Visual field detection device for passenger car

Abstract

The invention belongs to the field of vehicle detection, and relates to a visual field detection device for a passenger vehicle. The device is technically characterized in that a positioning rail installed on the ground and a moving rail perpendicular to the upper portion are arranged, sliding connection is achieved through a ball seat, and two-dimensional cross movement of the moving rail is completed in cooperation with double-motor-lead-screw driving; a test cylinder is installed on a bearing table at the end of the moving track to serve as a marker, an image acquisition module at a driving position acquires images, and a data processing module synchronously controls motor driving and image acquisition. According to the device, automatic detection of the visual field of the passenger car is realized, the problems that time and labor are wasted and errors are large in traditional manual moving marker detection are effectively solved, and the detection efficiency and accuracy are improved.

Description

Technical Field

[0001] This invention relates to the field of vehicle inspection, and in particular to a passenger vehicle field of vision inspection device. Background Technology

[0002] With the rapid development of the automotive industry and the increasing complexity of road traffic, vehicle safety has become a growing concern. Among these concerns, traffic accidents caused by blind spots due to inherent structural defects in vehicles are frequent and have become a significant threat to road safety. The height of vehicles, the A-pillar, B-pillar, and tailgate design all contribute to inherent limitations in a driver's perception of the external environment. This is especially true when starting the vehicle or traveling at low speeds, making it difficult to promptly detect vulnerable road users such as pedestrians, cyclists, children, the elderly, and disabled individuals in the blind spots in front of and to the sides of the vehicle. This greatly increases the risk of collisions, causing serious loss of life and property.

[0003] To address the aforementioned issues, enhance vehicles' perception of nearby areas, and ensure the safety of vulnerable road users, the United Nations World Forum on Vehicle Regulations (WP.29) adopted UN R166, "Close-range forward and side vision and detection devices," in November 2022, which officially came into effect in June 2023. This regulation, applicable to M1 and N1 category vehicles, explicitly requires vehicles to utilize visual technologies (such as mirrors and cameras), detection technologies (such as radar), or a combination thereof, to achieve coverage of specific nearby forward and side areas, promptly providing drivers with information on obstacles or vulnerable road users within that area, thereby mitigating the risk of traffic accidents.

[0004] Regarding vision technology, UN R166 stipulates that vehicles must provide the driver with a field of vision bounded by a vertical plane 300 mm from the side profile of the vehicle, a horizontal plane 300 mm from the front profile of the vehicle, and the area in front of the center of the rearview mirror. This area can be covered by the driver's direct field of vision, indirect field of vision devices (external mirrors, CMS electronic rearview mirrors), camera systems, detection systems, or a combination thereof. Regarding detection technology, the vehicle's detection system is required to cover an area between 200 mm and 300 mm from the front profile of the vehicle. For ultrasonic detection systems and millimeter-wave radar detection systems, the required cylinder diameter for detection in the test scenario is specified (75 mm diameter for ultrasonic detection systems and 25 mm diameter for millimeter-wave radar detection systems). Specific regulations are also made regarding system activation conditions, information display logic, and fault indications.

[0005] As a requirement for the driver's direct field of vision, it is necessary to measure the field of vision range bounded by the horizontal plane 300 mm from the vehicle's front profile and the area in front of the center of the rearview mirror. If the markers are moved manually, it is not only time-consuming and laborious, but also prone to errors. Therefore, a technology is needed to automatically detect the vehicle's field of vision range to confirm whether the vehicle's design meets the requirements of UN R166. Summary of the Invention

[0006] This invention provides a passenger vehicle field of vision detection device that can automatically detect the field of vision of passenger vehicles, solving the problem of time-consuming and labor-intensive manual detection.

[0007] To solve the above-mentioned technical problems, this application provides the following technical solution: a passenger vehicle field of vision detection device, further comprising: Positioning track: The positioning track is installed on the ground; The moving track is positioned above the positioning track and is perpendicular to the positioning track. Ball seat: The bottom of the ball seat is slidably connected to the positioning track, and the movable track is slidably connected to the middle of the ball seat; First motor: The positioning track is equipped with a lead screw, one end of which is coaxially connected to the first motor. The first motor is used to drive the ball bearing seat to slide along the positioning track. Second motor: A lead screw is provided inside the moving track, and one end of the lead screw is fixed coaxially to the second motor. The second motor is used to drive the moving track to slide along the ball bearing seat. The moving track can slide left and right along its own extension direction, and at the same time slide along the extension direction of the positioning track under the drive of the first motor, realizing two-dimensional cross movement; Receiving platform: Fixed at the end of the moving track away from the second motor; Test cylinder: Mounted on the receiving platform, used as a marker; Image acquisition module: Installed in the driver's position of the test vehicle, used to acquire image information of the test cylinder under a preset field of view; Data processing module: controls the first and second motors to drive the moving track to move along the body of the test vehicle and simultaneously acquires image information of the test cylinder.

[0008] The basic principle and beneficial effects of this solution: This solution achieves automated detection of vehicle field of vision through the coordinated operation of a two-dimensional moving mechanism, image acquisition, and data control. Track and sliding connection design: The device includes mutually perpendicular positioning tracks (horizontally installed on the ground) and a moving track (set above the positioning tracks). A ball bearing seat establishes a sliding connection between the two; the bottom of the ball bearing seat is slidably connected to the positioning track, and the middle is slidably connected to the moving track, forming a cross-shaped structure with the positioning track as the lateral reference and the moving track as the longitudinal reference.

[0009] The positioning track is equipped with a lead screw, one end of which is coaxially connected to the first motor. When the first motor is running, it drives the lead screw to rotate, thereby driving the ball bearing seat to slide along the extension direction of the positioning track. The moving track is also equipped with a lead screw, one end of which is coaxially fixed to the second motor. The second motor drives the moving track to slide left and right along its own extension direction through the lead screw.

[0010] Through independent or coordinated control of the first and second motors, the moving track can simultaneously complete cross-movement in both the lateral (along the positioning track) and longitudinal (along its own extension direction), ultimately driving the test cylinder installed on the receiving platform at the end of the moving track to achieve precise movement at any position within a preset plane around the vehicle.

[0011] A test cylinder, used as a marker for field-of-view detection, is mounted on a receiving platform and moves two-dimensionally along a track to cover the area to be detected around the vehicle. An image acquisition module is installed at the driver's position on the test vehicle to simulate the driver's perspective and acquire image information of the test cylinder within a preset field of view in real time. The data processing module, as the core control unit, outputs control signals to drive the first and second motors, precisely controlling the movement path and position of the test cylinder; simultaneously, it receives image data from the image acquisition module, completing real-time coordination between "movement control" and "image acquisition."

[0012] This solution automates field-of-view detection, addressing the pain points of manual inspection. Traditional methods of manually moving markers to inspect vehicle field of view suffer from low efficiency, poor positioning accuracy, and the tendency for errors to accumulate. This device, however, utilizes a motor-screw-driven two-dimensional moving mechanism to precisely control the position of the test cylinder. Combined with automated control of the data processing module, the entire inspection process can be completed without manual intervention, significantly reducing labor costs and improving inspection efficiency.

[0013] Screw drives are characterized by smooth transmission and precise positioning. Combined with the vertically intersecting track design and the low-friction sliding connection of the ball bearing seat, they can effectively reduce offset errors during movement, ensure the positional accuracy of the test cylinder within the preset area, and thus guarantee the reliability of the data collected by the image acquisition module, providing a foundation for the accuracy of the field of view detection results.

[0014] Comprehensive coverage and compliance with regulatory requirements: The two-dimensional moving mechanism can drive the test cylinder to form a complete detection plane around the vehicle, which can cover the "vertical plane 300 mm from the side profile of the vehicle, horizontal plane 300 mm from the front profile of the vehicle, and the area in front of the center of the rearview mirror" required by UN R166 regulations, meeting the field of vision detection range requirements of M1 and N1 category vehicles.

[0015] Furthermore, it also includes an inertial detection module, set at the contact position between the test cylinder and the support platform, used to obtain the force direction and magnitude of the test cylinder. The data processing module constructs a spatial system based on the force direction and magnitude. If the force magnitude reaches a threshold, it is determined that the test cylinder is in contact with the outer surface of the test vehicle. After the image acquisition module obtains the image information of the current position of the test cylinder, the data processing module decomposes it according to the force direction and plans the movement trajectory according to the opposite direction of the force direction, so that the test cylinder moves closely to the body of the test vehicle.

[0016] Beneficial effects: By adding an inertial detection module at the contact point between the test cylinder and the support platform, the direction and magnitude of the force on the test cylinder can be obtained in real time. The data processing module constructs a spatial system based on this force information. When the force reaches a threshold, it can accurately determine that the test cylinder is in contact with the outer surface of the test vehicle. After the image acquisition module collects the image information of the current position, it decomposes the force direction and plans the reverse movement path of the moving track to achieve precise movement of the test cylinder close to the vehicle body. This avoids excessive collision or loss of contact with the vehicle body during the test and ensures that the test cylinder moves along the preset area of ​​the vehicle body. It provides a reliable movement trajectory guarantee for subsequent accurate detection of the vehicle's field of vision and meets the requirements of UN R166 regulations, further improving the accuracy and automation of field of vision detection.

[0017] Furthermore, the movement trajectory of the test cylinder starts from the body of the test vehicle where the side mirror is located, moves around the front of the vehicle, and ends at the body of the other side mirror.

[0018] Furthermore, the data processing module uses the initial position and force direction of the test cylinder as the coordinate origin, divides the force into forces perpendicular to the moving track and forces parallel to the moving track, obtaining vertical and parallel components. By comparing the vertical and parallel components, the larger force is determined as the observed force. If the direction of the observed force is parallel to the straight line of the positioning track, the opposite direction of the observed force is taken as the pre-test direction, controlling the movement of the test cylinder. If the observed force gradually increases and reaches a predetermined value, the direction of the test cylinder's movement trajectory is determined to be consistent with the pre-test direction. The data processing module controls the force magnitude of the test cylinder to remain within a threshold range, first moving along the predicted direction, and then moving along the vertical direction where the front of the vehicle is located. If the parallel component is less than the vertical component, it first moves along the vertical direction, and then moves along the direction of the observed force.

[0019] Beneficial effects: The data processing module uses the initial position and force direction of the test cylinder as the coordinate origin, decomposes the force into vertical and parallel components, and takes the larger one as the observed force. The pre-test direction is determined based on the relationship between the observed force and the direction of the positioning track. The consistency of the trajectory is verified by combining the changes in the observed force. At the same time, the movement sequence is planned according to the priority of the component force magnitude and the force is kept within the threshold range. This not only achieves accurate and stable movement of the test cylinder along the preset trajectory of the vehicle body, avoiding detachment from the vehicle body or excessive collision, but also ensures that the movement route fully covers the field of view detection area required by UN R166 regulations. This provides an accurate and standardized trajectory basis for the subsequent field of view qualification judgment of each movement route point, further improving the rigor and data reliability of the field of view detection.

[0020] Furthermore, the data processing module constructs a real-time map of the movement route based on the movement trajectory of the test cylinder. The data processing module synchronously acquires images of each movement route point, identifies the test cylinder in the images, marks the movement route points of the obtained test cylinder images as qualified, and marks those that cannot be seen as abnormal view points.

[0021] Beneficial effects: The data processing module constructs a real-time map of the travel route based on the movement trajectory of the test cylinder, simultaneously acquiring images of each movement route point and identifying the test cylinder. Route points with available images are marked as qualified, while those not visible are marked as abnormal field of view. This not only intuitively presents the coverage of the vehicle's field of view, making the detection results clear and traceable, but also automates the determination of whether the field of view is qualified, avoiding the subjective errors of manual judgment. Furthermore, before the test begins, the data processing module moves the moving track to the limit position of the closest distance between the test cylinder and the positioning track, and controls the first motor to move the moving track to the limit position of being close to or far away from the first motor. Then, the second motor is started to drive the moving track to the threshold distance, and the first motor is started again to control the test cylinder to move closer to the vehicle body until the force on the test cylinder reaches the threshold.

[0022] Beneficial effects: Before the test begins, the data processing module controls the moving track, the first motor, and the second motor to perform initialization operations according to the steps of "extreme position positioning - threshold distance movement - approaching the vehicle body until the force reaches the standard". This ensures that the test cylinder starts the test in a uniform and standardized initial state, effectively avoiding the detection deviation caused by inconsistent initial positions. This provides a reliable premise for the subsequent accurate movement of the test cylinder along the vehicle body and the consistency and comparability of the field of view detection data, significantly improving the standardization of the testing process and the credibility of the results.

[0023] Furthermore, both the moving track and the positioning track are equipped with drag chains for guiding the movement direction of the ball bearing seat and the moving track.

[0024] Furthermore, a bright color is selected as the marking color for the outer surface of the test cylinder to avoid the same color appearing at the test site when testing vehicles.

[0025] Furthermore, the data processing module determines whether a point is qualified based on whether its location image contains a marker color. Attached Figure Description

[0026] Figure 1 A three-dimensional schematic diagram of a passenger vehicle vision detection device; Figure 2 A front view of a passenger vehicle vision detection device; Figure 3 for Figure 2 Enlarged diagram of point A in the middle. Detailed Implementation

[0027] The following detailed description illustrates the specific implementation method: The markings in the accompanying drawings include: positioning rail 1, first drag chain 11, moving rail 2, second drag chain 21, ball bearing seat 3, receiving platform 4, test cylinder 5, auxiliary wheel 6, first motor box 7, and second motor box 8.

[0028] Example 1 is attached. Figure 1-3 As shown, a passenger vehicle field of view detection device further includes: Positioning track 1: The positioning track 1 is installed on the ground; the positioning track 1 is set in the front-to-back direction, and during the detection, the front of the vehicle is facing the positioning track, and the vehicle body is parallel to the moving track.

[0029] Moving track 2: The moving track 2 is set above the positioning track 1, and the moving track 2 is perpendicular to the positioning track 1; the moving track 2 is set along the left and right direction; Ball seat 3: The bottom of the ball seat 3 is slidably connected to the positioning rail 1, and the movable rail 2 is slidably connected to the middle of the ball seat 3; First motor: The positioning track 1 is equipped with a lead screw, one end of which is coaxially connected to the first motor. The first motor is used to drive the ball bearing seat 3 to slide along the positioning track 1. Second motor: The moving track 2 is equipped with a lead screw, one end of which is fixed coaxially with the second motor. The second motor is used to drive the moving track 2 to slide along the ball bearing seat 3. The first motor and the second motor are provided with a first motor box 7 and a second motor box 8 for protecting the motor.

[0030] The moving track 2 can slide left and right along its own extension direction, and at the same time slide along the extension direction of the positioning track 1 under the drive of the first motor to achieve two-dimensional cross movement; the ball bearing seat 3 is divided into two layers. The first layer slides under the drive of the lead screw in the positioning track 1, and the second layer slides along the ball bearing seat 3.

[0031] The receiving platform 4 is fixed at the end of the moving track 2 away from the second motor. In this design, it is set at the right end of the moving track 2, and several auxiliary wheels 6 are provided at the lower end of the moving track 2 to facilitate the sliding of the moving track 2.

[0032] Test cylinder 5: Installed on the receiving platform 4, it serves as a marker; the outer surface of the test cylinder 5 is selected in a bright color as the marking color to avoid the same color appearing at the test site when testing vehicles. Red is selected in this design.

[0033] Image acquisition module: installed in the driver's position of the test vehicle, used to acquire image information of the test cylinder 5 under a preset field of view; Data processing module: controls the first and second motors to drive the moving track 2 to move along the body of the test vehicle and simultaneously acquires image information of the test cylinder 5.

[0034] It also includes an inertial detection module, located at the contact position between the test cylinder 5 and the receiving platform 4, used to acquire the force direction and magnitude of the test cylinder 5. The data processing module constructs a spatial system based on the force direction and magnitude. If the force magnitude reaches a threshold, it is determined that the test cylinder 5 is in contact with the outer surface of the test vehicle. After the image acquisition module acquires the image information of the current position of the test cylinder 5, the data processing module decomposes it according to the force direction and plans the movement of the moving track 2 according to the reverse of the force direction, so that the test cylinder 5 moves closely to the body of the test vehicle. The inertial detection module utilizes the force sensing characteristics to directly capture the mechanical feedback when the test cylinder 5 contacts the body. The data processing module constructs a spatial system based on the force information, judges the contact state through the force threshold, and then clarifies the contact position of the body through force direction decomposition, and then plans the reverse movement path. This not only avoids equipment or body damage caused by excessive collision between the test cylinder 5 and the body, but also ensures that the test cylinder 5 always moves closely to the body contour, ensuring that the detection trajectory does not deviate from the core area, and provides support for the comprehensiveness of subsequent field of view detection.

[0035] The movement trajectory of the test cylinder 5 starts from the side mirror of the test vehicle, moves around the front of the vehicle, and ends at the other side mirror. This trajectory is designed around areas with high incidence of blind spots. The rearview mirror position and the front area are key areas where the driver's direct view is easily obstructed by the A-pillar and the vehicle's outline. Moving along this trajectory can fully cover the close-range forward and side detection range required by UN R166 regulations. In terms of effectiveness, it ensures that the test cylinder 5 traverses the core visual field detection areas on the sides and front of the vehicle, avoiding omissions of key blind spots, and ensuring that the test results fully comply with the visual field coverage requirements for M1 and N1 category vehicles.

[0036] The data processing module uses the initial position and force direction of the test cylinder 5 as the origin of the coordinate system. It divides the force into forces perpendicular to the moving track 2 and forces parallel to the moving track 2, obtaining vertical and parallel components. By comparing the vertical and parallel components, the larger force is determined as the observed force. If the direction of the observed force is parallel to the straight line of the positioning track 1, the opposite direction of the observed force is taken as the pre-test direction, and the test cylinder 5 is controlled to move. If the observed force gradually increases and reaches a predetermined value, the direction of the moving trajectory of the test cylinder 5 is determined to be consistent with the pre-test direction. The data processing module controls the force magnitude of the test cylinder 5 to be maintained within the threshold range, first moving along the predicted direction, and then moving along the vertical direction where the front of the vehicle is located. If the parallel component is less than the vertical component, it first moves along the vertical direction, and then moves along the direction of the observed force. A precise local coordinate system can be established using the initial position and the direction of force as the origin. By decomposing the force, the complex force is simplified into two components related to the track direction. The larger component is used as the observation force to capture the main guiding information of the vehicle body contour first. The trajectory is then verified based on the relationship between the observed force and the track direction and the magnitude change. The movement sequence is planned according to the priority of the component forces. In terms of effect, the test cylinder 5 is able to move adaptively and precisely along the vehicle body contour. This ensures the stability of the movement process, avoids detachment from the vehicle body or excessive compression, and can adapt to the complex curved surface shape of the vehicle body, ensuring the integrity and accuracy of the trajectory coverage.

[0037] The data processing module constructs a real-time route map based on the movement trajectory of the test cylinder 5. Simultaneously, the module acquires images of each route point and identifies the test cylinder 5 within the images. Route points on the obtained test cylinder 5 images are marked as qualified, while those not visible are marked as abnormal views. The module can also determine qualification based on whether the position image of each route point contains a marker color. The real-time route map is generated based on the movement position data of the test cylinder 5, achieving trajectory visualization. The data processing module uses image recognition technology to capture the marker color of the test cylinder 5, using "whether the marker color is recognized" as the core judgment logic to distinguish between areas of visual coverage and those not. In terms of effect, it intuitively presents the overall coverage of the vehicle's field of vision. The automated annotation function avoids the subjective errors of manual judgment, making qualified areas and blind spots clearly distinguishable. It also provides intuitive evidence for the traceability and analysis of test results, improving the rigor of the test.

[0038] Before the test begins, the data processing module moves the moving track 2 to the limit position of the closest distance between the test cylinder 5 and the positioning track 1, and controls the first motor to move the moving track 2 to the limit position close to or far from the first motor. Then, the second motor is started to drive the moving track 2 to the threshold distance, and the first motor is started again to control the test cylinder 5 to move closer to the vehicle body until the force on the test cylinder 5 reaches the threshold. This initialization process, through the steps of "limit position positioning - threshold distance adjustment - force standard contact", ensures that the initial state of each test is consistent. The force threshold is used as the criterion for judging the contact between the test cylinder 5 and the vehicle body, establishing a fixed detection starting point. This effectively avoids detection deviations caused by inconsistent initial positions, makes the test data of different batches and different vehicle models comparable, lays a unified foundation for subsequent accurate testing, and significantly improves the reliability and standardization of test results.

[0039] Both the moving track 2 and the positioning track 1 are equipped with drag chains for guiding the movement of the ball bearing seat 3 and the moving track 2. They also help to organize the wiring harnesses used in the inspection process.

[0040] The above are merely embodiments of the present invention. The invention is not limited to the fields covered by these embodiments. Commonly known structures and characteristics in the solutions are not described in detail here. Those skilled in the art are aware of all common technical knowledge in the field prior to the application date or priority date, are able to access all existing technologies in that field, and have the ability to apply conventional experimental methods prior to that date. Those skilled in the art can, under the guidance of this application, improve and implement this solution in combination with their own capabilities. Some typical known structures or methods should not be obstacles for those skilled in the art to implement this application. It should be noted that those skilled in the art can make several modifications and improvements without departing from the structure of the present invention. These should also be considered within the scope of protection of the present invention, and will not affect the effectiveness of the implementation of the present invention or the practicality of the patent. The scope of protection claimed in this application should be determined by the content of its claims, and the specific embodiments described in the specification can be used to interpret the content of the claims.

Claims

1. A passenger vehicle field of vision detection device, characterized in that, Also includes: Positioning track: The positioning track is installed on the ground; The moving track is positioned above the positioning track and is perpendicular to the positioning track. Ball seat: The bottom of the ball seat is slidably connected to the positioning track, and the movable track is slidably connected to the middle of the ball seat; First motor: The positioning track is equipped with a lead screw, one end of which is coaxially connected to the first motor. The first motor is used to drive the ball bearing seat to slide along the positioning track. Second motor: A lead screw is provided inside the moving track, and one end of the lead screw is fixed coaxially to the second motor. The second motor is used to drive the moving track to slide along the ball bearing seat. The moving track can slide left and right along its own extension direction, and at the same time slide along the extension direction of the positioning track under the drive of the first motor, realizing two-dimensional cross movement; Receiving platform: Fixed at the end of the moving track away from the second motor; Test cylinder: mounted on the receiving platform to serve as a marker; . Image acquisition module: Installed in the driver's position of the test vehicle, used to acquire image information of the test cylinder under a preset field of view; Data processing module: controls the first and second motors to drive the moving track to move along the body of the test vehicle and simultaneously acquires image information of the test cylinder.

2. The passenger vehicle field of view detection device according to claim 1, characterized in that: It also includes an inertial detection module, set at the contact position between the test cylinder and the support platform, used to obtain the force direction and magnitude of the test cylinder. The data processing module constructs a spatial system based on the force direction and magnitude. If the force magnitude reaches a threshold, it is determined that the test cylinder is in contact with the outer surface of the test vehicle. After the image acquisition module obtains the image information of the current position of the test cylinder, the data processing module decomposes it according to the force direction and plans the movement trajectory according to the opposite direction of the force direction, so that the test cylinder moves closely to the body of the test vehicle.

3. The passenger vehicle field of view detection device according to claim 2, characterized in that: The trajectory of the test cylinder starts from the side mirror of the test vehicle, moves around the front of the vehicle, and ends at the other side mirror.

4. The passenger vehicle field of view detection device according to claim 3, characterized in that: The data processing module uses the initial position and force direction of the test cylinder as the origin of the coordinate system. It divides the force into forces perpendicular to the moving track and forces parallel to the moving track, obtaining vertical and parallel components. By comparing the vertical and parallel components, the larger force is determined as the observed force. If the direction of the observed force is parallel to the straight line of the positioning track, the opposite direction of the observed force is taken as the pre-test direction to control the movement of the test cylinder. If the observed force gradually increases and reaches a predetermined value, the direction of the test cylinder's movement trajectory is determined to be consistent with the pre-test direction. The data processing module controls the force magnitude of the test cylinder to remain within a threshold range, first moving along the predicted direction, and then moving along the vertical direction where the front of the vehicle is located. If the parallel component is less than the vertical component, it first moves along the vertical direction, and then moves along the direction of the observed force.

5. The passenger vehicle field of view detection device according to claim 4, characterized in that: The data processing module constructs a real-time map of the movement route based on the movement trajectory of the test cylinder. The data processing module synchronously acquires images of each movement route point, identifies the test cylinder in the images, marks the movement route points of the obtained test cylinder images as qualified, and marks those that cannot be seen as abnormal view points.

6. The passenger vehicle field of view detection device according to claim 4, characterized in that: Before the test begins, the data processing module moves the moving track to the limit position of the closest distance between the test cylinder and the positioning track, and controls the first motor to move the moving track to the limit position of being close to or far away from the first motor. Then, the second motor is started to drive the moving track to the threshold distance, and the first motor is started again to control the test cylinder to move closer to the vehicle body until the force on the test cylinder reaches the threshold.

7. The passenger vehicle field of view detection device according to claim 1, characterized in that: Both the moving track and the positioning track are equipped with drag chains for guiding the movement direction of the ball bearing seat and the moving track.

8. A passenger vehicle field of view detection device according to claims 1-7, characterized in that: The outer surface of the test cylinder is marked with a bright color to avoid the same color appearing at the test site when testing vehicles.

9. A passenger vehicle field of view detection device according to claim 8, characterized in that: The data processing module determines whether a data point is qualified based on whether its location image contains a marker color.

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