testing method for vehicle-mounted millimeter-wave radar as described in claim 6, characterized in that, The first test channel performs radar braking simulation tests based on the scene detection cycle; By introducing gradient interference sources based on temperature cycling, vibration spectrum, and electromagnetic interference, a failure probability matrix based on a three-dimensional failure probability cloud map is determined as the second failure test result.

8. The adaptability testing method for vehicle-mounted millimeter-wave radar as described in claim 1, characterized in that, The method further includes: An auxiliary test port is introduced, wherein the auxiliary test port performs time flow rate adjustment; Based on the auxiliary test port, test cycle compression and expansion control are performed.

9. An adaptability testing system for vehicle-mounted millimeter-wave radar, characterized in that, A method for testing the adaptability of a vehicle-mounted millimeter-wave radar according to any one of claims 1-8, the system comprising: Braking sequence construction module: Constructs the radar braking sequence for vehicle detection, wherein the sequence node includes at least range target detection, target fuzzy detection, detection mode switching, target tracking, and risk control response, and each sequence node has an embedded rule base; Test area deployment module: Construct vehicle assembly, deploy test area in conjunction with the radar braking sequence, and construct lightweight test unit. The lightweight test unit includes a first test channel based on vehicle detection dimension and a second test channel based on performance inflection point under trial and error test dimension. The second test channel has gradient intervention of temperature cycling, vibration spectrum and electromagnetic interference. Test module: Deploy a relay, upload the first test scenario to the data window of the test platform and convert it into the first test condition based on the radar braking sequence. According to the lightweight test unit, perform dual-path parallel testing and result fitting to determine the first performance test result. The relay performs the conversion of the underlying control logic to the radar braking sequence.

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