A collision test method and system based on a charged driving condition of an automobile

Abstract

The present disclosure relates to a collision test method and system based on the electrified driving condition of a vehicle. Based on the high-voltage system of the vehicle under test being in a standby running state, the pedal parameters are determined based on the test gear of the vehicle under test. Within a preset time window before the collision occurs, the pedal opening degree of the vehicle under test is controlled by the pedal simulation device according to the pedal parameters; the physical response data and high-voltage response data of the vehicle under test at the time of the collision are obtained, and based on the physical response data and high-voltage response data, the collision test result of the vehicle under test is determined. The high-voltage and large-current condition can be constructed before the collision occurs based on the pedal simulation device, so as to comprehensively examine the electrical safety and structural safety of the vehicle under test in a real accident scene; the reliability of the high-voltage system automatic power-off function is also verified, the probability of vehicle fire caused by high-voltage system failure in a real accident is effectively reduced, and key technical basis and data support are provided for formulating safety evaluation standards.

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 collision test method and system based on the electric driving condition of a car. Background Technology

[0002] With the popularization of new energy vehicles and their rapid increase in market share, their collision safety is receiving increasing attention from consumers, regulatory agencies, and automobile manufacturers. Currently, mainstream automotive collision safety testing standards, 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, have all established a series of standardized collision test procedures to evaluate the passive safety performance of vehicles.

[0003] In existing crash test procedures, the vehicle under test is usually in neutral (N gear) coasting state just before the collision, or the vehicle is only provided with the speed required for the collision through external traction release. During this process, the driver (or the test equipment) 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, real-world road traffic accidents are far more complex in their processes and physical mechanisms than the standard tests mentioned above. This leads to problems with existing testing methods, such as incomplete coverage of operating conditions, lack of mechanical coupling assessment, and omission of extreme risks, thus failing to guarantee the accuracy of collision test results. Summary of the Invention

[0005] The embodiments of this disclosure propose a collision test method and system based on the electric driving condition of a vehicle.

[0006] In a first aspect of this disclosure, a collision test method based on a vehicle operating under electrified conditions is provided. The method includes determining pedal parameters based on the test gear position of the vehicle under test, assuming the vehicle's high-voltage system is in a standby state. The method further includes controlling the pedal opening of the vehicle under test according to the pedal parameters using a pedal simulation device within a preset time window before the collision occurs, so that the vehicle's high-voltage system is in a high-current operating state. Furthermore, the method includes acquiring physical response data and high-voltage response data of the vehicle under test at the time of the collision, and determining the collision test result 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 collision test system based on an electric vehicle driving condition is provided. The system includes a vehicle state control module configured to determine pedal parameters based on the vehicle's high-voltage system being in a standby state and the vehicle's test gear position. The system also includes a pedal simulation execution module configured to control the pedal opening of the vehicle under test according to the pedal parameters within a preset time window before a collision occurs, based on a pedal simulation device, to ensure the vehicle's high-voltage system operates at high current. Furthermore, the system includes an evaluation logic module configured to acquire physical response data and high-voltage response data of the vehicle under test during a collision, and to determine the collision test result of the vehicle 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 flowchart illustrating a collision test method based on a vehicle driving under electrified conditions, according to some embodiments of this disclosure, is shown.

[0014] Figure 3 A block diagram of a collision testing system based on electric vehicle driving conditions, according to some embodiments of this disclosure, is shown; and

[0015] Figure 4 A block diagram of an electronic device that can implement several embodiments of the present disclosure is shown. Detailed Implementation

[0016] 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.

[0017] 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”.

[0018] As mentioned above, in the existing crash test procedures, the test vehicle is usually in neutral (i.e., N gear) coasting state just before the collision is sent. The vehicle is only provided with the speed required for the collision by external traction release. Before the test vehicle collides with the barrier, the power source is actively cut off so that the test vehicle is in an inertial coasting state, and the response data of the dummy and the vehicle body during the collision are recorded.

[0019] However, in real-world road accidents, the processes and physical mechanisms involved are far more complex than the standard tests mentioned above. Analysis of extensive accident data shows that a significant proportion of vehicle collisions occur when vehicles are "driving with an electric shock." For example, a driver may be driving normally without recognizing a risk ahead and a collision occurs; or, after recognizing a risk, a driver may mistakenly press the accelerator pedal instead of the brake pedal (i.e., pedal misuse), causing the vehicle to collide at full power; or, an emergency braking maneuver at high speed may trigger the vehicle's regenerative braking (energy recovery) function, resulting in a rear-end collision.

[0020] In the aforementioned real-world accident scenarios, at the moment of collision, the vehicle's high-voltage system is operating at high current, meaning the battery pack is either discharging or charging at high current. Because the high-voltage wiring harness carries enormous capacity, and the drive motor exhibits complex electromagnetic torque, existing testing methods are completely unable to reproduce this physical process. Therefore, existing testing methods suffer from the following significant technical shortcomings:

[0021] First, the testing methods lack comprehensive coverage of operating conditions. Existing testing methods cannot simulate electrical safety risks such as high-voltage arcing or short circuits and fires in high-voltage wiring harnesses that may be caused by collisions during high-current discharge or high-current charging, resulting in gaps in the testing of vehicle-specific electrical safety issues.

[0022] Second, there is the mechanical coupling assessment. Existing testing methods cannot simulate the dynamic impact of the reverse drag torque generated by the drive motor at the moment of collision on the vehicle's longitudinal beams, reducer housing, half-shafts, and suspension system. This results in biases and blind spots in the assessment of the structural strength of the powertrain system and its surrounding structures under extreme conditions.

[0023] Third, extreme risks are missed. Existing testing methods cannot assess the extreme safety performance of the battery pack and high-voltage system when the vehicle collides with an obstacle at full power output in high-risk extreme scenarios such as pedal misuse.

[0024] In summary, existing testing methods suffer from incomplete coverage of operating conditions, lack of mechanical coupling assessment, and omission of extreme risks, thus failing to guarantee the accuracy of crash test results.

[0025] Therefore, embodiments of this disclosure propose a collision test method based on a vehicle operating under electrified conditions. The method includes determining pedal parameters based on the test gear position of the vehicle under test, assuming the vehicle's high-voltage system is in a standby state. The method further includes controlling the pedal opening of the vehicle under test according to the pedal parameters using a pedal simulation device within a preset time window before the collision, so that the vehicle's high-voltage system operates under high current. Furthermore, the method includes acquiring physical response data and high-voltage response data of the vehicle under test at the time of the collision, and determining the collision test result of the vehicle under test based on the physical response data and high-voltage response data.

[0026] This approach allows for the construction of high-voltage, high-current operating conditions before a collision, based on a pedal simulation device. This enables a comprehensive assessment of the electrical and structural safety of the tested vehicle in real-world accident scenarios. Furthermore, by using physical and high-voltage response data, it exposes structural weaknesses in the vehicle body that cannot be detected in traditional tests. This forces automakers to optimize the layout of high-voltage systems and the strength of the vehicle body structure. It also verifies the reliability of the high-voltage system's automatic power-off function, thereby effectively reducing the probability of vehicle fires caused by high-voltage system failure in real-world accidents, improving occupant survival rates, and providing crucial technical evidence and data support for developing more scientific safety evaluation standards for new energy vehicles.

[0027] 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 processing terminal 101, which establishes a communication connection with the vehicle under test to control the vehicle under test to be in the corresponding test gear based on test requirements. Here, the vehicle under test (having a complete vehicle high-voltage system including components such as a battery pack, high-voltage wiring harness, drive motor, and motor controller) is pre-placed on a collision test track by test personnel. If a frontal collision test is required, the corresponding barrier is set at the end of the collision test track, and a traction structure is provided to control the vehicle under test at the test speed; if a rear-end collision test is required, the corresponding barrier is set as a movable barrier and has a corresponding drive structure. In addition, the test structure types and corresponding test procedures mentioned above are well known in the art and will not be described in detail here.

[0028] Understandably, the test gear of the vehicle under test can be either a drive (D) or reverse (R). For example, when the test requirement is a frontal collision test under normal driving conditions, the corresponding test gear is a drive; when the test requirement is a rear-end collision test under emergency braking conditions, the corresponding test gear is a drive; when the test requirement is a rear-end collision test under pedal misuse conditions, the corresponding test gear is a reverse; or when the test requirement is a frontal collision test under pedal misuse conditions, the corresponding test gear is a drive, and it is not limited to these.

[0029] When the processing terminal 101 controls the vehicle under test to be in the test gear, it can also 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 (that is, it is in the standby running state). At this time, the high voltage relay is closed, the DC bus capacitor is pre-charged, and the drive motor is ready to respond to torque requests.

[0030] In addition, after the vehicle high-voltage system of the vehicle under test is in standby mode, the processing terminal 101 can determine the pedal parameters based on the test gear of the vehicle under test. Here, the pedal parameters include the type of pedal to be controlled (accelerator pedal or brake pedal) and the corresponding pedal control opening. For example, when the test gear of the vehicle under test is a forward gear and the test requirement is a frontal collision test under normal driving conditions, the corresponding pedal parameter can be an accelerator pedal with an opening of a preset accelerator pedal opening (such as a specified opening between 50% and 100%). Or, when the test gear of the vehicle under test is a forward gear and the test requirement is a rear-end collision test under emergency braking conditions, the corresponding pedal parameter can be a brake pedal with an opening of the maximum pedal opening (i.e., 100%). Or, when the test gear of the vehicle under test is a reverse gear and the test requirement is a rear-end collision test under pedal misuse conditions, the corresponding pedal parameter can be an accelerator pedal with an opening of the maximum pedal opening (of course, when the test gear of the vehicle under test is a forward gear and the test requirement is a frontal collision test under pedal misuse conditions, the corresponding pedal parameter is also an accelerator pedal with an opening of the maximum pedal opening).

[0031] Furthermore, the processing terminal 101 can also control the pedal opening of the vehicle under test according to the pedal parameters based on the pedal simulation device within a preset time window before the collision occurs, so as to put the vehicle's high-voltage system in a high-current operating state. Here, the preset time window can be preset based on the test gear, test speed and test requirements of the vehicle under test. For example, when the test gear is forward, the test speed is 40 km / h and the test requirement is a frontal collision test under normal driving conditions, the corresponding preset time window can be set to 0.5 to 2 seconds, and is not limited to this.

[0032] It is understood that the pedal simulation device is pre-installed by the tester in the driver's seat area of ​​the vehicle under test. Specifically, it is a robotic arm with high dynamic response, a hydraulic servo device, or a drive-by-wire robot. Its end effector is connected to the accelerator and brake pedals of the vehicle under test (the connection relationship is, for example, a detachable mechanical connection) to ensure that it will not detach prematurely during a collision, and at the same time, it will not affect the original pedal mechanism of the vehicle under test in the reaction after a collision. It establishes a communication connection with the processing terminal 101 to receive the pedal parameters sent by the processing terminal 101, and controls the pedal opening of the vehicle under test according to the pedal parameters. Of course, the structural composition and control principle of the pedal simulation device in the embodiments of this disclosure are well known in the art, and will not be described in detail here.

[0033] Example environment 100 may also include a data acquisition device 102, which establishes a communication connection with processing terminal 101 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 101. 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.

[0034] Furthermore, the processing terminal 101 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).

[0035] 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.

[0036] Figure 2 A flowchart illustrating a crash test method based on a vehicle driving under electrified conditions, according to some embodiments of this disclosure, is shown. Method 200 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. For example... Figure 2 As shown in block 202, method 200 can determine pedal parameters based on the vehicle's high-voltage system being in a standby state and the test gear being used by the vehicle under test. Here, the processing terminal establishes a communication connection with the vehicle under test (such as a vehicle status controller) to control the vehicle under test to be in the corresponding test gear based on test requirements. The vehicle under test is pre-placed on a collision test track by the test personnel. If a frontal collision test is required, the corresponding barrier is set at the end of the collision test track and is equipped with a traction structure to control the vehicle under test at the test speed. If a rear-end collision test is required, the corresponding barrier is set as a movable barrier and has a corresponding drive structure. In addition, the test structure types and corresponding test procedures mentioned above are well known in the art and will not be described in detail here.

[0037] Understandably, the test gear of the vehicle under test can be either a drive (D) or reverse (R). For example, when the test requirement is a frontal collision test under normal driving conditions, the corresponding test gear is a drive; when the test requirement is a rear-end collision test under emergency braking conditions, the corresponding test gear is a drive; when the test requirement is a rear-end collision test under pedal misuse conditions, the corresponding test gear is a reverse; or when the test requirement is a frontal collision test under pedal misuse conditions, the corresponding test gear is a drive, and it is not limited to these.

[0038] When the processing terminal controls the vehicle under test to be in the test gear, it can also 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 (that is, it is in the standby running state). At this time, the high voltage relay closes, the DC bus capacitor pre-charge is completed, and the drive motor responds to the torque request at any time.

[0039] In some implementations, when the processing terminal determines the pedal parameters based on the test gear of the vehicle under test, specifically if the test gear is a forward gear, it determines whether the obstacle that will trigger a collision with the vehicle under test is located in front of the vehicle. It is understood that by identifying the location of the obstacle in the test scenario, the tester's testing requirements for the vehicle can be accurately determined. For example, if the test gear is a forward gear and the obstacle is in front of the vehicle, it indicates that the corresponding test requirement is a frontal collision test; or if the obstacle is not in front of the vehicle, it indicates that the corresponding test requirement is a rear-end collision test.

[0040] Subsequently, in response to determining that the obstacle is in front of the vehicle under test, pedal parameters are determined based on a preset accelerator pedal opening and the accelerator pedal itself. It is understood that when the test requirement is specifically a frontal collision test under normal driving conditions, the corresponding pedal parameters are represented as an accelerator pedal with an opening of a preset accelerator pedal opening (such as a specified opening between 50% and 100%). Of course, embodiments of this disclosure can also be used when the test requirement is a frontal collision test under conditions of pedal misuse, in which case the corresponding pedal parameters are represented as an accelerator pedal with an opening of the maximum pedal opening (i.e., 100% opening).

[0041] Alternatively, in response to determining that the obstacle is not in front of the vehicle under test, the pedal parameters are determined based on the maximum pedal opening and the brake pedal, where the maximum pedal opening is greater than the preset pedal opening. It is understandable that when the test requirement is specifically a rear-end collision test under emergency braking conditions, the corresponding pedal parameters are represented as the brake pedal with an opening of the maximum pedal opening.

[0042] Alternatively, the pedal parameters can be determined based on the test gear being reverse, the maximum pedal opening, and the accelerator pedal position. It's understandable that when the test gear is reverse, the corresponding test requirement is a rear-end collision test under conditions of pedal misuse; in this case, the pedal parameters are represented by the accelerator pedal opening at its maximum.

[0043] In box 204, method 200 can control the pedal opening of the vehicle under test according to the pedal parameters based on the pedal simulation device within a preset time window before the collision occurs, so as to put the vehicle's high-voltage system in a high-current operating state. Here, the preset time window can be preset based on the test gear, test speed and test requirements of the vehicle under test. For example, when the test gear is forward, the test speed is 40 km / h and the test requirement is a frontal collision test under normal driving conditions, the corresponding preset time window can be set to 0.5 to 2 seconds, and is not limited to this.

[0044] It is understood that the pedal simulation device is pre-installed by the tester in the pedal area of ​​the vehicle under test. Specifically, it is a robotic arm with high dynamic response, a hydraulic servo device, or a drive-by-wire robot. Its end effector is connected to the accelerator and brake pedals of the vehicle under test (the connection relationship is, for example, a detachable mechanical connection) to ensure that it will not detach prematurely during a collision, and at the same time, it will not affect the original pedal mechanism of the vehicle under test in the reaction after a collision. It establishes a communication connection with the processing terminal 101 to receive the pedal parameters sent by the processing terminal 101, and controls the pedal opening of the vehicle under test according to the pedal parameters. Of course, the structural composition and control principle of the pedal simulation device in the embodiments of this disclosure are well known in the art, and will not be described in detail here.

[0045] Taking a frontal collision test under normal driving conditions as an example, the pedal simulation device controls the accelerator pedal opening of the test vehicle to a preset accelerator pedal opening (while ensuring the brake pedal opening is 0). Upon receiving the acceleration request, the vehicle controller of the test vehicle outputs the corresponding drive torque to the drive motor. If the test vehicle was originally in a coasting state, it will be in an accelerating state; if the test vehicle was originally at the specified test speed, it will maintain or increase the torque. Under this operation, the battery pack of the test vehicle continuously outputs a large current to the motor controller and drive motor through the high-voltage wiring harness, thereby keeping the vehicle's high-voltage system in a state of continuous high-current discharge.

[0046] Taking a rear-end collision test under emergency braking conditions as an example, the pedal simulation device controls the brake pedal opening of the test vehicle to the maximum pedal opening (while ensuring the accelerator pedal opening is 0). Upon receiving an emergency braking request, the vehicle controller triggers the regenerative braking function, switching the drive motor to generator mode. The inertial kinetic energy of the vehicle's wheels drives the motor rotor to generate electricity through the transmission system, producing a reverse electromagnetic torque. The generated electrical energy is then fed back to the battery pack via the motor controller. Under this operation, the vehicle's high-voltage system is in a high-current charging state.

[0047] Taking a frontal collision test under the condition of pedal misuse as an example, the pedal simulation device controls the accelerator pedal opening of the test vehicle to the maximum pedal opening (while ensuring that the brake pedal opening is 0). At this time, after the vehicle controller receives the acceleration request, the drive motor receives the maximum torque request, and the test vehicle instantly outputs maximum power. Under this operation, the vehicle's high-voltage system is in a peak current discharge state.

[0048] In box 206, method 200 can acquire the physical response data and high-voltage response data of the vehicle under test at the time of the collision, and determine the collision test result of the vehicle under test based on the physical response data and high-voltage response data. Here, the processing terminal establishes a communication connection with the data acquisition device in the example environment to acquire the physical response data and high-voltage response data of the vehicle under test during the collision process (i.e., from a specified time before the collision, such as 2 seconds, to a specified time after the collision, such as 50 milliseconds), collected by the data acquisition device. Among them, physical response data may be, for example, part 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 body structures (such as 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 the high voltage relay.

[0049] It is understood that the crash test results of the tested vehicle may include, but are not limited to, whether the reverse torque of the motor causes the reducer housing to crack (or the half shaft to break), whether high-voltage arcing (or short circuit) occurs, and whether the high-voltage system of the whole vehicle is safely de-energized (such as whether it is de-energized within a specified time).

[0050] 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.

[0051] 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.

[0052] 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.

[0053] 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:

[0054]

[0055]

[0056] Among the above formulas, The plane strain matrix corresponding to each time step. , and These are the three strain values ​​corresponding to each moment.

[0057] 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:

[0058]

[0059]

[0060]

[0061] 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:

[0062]

[0063] In the above formula, This is the third principal strain value. is the Poisson's ratio of the reducer housing.

[0064] 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:

[0065]

[0066]

[0067] 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.

[0068] 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.

[0069] 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.

[0070] 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.

[0071] 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.

[0072] 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:

[0073]

[0074] 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.

[0075] 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.

[0076]

[0077] 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.

[0078] 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.

[0079] 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.

[0080] 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.

[0081] 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:

[0082]

[0083] In the above formula, The local singularity index corresponds 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).

[0084] 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.

[0085] 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.

[0086] 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.

[0087] 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.

[0088] 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:

[0089]

[0090] 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.

[0091] 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.

[0092] 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.

[0093] 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:

[0094]

[0095] 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.

[0096] 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:

[0097]

[0098] In the above formula, This is the equivalent resistance value. For time coefficient, This is the preset nominal capacitance value.

[0099] 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.

[0100] 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.

[0101] Subsequently, based on the first, second, and third test results, the crash test results of the tested vehicle were obtained.

[0102] In some implementations, taking a frontal collision test under pedal misuse conditions as an example, the test vehicle is in drive, the test speed is 40 km / h, and one second before the collision, the pedal simulation device controls the accelerator pedal opening of the test vehicle to the maximum pedal opening (while ensuring the brake pedal opening is 0), so that the test vehicle outputs maximum power instantaneously. Here, the collision test results of the test vehicle include not only the results of whether high-voltage arcing occurs (as mentioned above, it may also include the results of whether the motor reverse torque causes the reducer housing to crack, and / or the results of whether the vehicle's high-voltage system is safely de-energized), but also the risk of thermal runaway of the battery pack under pressure during high-current discharge, and is not limited to these.

[0103] In some implementations, taking a rear-end collision test under emergency braking conditions as an example, the test vehicle is in drive and in coasting energy recovery mode. One second before the collision, a pedal simulation device controls the brake pedal opening of the test vehicle to the maximum opening (while ensuring the accelerator pedal opening is 0), so that the rear of the test vehicle collides with the moving obstacle behind it. Here, the collision test results of the test vehicle include, in addition to the results mentioned above regarding whether high-voltage arcing occurs, whether the motor reverse torque causes the reducer housing to crack, and / or whether the high-voltage system of the whole vehicle is safely de-energized, the results can also assess whether the BMS (Battery Management System) can correctly identify the collision and cut off the charging circuit when the battery pack is impacted while "charging", preventing overcharging and explosion, and are not limited to this.

[0104] Figure 3 A block diagram of a collision testing system based on an electric vehicle driving condition, 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 in the description of the method embodiments. Figure 3As shown, the collision test system 300 based on the vehicle's energized driving condition may include at least a vehicle state control module 302, configured to determine pedal parameters based on the vehicle's high-voltage system being in a standby state and the vehicle's test gear position. The collision test system 300 also includes a pedal simulation execution module 304, configured to control the pedal opening of the vehicle under test according to the pedal parameters within a preset time window before the collision, based on the pedal simulation device, to ensure the vehicle's high-voltage system operates at high current. Furthermore, the collision test system 300 also includes an evaluation logic module 306, configured to acquire the vehicle's physical response data and high-voltage response data during the collision, and determine the collision test result based on the physical response data and high-voltage response data.

[0105] In the above embodiments, implementation can be achieved, in whole or in part, through software, hardware, firmware, or any combination thereof. When implemented using 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)).

[0106] Figure 4 Block diagrams of electronic devices that can implement various embodiments of the present disclosure are shown. For example... Figure 4As shown, the electronic device 400 includes a processor 401, which can perform various appropriate actions and processes based on computer program instructions loaded into random access memory (RAM) 403 according to computer program instructions stored in read-only memory (ROM) 402. The RAM 403 may also store various programs and data required for the operation of the electronic device 400. The processor 401, ROM 402, and RAM 403 are interconnected via a bus 404. An input / output (I / O) interface 405 is also connected to the bus 404.

[0107] The various processes and procedures described above, such as method 200, can be executed by processor 401. For example, in some embodiments, method 200 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 400 via ROM 402. When the software program is loaded into RAM 403 and executed by processor 401, one or more actions of method 200 described above may be performed.

[0108] 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.

[0109] 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.

[0110] 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.

[0111] 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.

[0112] 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.

[0113] 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 collision test method based on the electric driving condition of a vehicle, characterized in that, include: The pedal parameters are determined based on the test gear position of the vehicle under test, since the vehicle's high-voltage system is in standby mode. Within a preset time window before a collision occurs, the pedal opening of the vehicle under test is controlled by the pedal simulation device according to the pedal parameters so that the high-voltage system of the vehicle is in a high-current operating state. as well as The physical response data and high-voltage response data of the vehicle under test are acquired when a collision occurs, and the collision test results of the vehicle under test are determined based on the physical response data and the high-voltage response data.

2. The method according to claim 1, characterized in that, The process of determining pedal parameters based on the test gear of the vehicle under test includes: Based on the fact that the test gear of the vehicle under test is forward gear, determine whether the obstacle that triggers the collision with the vehicle under test is in front of the vehicle under test. In response to determining that the obstacle is in front of the vehicle under test, pedal parameters are determined based on the preset accelerator pedal opening and the accelerator pedal. In response to determining that the obstacle is not in front of the vehicle under test, pedal parameters are determined based on the maximum pedal opening and the brake pedal, wherein the maximum pedal opening is greater than the preset pedal opening; or The test gear of the vehicle under test is reverse gear, and the pedal parameters are determined based on the maximum pedal opening and the accelerator pedal.

3. The method according to claim 1, characterized in that, 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.

4. The method according to claim 3, characterized in that, 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.

5. The method according to claim 3, characterized in that, 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.

6. The method according to claim 5, characterized in that, The determination of the global singularity index based on the multi-frame duration divided by the collision occurrence time of the tested vehicle and all the modulus maxima includes: Based on the duration of multiple frames divided by the collision occurrence time of the tested vehicle, all modulus maxima corresponding to the duration of each frame are determined; Based on the number of modulo maxima and the variance of the modulo maxima magnitude among all the modulo maxima corresponding to the duration of each frame, a corresponding local singularity index is determined; and The maximum value of all the local singularity indices is determined as the global singularity index.

7. The method according to claim 3, characterized in that, 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 collision testing system based on the electric driving condition of a vehicle, characterized in that, include: The vehicle status control module is configured to determine pedal parameters based on the test gear position of the vehicle under test, based on the vehicle's overall high-voltage system being in a standby state. The pedal simulation execution module is configured to control the pedal opening of the vehicle under test according to the pedal parameters based on the pedal simulation device within a preset time window before the collision occurs, so that the high voltage system of the vehicle is in a high current operating state. as well as The evaluation logic module is configured to acquire the physical response data and high-voltage response data of the vehicle under test when a collision occurs, and to determine the collision test result 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, characterized in that, 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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