A method and system for testing a vehicle live collision based on mobile road simulation

Abstract

This disclosure relates to a method and system for testing electric collisions of automobiles based on mobile road simulation. The method is applied to a mobile road simulation device, which includes a traction trolley, a traction mechanism, a road simulation mechanism, a pedal simulation mechanism, and obstacles. By applying the mobile road simulation device, precise control of the macroscopic collision speed is achieved, which not only meets the regulatory requirements for collision speed accuracy and avoids the speed uncertainty caused by the vehicle's own drive, but also forces the vehicle's tires to rotate by simulating the road surface, realistically reproducing conditions such as high voltage, high current, and motor reverse drag, thereby ensuring that the vehicle's high voltage system is in a high-current operating state and thus guaranteeing the accuracy of the collision test results. In addition, by adjusting the mobile road simulation device, different electric collision conditions such as constant speed driving, acceleration, and pedal misuse can be simulated, or the scenario of a stationary electric vehicle being subjected to an external impact can be simulated, thereby significantly expanding the test boundaries.

Description

Technical Field

[0001] The embodiments in this specification belong to the field of vehicle safety protection capability evaluation technology, and specifically relate to a method and system for testing electric collisions of automobiles based on moving road simulation. Background Technology

[0002] With the popularization of new energy vehicles and their rapid increase in market share, their collision safety performance has gradually become a core focus of the industry. Current mainstream collision test procedures, such as the China New Car Assessment Program (C-NCAP), the European New Car Assessment Program (E-NCAP), and the Insurance Institute for Highway Safety (IIHS) in the United States, are all used to assess the passive safety performance of automobiles.

[0003] In typical crash test procedures, the vehicle under test is usually in neutral (N gear) coasting mode just before the collision, or it is only provided with the speed required for the collision by external traction release and collides with the barrier in an inertial coasting state. During this process, the driver (or the vehicle under test) does not operate any accelerator or brake pedal at the moment of collision, that is, the vehicle's power system is in a non-operating or disconnected state, with no drive torque output.

[0004] However, in real-world traffic accidents, many collisions occur while the vehicle is still in a "powered" state (such as normal driving without recognizing a risk, rapid acceleration to avoid a risk, or misuse of the pedals). This makes it impossible for existing testing methods to keep the vehicle in a "powered" state while maintaining high-precision traction speed control, thus failing to guarantee the accuracy of collision test results. Summary of the Invention

[0005] The embodiments of this disclosure present a method and system for testing electric collisions of automobiles based on moving road simulation.

[0006] In a first aspect of this disclosure, a method for conducting an electric collision test on a vehicle based on a moving road simulation is provided. The method is applied to a moving road simulation device, which includes a traction trolley, a traction mechanism, a road simulation mechanism, a pedal simulation mechanism, and a barrier. The traction mechanism is connected to the traction trolley, and the road simulation mechanism is mounted on the traction trolley, having a drive surface. The pedal simulation mechanism is mounted on the pedal of the vehicle under test, and the barrier is positioned in the direction of travel of the traction trolley. The method includes controlling the high-voltage system of the vehicle under test to be in a standby state based on the contact between the drive wheels and the drive surface, and controlling the gear of the vehicle under test to be in a specified gear. The method also includes controlling the drive surface to rotate according to the test speed, and controlling the pedal simulation mechanism to operate the pedal according to a pedal opening corresponding to the test speed, so that the high-voltage system of the vehicle is in a high-current operating state; the rotation direction of the drive wheels is opposite to the rotation direction of the drive surface, and the rotation speed of the drive wheels is the same as the test speed. The method also includes controlling the traction mechanism to move towards the obstacle at a test speed to cause the vehicle under test to collide with the obstacle, and acquiring the physical response data and high-voltage response data of the vehicle under test at the time of the collision. Furthermore, the method includes determining the collision test results of the vehicle under test based on the physical response data and high-voltage response data.

[0007] In a second aspect of this disclosure, a vehicle electrified collision testing system based on mobile road simulation is provided. The system is applied to a mobile road simulation device, which includes a traction trolley, a traction mechanism, a road simulation mechanism, a pedal simulation mechanism, and obstacles. The traction mechanism is connected to the traction trolley, and the road simulation mechanism is mounted on the traction trolley, having a drive surface. The pedal simulation mechanism is mounted on the pedals of the vehicle under test, and the obstacles are positioned in the direction of travel of the traction trolley. The system includes a vehicle control module configured to control the vehicle's high-voltage system to be in a standby state based on the contact between the drive wheels and the drive surface, and to control the vehicle's gear to be in a specified gear. The system also includes a simulation execution module configured to control the drive surface to rotate at the test speed, and to control the pedal simulation mechanism to operate the pedal at a pedal opening corresponding to the test speed, so that the vehicle's high-voltage system is in a high-current operating state; the rotation direction of the drive wheels is opposite to the rotation direction of the drive surface, and the rotation speed of the drive wheels is the same as the test speed. The system also includes a data acquisition module configured to control the traction mechanism to move towards the obstacle at the test speed, causing the vehicle under test to collide with the obstacle, and to acquire the physical response data and high-voltage response data of the vehicle under test at the time of the collision. Furthermore, the system includes an evaluation logic module configured to determine the collision test results of the vehicle under test based on the physical response data and high-voltage response data.

[0008] In a third aspect of this disclosure, a computer program product is provided, comprising a computer program that is executed by a processor to implement the method according to the first aspect.

[0009] In a fourth aspect of this disclosure, a machine-readable storage medium is provided. The machine-readable storage medium stores machine-executable instructions, which are executed by a processor to implement the method provided according to a first aspect of this disclosure.

[0010] It should be understood that the description in the Summary of the Invention section is not intended to limit the key or essential features of the embodiments of this disclosure, nor is it intended to restrict the scope of this disclosure. Other features of this disclosure will become readily apparent from the following description. Attached Figure Description

[0011] The above and other features, advantages, and aspects of the embodiments of this disclosure will become more apparent from the accompanying drawings and the following detailed description. In the drawings, the same or similar reference numerals denote the same or similar elements, wherein:

[0012] Figure 1 A schematic diagram of an example environment in which some embodiments of this disclosure may be implemented is shown;

[0013] Figure 2 A schematic diagram of the architecture of a mobile road simulation device according to some embodiments of the present disclosure is shown;

[0014] Figure 3 A flowchart illustrating a method for testing an electric vehicle collision based on a moving road simulation, according to some embodiments of this disclosure, is shown.

[0015] Figure 4 A block diagram of a vehicle electric collision testing system based on moving road simulation, according to some embodiments of this disclosure, is shown; and

[0016] Figure 5 A block diagram of an electronic device that can implement several embodiments of the present disclosure is shown. Detailed Implementation

[0017] To make the objectives, technical solutions, and advantages of this application clearer, the technical solutions in the embodiments of this specification will be clearly and completely described below with reference to the corresponding drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the scope of protection of this application.

[0018] The terms “comprising” and “having”, and any variations thereof, in this specification, claims, and the foregoing drawings are intended to cover a non-exclusive inclusion. For example, a process, method, system, product, or apparatus that includes a series of steps or units is not limited to the steps or units listed, but may optionally include steps or units not listed, or may optionally include other steps or units inherent to such process, method, product, or apparatus. Depending on the context, the word “if” as it applies herein may be interpreted as “when”, “when”, “in response to determination”, or “in response to detection”.

[0019] As mentioned above, in real-world traffic accidents, a large number of collisions occur while the vehicle is still "driving with an electric motor," meaning the vehicle is in a forward gear and the vehicle's high-voltage system is operating at high current. Typical accident scenarios include: the driver driving normally without recognizing the risk ahead and colliding; or, the driver recognizing the risk and mistakenly pressing the accelerator pedal instead of the brake pedal (i.e., pedal misuse), causing the vehicle to collide at full power; or, emergency braking at high speed triggering the vehicle's regenerative braking (energy recovery) function, resulting in a rear-end collision.

[0020] However, existing testing methods typically use the vehicle's own drive to reach the collision speed, or control the vehicle in neutral or with the clutch disengaged, using external traction to achieve the collision speed. The former is limited by uncertainties such as driver repetition, vehicle dynamic response, and road surface adhesion, failing to meet the stringent regulatory requirements for collision speed accuracy; the latter prevents the vehicle from operating in a "charged" state. Therefore, existing testing methods cannot maintain high-precision traction speed control while keeping the vehicle in a "charged" state, meaning they cannot resolve the coupling conflict between the vehicle's macroscopic motion speed and the tire's microscopic rotational state, thus compromising the accuracy of crash test results.

[0021] In addition, existing testing methods may have problems such as incomplete coverage of working conditions, lack of mechanical coupling assessment, and omission of extreme risks compared to real road traffic accidents, which also affect the accuracy of crash test results.

[0022] Therefore, embodiments of this disclosure propose a method for conducting electric collision tests on vehicles based on mobile road simulation. The method is applied to a mobile road simulation device, which includes a traction trolley, a traction mechanism, a road simulation mechanism, a pedal simulation mechanism, and obstacles. The traction mechanism is connected to the traction trolley, and the road simulation mechanism is mounted on the traction trolley, having a driving surface. The pedal simulation mechanism is mounted on the pedal of the vehicle under test, and the obstacles are positioned along the travel direction of the traction trolley. The method includes controlling the vehicle's high-voltage system to be in a standby state based on the contact between the drive wheels and the driving surface, and controlling the vehicle's gear to be in a specified gear. The method also includes controlling the driving surface to rotate at a linear velocity corresponding to the test speed, and controlling the pedal simulation mechanism to operate the pedal at a pedal opening corresponding to the test speed, so that the vehicle's high-voltage system is in a high-current operating state; the rotation direction of the drive wheels is opposite to the rotation direction of the driving surface, and the rotation speed of the drive wheels is the same as the test speed. The method also includes controlling the traction mechanism to move towards the obstacle at a test speed to cause the vehicle under test to collide with the obstacle, and acquiring the physical response data and high-voltage response data of the vehicle under test at the time of the collision. Furthermore, the method includes determining the collision test results of the vehicle under test based on the physical response data and high-voltage response data.

[0023] In this way, a mobile road simulation device with a traction trolley, traction mechanism, road simulation mechanism, pedal simulation mechanism, and obstacles can be used to achieve precise control of macroscopic collision speed. This not only meets the regulatory requirements for collision speed accuracy and avoids speed uncertainty caused by the vehicle's own drive, but also forces the vehicle's tires to rotate by simulating the road surface, realistically reproducing working conditions such as high voltage, high current, and motor reverse drag. This keeps the vehicle's high voltage system in a high current operating state, thereby ensuring the accuracy of the collision test results. Furthermore, by adjusting the mobile road simulation device, different charged working conditions such as constant speed driving, acceleration, and pedal misuse can be simulated, or the scenario of the vehicle being subjected to external impact while stationary and charged can be simulated, thus significantly expanding the test boundaries.

[0024] Furthermore, based on physical response data and high-voltage response data, it can expose weak points in the vehicle body structure that cannot be found in traditional tests, thereby forcing automakers to optimize the layout of the high-voltage system and the strength of the vehicle body structure. It also verifies the reliability of the automatic power-off function of the high-voltage system, thereby effectively reducing the probability of vehicle fires caused by high-voltage system failure in real accidents, improving the survival rate of occupants, and providing key technical basis and data support for the development of more scientific safety evaluation standards for new energy vehicles.

[0025] Please see Figure 1 The illustration shows a schematic diagram of an example environment in which some embodiments of this disclosure can be implemented. For example... Figure 1As shown, the example environment 100 may include a mobile road simulation device 101, which can simulate the real road driving state of a vehicle, so that the vehicle's high voltage system is in a high current operating state, and control the vehicle to collide with obstacles at the test speed, thereby maintaining high-precision traction speed control while ensuring that the vehicle is in a "driving with electricity" state.

[0026] Here, the mobile road simulation device 101 includes at least a traction trolley, a traction mechanism, a road simulation mechanism, a pedal simulation mechanism, and an obstacle. The traction trolley carries the vehicle under test and pulls it to collide with the obstacle. Its structure includes, for example, a rigid platform for carrying the vehicle under test and capable of withstanding a large impact force, a traveling mechanism (such as a combination of steel wheels and rails) for pulling the vehicle under test towards the obstacle, a guide rod (or hook) for connecting to the traction mechanism, and a fixed base for mounting the road simulation mechanism. The traction mechanism drives the traction trolley and the vehicle under test to collide with the obstacle at the test speed. Its structure includes, for example, a hydraulic pump station, an accumulator, a high-speed hydraulic motor for driving the traction trolley, and a controller for controlling the driving speed of the traction trolley. The road simulation mechanism is embedded above the platform of the traction trolley and can simulate the real road driving state of the vehicle, so that the speed of the drive wheels of the vehicle under test is the same as the test speed. Its structure includes, for example, a drive mechanism for driving the drive wheels of the vehicle under test. An active drive roller (such as a large-diameter steel roller) or track (such as one composed of a drive wheel, tension wheel, support wheel, and annular track), and a servo drive motor for controlling the drive speed of the active drive roller or track, the surface of which is the drive surface that contacts the drive wheel of the vehicle under test; a pedal simulation mechanism is installed on the pedal (such as an accelerator pedal) of the vehicle under test, which can control the pedal opening of the vehicle under test to adjust the speed of the drive wheel of the vehicle under test. Its structure includes, for example, a robotic arm, a hydraulic servo motor, or a wire-controlled robot for pedal operation of the vehicle under test, and a controller for controlling the pedal operation. The end of the robotic arm, hydraulic servo motor, or wire-controlled robot is connected to the pedal of the vehicle under test (the connection relationship is such as a detachable mechanical connection); obstacles are set in the direction of travel of the traction trolley and can effectively collide with the vehicle under test.

[0027] Furthermore, in the embodiments of this disclosure, the mobile road simulation device 101 may also have a load loading mechanism and a vehicle fixing mechanism; wherein, the load loading mechanism is connected to the road simulation mechanism (e.g., coaxially connected to an active drive roller or a track), and can simulate the resistance applied to the vehicle under test under the actual road driving state (e.g., simulated wind resistance, simulated slope resistance, and simulated acceleration resistance) to reproduce the motor load conditions of the vehicle under test during actual driving. Its structure includes, for example, a dynamometer, an eddy current brake, or a magnetic powder brake for performing resistance operation on the road simulation mechanism (e.g., an active drive roller or a track), and a controller for controlling the resistance operation; the vehicle fixing mechanism is installed on the rigid platform of the traction trolley, and can fix the vehicle under test on the surface of the rigid platform, and make the drive wheels of the vehicle under test contact the drive surface of the road simulation mechanism. Its structure includes, for example, a vehicle body fixing frame and a limiter.

[0028] It is understandable that the control principles and connection relationships of the various parts of the mobile road simulation device 101 mentioned above are all well-known technical means in the field, and will not be elaborated further here.

[0029] Please see Figure 2 The diagram illustrates the architecture of a mobile road simulation device according to some embodiments of this disclosure. Figure 2 As shown, the mobile road simulation device 200 controls the speed of the drive wheels of the vehicle under test through a road simulation mechanism (e.g., by controlling angular velocity) and a pedal simulation mechanism (e.g., by controlling pedal opening), so that the vehicle's high-voltage system can handle a high-current operating state; then, through the traction mechanism (i.e. Figure 2 The traction device in the middle) drives the traction trolley (i.e. Figure 2 The trolley and the vehicle under test are tested according to the test speed v and the obstacle (i.e., Figure 2 Collision occurs with obstacles in the path.

[0030] Example environment 100 may further include a processing terminal 102, which establishes a communication connection with the mobile road simulation device 101 and the vehicle under test. This terminal controls the high-pressure system of the vehicle under test to be in a standby state and controls the gear of the vehicle under test to be in a specified gear, based on the contact between the drive wheels of the vehicle under test and the drive surface of the road simulation mechanism (i.e., the surface of the active drive roller or track). Here, the vehicle under test is pre-fixed on a traction trolley by a tester, and the drive wheels of the vehicle under test are placed on the drive surface of the road simulation mechanism. Whether the drive wheels of the vehicle under test are in complete contact with the drive surface is determined by means of camera recognition or sensor detection.

[0031] Understandably, after confirming that the drive wheels of the vehicle under test are in full contact with the drive surface, the processing terminal 102 can control the vehicle under test to perform initialization operations, such as starting the vehicle under test to complete the high-voltage power-on process. When the instrument panel of the vehicle under test displays a state such as "Ready", it indicates that the high-voltage system of the vehicle under test has completed self-test and entered the standby working state (i.e., in the standby running state). At this time, the high-voltage relay closes, the DC bus capacitor is pre-charged, and the drive motor is ready to respond to torque requests.

[0032] After confirming that the drive wheels of the vehicle under test are in full contact with the drive surface, the processing terminal 102 can also determine the corresponding designated gear based on the test requirements. For example, when the test requirement is a frontal collision test under normal driving conditions, the corresponding designated gear is a forward gear, and the vehicle status controller of the vehicle under test controls the gear of the vehicle under test to be in a forward gear.

[0033] Furthermore, the processing terminal 102 can control the drive surface to rotate at the test speed, and control the pedal simulation mechanism to perform pedal operation according to the pedal opening corresponding to the test speed, so that the high-voltage system of the whole vehicle is in a high-current operating state. Here, the rotational linear velocity converted from the test speed is fed back to the servo drive motor used to control the drive speed of the active drive roller or track, so that the drive speed of the active drive roller or track is the same as the rotational linear velocity, and the rotation direction is opposite to the rotation direction of the drive wheel; at the same time, the preset pedal opening corresponding to the test speed is fed back to the controller used to control the pedal operation, so that the robotic arm, hydraulic servo motor or wire-controlled robot adjusts the pedal opening of the vehicle under test to be the same as the preset pedal opening, thereby ensuring that the rotational speed of the drive wheel is the same as the rotational linear velocity (i.e., the test speed).

[0034] Understandably, at this time the vehicle under test remains stationary relative to the traction trolley (i.e. the road surface), but because the drive wheels of the vehicle under test are in a rolling state under the pedal operation, the high voltage system of the whole vehicle is already in a high current working state.

[0035] Furthermore, the processing terminal 102 can also control the traction mechanism to move towards the obstacle at the test speed, so that the vehicle under test collides with the obstacle. Here, after determining that the rotational speed of the drive wheels is the same as the test speed (e.g., maintained for several seconds), the test speed is fed back to the controller used to control the drive speed of the traction trolley, so that the traction trolley and the vehicle under test move towards the obstacle, and reach the test speed in a short time and collide with the obstacle.

[0036] Example environment 100 may also include a data acquisition device 103, which establishes a communication connection with processing terminal 102 to feed back the acquired physical response data and high-voltage response data of the vehicle under test during a collision (e.g., from a specified time before the collision to a specified time after the collision) to processing terminal 102. Here, physical response data may be, for example, location sensing data of the dummy's head, neck, chest, and legs collected by various sensors installed in the collision dummy, and / or structural sensing data collected by strain gauges, accelerometers, and displacement sensors installed in key vehicle body structures (e.g., longitudinal beams, A-pillars, B-pillars, reducer housings, half-shafts, and suspension connection points); high-voltage response data may be, for example, electrical signal sensing data collected by high-voltage isolation voltage sensors and Hall current sensors installed on the high-voltage bus, and / or control signals sent by the vehicle's high-voltage system to high-voltage relays.

[0037] Furthermore, the processing terminal 102 can also determine the crash test results of the vehicle under test based on physical response data and high-voltage response data. Here, the crash test results of the vehicle under test may include, but are not limited to, the results of whether the motor reverse torque caused the reducer housing to crack (or the half shaft to break), the results of whether high-voltage arcing (or short circuit) occurred, and the results of whether the vehicle's high-voltage system was safely de-energized (e.g., whether it was de-energized within a specified time).

[0038] It should be understood that the architecture and functionality in example environment 100 are described for illustrative purposes only and do not imply any limitation on the scope of this disclosure. Embodiments of this disclosure can also be applied to other environments with different architectures and / or functionalities.

[0039] Figure 3 A flowchart illustrating a method for testing an electrified vehicle collision based on a moving road simulation, representing some embodiments of this disclosure, is shown. Method 300 may, for example, be derived from... Figure 1 The example environment shown executes a processing terminal that can be deployed on a cloud management platform. Furthermore, method 300 is applied to... Figure 1 The mobile road simulation device in the example environment shown has at least a traction trolley, a traction mechanism, a road simulation mechanism, a pedal simulation mechanism, and a barrier. The traction mechanism is connected to the traction trolley, the road simulation mechanism is mounted on the traction trolley and has a drive surface, the pedal simulation mechanism is mounted on the pedal of the vehicle under test, and the barrier is located in the direction of travel of the traction trolley.

[0040] like Figure 3As shown in block 302, method 300 can control the vehicle's high-voltage system to be in a standby state and control the vehicle's gear to be in a specified gear based on the contact between the drive wheels and the drive surface. Here, the vehicle under test (which has a vehicle high-voltage system including components such as a battery pack, high-voltage wiring harness, drive motor, and motor controller) is pre-fixed on a traction trolley by the test personnel, and the drive wheels of the vehicle under test are placed on the drive surface of the road simulation mechanism. The test personnel determine whether the drive wheels of the vehicle under test are in complete contact with the drive surface through camera recognition or sensor detection (if not in complete contact, the test personnel can adjust the position of the drive wheels of the vehicle under test until they are in complete contact with the drive surface).

[0041] Understandably, after confirming that the drive wheels of the vehicle under test are in full contact with the drive surface, the processing terminal can control the vehicle under test to perform initialization operations, such as starting the vehicle under test to complete the high-voltage power-on process. When the dashboard of the vehicle under test displays a state such as "Ready", it indicates that the high-voltage system of the vehicle under test has completed self-test and entered the standby working state (i.e., in the standby running state). At this time, the high-voltage relay closes, the DC bus capacitor pre-charges, and the drive motor is ready to respond to torque requests.

[0042] After confirming that the drive wheels of the vehicle under test are in full contact with the drive surface, the processing terminal can also determine the corresponding designated gear based on the test requirements. For example, when the test requirement is a frontal collision test under normal driving conditions, the corresponding designated gear is a forward gear, and the vehicle status controller of the vehicle under test controls the gear of the vehicle under test to be in a forward gear.

[0043] In block 304, method 300 can control the drive surface to rotate according to the test speed, and control the pedal simulation mechanism to perform pedal operation according to the pedal opening corresponding to the test speed, so that the vehicle high voltage system is in a high current operating state. Here, the rotational linear velocity converted from the test speed (e.g., when the test speed is 50 km / h, the rotational linear velocity is approximately 13.89 m / s) is fed back to the servo drive motor used to control the drive speed of the active drive roller or track, so that the drive speed of the active drive roller or track is the same as the rotational linear velocity, and the rotation direction is opposite to the rotation direction of the drive wheel. At the same time, the preset pedal opening corresponding to the test speed (e.g., based on a preset speed-pedal opening list obtained from a large number of road test analyses, the preset pedal opening corresponding to the test speed is retrieved from the preset speed-pedal opening list) is fed back to the controller used to control the pedal operation, so that the robotic arm, hydraulic servo motor, or wire-controlled robot adjusts the pedal opening of the vehicle under test to be the same as the preset pedal opening, thereby ensuring that the rotational speed of the drive wheel is the same as the rotational linear velocity (i.e., the test speed).

[0044] Of course, in the embodiments of this disclosure, the processing terminal 102 can also obtain the real-time rotation speed of the drive wheels of the vehicle under test, and make fine adjustments to the pedal opening of the vehicle under test through PID control and other methods to ensure that the rotation speed of the drive wheels is the same as the rotational linear speed (i.e., the test speed), and is not limited to this.

[0045] Understandably, at this time the vehicle under test remains stationary relative to the traction trolley (i.e. the road surface), but because the drive wheels of the vehicle under test are in a rolling state under the pedal operation, the high voltage system of the whole vehicle is already in a high current working state.

[0046] To reproduce the motor load conditions of the vehicle under test in real driving, the resistance experienced by the vehicle under test (such as simulated wind resistance, simulated slope resistance, and simulated acceleration resistance) can be simulated by applying the road simulation mechanism under the simulated real road driving conditions, thereby ensuring the applicability and reliability of the crash test results.

[0047] In some implementations, the mobile road simulation device also has a load loading mechanism connected to the road simulation mechanism, such as coaxially connected to the aforementioned active drive roller or track. Its structure includes, for example, a dynamometer, an eddy current brake or a magnetic powder brake for performing resistance operation on the road simulation mechanism (such as an active drive roller or track), and a controller for controlling the resistance operation.

[0048] Before the processing terminal controls the traction mechanism to move towards the obstacle at the test speed to cause the tested vehicle to collide with the obstacle, it also determines the reference resistance based on the test speed and preset simulated resistance parameters. Here, the preset simulated resistance parameters may include, for example, air density, drag coefficient (determined based on the test vehicle), frontal area (determined based on the test vehicle), vehicle mass (determined based on the test vehicle), preset slope angle (determined based on test requirements), and preset acceleration (determined based on test requirements).

[0049] It is understandable that the baseline drag can be the sum of simulated wind resistance, simulated slope drag, and simulated acceleration drag; among which, simulated wind resistance is specifically calculated based on test speed, air density, drag coefficient, and frontal area, as shown in the simulated wind resistance calculation formula below:

[0050]

[0051] In the above formula, To simulate wind resistance, air density, denoted as drag coefficient, A as frontal area, and v as test speed.

[0052] The simulated slope resistance is specifically calculated based on the vehicle's mass and a preset slope angle. For example, please refer to the simulated slope resistance calculation formula shown below:

[0053]

[0054] In the above formula, To simulate gradient resistance, m is the vehicle mass and g is the acceleration due to gravity. This is the preset slope angle.

[0055] The simulated acceleration drag is specifically calculated based on the vehicle's mass and a preset acceleration. For example, please refer to the simulated acceleration drag calculation formula shown below:

[0056]

[0057] In the above formula, To simulate acceleration resistance, m represents the vehicle mass, and a represents the preset acceleration. Furthermore, if the test requirements include a preset acceleration (i.e., the test speed can be understood as a continuously changing speed sequence over time), then the rotational speed of the drive wheels mentioned above must remain the same as the test speed at each moment.

[0058] Subsequently, based on the reference resistance and the tire rolling radius of the vehicle under test, the reverse resistance torque is determined, and the load loading mechanism is controlled to perform resistance operation according to the reverse resistance torque. Here, the reverse resistance torque can be understood as the product of the reference resistance and the tire rolling radius of the vehicle under test. By feeding this reverse resistance torque back to the controller of the load loading mechanism, the dynamometer, eddy current brake, or magnetic powder brake applies this reverse resistance torque to the active drive roller or track of the road simulation mechanism, thereby simulating the motor load conditions of the vehicle in real driving. It can be understood that, under the simulated real road driving conditions, in order to overcome the reverse resistance torque and ensure that the drive wheel speed of the vehicle under test is the same as the test speed, the drive motor of the vehicle under test needs to be operated by pedal operation to output the corresponding drive torque.

[0059] Subsequently, based on the test speed and the current speed of the vehicle under test, the pedal opening is adjusted, and the pedal simulation mechanism is controlled to perform pedal operation according to the adjusted pedal opening. Here, by acquiring the current speed of the vehicle under test (i.e., the current rotational speed of the drive wheels), the adjustment opening corresponding to the speed difference between the current speed and the test speed is determined (e.g., by querying the preset speed-pedal opening list mentioned above), and the adjusted pedal opening is determined based on the current pedal opening of the vehicle under test and the adjustment opening. For example, if the current speed is less than the test speed, the adjusted pedal opening is the sum of the current pedal opening and the adjustment opening of the vehicle under test; if the current speed is greater than the test speed, the adjusted pedal opening is the difference between the current pedal opening and the adjustment opening of the vehicle under test.

[0060] Of course, in the embodiments of this disclosure, the processing terminal can also obtain the current speed of the vehicle under test in real time to ensure accurate speed control of the vehicle under test throughout the testing phase, and is not limited to this.

[0061] Because the resistance experienced by a vehicle under real-world road conditions is usually dynamic and varies depending on the road surface, the reverse resistance application process used in existing testing methods cannot reflect the more realistic and accurate motor load conditions of the vehicle under different road surface conditions.

[0062] In some implementations, when determining the reverse resistance torque based on the reference resistance and the tire rolling radius of the vehicle under test, the processing terminal also specifically determines the fluctuation resistance sequence corresponding to the test speed and test road surface type. Here, the fluctuation resistance sequence corresponding to the test speed and test road surface type can be retrieved from a preset road surface feature library based on the test speed and test road surface type. The preset road surface feature library can be obtained based on a large number of CFD simulations and road test analyses. It has multiple sets of test speeds and test road surface types, as well as fluctuation resistance sequences corresponding to each set of test speeds and test road surface types. Each fluctuation resistance sequence has multiple consecutive time points and a preset fluctuation resistance corresponding to each time point, and each fluctuation resistance sequence also has obvious periodicity.

[0063] For example, taking a test speed of 50 km / h and a test road surface type of rough asphalt on an urban main road as an example, the preset fluctuation resistance corresponding to the first moment in the corresponding fluctuation resistance sequence can be +15N (that is, the instantaneous resistance increases when the tire rolls over a small bump in the asphalt); the preset fluctuation resistance corresponding to the second moment can be -8N (that is, the instantaneous resistance decreases when the tire falls into a small gap in the road surface texture); the preset fluctuation resistance corresponding to the third moment can be +18N (that is, the instantaneous resistance increases when the tire rolls over a small bump in the asphalt again); the preset fluctuation resistance corresponding to the Nth moment can be +45N (that is, the tire encounters periodic large particles of aggregate, generating a significant impact peak, and the instantaneous resistance increases), and is not limited to these.

[0064] Next, based on the fluctuation resistance sequence, the reference resistance, and the tire rolling radius of the tested vehicle, the reverse resistance torque is determined. Here, based on a preset time window before the collision, multiple moments corresponding to the preset time window and the preset fluctuation resistance corresponding to each moment can be extracted from the fluctuation resistance sequence. Then, each preset fluctuation resistance is summed with the reference resistance, and the product of each summation result and the tire rolling radius of the tested vehicle is taken as the reverse resistance torque at the corresponding moment.

[0065] In this way, high-frequency torque fluctuations of different test road surface types can be accurately reproduced, so that the drive motor and reducer gears are in a preloaded vibration or gear knocking state just before the collision. This state will significantly affect the peak value and impact pattern of the motor's reverse drag torque at the moment of collision, and directly determine whether the test results of reducer housing rupture and half shaft torsion breakage have high fidelity reproducibility.

[0066] In block 306, method 300 can control the traction mechanism to move towards the obstacle at a test speed, causing the vehicle under test to collide with the obstacle, and acquire the physical response data and high-voltage response data of the vehicle under test at the time of the collision. Here, after determining that the rotational speed of the drive wheels is the same as the test speed (e.g., maintained for several seconds), the processing terminal can feed back the test speed to the controller used to control the drive speed of the traction trolley, so that the traction trolley and the vehicle under test move towards the obstacle, and reach the test speed in a short time and collide with the obstacle.

[0067] Furthermore, the processing terminal establishes a communication connection with a data acquisition device in the example environment to acquire physical response data and high-voltage response data of the tested vehicle during a collision (e.g., from a specified moment before the collision to a specified moment after the collision). Here, physical response data may be, for example, location sensing data collected by various sensors placed within the collision dummy, covering the dummy's head, neck, chest, and legs, and / or structural sensing data collected by strain gauges, accelerometers, and displacement sensors placed in key vehicle body structures (e.g., longitudinal beams, A-pillars, B-pillars, reducer housings, half-shafts, and suspension connection points); high-voltage response data may be, for example, electrical signal sensing data collected by high-voltage isolation voltage sensors and Hall current sensors placed on the high-voltage busbar, and / or control signals sent by the vehicle's high-voltage system to the high-voltage relay.

[0068] In box 308, method 300 can determine the crash test results of the vehicle under test based on physical response data and high-voltage response data. Here, the crash test results of the vehicle under test may include, but are not limited to, the results of whether the motor back torque caused the reducer housing to crack (or the half shaft to break), the results of whether high-voltage arcing (or short circuit) occurred, and the results of whether the vehicle's high-voltage system was safely de-energized (e.g., whether it was de-energized within a specified time).

[0069] In some implementations, taking physical response data as vehicle body deformation signals (i.e., the structural sensing data mentioned above, such as the triaxial strain time signal collected by a triaxial strain gauge), and high-voltage response data as high-voltage bus electrical signals and capacitor voltage signals (i.e., the electrical signal sensing data mentioned above, such as the high-voltage bus electrical signal collected by a Hall current sensor, and the capacitor voltage signal collected by a high-voltage isolation voltage sensor), the processing terminal, when determining the collision test result of the vehicle under test based on the physical response data and high-voltage response data, specifically determines the result of whether the motor reverse drag torque causes the reducer housing to break as the first test result based on the vehicle body deformation signal.

[0070] At the moment of impact, the reverse torque from the motor acts on the reducer housing through the transmission system, subjecting it to complex multiaxial dynamic loads. The stress state at any point on the reducer housing is not a simple uniaxial tension or compression, but rather a complex triaxial stress state resulting from the combined action of three normal stress components and three shear stress components. If the reducer housing is judged solely by measuring strain in a single direction, the failure risk will be severely underestimated, leading to missed diagnoses.

[0071] Based on this, in one example, taking the vehicle body deformation signal as the triaxial strain-time signal collected by a triaxial strain gauge, when determining whether the motor's reverse torque causes the reducer housing to break as the first test result based on the vehicle body deformation signal, specifically based on the vehicle body deformation signal and the Poisson's ratio of the reducer housing, the principal strain values ​​corresponding to multiple moments within the collision period of the tested vehicle are determined. Here, the vehicle body deformation signal can be represented as three discrete strain-time sequences, for example, respectively... , and , n is the nth moment within the collision period of the tested vehicle, A (i.e., A grid) corresponds to the preset reference axis direction (such as the circumferential direction of the reducer housing), the angle between B (i.e., B grid) and A is 45 degrees, and the angle between C (i.e., C grid) and A is 90 degrees.

[0072] Based on each moment within the collision period of the tested vehicle, the three strain values ​​corresponding to each moment in the three discrete strain time series are transformed to obtain the plane strain matrix. For example, the transformation formula is shown below:

[0073]

[0074]

[0075] Among the above formulas, The plane strain matrix corresponding to each time step. , and These are the three strain values ​​corresponding to each moment.

[0076] Next, the plane strain matrix corresponding to each time moment is substituted into the characteristic equation to solve for the eigenvalues, thus obtaining the two principal strain values. For example, the solution formula is shown below:

[0077]

[0078]

[0079]

[0080] make Greater than or equal to These correspond to the first and second principal strain values ​​at each time point, respectively. Since the strain gauges are attached to the free surface of the reducer housing, the stress perpendicular to the surface direction can be assumed to be zero (plane stress state), but the strain in this direction is not zero. Based on this, the third principal strain value at each time point can be obtained using the calculation formula shown below, and the first, second, and third principal strain values ​​are collectively determined as the principal strain value at each time point:

[0081]

[0082] In the above formula, This is the third principal strain value. is the Poisson's ratio of the reducer housing.

[0083] Next, based on the principal strain values ​​and the elastic modulus of the reducer housing, the equivalent stress value is determined, and the maximum value of all equivalent stress values ​​is determined as the peak stress value. Here, the corresponding equivalent stress value is obtained by substituting the principal strain value and the elastic modulus of the reducer housing corresponding to each moment into the equivalent stress value calculation formula shown below:

[0084]

[0085]

[0086] Among the above formulas, For the equivalent stress value corresponding to each time moment, , and Let E be the principal strain value corresponding to each moment, and E be the elastic modulus of the reducer housing. is the Poisson's ratio of the reducer housing.

[0087] Next, it is determined whether the peak stress value exceeds a preset yield strength threshold; and, in response to determining that the peak stress value exceeds the preset yield strength threshold, the motor back-draft torque causing the reducer housing to fracture is determined as the first test result. It is understood that when the peak strain value exceeds the preset yield strength threshold (which can be determined through a pre-calibration test), it indicates that the reducer housing has undergone plastic deformation, i.e., there is a risk of fracture, and thus the motor back-draft torque causing the reducer housing to fracture can be determined as the first test result; otherwise, it indicates that the reducer housing has not yet undergone plastic deformation, and thus the motor back-draft torque not causing the reducer housing to fracture can be determined as the first test result.

[0088] In this way, the true complex stress state of the reducer housing can be effectively reproduced, avoiding huge measurement deviations caused by the misalignment of the principal stress direction and the strain gauge grid direction, thereby enabling accurate and quantitative determination of whether key parts of the reducer housing have entered plastic deformation.

[0089] In addition, the result of determining whether a high-voltage arcing phenomenon has occurred is specifically based on the high-voltage bus electrical signal and is taken as the second test result.

[0090] When high-voltage arcing occurs, the negative resistance of the arc and the repeated extinguishing and reignition process introduce a series of extremely short-duration, highly steep pulse disturbances into the bus current. These disturbances manifest as abnormal energy accumulation in a specific high-frequency band in the frequency domain and as signal singularities in the time domain. Existing methods, relying solely on current amplitude thresholds or visual observation of waveforms, are insufficient to effectively distinguish arcing from mechanical vibration noise and electromagnetic interference caused by collisions, and are also susceptible to noise interference.

[0091] Based on this, in one example, taking the high-voltage bus current signal collected by a Hall current sensor (based on a specified sampling frequency) as an example, when determining whether a high-voltage arcing phenomenon has occurred as the second test result based on the high-voltage bus current signal, specifically, wavelet transform processing is performed on the high-voltage bus current signal to obtain wavelet transform coefficients within a specified frequency band. Here, the high-voltage bus current signal can be represented as a discrete current sequence corresponding to multiple moments during the collision period of the vehicle under test. By substituting this high-voltage bus current signal into the wavelet transform formula shown below for wavelet transform processing, the wavelet transform coefficients within the specified frequency band are obtained:

[0092]

[0093] In the above formula, These are wavelet transform coefficients (which correspond to scale parameters, meaning each scale parameter has a corresponding wavelet transform coefficient, and each wavelet transform coefficient is a sequence of wavelet coefficients corresponding to multiple time points). This is a scale parameter (corresponding to a specified frequency band). These are the translation parameters (preset values). It is a discrete current sequence (N is the number of all times within the collision period of the vehicle under test). For wavelet basis functions (e.g., Daubechies 4th order wavelet). The sampling interval corresponds to the sampling frequency of the Hall current sensor.

[0094] Understandably, based on extensive electromagnetic compatibility testing and literature data related to high-voltage arcing, a specified frequency band can be set from 12.5 kHz to 50 kHz to effectively avoid the main energy regions of low-frequency (e.g., less than 1 kHz) mechanical vibrations and high-frequency (e.g., greater than 100 kHz) switching noise. The scale parameters covering the specified frequency band can be obtained by referring to the scale parameter calculation formulas shown below:

[0095]

[0096] In the above formula, For scale parameters, For any frequency in the specified frequency band, The center frequency of the wavelet basis function is... The sampling frequency.

[0097] Next, multiple modulus maxima are determined based on wavelet transform coefficients, and the global singularity index is determined based on the multi-frame duration divided by the collision occurrence period of the tested vehicle and all modulus maxima. Here, the modulus of the wavelet coefficients corresponding to each time step is calculated based on the wavelet transform coefficients corresponding to each scale parameter, and multiple modulus maxima are selected from all the modulus values ​​corresponding to each wavelet transform coefficient. It can be understood that at time k, if the modulus value of the wavelet coefficient corresponding to time k is greater than the modulus value of the wavelet coefficient corresponding to time k-1, and the modulus value of the wavelet coefficient corresponding to time k is greater than the modulus value of the wavelet coefficient corresponding to time k+1, then the modulus value of the wavelet coefficient corresponding to time k is determined as a modulus maxima.

[0098] It should be noted that after determining all the corresponding modulus maxima based on all wavelet transform coefficients, it is also possible to determine whether there are multiple modulus maxima at any given time. If so, the maximum value among all the modulus maxima can be determined as the unique modulus maxima corresponding to that time, thereby obtaining a sequence of modulus maxima corresponding to multiple times during the collision period with the vehicle under test.

[0099] Next, based on the multiple frame durations divided by the collision occurrence period of the tested vehicle, all modulo maxima corresponding to each frame duration are determined. Here, the collision occurrence period of the tested vehicle can be evenly divided into multiple frame durations to ensure that each frame duration is consistent, and according to the time intervals corresponding to each frame duration, all modulo maxima within the time intervals corresponding to each frame duration are selected from all modulo maxima.

[0100] Next, based on the number of modulo maxima and the variance of their magnitudes among all modulo maxima corresponding to each frame duration, the corresponding local singularity index is determined, and the maximum value of all local singularity indices is determined as the global singularity index. Here, based on all modulo maxima corresponding to each frame duration, the number of modulo maxima and the variance of their magnitudes can be calculated. These values ​​can then be substituted into the weighted summation formula shown below to obtain the corresponding local singularity index:

[0101]

[0102] In the above formula, The local singularity index corresponding to the duration of the k-th frame. The number of modulo maxima corresponding to the duration of the k-th frame. The variance of the magnitude of the maximum modulus corresponding to the duration of the k-th frame. and This is the weighting coefficient (preset value).

[0103] Next, it is determined whether the global singularity index exceeds a preset arcing characteristic threshold; and, in response to determining that the global singularity index exceeds the preset arcing characteristic threshold, the occurrence of a high-voltage arcing phenomenon is determined as the second test result. It is understood that when the global singularity index exceeds the preset arcing characteristic threshold (which can be determined through a pre-calibration test), the occurrence of a high-voltage arcing phenomenon can be determined as the second test result; otherwise, the absence of a high-voltage arcing phenomenon can be determined as the second test result.

[0104] In this way, even under strong background noise, it is possible to accurately and reliably identify the presence of high-voltage arcing, a high-risk electrical fault, in a collision in a quantitative and automated manner, providing solid technical support for the assessment of the electrical safety performance of vehicles after a collision.

[0105] In addition, the result of determining whether the high-voltage system of the whole vehicle has been safely de-energized is specifically based on the capacitor voltage signal, which is used as the third test result.

[0106] Current methods typically only monitor whether the high-voltage relay disconnection time after a collision meets standard requirements. For example, they determine whether the high-voltage relay disconnection time exceeds 50 milliseconds based on the control signal sent by the vehicle's high-voltage system to the high-voltage relay. However, while this indicator is necessary, it is not sufficient. Even if the high-voltage relay disconnection time does not exceed 50 milliseconds, there may be hidden fault modes: the relay disconnects normally, thus cutting off the main circuit, but the discharge circuit supporting the capacitor experiences abnormally high impedance due to loose connectors, PCB cracks, or poor soldering of the discharge resistor pins. In this case, the hundreds of joules of energy stored in the capacitor cannot be quickly converted into heat by the discharge resistor. Instead, it can only be released extremely slowly through the capacitor's own leakage and parasitic paths on the circuit board. This causes the DC bus to maintain a dangerously high voltage (e.g., exceeding 60V) for a long time after power failure, posing a continuous risk of electric shock to rescue personnel and vehicle occupants after the collision.

[0107] Based on this, in one example, taking the capacitor voltage signal as the voltage signal across the DC bus support capacitor collected by the high-voltage isolation voltage sensor, when determining whether the vehicle's high-voltage system has been safely de-energized as the third test result based on the capacitor voltage signal, specifically, the energy values ​​corresponding to multiple moments within the collision period of the vehicle under test are determined based on the capacitor voltage signal and a preset nominal capacitance value. Here, the capacitor voltage signal can be represented as a discrete voltage sequence corresponding to multiple moments within the collision period of the vehicle under test. By substituting this discrete voltage sequence and the preset nominal capacitance value (i.e., the nominal capacitance value of the DC bus support capacitor) into the energy calculation formula shown below, the energy values ​​corresponding to multiple moments within the collision period of the vehicle under test are obtained:

[0108]

[0109] In the above formula, This represents the energy value corresponding to time n. To preset the nominal capacitance value, Let be the voltage corresponding to time n.

[0110] Next, based on all energy values ​​and the preset safety threshold, the actual discharge time is determined, and it is determined whether the actual discharge time exceeds the preset time threshold. Here, the corresponding voltage safety threshold can be determined based on the preset safety threshold (using the energy calculation formula mentioned above), and the difference between the time of the highest voltage corresponding to all energy values ​​and the time of the voltage safety threshold is determined as the actual discharge time.

[0111] Understandably, when the actual discharge time exceeds the preset time threshold, it indicates that the energy discharge is too slow and there is a safety hazard, but the specific cause cannot be determined. Therefore, it is necessary to further determine the cause by combining the capacitor voltage signal and the preset nominal capacitance value. Otherwise, it indicates that the high-voltage system of the whole vehicle has been safely de-energized.

[0112] Next, in response to the determination that the actual discharge time exceeds a preset time threshold, the equivalent discharge resistance value is determined based on the capacitor voltage signal and the preset nominal capacitance value. Here, the time coefficient can be solved by substituting the capacitor voltage signal into the voltage decay expression for the discharge of the supporting capacitor through the discharge resistance, as shown below, and using the least squares method to fit the voltage decay expression:

[0113]

[0114] In the above formula, Let be the voltage corresponding to time t. The voltage corresponding to the initial moment. The time coefficient to be solved.

[0115] Understandably, the equivalent resistance value is obtained by substituting the solved time coefficient and the preset nominal capacitance value into the resistance calculation formula shown below:

[0116]

[0117] In the above formula, This is the equivalent resistance value. For time coefficient, This is the preset nominal capacitance value.

[0118] Next, it is determined whether the equivalent discharge resistance value exceeds the preset discharge resistance value; and, in response to determining that the equivalent discharge resistance value exceeds the preset discharge resistance value, the determination that the vehicle's high-voltage system has not been safely de-energized is identified as the third test result. It is understood that the preset discharge resistance value can be the external discharge resistance value specifically designed for the vehicle under test, or the product of that external discharge resistance value and a preset proportional coefficient. When the equivalent discharge resistance value exceeds the preset discharge resistance value, it indicates that the relay drive is normal but there is a high-impedance fault in the discharge circuit. Although this does not directly lead to an arc, the residual energy cannot be released quickly, requiring a serious alarm to be output. Therefore, the determination that the vehicle's high-voltage system has not been safely de-energized (due to a high-impedance fault in the discharge circuit) can be identified as the third test result. Otherwise, it indicates that the high-voltage safety de-energization function is completely normal and the discharge path is intact, thus the determination that the vehicle's high-voltage system has been safely de-energized can be identified as the third test result.

[0119] In this way, it is possible to deeply trace the final destination of energy and the integrity of the flow path, effectively discovering the high-risk failure mode of "hidden high-impedance discharge circuit" that is easily missed in traditional testing, thereby significantly improving the depth and reliability of post-collision electrical safety assessment.

[0120] Subsequently, based on the first, second, and third test results, the crash test results of the tested vehicle were obtained.

[0121] In some implementations, taking a frontal collision test under normal driving conditions as an example, the test vehicle is in forward gear at a test speed of 50 km / h. The drive surface of the road simulation mechanism rotates at 50 km / h, and the pedal simulation mechanism uses pedal operation to make the drive wheels of the test vehicle also rotate at 50 km / h. At this time, the drive motor of the test vehicle reaches a speed of 3000 rpm, and the high-voltage circuit current reaches 100A (simulating overcoming wind resistance and simulating slope resistance). Then, the traction mechanism controls the traction trolley to move forward at 50 km / h and collide with the obstacle, and the physical response data and high-voltage response data of the test vehicle at the time of the collision are acquired by the data acquisition equipment.

[0122] Figure 4A block diagram of a vehicle electric collision test system based on moving road simulation according to some embodiments of the present disclosure is shown. The various embodiments in this specification are described in a progressive manner, with reference to each other for similar or identical parts. Each embodiment focuses on describing the differences from other embodiments. In particular, the device embodiments are basically similar to the method embodiments, so the description is relatively simple, and relevant parts can be referred to the description of the method embodiments. The vehicle electric collision test system based on moving road simulation is applied to a moving road simulation device, which has a traction trolley, a traction mechanism, a road simulation mechanism, a pedal simulation mechanism, and obstacles. The traction mechanism is connected to the traction trolley, the road simulation mechanism is mounted on the traction trolley and has a driving surface, the pedal simulation mechanism is mounted on the pedal of the vehicle under test, and the obstacles are arranged in the direction of travel of the traction trolley.

[0123] like Figure 4 As shown, the vehicle-to-electric collision test system 400 based on moving road simulation may include at least a vehicle control module 402, configured to control the vehicle's high-voltage system to be in a standby state and to control the vehicle's gear to be in a specified gear based on the contact between the drive wheels and the drive surface. The vehicle-to-electric collision test system 400 also includes a simulation execution module 404, configured to control the drive surface to rotate at the test speed and control the pedal simulation mechanism to operate the pedal according to the pedal opening corresponding to the test speed, so that the vehicle's high-voltage system is in a high-current operating state; the rotation direction of the drive wheels is opposite to the rotation direction of the drive surface, and the rotation speed of the drive wheels is the same as the test speed. The vehicle-to-electric collision test system 400 also includes a data acquisition module 406, configured to control the traction mechanism to move towards the obstacle at the test speed, so that the vehicle collides with the obstacle, and to acquire the physical response data and high-voltage response data of the vehicle at the time of the collision. In addition, the vehicle electric collision test system 400 based on moving road simulation also includes an evaluation logic module 408, which is configured to determine the collision test results of the vehicle under test based on physical response data and high voltage response data.

[0124] In the above embodiments, implementation can be achieved, in whole or in part, through software, hardware, firmware, or any combination thereof. When implemented in software, it can be implemented, in whole or in part, as a computer program product. The computer program product includes one or more computer instructions. When the computer program instructions are loaded and executed on a computer, all or part of the processes or functions described in the embodiments of this specification are generated. The computer can be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. The computer instructions can be stored in or transmitted through a computer-readable storage medium. The computer instructions can be transmitted from one website, computer, server, or data center to another website, computer, server, or data center via wired (e.g., coaxial cable, fiber optic, Digital Subscriber Line (DSL)) or wireless (e.g., infrared, wireless, microwave, etc.) means. The computer-readable storage medium can be any available medium accessible to a computer or a data storage device such as a server or data center that integrates one or more available media. The available media may be magnetic media (e.g., floppy disks, hard disks, magnetic tapes), optical media (e.g., Digital Versatile Discs (DVDs)), or semiconductor media (e.g., Solid State Disks (SSDs)).

[0125] Figure 5 Block diagrams of electronic devices that can implement various embodiments of the present disclosure are shown. For example... Figure 5 As shown, the electronic device 500 includes a processor 501, which can perform various appropriate actions and processes based on computer program instructions loaded into random access memory (RAM) 503 according to computer program instructions stored in read-only memory (ROM) 502. The RAM 503 may also store various programs and data required for the operation of the electronic device 500. The processor 501, ROM 502, and RAM 503 are interconnected via a bus 504. An input / output (I / O) interface 505 is also connected to the bus 504.

[0126] The various processes and procedures described above, such as method 300, can be executed by processor 501. For example, in some embodiments, method 300 may be implemented as a software program tangibly contained in a machine-readable medium. In some embodiments, part or all of the software program may be loaded into and / or installed onto electronic device 500 via ROM 502. When the software program is loaded into RAM 503 and executed by processor 501, one or more actions of method 300 described above may be performed.

[0127] The functions described above in this document can be performed at least in part by one or more hardware logic components. For example, exemplary types of hardware logic components that can be used, without limitation, include: field programmable gate arrays (FPGAs), application-specific integrated circuits (ASICs), application-specific standard products (ASSPs), systems-on-a-chip (SoCs), payload programmable logic devices (CPLDs), and so on.

[0128] The program code used to implement the methods of this disclosure may be written in any combination of one or more programming languages. This program code may be provided to a processor or controller of a general-purpose computer, special-purpose computer, or other programmable data processing apparatus, such that when executed by the processor or controller, the program code causes the functions / operations specified in the flowcharts and / or block diagrams to be implemented. The program code may be executed entirely on a machine, partially on a machine, as a standalone software package partially on a machine and partially on a remote machine, or entirely on a remote machine or server.

[0129] This disclosure can be a method, apparatus, system, and / or program product. The program product may include a machine-readable storage medium on which machine-readable program instructions for performing various aspects of this disclosure are loaded. The machine-readable program instructions described herein can be downloaded from the machine-readable storage medium to various computing / processing devices, or downloaded via a network, such as the Internet, a local area network, a wide area network, and / or a wireless network, to an external computer or external storage device. The network may include copper transmission cables, fiber optic transmissions, wireless transmissions, routers, firewalls, switches, gateway computers, and / or edge servers. A network adapter card or network interface in each computing / processing device receives the machine-readable program instructions from the network and forwards them to the machine-readable storage medium in the respective computing / processing device.

[0130] Machine program instructions used to perform the operations of this disclosure may be assembly instructions, instruction set architecture (ISA) instructions, machine instructions, machine-dependent instructions, microcode, firmware instructions, state setting data, or source code or object code written in any combination of one or more programming languages, including object-oriented programming languages ​​such as Smalltalk, C++, etc., and conventional procedural programming languages ​​such as the "C" language or similar programming languages. Machine-readable program instructions may be executed entirely on a user's computer, partially on a user's computer, as a standalone software package, partially on a user's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving a remote computer, the remote computer may be connected to the user's computer via any type of network—including a local area network (LAN) or a wide area network (WAN)—or may be connected to an external computer (e.g., via the Internet using an Internet service provider). In some embodiments, electronic circuitry, such as programmable logic circuitry, field-programmable gate arrays (FPGAs), or programmable logic arrays (PLAs), is personalized by utilizing state information from the machine-readable program instructions to implement various aspects of this disclosure.

[0131] In the context of this disclosure, a machine-readable medium can be a tangible medium that may contain or store a program for use by or in conjunction with an instruction execution system, apparatus, or device. A machine-readable medium can be a machine-readable signal medium or a machine-readable storage medium. Machine-readable media can be, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatus, or devices, or any suitable combination of the foregoing. More specific examples of machine-readable storage media include electrical connections based on one or more wires, portable computer disks, hard disks, 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 devices, magnetic storage devices, or any suitable combination of the foregoing. Furthermore, although operations are depicted in a specific order, this should be understood as requiring that such operations be performed in the specific order shown or in sequential order, or requiring that all illustrated operations be performed to achieve the desired result. In certain environments, multitasking and parallel processing may be advantageous. Similarly, while several specific implementation details are included in the foregoing discussion, these should not be construed as limiting the scope of this disclosure. Certain features described in the context of individual embodiments may also be implemented in combination in a single implementation. Conversely, various features described in the context of a single implementation may also be implemented individually or in any suitable sub-combination in multiple implementations.

[0132] Although the subject matter has been described using language specific to structural features and / or methodological logic, it should be understood that the subject matter defined in the appended claims is not necessarily limited to the specific features or actions described above. Rather, the specific features and actions described above are merely illustrative examples of implementing the claims.

Claims

1. A method for mobile road simulation-based vehicle live collision test, characterized by, The method is applied to a mobile road simulation device, which includes a traction trolley, a traction mechanism, a road simulation mechanism, a pedal simulation mechanism, and obstacles. The traction mechanism is connected to the traction trolley, the road simulation mechanism is mounted on the traction trolley and has a driving surface, the pedal simulation mechanism is mounted on the pedal of the vehicle under test, and the obstacles are positioned in the direction of travel of the traction trolley. The method includes: Based on the contact between the drive wheel of the vehicle under test and the drive surface, the high-voltage system of the vehicle under test is controlled to be in standby mode, and the gear of the vehicle under test is controlled to be in a specified gear. Based on the test speed, the drive surface is controlled to rotate at the test speed, and the pedal simulation mechanism is controlled to operate the pedal according to the pedal opening corresponding to the test speed, so that the vehicle high-voltage system is in a high-current operating state; the rotation direction of the drive wheel is opposite to the rotation direction of the drive surface, and the rotation speed of the drive wheel is the same as the test speed; The traction mechanism is controlled to move towards the obstacle at the test speed, so that the vehicle under test collides with the obstacle, and the physical response data and high-voltage response data of the vehicle under test at the time of the collision are acquired; and Based on the physical response data and the high-voltage response data, the collision test results of the vehicle under test are determined.

2. The method of claim 1, wherein, The mobile road simulation device also has a load loading mechanism, which is connected to the road simulation mechanism; Before the traction mechanism is controlled to move toward the obstacle at the test speed so that the vehicle under test collides with the obstacle, the method further includes: Based on the test speed and the preset simulated resistance parameters, the reference resistance is determined; Based on the reference resistance and the tire rolling radius of the tested vehicle, the reverse resistance torque is determined, and the load loading mechanism is controlled to perform resistance operation according to the reverse resistance torque; and Based on the test speed and the current speed of the vehicle under test, the pedal opening is adjusted, and the pedal simulation mechanism is controlled to perform pedal operation according to the adjusted pedal opening.

3. The method of claim 2, wherein, The determination of the reverse resistance torque based on the reference resistance and the tire rolling radius of the tested vehicle includes: Determine the wave resistance sequence corresponding to the test speed and test road surface type; the wave resistance sequence has multiple consecutive time points and a preset wave resistance corresponding to each time point; and The reverse resistance torque is determined based on the fluctuation resistance sequence, the reference resistance, and the tire rolling radius of the vehicle under test.

4. The method of claim 1, wherein, The physical response data is the vehicle body deformation signal, and the high-voltage response data is the high-voltage bus electrical signal and the capacitor voltage signal; The process of determining the crash test results of the vehicle under test based on the physical response data and the high-voltage response data includes: Based on the vehicle body deformation signal, the result of whether the motor reverse torque causes the reducer housing to break is determined as the first test result; Based on the high-voltage bus electrical signal, the result of determining whether a high-voltage arcing phenomenon has occurred is determined as the second test result; Based on the capacitor voltage signal, the result of determining whether the vehicle's high-voltage system has been safely de-energized is taken as the third test result; and Based on the first test result, the second test result, and the third test result, the collision test result of the tested vehicle is obtained.

5. The method of claim 4, wherein, The determination of whether the motor's reverse torque causes the reducer housing to crack, based on the vehicle body deformation signal, is the first test result, including: Based on the vehicle body deformation signal and the Poisson's ratio of the reducer housing, the principal strain values ​​corresponding to multiple moments during the collision period with the tested vehicle are determined. Based on the principal strain values ​​and the elastic modulus of the reducer housing, the equivalent stress value is determined, and the maximum value of all the equivalent stress values ​​is determined as the peak stress value. Determine whether the peak stress value exceeds a preset yield strength threshold; and In response to determining that the peak stress value exceeds the preset yield strength threshold, the motor reverse torque causing the reducer housing to crack is determined as the first test result.

6. The method of claim 4, wherein, The result of determining whether a high-voltage arcing phenomenon has occurred based on the high-voltage bus electrical signal is taken as the second test result, including: Based on the high-voltage bus electrical signal, wavelet transform processing is performed on the high-voltage bus electrical signal to obtain wavelet transform coefficients within a specified frequency band; Multiple modulus maxima are determined based on the wavelet transform coefficients, and the global singularity index is determined based on the multi-frame duration divided by the collision occurrence time of the vehicle under test and all the modulus maxima. Determine whether the global singularity index exceeds a preset arcing characteristic threshold; and In response to determining that the global singularity index exceeds the preset arcing characteristic threshold, the occurrence of high-voltage arcing is determined as the second test result.

7. The method of claim 4, wherein, The result of determining whether the vehicle's high-voltage system has been safely de-energized based on the capacitor voltage signal is defined as the third test result, including: Based on the capacitor voltage signal and the preset nominal capacitance value, determine the energy values ​​corresponding to multiple moments within the collision period with the vehicle under test; Based on all the energy values ​​and the preset safety threshold, the actual discharge time is determined, and it is determined whether the actual discharge time exceeds the preset time threshold. In response to determining that the actual discharge time exceeds the preset time threshold, the equivalent discharge resistance value is determined based on the capacitor voltage signal and the preset nominal capacitance value; Determine whether the equivalent discharge resistance value exceeds the preset discharge resistance value; and In response to determining that the equivalent discharge resistance value exceeds the preset discharge resistance value, the determination that the vehicle high-voltage system has not been safely de-energized is identified as the third test result.

8. A mobile road simulation-based vehicle live collision test system, characterized by, The system is applied to a mobile road simulation device, which includes a traction trolley, a traction mechanism, a road simulation mechanism, a pedal simulation mechanism, and obstacles. The traction mechanism is connected to the traction trolley, the road simulation mechanism is mounted on the traction trolley and has a drive surface, the pedal simulation mechanism is mounted on the pedal of the vehicle under test, and the obstacles are positioned in the direction of travel of the traction trolley. The system includes: The vehicle control module is configured to control the vehicle's high-voltage system to be in standby mode and control the vehicle's gear to be in a specified gear based on the contact between the drive wheels of the vehicle under test and the drive surface. The simulation execution module is configured to control the drive surface to rotate at the test speed, and to control the pedal simulation mechanism to perform pedal operation at a pedal opening corresponding to the test speed, so that the vehicle high-voltage system is in a high-current operating state; the rotation direction of the drive wheel is opposite to the rotation direction of the drive surface, and the rotation speed of the drive wheel is the same as the test speed; The data acquisition module is configured to control the traction mechanism to move towards the obstacle at the test speed, so that the vehicle under test collides with the obstacle, and to acquire the physical response data and high-voltage response data of the vehicle under test at the time of the collision; and The evaluation logic module is configured to determine the crash test results of the vehicle under test based on the physical response data and the high-voltage response data.

9. A computer-readable storage medium having a computer program stored thereon, the computer-readable storage medium storing instructions that, when executed on a computer or processor, cause the computer or processor to perform the steps of the method as claimed in any one of claims 1-7.

10. An electronic device, comprising: include: One or more processors, and A memory associated with the one or more processors, the memory being used to store program instructions that, when read and executed by the one or more processors, perform the steps of the method as described in any one of claims 1-7.

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