A test method, device, medium and equipment of an automobile adaptive restraint system

Abstract

The application provides a test method, device, medium and equipment of an adaptive restraint system of an automobile. Based on a test starting instruction, a simulation signal generator and an impact slide table are controlled to synchronously generate a collision signal and an impact signal. The collision signal is injected into a safety airbag controller of a to-be-tested automobile. A signal acquisition device is used to acquire feedback signals of a restraint system of the to-be-tested automobile and safety strategy information of the safety airbag controller of the to-be-tested automobile. Based on the feedback signals and the safety strategy information, a test result of the to-be-tested automobile is determined. The simulation signal generator and the impact slide table are used to generate tests of the adaptive restraint system under various collision conditions, thereby improving the generalization ability of the test, avoiding real vehicle collision tests, saving test costs, and ensuring the accuracy of the test.

Description

Technical Field

[0001] This application relates to the field of automotive safety testing technology, specifically to a testing method, apparatus, medium, and equipment for an automotive adaptive constraint system. Background Technology

[0002] With the continuous development of automotive safety technology, the integration of active and passive safety has become an important direction for improving the overall protective capabilities of vehicles. Adaptive restraint systems, as a key device in the integration of active and passive safety technologies, can pre-adjust passive safety systems when the active safety system anticipates potential collision hazards. Based on real-time information such as collision intensity and occupant vital signs identified by the system, they achieve differentiated and precise safety protection. A typical adaptive restraint system adjusts execution parameters such as airbag deployment timing, airbag deflator opening strategy, seatbelt pretensioning timing, and pretensioning force to adapt to the protection needs of occupants with different vital signs and postures under various collision conditions, thereby improving the adaptability and protective effect of the restraint system.

[0003] However, adaptive constraint systems still face significant technical bottlenecks in practical engineering development. The control strategy of this system needs to comprehensively consider various factors, including different collision conditions (such as collision type, collision angle, and collision speed), different occupant characteristics (such as height, weight, age, and gender), different seating postures (such as normal sitting, lying down, leaning forward, and tilting sideways), and different environmental parameters (such as lighting conditions). The combination of these factors forms an extremely large test matrix. Limited by the high cost, long cycle, and non-repeatability of real-vehicle crash tests, existing technologies cannot cover all test cases under the aforementioned multi-factor combinations, resulting in most adaptive constraint system control strategies remaining only at the theoretical design and offline simulation stages. In practical engineering applications, theoretically developed strategies are typically pre-written into the vehicle controller only under the ideal premise that subsystems such as the default active safety system, occupant recognition system, and collision recognition system are functioning normally. There is a lack of complete closed-loop effectiveness verification of the entire adaptive constraint system strategy from perception and decision-making to execution.

[0004] The aforementioned technical shortcomings make it difficult to fully guarantee the reliability of adaptive constraint systems in practical vehicle applications. The lack of systematic verification methods for the adaptability and robustness of strategies under different boundary conditions severely restricts the engineering application and large-scale promotion of adaptive constraint systems. Therefore, there is an urgent need to develop a method capable of closed-loop, effective, and repeatable testing of adaptive constraint system strategies. Summary of the Invention

[0005] To address the aforementioned technical problems, this application is proposed. Embodiments of this application provide a testing method, apparatus, medium, and device for an automotive adaptive constraint system.

[0006] According to one aspect of this application, a testing method for an adaptive constraint system of an automobile is provided, applied to a testing system for an adaptive constraint system of an automobile. The testing system for the adaptive constraint system of an automobile includes an analog signal generator, an impact slide, and a signal acquisition device. The airbag controller of the automobile under test is disposed on the impact slide, the impact slide is used to generate an impact signal, the analog signal generator is connected to the impact slide, the analog signal generator is used to generate a collision signal, and the signal acquisition device is connected to the analog signal generator and the impact slide. The signal acquisition device is used to acquire the impact signal, the collision signal, and the response signal of the constraint system of the automobile under test. The signal acquisition device includes a replacement resistor, the replacement resistor is used to shield and replace the constraint system of the automobile under test. The testing method for the adaptive constraint system of an automobile includes: controlling the analog signal generator and the impact slide to synchronously generate a collision signal and an impact signal based on a test start command; injecting the collision signal into the airbag controller of the automobile under test; using the signal acquisition device to acquire the feedback signal of the constraint system of the automobile under test and the safety policy information of the airbag controller of the automobile under test; and determining the test result of the automobile under test based on the feedback signal and the safety policy information.

[0007] In one embodiment, controlling the analog signal generator and the impact slide to synchronously generate a collision signal and an impact signal includes: controlling the impact slide to perform an impact action based on a target acceleration curve; acquiring the actual acceleration curve generated by the impact slide performing the impact action; calculating the fitting degree between the target acceleration curve and the actual acceleration curve; and if the fitting degree is greater than a preset fitting degree threshold, determining the actual acceleration curve as the impact signal.

[0008] In one embodiment, controlling the impact slide to perform an impact action based on the target acceleration curve includes: discretizing the target acceleration curve to obtain multiple discrete points; and calculating the acceleration of the drive motor of the impact slide based on the acceleration of the multiple discrete points. q Shaft voltage; based on the drive motor q The shaft voltage controls the impact slide to perform the impact action.

[0009] In one embodiment, discretizing the target acceleration curve to obtain multiple discrete points includes: dividing the target acceleration curve into multiple time intervals; wherein each time interval contains a peak; and discretizing each time interval to obtain multiple discrete points.

[0010] In one embodiment, the acceleration of the drive motor of the impact slide is calculated based on the acceleration of the plurality of discrete points. qShaft voltage includes: calculating the speed and distance of all discrete points within a single time interval; and, based on the speed and distance of all discrete points within the single time interval, calculating the drive motor corresponding to each discrete point within the single time interval. q Shaft voltage.

[0011] In one embodiment, calculating the goodness of fit between the target acceleration curve and the actual acceleration curve includes: calculating the average similarity between the target acceleration curve and the actual acceleration curve to obtain the goodness of fit.

[0012] In one embodiment, the step of using the signal acquisition device to acquire the feedback signal of the restraint system of the vehicle under test and the safety strategy information of the airbag controller of the vehicle under test includes: acquiring the current data of the replacement resistor to obtain the feedback signal of the restraint system of the vehicle under test; and using the signal acquisition device to acquire the airbag deployment level, airbag deployment time, and seat belt pretensioning time of the airbag controller of the vehicle under test.

[0013] According to another aspect of this application, a test apparatus for an adaptive restraint system of an automobile is provided. The test apparatus includes an analog signal generator, an impact slide, and a signal acquisition device. The airbag controller of the vehicle under test is disposed on the impact slide. The impact slide generates impact signals. The analog signal generator is connected to the impact slide and generates collision signals. The signal acquisition device is connected to the analog signal generator and the impact slide, and is used to acquire the impact signals, the collision signals, and the response signals of the restraint system of the vehicle under test. The signal acquisition device includes... A replacement resistor is used to shield and replace the constraint system of the vehicle under test. The testing device for the vehicle adaptive constraint system includes: a test signal generation module, used to control the analog signal generator and the impact slide to synchronously generate collision signals and impact signals based on a test start command; a collision signal injection module, used to inject the collision signals into the airbag controller of the vehicle under test; a response signal acquisition module, used to acquire the feedback signal of the constraint system of the vehicle under test and the safety strategy information of the airbag controller of the vehicle under test using the signal acquisition device; and a test result determination module, used to determine the test result of the vehicle under test based on the feedback signal and the safety strategy information.

[0014] According to another aspect of this application, a computer-readable storage medium is provided, the storage medium storing a computer program for performing any of the methods described above.

[0015] According to another aspect of this application, an electronic device is provided, comprising: a processor; a memory for storing processor-executable instructions; the processor being configured to perform any of the methods described above.

[0016] This application provides a testing method, apparatus, medium, and equipment for an adaptive restraint system for automobiles. The testing system includes an analog signal generator, an impact slide, and a signal acquisition device. The airbag controller of the vehicle under test is mounted on the impact slide, which generates impact signals. The analog signal generator is connected to the impact slide and generates collision signals. The signal acquisition device is connected to the analog signal generator and the impact slide, and acquires the impact signals, collision signals, and the response signals of the restraint system of the vehicle under test. The signal acquisition device includes a replacement resistor for shielding and replacing the restraint system of the vehicle under test. The proposed testing method is applied to the testing system of automotive adaptive constraint systems. Based on the test start command, the system controls the analog signal generator and impact slide to synchronously generate collision and impact signals. The collision signal is injected into the airbag controller of the vehicle under test. A signal acquisition device is used to collect the feedback signals of the constraint system of the vehicle under test and the safety strategy information of the airbag controller. Based on the feedback signals and safety strategy information, the test results of the vehicle under test are determined. By generating tests of the adaptive constraint system under various collision conditions through the analog signal generator and impact slide, the generalization ability of the test is improved, and real vehicle collision tests are avoided, saving test costs while ensuring test accuracy. Attached Figure Description

[0017] The above and other objects, features, and advantages of this application will become more apparent from the more detailed description of the embodiments of this application in conjunction with the accompanying drawings. The drawings are provided to further illustrate the embodiments of this application and form part of the specification. They are used together with the embodiments of this application to explain this application and do not constitute a limitation thereof. In the drawings, the same reference numerals generally represent the same components or steps.

[0018] Figure 1 This is a schematic diagram of the structure of a test system for an adaptive constraint system for automobiles provided in an exemplary embodiment of this application.

[0019] Figure 2 This is a flowchart illustrating a test method for an adaptive constraint system for automobiles provided in an exemplary embodiment of this application.

[0020] Figure 3 This is a schematic diagram of the structure of an impact slide provided in an exemplary embodiment of this application.

[0021] Figure 4This is a schematic diagram of a target acceleration curve provided in an exemplary embodiment of this application.

[0022] Figure 5 This is a schematic diagram of the structure of a test apparatus for an adaptive constraint system for automobiles provided in an exemplary embodiment of this application.

[0023] Figure 6 This is a structural diagram of an electronic device provided in an exemplary embodiment of this application.

[0024] Explanation of reference numerals in the attached drawings: 1. Analog signal generator; 2. Impact slide table; 3. Signal acquisition device; 4. Airbag controller; 201. X-direction electromagnetic track; 202. Y-direction electromagnetic track; 203. Slide rail controller; 204. Information synchronizer; 205. Collision signal injection device; 206. Airbag controller mounting platform. Detailed Implementation

[0025] Hereinafter, exemplary embodiments according to this application will be described in detail with reference to the accompanying drawings. Obviously, the described embodiments are merely some embodiments of this application, and not all embodiments of this application. It should be understood that this application is not limited to the exemplary embodiments described herein.

[0026] Figure 1 This is a schematic diagram of the structure of a test system for an adaptive constraint system for automobiles provided in an exemplary embodiment of this application. Figure 1As shown, the test system for the vehicle adaptive restraint system includes an analog signal generator 1, an impact slide 2, and a signal acquisition device 3. The airbag controller 4 of the vehicle under test is mounted on the impact slide 2, which generates impact signals. The analog signal generator 1 is connected to the impact slide 2 and generates collision signals. The signal acquisition device 3 is connected to the analog signal generator 1 and the impact slide 2 and collects impact signals, collision signals, and the response signals of the restraint system of the vehicle under test. The signal acquisition device 3 includes a replacement resistor, which is used to shield and replace the restraint system of the vehicle under test. The airbag controller 4 is placed on the impact slide 2 via an extension cable, enabling power supply to the airbag controller 4 and signal transmission with the vehicle. A twisted-pair shielded cable connects the channel of the analog signal generator 1 to the front collision sensor interface of the airbag controller 4. Software configuration includes channel and protocol settings, such as synchronization mode, baud rate, data length, and verification logic. Front collision acceleration waveform data is imported, waveform duration is determined, physical quantity and code value conversion are configured, and the transmission cycle is set. The triggering method is selected as bus triggering: synchronous triggering via CAN signal, ensuring strict timing matching between the airbag controller 4's synchronization pulse and the sensor's time slot response. The analog signal generator 1 mainly consists of a signal simulator, including a communication interface, built-in controller, FPGA, and output / acquisition channels. The host computer communicates with the analog signal generator 1 through the communication interface, which can be of types such as PSI5-CAN, CPCIe-PIS5, or PCIe-PIS5. This communication interface enables the transmission of commands from the host computer to the collision sensor signals. The built-in controller can be used to process the converted PSI5 type upper computer sent instructions, such as opening and closing the input / output channels, baud rate, adjusting the input / output reference voltage, configuring the FPGA according to the upper computer instructions, and storing the signals to be sent as required by the upper computer. The FPGA configures its own parameters according to the input of the built-in controller. When it receives the send instruction, it enters the synchronization mode and begins to communicate with the airbag controller 4, captures the signal pulses sent by it, and converts the stored signal into a signal under the PSI5 protocol according to the pre-configured parameters of the built-in controller and the requirements of the PSI5 protocol, and transmits it to the output channel. In the synchronization mode, the FPGA analyzes the pulse period sent by the airbag controller 4, dynamically calculates the phase offset of the injected signal relative to the pulse frame, and completes the injection and impact slide 2 drive in the next synchronization cycle.

[0027] This application removes the vehicle airbag controller 4 from the vehicle and installs it on the impact slide 2. The airbag controller 4 remains connected to the vehicle via an extension harness, ensuring consistent pin definitions. The connection between the vehicle's front impact sensor and the airbag controller 4 is disconnected, and the corresponding channel of the analog signal generator 1 is used to replace the front impact sensor, establishing a connection between the analog signal generator 1 and the airbag controller 4. The controller of the impact slide 2 is connected to the analog signal generator 1 via a signal synchronizer, and the trigger signal is set to a 5V voltage jump signal to ensure that the analog signal generator 1 and the impact slide 2 start synchronously. This trigger signal can be the voltage jump signal synchronously output during signal injection. The corresponding restraint systems of the vehicle, such as seat belts and airbags, are shielded and replaced by connecting a 2-3 ohm resistor. Current detection sensors are arranged on the corresponding restraint system's deployment circuit to detect actual current signals. All current detection sensors are connected to the signal acquisition device 3 via a wiring harness, and the trigger system of the signal acquisition device 3 is connected to the signal synchronizer of the impact slide 2. Finally, the host computer is connected to the analog signal generator 1 via the corresponding communication interface, and then connected to the controller of the impact slide table 2. After connection, the vehicle is started, and fault codes are checked. If fault codes are found, they are rectified to ensure the entire adaptive constraint system loop is unobstructed. The host computer is used to pre-set the collected X and Y acceleration waveforms, and the relevant preset control displacement and velocity data are sent to the controller of the impact slide table 2. The impact direction is consistent with the frontal collision direction of the actual vehicle (horizontally forward) and is precisely matched with the dynamic impact stage parameters of the analog signal generator 1. At the same time, the synchronization parameter trigger threshold is set to 10μs to ensure that the time difference between the analog signal injection and the start of the slide table impact does not exceed 10μs. The timing is calibrated in real time through FPGA to ensure synchronization accuracy. The vehicle's power is turned on to ensure the normal operation of the entire system. The corresponding vital sign test volunteers sit in the corresponding seats, maintain the preset posture, and the vehicle seat position, seat belt position, lighting environment, and other working condition parameters are adjusted to the preset state.

[0028] Figure 2 This is a flowchart illustrating a test method for an adaptive constraint system for automobiles provided in an exemplary embodiment of this application. This test method for an adaptive constraint system for automobiles is applied to the aforementioned test system for adaptive constraint systems for automobiles, such as... Figure 2 As shown, the test method for an automotive adaptive constraint system includes the following steps: Step 210: Based on the test start command, control the analog signal generator and the impact slide to synchronously generate collision signals and impact signals.

[0029] The host computer sends a start command to the analog signal generator 1. The built-in controller of the analog signal generator 1 receives the command, converts it to PSI5 protocol format, and sends a configuration command to the FPGA, controlling the FPGA to enter synchronization mode. Once in synchronization mode, the FPGA captures the SYNC pulse sent by the airbag controller 4 through the acquisition channel, analyzes the SYNC pulse period as 500μs, and dynamically calculates the phase offset of the front collision sensor analog signal (the collision signal generated by the analog signal generator 1) relative to the SYNC frame as 10μs, ensuring that the communication timing of the analog signal matches that of the airbag controller 4.

[0030] Step 220: Inject the collision signal into the airbag controller of the vehicle under test.

[0031] The FPGA converts the stored analog signals from the front collision sensors into current-modulated signals under the PSI5 protocol (using Manchester encoding, where a decrease in current represents logic "0" and an increase in current represents logic "1") according to preset parameters and PSI5 protocol requirements, and injects them into the airbag controller 4 through the output channel. At the same time, the analog signal generator 1 sends a 5V voltage jump trigger signal to the ACU controller impact slide S300 to initiate physical impacts on the airbag controller 4 in the X and Y directions, realizing the synchronous execution of signal injection and slide impact.

[0032] Step 230: Use a signal acquisition device to collect feedback signals from the restraint system of the vehicle under test and safety strategy information from the airbag controller of the vehicle under test.

[0033] This application uses a signal acquisition device 3 to acquire feedback signals from the restraint system of the vehicle under test and safety strategy information from the airbag controller 4 of the vehicle under test, so as to obtain feedback information of the restraint system of the vehicle under test under collision conditions.

[0034] Step 240: Based on the feedback signals and safety policy information, determine the test results of the vehicle under test.

[0035] This application determines the test results of the vehicle under test based on feedback signals and safety strategy information. Specifically, for the adaptive restraint system in normal working condition, test conditions are applied according to the following scenarios: 100% frontal overlap rigid barrier collision, 50% frontal overlap moving progressive deformable barrier collision, and full-width frontal deformable barrier collision. Data is collected for each collision condition. For each condition, if the detonation time of each irreversible restraint device provided by the vehicle manufacturer for all occupant positions differs from the actual acquisition time by less than 1 ms, the test is considered passed. For the adaptive restraint system in failure condition, test conditions are applied according to the following scenarios: 100% frontal overlap rigid barrier collision, 50% frontal overlap moving progressive deformable barrier collision, and full-width frontal deformable barrier collision. Data is collected for each collision condition. If the detonation time of each irreversible restraint device provided by the vehicle manufacturer for all occupant positions differs from the actual acquisition time by less than 1 ms, the test is considered passed.

[0036] In one embodiment, step 210 can be implemented as follows: based on the target acceleration curve, control the impact slide to perform an impact action; collect the actual acceleration curve generated by the impact slide performing the impact action; calculate the fitting degree between the target acceleration curve and the actual acceleration curve; if the fitting degree is greater than a preset fitting degree threshold, then determine the actual acceleration curve as an impact signal.

[0037] like Figure 3 As shown, the impact slide 2 includes an X-direction electromagnetic track 201, a Y-direction electromagnetic track 202, a slide rail controller 203, an information synchronizer 204, a collision signal injection device 205, and an airbag controller mounting platform 206. The airbag controller 4 is mounted on the airbag controller mounting platform 206. The X-direction electromagnetic track 201 and the Y-direction electromagnetic track 202 are used to enable the airbag controller mounting platform 206 and the airbag controller 4 to move along the X-direction or Y-direction. The information synchronizer 204 is used to synchronize the collision signal and the impact signal. The slide rail controller 203 is used to control the drive motor to drive the airbag controller mounting platform 206 and the airbag controller 4 to move along the X-direction or Y-direction.

[0038] This application inputs a target acceleration curve to the slide rail controller 203. The slide rail controller 203 generates a corresponding impact control command based on the target acceleration curve to control the impact slide 2 to perform an impact action. It also collects the actual acceleration curve generated by the impact slide 2 performing the impact action. By calculating the fitting degree between the target acceleration curve and the actual acceleration curve, it determines whether the impact signal generated by the impact slide 2 meets the collision simulation requirements. If the fitting degree is greater than the preset fitting degree threshold, it is determined that the impact signal generated by the impact slide 2 meets the collision simulation requirements. At this time, the actual acceleration curve is determined to be the impact signal. Otherwise, the curve is filtered to adjust the generated actual acceleration curve until the fitting degree is greater than the preset fitting degree threshold.

[0039] This application provides a test method for an adaptive restraint system of an automobile. The test system includes an analog signal generator, an impact slide, and a signal acquisition device. The airbag controller of the vehicle under test is mounted on the impact slide, which generates impact signals. The analog signal generator is connected to the impact slide and generates collision signals. The signal acquisition device is connected to the analog signal generator and the impact slide, and acquires the impact signals, collision signals, and the response signals of the restraint system of the vehicle under test. The signal acquisition device includes a replacement resistor. Resistors are used to shield and replace the restraint system of the vehicle under test; based on the test start command, the analog signal generator and impact slide are controlled to synchronously generate collision and impact signals; the collision signal is injected into the airbag controller of the vehicle under test; a signal acquisition device is used to collect the feedback signal of the restraint system of the vehicle under test and the safety strategy information of the airbag controller of the vehicle under test; based on the feedback signal and safety strategy information, the test results of the vehicle under test are determined; by generating adaptive restraint system tests under various collision conditions through the analog signal generator and impact slide, the generalization ability of the test is improved, and real vehicle collision tests are avoided, saving test costs while ensuring test accuracy.

[0040] In one embodiment, step 210 can be implemented by: discretizing the target acceleration curve to obtain multiple discrete points; and calculating the acceleration of the drive motor of the impact slide based on the acceleration of the multiple discrete points. q Shaft voltage; based on drive motor q Shaft voltage controls the impact slide to perform impact actions.

[0041] The physical impacts in the X and Y directions of the impact slide 2 are based on feedback from the actual position. qShaft voltage adjustment. Specifically, this application discretizes the target acceleration curve to convert the continuous curve into multiple discrete points; and calculates the drive motor of the impact slide based on the acceleration at these multiple discrete points. q Shaft voltage, based on the drive motor q The shaft voltage controls the impact slide 2 to perform the impact action in order to obtain the actual acceleration curve.

[0042] In one embodiment, step 210 can be implemented by dividing the target acceleration curve into multiple time intervals, wherein each time interval contains a peak; and discretizing each time interval to obtain multiple discrete points.

[0043] like Figure 4 As shown, since the curve during acceleration is an irregular curve and the curve during deceleration is a sine curve, this application uses a non-uniform discretization method for the acceleration process and a uniform discretization method for the deceleration process.

[0044] The specific method of non-uniform discretization is as follows: the acceleration curve is divided into multiple intervals, each interval containing one peak, and the curve function expression is: ; In the formula, For the corresponding x m acceleration value over time t i <x 1 <x 2 <…<x m <t i+1 , m The total number of discrete points within each interval. i =1, 2, ..., 4.

[0045] The number of discrete points can be customized for the curve shape of each interval, such as... t 1 to t The curve in interval 2 is relatively complex. m The value can be 20000; while t 3 to t The 4-interval curve is relatively simple. m The value can be 10000.

[0046] The specific method of uniform discretization is as follows: t 5 to t The 6 intervals are equally divided into n Segment, sampling step size for At this point, the discrete independent variable is: ; in, m =1, 2, ..., n .

[0047] .

[0048] In one embodiment, step 210 can be implemented as follows: calculating the speed and distance of all discrete points within a single time interval; based on the speed and distance of all discrete points within a single time interval, calculating the speed of the drive motor corresponding to each discrete point within the single time interval. q Shaft voltage.

[0049] This application calculates the speed and distance of all discrete points within a single time interval, and based on the speed and distance of all discrete points within the single time interval, calculates the speed of the drive motor corresponding to each discrete point within the single time interval. q Axis voltage. The formulas for calculating the velocity and distance at discrete points are: ; ; in, For the first Displacement at each discrete point corresponding to a given time point. For the first Displacement at each discrete point corresponding to a given time point. For the first The acceleration values ​​at each discrete point corresponding to a given time point. For the first Each discrete point corresponds to a time point. For the first Each discrete point corresponds to a time point. For the first The velocity values ​​at each discrete point corresponding to a given time point. For the first The velocity values ​​at each discrete point corresponding to a given time point.

[0050] When the impact slide 2 transitions from a stationary state to a moving state, the thrust of the drive motor in the initial state needs to be initialized. This application uses the following formula to calculate the initial thrust of the drive motor. q Shaft voltage: ; in, Initialization time q Shaft voltage (cross-axis control voltage under vector control, motor thrust is supplied by...) q (Axis voltage is approximately linearly characterized). c For the constant coefficient of the drive motor, M For load quality, For the first The acceleration of a discrete point.

[0051] After initialization, this application adjusts the drive motor according to the position and speed parameters. q The shaft voltage is adjusted in real time, and the adjusted voltage is... q The shaft voltage is: ; in, u For real-time adjustment q shaft voltage, To adjust the output voltage according to the distance, To adjust the output voltage according to the speed. Among them, ; ; in, For the first Displacement of discrete points To provide feedback on the actual measurement position of the grating ruler, For position coefficients, For the first The velocity at each discrete point To provide feedback on the speed obtained from position differential, This is the velocity coefficient.

[0052] In one embodiment, step 210 can be implemented by calculating the average similarity between the target acceleration curve and the actual acceleration curve to obtain the fitting degree.

[0053] After the impact action is completed, the impact slide 2 further calculates the fitting degree between the actual acceleration curve and the target acceleration curve based on the relevant data collected by its own acceleration sensor. The calculation formula is as follows: ; In the formula, For the first j Precision of each time interval N For the first j The number of discrete points taken in each time interval The first in the target acceleration curve i Acceleration values ​​at discrete points The first in the actual acceleration curve i The acceleration values ​​at discrete points.

[0054] When each time interval If all values ​​are above 95%, the curve is considered successfully reproduced. Otherwise, further filtering is required to increase the reproduction accuracy until it exceeds 95%. Specific adjustment methods include: calculating the mean square error for each time interval and selecting the time interval with the largest mean square error as the adjustment interval; calculating the deviation of each discrete point in the adjustment interval (the absolute value of the difference between the corresponding discrete point in the actual acceleration curve and the target acceleration curve); if any deviation exceeds a preset deviation threshold, deleting the corresponding discrete point in the actual acceleration curve and supplementing it with the corresponding number of discrete points using interpolation, and recalculating the drive motor based on the adjusted discrete points. q The shaft voltage is calculated and the actual acceleration curve is regenerated. If all deviations are less than or equal to a preset deviation threshold, the number of discrete points within that time interval is increased, and the drive motor is recalculated based on the increased discrete points. q The shaft voltage is then regenerated and the actual acceleration curve is regenerated.

[0055] In one embodiment, step 230 can be implemented as follows: collecting current data of the replacement resistor to obtain feedback signals of the restraint system of the vehicle under test; and using a signal acquisition device to collect the airbag deployment level, airbag deployment time, and seat belt pretensioning time of the airbag controller of the vehicle under test.

[0056] This application obtains feedback signals from the restraint system of the vehicle under test by collecting current data from the replacement resistor. It also acquires safety strategy information such as the airbag deployment level, airbag deployment time, and seatbelt pretensioning time of the vehicle's airbag controller via a signal acquisition device. Combining the feedback signals and safety strategy information, the test results for the vehicle under test are determined. If a PSI5 signal verification failure is detected, the analog signal generator automatically triggers a retransmission mechanism, retransmitting twice before resuming normal transmission. If the timing deviation of the impact slide exceeds a set time (e.g., 10μs), the system immediately issues an alarm signal, stops the test, records the abnormal information, investigates the contact problems in the trigger signal line, and then restarts the test.

[0057] Figure 5 This is a schematic diagram of the structure of a test apparatus for an adaptive vehicle constraint system provided in an exemplary embodiment of this application. The test apparatus for the adaptive vehicle constraint system is disposed within the aforementioned test system for the adaptive vehicle constraint system, such as... Figure 5As shown, the test apparatus 50 for the vehicle adaptive restraint system includes: a test signal generation module 51, used to control an analog signal generator and an impact slide to synchronously generate collision signals and impact signals based on a test start command; a collision signal injection module 52, used to inject the collision signals into the airbag controller of the vehicle under test; a response signal acquisition module 53, used to acquire feedback signals from the restraint system of the vehicle under test and safety policy information of the airbag controller of the vehicle under test using a signal acquisition device; and a test result determination module 54, used to determine the test results of the vehicle under test based on the feedback signals and safety policy information.

[0058] This application provides a testing device for an adaptive restraint system of an automobile. The testing system includes an analog signal generator, an impact slide, and a signal acquisition device. The airbag controller of the vehicle under test is mounted on the impact slide, which generates impact signals. The analog signal generator is connected to the impact slide and generates collision signals. The signal acquisition device is connected to the analog signal generator and the impact slide, and acquires the impact signals, collision signals, and the response signals of the restraint system of the vehicle under test. The signal acquisition device includes a replacement resistor for shielding and replacing the restraint system of the vehicle under test. A test signal generation module is also included. Based on the test start command, the analog signal generator and impact slide synchronously generate collision and impact signals; the collision signal injection module 52 injects the collision signal into the airbag controller of the vehicle under test; the response signal acquisition module 53 uses a signal acquisition device to collect the feedback signal of the restraint system of the vehicle under test and the safety strategy information of the airbag controller of the vehicle under test; the test result determination module 54 determines the test result of the vehicle under test based on the feedback signal and the safety strategy information; by generating tests of adaptive restraint systems under various collision conditions through the analog signal generator and impact slide, the generalization ability of the test is improved, and the actual vehicle collision test is avoided, saving test costs, while ensuring the accuracy of the test.

[0059] In one embodiment, the test signal generation module 51 can be further configured to: control the impact slide to perform an impact action based on the target acceleration curve; acquire the actual acceleration curve generated by the impact slide performing the impact action; calculate the fitting degree between the target acceleration curve and the actual acceleration curve; if the fitting degree is greater than a preset fitting degree threshold, then determine the actual acceleration curve as an impact signal.

[0060] In one embodiment, the test signal generation module 51 can be further configured to: discretize the target acceleration curve to obtain multiple discrete points; and calculate the acceleration of the drive motor of the impact slide based on the acceleration of the multiple discrete points. q Shaft voltage; based on drive motorq Shaft voltage controls the impact slide to perform impact actions.

[0061] In one embodiment, the test signal generation module 51 can be further configured to: divide the target acceleration curve into multiple time intervals; wherein each time interval contains a peak; and discretize each time interval to obtain multiple discrete points.

[0062] In one embodiment, the test signal generation module 51 can be further configured to: calculate the speed and distance of all discrete points within a single time interval; and, based on the speed and distance of all discrete points within a single time interval, calculate the speed of the drive motor corresponding to each discrete point within the single time interval. q Shaft voltage.

[0063] In one embodiment, the test signal generation module 51 can be further configured to: calculate the average similarity between the target acceleration curve and the actual acceleration curve to obtain the fitting degree.

[0064] In one embodiment, the response signal acquisition module 53 can be further configured to: acquire the current data of the replacement resistor to obtain the feedback signal of the restraint system of the vehicle under test; and use a signal acquisition device to acquire the airbag deployment level, airbag deployment time, and seat belt pretensioning time of the airbag controller of the vehicle under test.

[0065] Below, for reference Figure 6 This application describes an electronic device according to embodiments thereof. The electronic device may be either or both of a first device and a second device, or a standalone device independent of them, which may communicate with the first device and the second device to receive acquired input signals from them.

[0066] Figure 6 A block diagram of an electronic device according to an embodiment of this application is illustrated.

[0067] like Figure 6 As shown, the electronic device 10 includes one or more processors 11 and memory 12.

[0068] The processor 11 may be a central processing unit (CPU) or other form of processing unit with data processing capabilities and / or instruction execution capabilities, and may control other components in the electronic device 10 to perform desired functions.

[0069] The memory 12 may include one or more computer program products, which may include various forms of computer-readable storage media, such as volatile memory and / or non-volatile memory. The volatile memory may include, for example, random access memory (RAM) and / or cache memory. The non-volatile memory may include, for example, read-only memory (ROM), hard disk, flash memory, etc. One or more computer program instructions may be stored on the computer-readable storage medium, and the processor 11 may execute the program instructions to implement the methods of the various embodiments of this application described above and / or other desired functions. Various contents such as input signals, signal components, and noise components may also be stored in the computer-readable storage medium.

[0070] In one example, the electronic device 10 may also include an input device 13 and an output device 14, which are interconnected via a bus system and / or other forms of connection mechanism (not shown).

[0071] When the electronic device is a standalone device, the input device 13 can be a communication network connector for receiving the collected input signals from the first device and the second device.

[0072] In addition, the input device 13 may also include, for example, a keyboard, a mouse, etc.

[0073] The output device 14 can output various information to the outside, including determined distance information, direction information, etc. The output device 14 may include, for example, a display, a speaker, a printer, and a communication network and its connected remote output devices, etc.

[0074] Of course, for the sake of simplicity, Figure 6 Only some of the components of the electronic device 10 relevant to this application are shown in this illustration; components such as buses, input / output interfaces, etc., are omitted. In addition, the electronic device 10 may include any other suitable components depending on the specific application.

[0075] In addition to the methods and apparatus described above, embodiments of this application may also be computer program products, which include computer program instructions that, when executed by a processor, cause the processor to perform the steps in the methods according to various embodiments of this application described in the "Exemplary Methods" section above.

[0076] The computer program product can be written in any combination of one or more programming languages ​​to perform the operations of the embodiments of this application. The programming languages ​​include object-oriented programming languages ​​such as Java and C++, as well as conventional procedural programming languages ​​such as C or similar languages. The program code can be executed entirely on the user's computing device, partially on the user's computing device, as a standalone software package, partially on the user's computing device and partially on a remote computing device, or entirely on a remote computing device or server.

[0077] Furthermore, embodiments of this application may also be computer-readable storage media storing computer program instructions thereon, which, when executed by a processor, cause the processor to perform the steps in the methods according to various embodiments of this application described in the "Exemplary Methods" section above.

[0078] The computer-readable storage medium may be any combination of one or more readable media. A readable medium may be a readable signal medium or a readable storage medium. A readable storage medium may be, for example, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination thereof. More specific examples of readable storage media (a non-exhaustive list) include: an electrical connection having one or more wires, a portable disk, a hard disk, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), optical storage device, magnetic storage device, or any suitable combination thereof.

[0079] The basic principles of this application have been described above with reference to specific embodiments. However, it should be noted that the advantages, benefits, and effects mentioned in this application are merely examples and not limitations, and should not be considered as essential features of each embodiment of this application. Furthermore, the specific details disclosed above are for illustrative and facilitative purposes only, and are not limitations. These details do not limit the application to the necessity of employing the aforementioned specific details for implementation.

[0080] The block diagrams of devices, apparatuses, and devices involved in this application are merely illustrative examples and are not intended to require or imply that they must be connected, arranged, or configured in the manner shown in the block diagrams. As those skilled in the art will recognize, these devices, apparatuses, and devices can be connected, arranged, and configured in any manner. Words such as “comprising,” “including,” “having,” etc., are open-ended terms meaning “including but not limited to,” and are used interchangeably with them. The terms “or” and “and” as used herein refer to the terms “and / or,” and are used interchangeably with them unless the context clearly indicates otherwise. The term “such as” as used herein refers to the phrase “such as but not limited to,” and is used interchangeably with it.

[0081] It should also be noted that in the apparatus, equipment, and methods of this application, the components or steps can be disassembled and / or recombined. These disassemblies and / or recombinations should be considered as equivalent solutions of this application.

[0082] The above description of the disclosed aspects is provided to enable any person skilled in the art to make or use this application. Various modifications to these aspects will be readily apparent to those skilled in the art, and the general principles defined herein can be applied to other aspects without departing from the scope of this application. Therefore, this application is not intended to be limited to the aspects shown herein, but rather to be accorded the widest scope consistent with the principles and novel features disclosed herein.

[0083] The above description has been given for purposes of illustration and description. Furthermore, this description is not intended to limit the embodiments of this application to the forms disclosed herein. Although numerous exemplary aspects and embodiments have been discussed above, those skilled in the art will recognize certain variations, modifications, alterations, additions, and sub-combinations thereof.

Claims

1. A test method for an adaptive constraint system for automobiles, characterized in that, A test system for an adaptive restraint system of an automobile includes an analog signal generator, an impact slide, and a signal acquisition device. The airbag controller of the vehicle under test is mounted on the impact slide, which generates impact signals. The analog signal generator is connected to the impact slide and generates collision signals. The signal acquisition device is connected to the analog signal generator and the impact slide, and is used to acquire the impact signals, the collision signals, and the response signals of the restraint system of the vehicle under test. The signal acquisition device includes a replacement resistor for shielding and replacing the restraint system of the vehicle under test. The test method for the vehicle adaptive constraint system includes: Based on the test start command, the analog signal generator and the impact slide are controlled to synchronously generate collision signals and impact signals. The collision signal is injected into the airbag controller of the vehicle under test; The signal acquisition device is used to acquire the feedback signal of the restraint system of the vehicle under test and the safety strategy information of the airbag controller of the vehicle under test; Based on the feedback signal and the safety policy information, the test result of the vehicle under test is determined; The process of determining the test result of the vehicle under test based on the feedback signal and the safety policy information includes: For the adaptive constraint system in normal operating condition, test conditions are applied based on the following scenarios: 100% frontal overlap rigid barrier collision, 50% frontal overlap moving progressive deformable barrier collision, and full-width frontal deformable barrier collision. Data is collected for each collision condition. For each condition, if the detonation time of each irreversible constraint device provided by the vehicle manufacturer for all occupant positions differs from the actual acquisition time by less than 1 ms, the test is considered passed. For the adaptive constraint system in failure condition, test conditions are applied based on the following scenarios: 100% frontal overlap rigid barrier collision, 50% frontal overlap moving progressive deformable barrier collision, and full-width frontal deformable barrier collision. Data is collected for each collision condition. If the detonation time of each irreversible constraint device provided by the vehicle manufacturer for all occupant positions differs from the actual acquisition time by less than 1 ms, the test is considered passed.

2. The test method for the vehicle adaptive constraint system according to claim 1, characterized in that, The method of controlling the analog signal generator and the impact slide to synchronously generate collision and impact signals includes: Based on the target acceleration curve, the impact slide is controlled to perform an impact action; Collect the actual acceleration curve generated by the impact slide table performing the impact action; Calculate the goodness of fit between the target acceleration curve and the actual acceleration curve; If the degree of fit is greater than a preset degree of fit threshold, then the actual acceleration curve is determined to be the impact signal.

3. The test method for the vehicle adaptive constraint system according to claim 2, characterized in that, The step of controlling the impact slide to perform the impact action based on the target acceleration curve includes: The target acceleration curve is discretized to obtain multiple discrete points; Based on the acceleration at the multiple discrete points, the drive motor of the impact slide is calculated. q Shaft voltage; Based on the drive motor q The shaft voltage controls the impact slide to perform the impact action.

4. The test method for the vehicle adaptive constraint system according to claim 3, characterized in that, Discretizing the target acceleration curve to obtain multiple discrete points includes: The target acceleration curve is divided into multiple time intervals; wherein each time interval contains a peak. Each time interval is discretized to obtain multiple discrete points.

5. The test method for the vehicle adaptive constraint system according to claim 4, characterized in that, The acceleration at the multiple discrete points is used to calculate the drive motor of the impact slide. q Shaft voltages include: Calculate the velocity and distance of all discrete points within a single time interval; Based on the speed and distance of all discrete points within the single time interval, calculate the drive motor corresponding to each discrete point within the single time interval. q Shaft voltage.

6. The test method for the vehicle adaptive constraint system according to claim 2, characterized in that, The calculation of the goodness of fit between the target acceleration curve and the actual acceleration curve includes: The average similarity between the target acceleration curve and the actual acceleration curve is calculated to obtain the fitting degree.

7. The test method for the vehicle adaptive constraint system according to claim 1, characterized in that, The process of acquiring feedback signals from the restraint system of the vehicle under test and safety strategy information from the airbag controller of the vehicle under test using the signal acquisition device includes: The current data of the replacement resistor is collected to obtain the feedback signal of the constraint system of the vehicle under test; The signal acquisition device is used to collect the airbag deployment level, airbag deployment time, and seat belt pretension time of the airbag controller of the vehicle under test.

8. A testing device for an adaptive constraint system for automobiles, characterized in that, A test system for an adaptive restraint system of a vehicle is provided. The test system includes an analog signal generator, an impact slide, and a signal acquisition device. The airbag controller of the vehicle under test is mounted on the impact slide, which generates impact signals. The analog signal generator is connected to the impact slide and generates collision signals. The signal acquisition device is connected to the analog signal generator and the impact slide, and is used to acquire the impact signals, the collision signals, and the response signals of the restraint system of the vehicle under test. The signal acquisition device includes a replacement resistor, which is used to shield and replace the restraint system of the vehicle under test. The testing apparatus for the vehicle adaptive constraint system includes: The test signal generation module is used to control the analog signal generator and the impact slide to synchronously generate collision signals and impact signals based on the test start command; A collision signal injection module is used to inject the collision signal into the airbag controller of the vehicle under test. The response signal acquisition module is used to acquire the feedback signal of the restraint system of the vehicle under test and the safety strategy information of the airbag controller of the vehicle under test using the signal acquisition device. The test result determination module is used to determine the test result of the vehicle under test based on the feedback signal and the safety policy information; The test result determination module is further configured as follows: For the adaptive constraint system in normal operating condition, test conditions are applied based on the following scenarios: 100% frontal overlap rigid barrier collision, 50% frontal overlap moving progressive deformable barrier collision, and full-width frontal deformable barrier collision. Data is collected for each collision condition. For each condition, if the detonation time of each irreversible constraint device provided by the vehicle manufacturer for all occupant positions differs from the actual acquisition time by less than 1 ms, the test is considered passed. For the adaptive constraint system in failure condition, test conditions are applied based on the following scenarios: 100% frontal overlap rigid barrier collision, 50% frontal overlap moving progressive deformable barrier collision, and full-width frontal deformable barrier collision. Data is collected for each collision condition. If the detonation time of each irreversible constraint device provided by the vehicle manufacturer for all occupant positions differs from the actual acquisition time by less than 1 ms, the test is considered passed.

9. A computer-readable storage medium, characterized in that, The storage medium stores a computer program for performing the method described in any one of claims 1-7.

10. An electronic device, characterized in that, include: processor; Memory used to store the processor's executable instructions; The processor is used to execute the method described in any one of claims 1-7.

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