A real vehicle crash test method and device for active and passive safety integration system
By analyzing the communication protocols of active and passive safety systems and configuring a test device to modify signals in real time, dynamic linkage testing of active and passive safety systems is achieved. This solves the problem that existing test methods cannot simulate real-time communication interaction and improves the authenticity and reliability of test results.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- CHONGQING UNIV OF TECH
- Filing Date
- 2026-04-03
- Publication Date
- 2026-06-16
AI Technical Summary
Existing automotive safety testing methods cannot effectively simulate the real-time communication and interaction process between active and passive safety systems before a collision, resulting in deviations between test results and actual operating conditions, and failing to verify the coordinated response performance of active and passive safety systems.
By analyzing the communication protocol between the active safety system and the passive safety system, configuring the signal to modify the test device in real time, intercepting and reconstructing the messages of the active safety system in real time, injecting them into the passive safety system, simulating the decision-making process under different risk levels, and realizing dynamic linkage testing.
It improves the authenticity and reliability of test results, enables a comprehensive evaluation of the collaborative performance of active and passive safety systems, reduces testing costs and technical barriers, and facilitates large-scale promotion and application.
Smart Images
Figure CN122217643A_ABST
Abstract
Description
Technical Field
[0001] This invention relates to the field of automotive safety testing technology, specifically to a real-vehicle crash test method and apparatus for an integrated active and passive safety system. Background Technology
[0002] In traditional automotive safety architectures, active safety systems (such as Automatic Emergency Braking (AEB) and Lane Keeping Assist (LKA)) and passive safety systems (such as airbags, pretensioned seatbelts, and energy-absorbing body panels) generally operate independently. However, in complex real-world traffic accident scenarios, the protective capabilities of a single system are limited. Therefore, integrated active and passive safety systems have emerged. Their core design concept lies in breaking down system barriers and achieving deep integration of active safety perception data and passive safety execution strategies through a central computing unit or domain controller. For example, utilizing the time-to-collision (TTC), obstacle type, and collision inevitability assessments provided by the active safety system, the Active Safety Controller (ACU) can dynamically adjust the airbag deployment threshold, pretension seatbelts, or raise the active hood, thereby achieving a "millisecond-level" coordinated response and minimizing occupant injury.
[0003] However, the high degree of coupling between active and passive safety systems also brings many problems to testing and verification. In the existing automotive industry testing system, there are two main technical approaches for real-vehicle crash testing of such systems, but both have significant technical shortcomings: The first method is the traditional "separate" testing approach. This method completely separates active safety from passive safety. Active safety testing is usually conducted in open test tracks, focusing on verifying the response of perception algorithms and braking / steering actuators (such as C-NCAP's AEB test), but does not involve actual physical collisions; passive safety testing, on the other hand, is conducted on sleds in crash laboratories, with fixed collision waveforms and barriers set according to regulatory standards (such as C-NCAP, E-NCAP), and the intervention of active safety systems is usually removed during the testing process, or they are only used as static parameter inputs.
[0004] This "decoupled" testing environment cannot reproduce the dynamic process of "active intervention influencing passive triggering" in real-world accidents. For example, before a real collision, the active system might brake suddenly upon detecting an obstacle, thus altering the collision speed and angle, and directly affecting the detonation logic of the passive safety system. Discrete testing leads to the failure to discover system-level collaborative logic vulnerabilities, resulting in verification results that deviate significantly from real-world conditions.
[0005] The second approach is the existing "open-loop reproducible" integrated testing method. To address the issues of separate testing, some existing technologies attempt to combine active and passive systems in testing. A typical approach is to first obtain the output parameters of the active safety system under specific scenarios (such as braking deceleration and target deceleration curves) through a real vehicle or simulation, and then use these parameters as preset input signals to inject into the passive safety system during the crash test.
[0006] This method is essentially still an "open-loop control" or "scripted" test. Passive safety systems can only receive pre-set fixed instructions during a collision and cannot simulate the process by which active safety systems dynamically adjust their decisions based on real-time perception data (such as radar point cloud changes and image recognition results) in a real driving environment.
[0007] Specifically, most existing testing equipment can only simulate simple hardwired signals (such as high / low levels) or fixed CAN messages. When an active safety system suddenly changes its decision based on new perception information at the last moment before a collision (such as switching from "warning" to "emergency braking" or "adjusting airbag strategy"), existing testing equipment cannot accurately intercept the original message and inject the modified new message while keeping the communication link active. This makes it impossible to verify the response characteristics of the passive safety system to "dynamically changing active decisions". Summary of the Invention
[0008] The purpose of this invention is to propose a real-vehicle collision test method and apparatus for an integrated active and passive safety system. This technical solution can realize the testing of the passive safety system under different decision-making conditions of the active safety system, improve the realism of the test, and ensure compatibility.
[0009] To achieve the above objectives, in a first aspect, the present invention proposes a real-vehicle crash test method for an integrated active and passive safety system, comprising: Analyze the communication protocol between the active safety system and the passive safety system, and configure a test device for real-time signal modification. Multiple sets of decision message sequences are preset, each set of message sequences corresponds to a specific risk assessment level, which is used to simulate braking requests or warning status information under that level. Each set of message sequences consists of multiple frames of time-sequential messages, and the message identifier, data field content and application layer security verification algorithm of each message are defined. Connect the testing device to the vehicle communication network and connect the signal acquisition module to the actuator of the passive safety system; Based on the preset test scenario and the corresponding decision message sequence, the control test device switches between message forwarding mode and interception injection mode; When the vehicle reaches the preset pre-collision moment, an external trigger signal is sent to the test device, causing the test device to switch from message forwarding mode to interception injection mode. During the duration of the real vehicle crash test, the test device intercepts the original messages on the communication network, identifies the target messages that need to be modified, replaces the data field of the target messages with the preset decision message data field, and if there are application layer security verification bytes in the data field, fills in the rolling counter bytes of the original messages, recalculates the application layer security verification bytes, and injects the reconstructed messages into the passive safety system. Collect communication signal data and response characteristic data of the passive safety system during the test; The response performance of the passive safety system is evaluated by performing correlation analysis between the preset decision messages and the collected data.
[0010] Beneficial effects of the basic solution: Existing active and passive safety testing methods mostly adopt the mode of "pre-setting passive safety system trigger parameters," which cannot simulate the real-time communication and interaction process between the active and passive safety systems before a collision. This leads to deviations between the test scenario and the actual vehicle collision conditions, limiting the reference value of the test results. This technical solution, however, uses a real-time signal modification testing device to intercept the original messages from the active safety system during a real vehicle collision. It reconstructs the messages according to a pre-set decision message sequence and injects them into the passive safety system, achieving real-time simulation of the pre-collision hazardous state. This testing mode fully follows the actual working logic of the vehicle's active and passive safety systems, realistically reproducing the dynamic process of the active safety system transmitting braking requests, warning states, and other information to the passive safety system under different hazard assessment levels before a collision. This ensures a high degree of consistency between the test scenario and actual driving collision scenarios, significantly improving the authenticity and reliability of the test results and providing more accurate data support for the optimization of active and passive safety fusion technology.
[0011] The core advantage of an integrated active and passive safety system lies in the collaborative operation of the active and passive safety systems. However, existing testing methods generally separate active and passive safety testing, failing to verify the synergistic response performance after integration. This technical solution analyzes the communication protocol between the active and passive safety systems, accurately capturing their communication interaction patterns. By utilizing the message forwarding and interception injection mode switching of the testing device, it achieves dynamic linkage testing of active safety decision signals and passive safety execution responses throughout the entire real-vehicle collision process. During testing, it can simulate different decision outputs of the active safety system (braking requests and warning information at different hazard levels) and collect execution response data of the passive safety system in real time, realizing dynamic verification of the entire "decision-response" chain. This effectively fills the gap in existing technologies for integrated active and passive safety testing and can comprehensively evaluate the collaborative performance of the active and passive safety systems.
[0012] The testing process of this technical solution is simple and reasonable, requiring no hardware modification to the vehicle's active and passive safety systems. Testing can be conducted simply by connecting the testing device to the vehicle's communication network and the signal acquisition module to the passive safety system actuator, making deployment convenient and operation easy. Simultaneously, the testing device supports flexible switching between message forwarding and interception / injection modes. Before a collision, message forwarding continues normally to ensure uninterrupted vehicle communication; during a collision, it precisely switches to interception / injection mode, achieving compatibility between testing and normal vehicle operation. Multiple preset decision message sequences can cover test scenarios with different hazard assessment levels, eliminating the need for repeated test environment setup and significantly improving testing efficiency. Furthermore, this method does not require complex testing equipment or specialized modification processes, effectively reducing the cost and technical barriers of real-vehicle crash testing, facilitating large-scale application.
[0013] Furthermore, this technical solution analyzes the communication protocol between the active and passive safety systems, then configures a real-time signal modification test device accordingly. It also pre-sets multiple sets of flexibly adjustable decision message sequences. By defining message identifiers, injected data field content, and corresponding application-layer security verification algorithms, it can adapt to integrated active and passive safety systems with different communication protocols and message formats. Whether it's mass-produced models from different automakers or experimental models in the R&D stage, this testing method can be quickly adapted, exhibiting strong versatility and compatibility, thus broadening the application scope of the testing method.
[0014] As a feasible preferred solution, the communication protocol between the active safety system and the passive safety system is analyzed, including the communication protocol of key coordination signals, which include automatic emergency braking system status signals, braking request signals, target type signals, and target distance signals.
[0015] As a feasible and preferred solution, corresponding application layer security verification algorithms are preset according to the communication protocol requirements of different car manufacturers; if the target message adopts the Checksum architecture, the corresponding summation algorithm parameters are preset; if the CRC architecture is adopted, the corresponding generator polynomial parameters are preset.
[0016] As a feasible and preferred solution, the methods for connecting the testing device to the vehicle communication network include: Connection Method 1: Disconnect the active safety system from the vehicle's CAN bus backbone, connect the test device's signal receiving module to the active safety system, and connect the signal injection module to the passive safety system; Connection Method 2: Disconnect the passive safety system from the vehicle's CAN bus backbone, connect the test device's signal receiving module to the active safety system, and connect the signal injection module to the passive safety system.
[0017] As a feasible preferred solution, the response characteristic data includes video recordings of the start time of the passive safety system actuator's trigger action and the corresponding trigger electrical signal time. The video recordings of the actuator's trigger time and the trigger electrical signal time are aligned with a time reference to analyze the response delay and action accuracy of the passive safety system. The collected data includes the original signals sent by the active safety system, the signals injected into the passive safety system after being modified by the testing device, and the decision signals and trigger signals issued by the passive safety system.
[0018] As a feasible and preferred approach, the response characteristic analysis and performance testing specifically include: Response latency is assessed by comparing the difference between the actual trigger time and the expected trigger time of the passive safety system. The integrity of action execution is assessed by examining the integrity and consistency of actions triggered by the passive safety system. The stability of communication interaction is assessed by monitoring the signal transmission on the CAN bus. Based on the analysis results, a performance test report is generated that includes test conditions, test process, data collection status, correlation analysis results, conclusions, and recommendations.
[0019] As a feasible and preferred option, a fault injection testing step is also included: The test device injects erroneous messages into the passive security system. These erroneous messages include incorrect data formats, incorrect rolling counter sequences, or incorrect application-layer security check bytes. Observe and record the passive safety system's response to receiving erroneous messages to assess the system's anti-interference and fault recovery capabilities; the response includes whether the erroneous message is identified and discarded, whether the system maintains stability, and whether the safety functions continue to be executed correctly.
[0020] As a feasible and preferred option, a continuous decision testing step is also included: Multiple dynamic decision-making scenarios are preset to simulate vehicle collisions at different speeds, collision angles, and obstacle types. During real-vehicle crash tests, different decision messages are continuously injected through the testing device to observe and record the response of the passive safety system under different decision inputs, thereby evaluating its continuous decision-making ability and dynamic adaptability.
[0021] As a feasible preferred option, it also includes a continuous decision testing step, in which different decision messages are continuously injected during the real vehicle crash test to simulate continuous decision-making scenarios and evaluate the dynamic adaptability of the passive safety system.
[0022] A vehicle crash test apparatus for an integrated active and passive safety system, employing the aforementioned vehicle crash test method for an integrated active and passive safety system, includes: The signal receiving module is used to connect to the active safety system through the first CAN bus interface, receive the original message and perform preliminary verification. The decision storage module is used to store multiple sets of preset decision message sequence configuration information. Each set of preset message sequence configuration information defines a message identifier, the content of the data field to be injected, and the corresponding application layer security verification algorithm. The signal processing module is used to parse the original message and extract the current rolling counter byte in the data field of the original message. According to the message identifier, it matches the corresponding mode. In the interception injection mode, it intercepts the original message and establishes a timing index pointer synchronized with the number of intercepted messages. Whenever a frame of original message is intercepted, it retrieves the corresponding preset message configuration information from the decision storage module in sequence according to the current index pointer. The preset decision message configuration information retrieved from the decision storage module replaces the data field of the original message. If there are application layer security verification bytes and rolling counter bytes, the extracted rolling counter bytes are filled into the corresponding position in the data field. Then, combined with the current rolling counter byte, the application layer security verification algorithm is called to recalculate the application layer security verification bytes. After injecting the modified message, the index pointer is automatically incremented so that the next frame of original message intercepted matches the next preset configuration in the timing sequence. When the index pointer reaches the upper limit of the preset sequence length, subsequent actions are executed according to the test requirements. The actions include, but are not limited to, stopping the injection and switching to the message forwarding mode, cyclically sending the preset sequence and keeping the last frame of the sending sequence, and directly forwarding the original message in the message forwarding mode. The signal injection module is used to connect to the passive safety system via the second CAN bus interface and send the processed message to the passive safety system. The signal acquisition module is used to synchronously acquire CAN bus message data and response characteristic data of passive safety system actuators during the test process; The signal monitoring module is used to monitor the signal transmission status on each CAN bus in real time, detect communication faults, and record fault information. Attached Figure Description
[0023] Figure 1 This is a flowchart illustrating the steps of an embodiment of the active-passive integrated system testing method disclosed in this invention. Figure 2 This is a schematic diagram of the connection method of an embodiment of a real-time signal modification testing device disclosed in this invention; Figure 3 This is a schematic diagram of the connection method of another embodiment of the real-time signal modification test device disclosed in this invention; Figure 4 This is a schematic diagram of a dynamic triggering embodiment of a testing device before collision disclosed in this invention; Figure 5 This is a schematic diagram of a CAN message data modification process for modifying signal data in the data domain and updating the handshake protocol, provided by an embodiment of a real-time signal modification test device of the present invention. Figure 6 This is a structural block diagram of an embodiment of a real-time signal modification testing device disclosed in this invention. Detailed Implementation
[0024] To make the technical solution and advantages of this application clearer, the technical solution of the present invention will be further described in detail below with reference to the accompanying drawings. It is understood that the specific embodiments described herein are only some embodiments of the present invention, and are only used to explain this application, not to limit it. It should be noted that the technical features or combinations of technical features described in the following embodiments should not be considered isolated; they can be combined with each other to achieve better technical effects. The same reference numerals appearing in the accompanying drawings of the following embodiments represent the same features or components, and can be applied to different embodiments.
[0025] Furthermore, unless otherwise defined, the technical or scientific terms used in this invention description shall have the ordinary meaning understood by one of ordinary skill in the art to which this invention pertains.
[0026] The present invention will now be described in further detail with reference to the accompanying drawings.
[0027] Example 1 This disclosure provides a real-vehicle crash test method for an integrated active and passive safety system, referring to... Figure 1 This includes the following steps.
[0028] Step S1, pre-test preparation, includes: Prepare communication protocol documents related to the active-passive fusion technology of the vehicle under test, and analyze in detail the key coordination signals sent by the active safety system to the passive safety system. Key coordination signals include, but are not limited to, Automatic Emergency Braking (AEB) status signals, AEB braking request signals, AEB target type signals, and target distance signals. In-depth analysis of the format, transmission frequency, and encoding methods of these signals will provide a foundation for the configuration of subsequent testing equipment.
[0029] Based on the analyzed communication protocol, configure a real-time signal modification test device. This device must have both message forwarding and interception / injection modes, and be able to store multiple sets of preset decision messages to simulate active safety system decisions under different hazard assessment levels. Simultaneously, the device should include a signal receiving module, a decision storage module, a signal processing module, a signal injection module, and a signal acquisition module. These modules must work closely together to ensure the smooth progress of the test.
[0030] A CAN message consists of a message identifier, a data field, and a cyclic redundancy check field. The message identifier establishes the message's information attributes and bus arbitration priority. The data field carries core business data, and according to functional safety requirements, it further encapsulates application-layer security check bytes and rolling counter bytes to ensure the logical integrity of the data content and the timing validity of the message sequence, respectively.
[0031] Application-layer security checks typically employ the widely used arithmetic checksum algorithm, while some companies also use the CRC8 algorithm. The formula for calculating the arithmetic checksum is as follows:
[0032] in, Represents the first in the data field 1 byte; 256 is the length of the data field (in bytes); 256 is the modulus of the application layer security check (for 8-bit application layer security checks). The calculated application layer security check value will be appended to the end of the data field for verification by the receiving node.
[0033] The calculation formula for the SAE J1850 CRC-8 algorithm is as follows:
[0034]
[0035] in, For a data polynomial, x is a formal variable (formal symbol) that represents the "bit" position or shift operation in the polynomial.
[0036] Step S2: Configure decision message sequences. Based on the test scenario and decision requirements, pre-set multiple decision message sequences. Each message sequence should contain braking requests or warning status information under different hazard assessment levels, such as emergency braking, light braking, and warning prompts. Each message sequence must have its message identifier, data bytes carrying key signals in the data field, and application-layer security verification byte algorithm defined in detail to ensure that the test device can accurately identify and modify these messages.
[0037] Step S3: Adjust the testing device according to the preset decision message sequence. In message forwarding mode, the device should normally forward all messages between the active safety system and the passive safety system to ensure the vehicle operates without faults. In interception and injection mode, the device needs to intercept specific original messages, modify the data bytes of the signals in their data field to the signal data bytes of the preset message, reconstruct the message, and inject it into the passive safety system.
[0038] Step S4, Connect the testing device. This embodiment of the disclosure provides two ways to connect the testing device to adapt to different testing needs: Connection Method 1: Refer to Figure 2 Disconnect the active safety system from the vehicle's CAN bus backbone, and connect the test device in series between the active safety system and the vehicle's CAN bus backbone. The test device's signal receiving module is connected to the active safety system via CAN bus 1, and its signal injection module is connected to the passive safety system via CAN bus 2.
[0039] Connection Method 2: Refer to Figure 3 Disconnect the passive safety system from the vehicle's CAN bus backbone, and connect the test device in series between the passive safety system and the vehicle's CAN bus backbone. The test device's signal receiving module is connected to the active safety system via CAN bus 1, and its signal injection module is connected to the passive safety system via CAN bus 2.
[0040] Connect the current clamp, which is connected to the signal acquisition module, to the actuator of the passive safety system to monitor and record the triggering time of the passive safety system actuator. Simultaneously, ensure that the signal acquisition module can record the triggering time and mark the ignition flash function so that the ignition moment can be visually marked in the video.
[0041] Step S5, check the connection of the test device, including: After the vehicle power is turned on, the test device defaults to message forwarding mode. Use professional analysis software (such as CANoe, TSMaster, etc.) to check whether the message transmission of CAN bus 1 and CAN bus 2 is normal, and whether the message forwarding delay is within an acceptable range.
[0042] After switching to intercept injection mode, use professional analysis software again to check the message transmission on CAN bus 1 and CAN bus 2. The focus is on verifying whether the signal data of a specific message sent by the active safety system on CAN bus 1 has been successfully modified to the signal data of a preset message and sent to the passive safety system on CAN bus 2. Simultaneously, check for the absence of fault codes and error frames to confirm system stability.
[0043] Step S6, dynamic triggering of the test device before collision, including: Reference Figure 4 Referring to the CIASI 2023 Passive Safety Test Procedure or other relevant standards, dynamic triggering conditions before a collision are set. For example, when the vehicle reaches a preset pre-collision T0 time (such as when it is a certain distance or time away from the collision point), an external trigger signal is sent to the test device.
[0044] Upon receiving an external trigger signal, the testing device immediately switches from message forwarding mode to interception and injection mode. At this point, the device begins intercepting raw messages on CAN bus 1 and modifies the signal data bytes of the corresponding index pointer of the raw message according to the signal data bytes of the preset message sequence. If an application-layer security check byte exists within the message data field, the application-layer security check byte is recalculated based on the modified data field, and the original message data field is updated before being injected into the passive safety system via CAN bus 2.
[0045] Step S7, signal interception and real-time injection, includes: During the duration of the real-vehicle crash test, the testing device continuously intercepted raw messages on CAN bus 1. By comparing the message identifier with the preset message identifier, the device was able to accurately identify the messages that needed to be modified.
[0046] For messages that need to be modified, refer to... Figure 5 The testing device parses the signal data within its data field and replaces it with the corresponding preset message data in the decision storage module. Specifically, the original message is compared with the preset message. If the identifier ID matches, the data field is modified. The last two bytes of the message data field are the rolling counter byte and the application layer security verification byte. The preset device's application layer security verification algorithm is based on the application layer security verification algorithm of the original message. The signal data within the data field is modified to the signal data of the preset message. If the rolling counter byte and application layer security verification byte exist, the rolling counter byte in the original message data field is extracted and filled into the corresponding position in the preset decision message data field to achieve synchronous reproduction of the communication timing between the injected signal and the original vehicle system. At the same time, the application layer security verification byte of the message is recalculated according to the communication protocol to ensure the integrity and reliability of the message.
[0047] The modified and reconstructed message is sent to the passive safety system with low latency through the signal injection module, ensuring that the passive safety system can receive real-time and accurate decision signals.
[0048] Step S8, data collection and verification, includes: The signal acquisition module of the test device collects signal data from CAN bus 1 and CAN bus 2 during the test. This data includes, but is not limited to, the original signals sent by the active safety system, the signals injected into the passive safety system after being modified by the test device, and the decision and trigger signals issued by the passive safety system.
[0049] At the same time, the signal acquisition module is used to collect response characteristic data of the passive safety system, such as the video recording of the start time of the passive safety system actuator's trigger action and the corresponding trigger electrical signal time.
[0050] Step S9, response characteristic analysis and performance testing, includes: By correlating and analyzing preset decision messages with collected message and response characteristic data, key indicators of the passive safety system under the current decision input, such as response latency, action execution integrity, and communication interaction stability, are evaluated. For example, response latency is assessed by comparing the difference between the actual trigger time and the expected trigger time of the passive safety system; action execution integrity is assessed by checking the integrity and consistency of the passive safety system's trigger actions; and communication interaction stability is assessed by monitoring the signal transmission on the CAN bus.
[0051] A detailed performance test report is generated based on the analysis results, including test conditions, test process, data collection, correlation analysis results, conclusions, and recommendations. This report can provide strong support for subsequent system optimization and improvement.
[0052] This disclosure also provides a real-time testing device for vehicle collision control decision of an integrated active and passive safety system, which utilizes the aforementioned real-time testing method for vehicle collision control decision of an integrated active and passive safety system, with reference to... Figure 6 It includes a signal receiving module, a decision storage module, a signal processing module, a signal injection module, a signal acquisition module, and a signal monitoring module. Data transmission between these modules is achieved via a high-speed bus or dedicated interface, ensuring the real-time performance and accuracy of the testing process.
[0053] The signal receiving module connects to the active safety system via a physical interface (such as a CAN bus interface) to ensure real-time reception of raw messages sent by the active safety system. The interface design must consider electromagnetic compatibility and signal integrity to avoid the impact of external interference on the test results.
[0054] The signal receiving module has an internal high-speed buffer for temporary storage of received messages. The buffer size needs to be set appropriately according to testing requirements to ensure that it can accommodate multiple consecutively received frames of messages without overflowing.
[0055] Received messages need to be processed synchronously to ensure correct parsing of the message data. Simultaneously, the signal receiving module also needs to perform preliminary verification of the messages, such as checking whether the message length and format conform to communication protocol requirements, and discarding messages that do not meet the requirements.
[0056] The decision storage module uses highly reliable and high-speed storage media (such as Flash memory or DDR memory) to ensure that preset decision messages can be read and written quickly.
[0057] The preset decision messages are run in an offline environment using high-fidelity vehicle simulation software (such as CarSim / PreScan) to simulate collision conditions, record the CAN message sequence at key time windows, and import them into the decision storage module.
[0058] The decision storage module is internally designed with multiple message storage areas, each corresponding to a decision message for a specific test scenario. Each set of preset messages must have its message identifier, the content of the data field to be injected, and the corresponding application-layer security verification algorithm defined in detail, so that the signal processing module can accurately modify and reconstruct it.
[0059] The decision storage module provides a message management interface, allowing users to update and manage the stored message sequences via external devices (such as PCs). Simultaneously, the module must also support automatic message loading, meaning that preset message sequences are automatically loaded into the corresponding storage area after the test device is powered on.
[0060] The signal processing module first parses the received raw message, extracting key information such as the message identifier and data field content. Then, based on the message identifier, it determines whether the message needs to be modified and identifies the target data field to be modified.
[0061] For messages that need modification, the signal processing module reads the corresponding preset message data from the decision storage module and replaces it in the data field of the original message. Simultaneously, the signal processing module also recalculates the application-layer security check bytes according to the communication protocol to ensure the integrity and reliability of the modified message.
[0062] The signal processing module controls the packet forwarding path according to the operating mode of the test device (packet forwarding mode or intercept injection mode). In packet forwarding mode, the module directly forwards the original packet to the signal injection module; in intercept injection mode, the module forwards the modified packet to the signal injection module.
[0063] The signal injection module connects to the passive safety system via a physical interface (such as a CAN bus interface) to ensure that processed messages are sent to the passive safety system with low latency. The interface design must also consider electromagnetic compatibility and signal integrity.
[0064] The signal injection module employs a high-speed processor and optimized algorithms to achieve low-latency message transmission. By reducing data processing time and optimizing data transmission paths, it ensures that modified messages can quickly reach the passive safety system, thereby simulating the decision signal transmission process in a real collision.
[0065] The signal injection module provides a transmission status monitoring function, which monitors the transmission status of messages in real time. If a transmission failure or excessive latency is detected, the module will immediately report the error information to the signal processing module so that the test strategy can be adjusted or the fault can be troubleshooted in a timely manner.
[0066] The signal acquisition module is designed with a multi-channel signal acquisition interface, which can simultaneously acquire signals sent by the active safety system, signals injected into the passive safety system after being modified by the testing device, and decision signals and trigger signals issued by the passive safety system.
[0067] To ensure the time synchronization of the acquired signal data, the signal acquisition module adds a high-precision timestamp to each acquired signal data. The timestamp accuracy needs to reach the microsecond level or even higher to meet the requirements for accurate measurement of signal transmission delay.
[0068] The acquired signal data is first buffered in the module's internal high-speed cache, and then transmitted to an external signal acquisition module for analysis and processing via a high-speed bus or dedicated interface. The data transmission process must ensure data integrity and real-time performance.
[0069] The signal monitoring module is responsible for real-time monitoring and analysis of signal data on the CAN bus. By monitoring changes in the signals, the module can promptly detect potential communication failures or abnormal signal transmission.
[0070] When a communication failure or abnormal signal is detected, the signal monitoring module will immediately trigger the fault alarm mechanism and save the fault information to the storage medium through the log recording function. The fault information includes key information such as fault type, occurrence time, and fault signal data, for subsequent fault troubleshooting and analysis.
[0071] The signal monitoring module also provides performance statistics and analysis functions, enabling the statistical analysis of signal transmission performance on the CAN bus. By calculating key indicators such as signal transmission delay and packet loss rate, the communication stability of the integrated active and passive safety system can be evaluated.
[0072] Example 2 The key difference between this embodiment and the previous embodiments lies in that the testing device supports fault injection functionality to verify the robustness of the integrated active and passive safety system. By injecting erroneous messages (such as incorrect data formats or invalid message identifiers) into the passive safety system, it simulates potential fault conditions that the system might encounter during actual operation.
[0073] Observe and record the passive safety system's response to received error messages, including whether it can identify and discard the error messages, maintain system stability, and continue to correctly execute safety functions. Fault tolerance verification can assess the system's anti-interference capability and fault recovery capability.
[0074] Example 3 The key difference between this embodiment and the previous embodiments lies in the pre-setting of multiple dynamic decision-making scenarios to more comprehensively evaluate the performance of the integrated active and passive safety system. For example, it simulates collisions of the vehicle at different speeds, collision angles, and obstacle types, and pre-sets corresponding active safety system decision messages.
[0075] During real-vehicle crash tests, different decision messages are continuously injected through a testing device to simulate the continuous decision-making situations that the integrated active and passive safety system may encounter in actual operation. The response of the passive safety system under different decision inputs is observed and recorded to evaluate its continuous decision-making capability and dynamic adaptability.
[0076] Example 4 The key difference between this embodiment and the previous embodiments lies in the fact that different environmental parameters, such as temperature, humidity, and vibration, are set during the testing process to simulate a more complex real-world operating environment. Different environmental parameters may affect the performance of the integrated active and passive safety system, and therefore need to be considered during testing.
[0077] Comprehensive performance evaluation: Real-vehicle crash tests are conducted under complex environmental simulation conditions, and relevant data are collected and analyzed. By comprehensively evaluating the performance of the integrated active and passive safety system under different environmental parameters, strong support can be provided for its reliability and stability in practical applications.
[0078] The above content is merely an embodiment of the present invention. Commonly known structures and characteristics of 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 aware of 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 improve and implement this solution based on the guidance provided in this application and 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 real-vehicle crash test method for an integrated active and passive safety system, characterized in that, Analyze the communication protocol between the active safety system and the passive safety system, and configure a test device for real-time signal modification. Multiple sets of decision message sequences are preset, each set of message sequences corresponds to a specific risk assessment level, which is used to simulate braking requests or warning status information under that level. Each set of message sequences consists of multiple frames of time-sequential messages, and the message identifier, data field content and application layer security verification algorithm of each message are defined. Connect the testing device to the vehicle communication network and connect the signal acquisition module to the actuator of the passive safety system; Based on the preset test scenario and the corresponding decision message sequence, the control test device switches between message forwarding mode and interception injection mode; When the vehicle reaches the preset pre-collision moment, an external trigger signal is sent to the test device, causing the test device to switch from message forwarding mode to interception injection mode. During the duration of the real vehicle crash test, the test device intercepts the original messages on the communication network, identifies the target messages that need to be modified, replaces the data field of the target messages with the preset decision message data field, and if there are application layer security verification bytes in the data field, fills in the rolling counter bytes of the original messages, recalculates the application layer security verification bytes, and injects the reconstructed messages into the passive safety system. Collect communication signal data and response characteristic data of the passive safety system during the test; The response performance of the passive safety system is evaluated by performing correlation analysis between the preset decision messages and the collected data.
2. The real-vehicle collision test method for an integrated active and passive safety system according to claim 1, characterized in that, The communication protocol between the active safety system and the passive safety system is analyzed, including the communication protocol of key coordination signals. These key coordination signals include the status signal of the automatic emergency braking system, the braking request signal, the target object type signal, and the target object distance signal.
3. A real-vehicle collision test method for an integrated active and passive safety system according to claim 1, characterized in that, Based on the communication protocol requirements of different car manufacturers, corresponding application layer security verification algorithms are preset; if the target message adopts the Checksum architecture, the corresponding summation algorithm parameters are preset; if the CRC architecture is adopted, the corresponding generator polynomial parameters are preset.
4. The real-vehicle collision test method for an integrated active and passive safety system according to claim 1, characterized in that, Methods for connecting the testing device to the vehicle communication network include: Connection Method 1: Disconnect the active safety system from the vehicle's CAN bus backbone, connect the test device's signal receiving module to the active safety system, and connect the signal injection module to the passive safety system; Connection Method 2: Disconnect the passive safety system from the vehicle's CAN bus backbone, connect the test device's signal receiving module to the active safety system, and connect the signal injection module to the passive safety system.
5. The real-vehicle collision test method for an integrated active and passive safety system according to claim 1, characterized in that, The response characteristic data includes video recordings of the start time of the passive safety system actuator's trigger action and the corresponding trigger electrical signal time. The recorded actuator trigger time and trigger electrical signal time are aligned with a time reference to analyze the response delay and action accuracy of the passive safety system. The collected data includes the original signals sent by the active safety system, the signals injected into the passive safety system after being modified by the testing device, and the decision signals and trigger signals issued by the passive safety system.
6. The real-vehicle collision test method for an integrated active and passive safety system according to claim 5, characterized in that, The response characteristic analysis and performance testing specifically include: Response latency is assessed by comparing the difference between the actual trigger time and the expected trigger time of the passive safety system. The integrity of action execution is assessed by examining the integrity and consistency of actions triggered by the passive safety system. The stability of communication interaction is assessed by monitoring the signal transmission on the CAN bus. Based on the analysis results, a performance test report is generated that includes test conditions, test process, data collection status, correlation analysis results, conclusions, and recommendations.
7. The real-vehicle collision test method for an integrated active and passive safety system according to claim 6, characterized in that, It also includes fault injection testing steps: The test device injects erroneous messages into the passive security system. These erroneous messages include incorrect data formats, incorrect rolling counter sequences, or incorrect application-layer security check bytes. Observe and record the passive safety system's response to receiving erroneous messages to assess the system's anti-interference and fault recovery capabilities; the response includes whether the erroneous message is identified and discarded, whether the system maintains stability, and whether the safety functions continue to be executed correctly.
8. The real-vehicle collision test method for an integrated active and passive safety system according to claim 1, characterized in that, It also includes a continuous decision testing step: Multiple dynamic decision-making scenarios are preset to simulate vehicle collisions at different speeds, collision angles, and obstacle types. During real-vehicle crash tests, different decision messages are continuously injected through the testing device to observe and record the response of the passive safety system under different decision inputs, thereby evaluating its continuous decision-making ability and dynamic adaptability.
9. The real-vehicle collision test method for an integrated active and passive safety system according to claim 1, characterized in that, It also includes a continuous decision-making test step, in which different decision messages are continuously injected during real vehicle crash tests to simulate continuous decision-making scenarios and evaluate the dynamic adaptability of the passive safety system.
10. A vehicle crash test device for an integrated active and passive safety system, characterized in that, The method for real-vehicle crash testing of an integrated active and passive safety system as described in any one of claims 1-9 includes: The signal receiving module is used to connect to the active safety system through the first CAN bus interface, receive the original message and perform preliminary verification. The decision storage module is used to store multiple sets of preset decision message sequence configuration information. Each set of preset message sequence configuration information defines a message identifier, the content of the data field to be injected, and the corresponding application layer security verification algorithm. The signal processing module is used to parse the original message and extract the current rolling counter byte in the data field of the original message. According to the message identifier, it matches the corresponding mode. In the interception injection mode, it intercepts the original message and establishes a timing index pointer synchronized with the number of intercepted messages. Whenever a frame of original message is intercepted, it retrieves the corresponding preset message configuration information from the decision storage module in sequence according to the current index pointer. The preset decision message configuration information retrieved from the decision storage module replaces the data field of the original message. If there are application layer security verification bytes and rolling counter bytes, the extracted rolling counter bytes are filled into the corresponding position in the data field. Then, combined with the current rolling counter byte, the application layer security verification algorithm is called to recalculate the application layer security verification bytes. After injecting the modified message, the index pointer is automatically incremented so that the next frame of original message intercepted matches the next preset configuration in the timing sequence. When the index pointer reaches the upper limit of the preset sequence length, subsequent actions are executed according to the test requirements. The actions include, but are not limited to, stopping the injection and switching to the message forwarding mode, cyclically sending the preset sequence and keeping the last frame of the sending sequence, and directly forwarding the original message in the message forwarding mode. The signal injection module is used to connect to the passive safety system via the second CAN bus interface and send the processed message to the passive safety system. The signal acquisition module is used to synchronously acquire CAN bus message data and response characteristic data of passive safety system actuators during the test process; The signal monitoring module is used to monitor the signal transmission status on each CAN bus in real time, detect communication faults, and record fault information.