Test method and device for evaluating protection capability of roadside guardrails for sightseeing vehicles

Abstract

The application relates to a test method and device for evaluating the protection capability of a sightseeing vehicle roadside guardrail, and relates to the field of roadside guardrails, and is used for solving the problem of lacking the safety performance evaluation of roadside guardrails with the characteristics of sightseeing vehicles. The test method for evaluating the protection capability of a sightseeing vehicle roadside guardrail collects vehicle parameters, measured guardrail parameters and protection energy requirements; compares collision energy with guardrail protection energy, and determines a test level; determines configuration requirements and a gravity center position of a test sightseeing vehicle; records construction records and acceptance parameters of a test guardrail; installs and adjusts a traction system and a route camera; sets a vehicle body reference line and a measuring point of a test sightseeing vehicle, and sets a sensor at a collision initial moment; installs an acceleration sensor at the gravity center, and prepares a dummy; adjusts a collision angle, a sensor and a data interface; carries out a sightseeing vehicle actual vehicle collision test, and collects and processes camera, sensor and dummy data in a collision process.

Description

Technical Field

[0001] This invention relates to the field of evaluation technology for the operational safety of sightseeing vehicles and the protection of roadside guardrails, and in particular to a method and apparatus for evaluating the protective capabilities of roadside guardrails for sightseeing vehicles. Background Technology

[0002] Currently, with the booming development of the tourism industry, off-road tourist sightseeing vehicles (hereinafter referred to as sightseeing vehicles) have become an indispensable means of transportation in tourist attractions, theme parks, and resorts. Their operating environment is complex, often involving high-risk road sections such as those near water, cliffs, sharp bends, and steep slopes. Accidents such as rollovers or vehicles veering off the road can easily lead to mass casualties. For example, in recent years, numerous sightseeing vehicle safety accidents have repeatedly sounded the alarm, exposing the serious inadequacy of roadside safety protection facilities.

[0003] The State Administration for Market Regulation's TSG 81—2022 "Safety Technical Regulations for Special-Purpose Motor Vehicles in Plants (Factories)" (hereinafter referred to as the Technical Regulations) clearly stipulates that "roadside guardrails commensurate with the vehicle's protective capabilities should be installed" on specific dangerous road sections. However, the inventors of this application have found that this crucial requirement has long faced a situation of having a requirement but no standard; specifically, the lack of unified and scientific technical basis among design, construction, and supervision parties has become a bottleneck restricting the improvement of the safety level of sightseeing vehicle operation.

[0004] Therefore, how to provide a testing method and device for evaluating the protective capabilities of roadside guardrails for sightseeing vehicles, which can fill the gap in standards and effectively prevent mass casualty accidents, has become a technical problem that urgently needs to be solved by those skilled in the art. Summary of the Invention

[0005] The purpose of this invention is to provide a method and apparatus for evaluating the protective capability of roadside guardrails for sightseeing vehicles, thereby solving the technical problem of the lack of roadside guardrail safety performance evaluation standards tailored to the characteristics of sightseeing vehicles in the prior art.

[0006] To achieve the above objectives, the present invention adopts the following technical solution: A method for evaluating the protective capability of roadside guardrails for sightseeing vehicles includes the following steps: Step S101: Collect parameters of the test vehicle, the parameters of the guardrail under test, and the protective energy requirements; Step S102: Calculate the collision energy and compare it with the guardrail protection energy to determine the test level; Step S103: Determine the configuration requirements and center of gravity position of the test sightseeing vehicle, and inspect the whole vehicle system, including but not limited to the steering system, suspension system, wheels, and tire pressure; Step S104: Record the construction records, structure, dimensions, foundation conditions, and acceptance parameters of the end treatment for the test guardrail; Step S105: Install, debug, and inspect the traction system and the walkway camera; Step S106: Set the baseline and measurement points of the test sightseeing vehicle body, and set the sensors at time T0, which is the initial moment of the collision. Step S107: Prepare for the installation of the acceleration sensor at the center of gravity and the placement of the dummy; Step S108: Debug and check the collision angle, sensor and data interface; Step S109: Conduct a real-vehicle collision test on the sightseeing vehicle, and collect and process relevant data from cameras, sensors, and dummies during the collision process; Step S110: Perform data analysis and report generation to evaluate and judge vehicle trajectory, dummy injury, dummy injury, and blocking function, and give a final conclusion on the protection capability based on comprehensive judgment.

[0007] In practical applications, based on the mass range of sightseeing vehicles, three levels of protection energy—light, medium, and heavy—are established, and the corresponding total mass and collision speed of the test vehicle are determined: Lightweight T1 corresponds to sightseeing vehicles with a maximum gross vehicle weight not exceeding 5000kg; The medium-sized T2 corresponds to sightseeing vehicles with a maximum gross vehicle weight between 5,000 kg and 10,000 kg; Heavy-duty T3 corresponds to sightseeing vehicles with a gross vehicle weight greater than 10,000 kg; The maximum gross vehicle weight is calculated as the sum of the vehicle's curb weight and the passenger weight. The passenger weight is the product of the total weight of each passenger (85 kg) and the rated passenger capacity. Each passenger's own weight is calculated as 75 kg, and the sum of the weights of the heavy items carried by each passenger is calculated as 10 kg. The collision speed is determined according to the vehicle type: 30 km / h for sightseeing vehicles and 20 km / h for sightseeing trains; the collision angle is uniformly set at 20°.

[0008] Among these, the test conditions and vehicle parameters were determined: Test vehicle selection: Based on the actual situation, select the "target maximum vehicle type" that is actually used or planned to be introduced in a certain scenic spot or area as the test vehicle, and use the maximum gross mass as the benchmark for collision energy calculation; Collision energy calculation: Collision energy is calculated according to... The calculation is performed using the formula, and the protective energy of the guardrail design used for evaluation must be greater than the collision energy calculated according to the formula; where: E is the collision energy, kJ; m is the total mass of the vehicle, kg; v is the collision speed, m / s; α is the collision angle, °; Vehicle center of gravity determination: The center of gravity position of the test vehicle is determined by a combination of the "weighing method and the tilt test bench method"; the load of each wheel is measured by weighbridge or wheel load meter in a horizontal state, and the horizontal coordinate of the center of gravity is calculated by the moment balance equation; then the height of the center of gravity is measured by the tilt test bench method.

[0009] Specifically, the evaluation criteria for guiding functions are: The "guide exit frame" theory, similar to that used for highway guardrails, is adopted, but its parameters are adaptively modified. The parameters A and B of the guide exit frame are modified as follows: A = 2.2 + vehicle width + 0.16 vehicle length (in meters); B = 10 meters. Judgment criteria: During the process of driving out after a collision, the wheel trajectory of the test vehicle must not cross the straight line F that is parallel to the original position of the guardrail and is a distance A. Within 10m after the exit point P, the vehicle must return to a normal driving posture and must not roll over.

[0010] Furthermore, the methods and limits for assessing indirect risks to occupants: Based on the acceleration at the vehicle's center of gravity, an indirect evaluation method is used to assess occupant risk, and the evaluation index limits are reconstructed. Occupant injury index: Based on the flail space model, the hypothetical impact surfaces inside the vehicle are assumed to be planes. The longitudinal distance from these surfaces to the initial head position is Dx (recommended value 0.6m), and the lateral distances to both sides are Dy (recommended value 0.3m). The model analyzes two moments: moment 1 is the initial instant of the collision between the vehicle and the guardrail, and moment 2 is the instant of the hypothetical occupant's head colliding with the interior of the sightseeing vehicle. The theoretical head flight time, i.e., the collision moment t*, is the smaller value between the collision time tx at the lateral distance or the collision time ty at the longitudinal distance. Based on the model, the occupant collision velocity OIV and the occupant post-collision acceleration ORA are used as the core evaluation indexes. ORA Limits: The preferred ORA value for occupant acceleration after longitudinal and lateral collisions is set to 8g, and the maximum value is strictly limited to 12g, where g is the acceleration due to gravity. OIV limits: The longitudinal free flight distance for occupants is set at 0.6m and the lateral free flight distance is 0.3m, and the OIV limit is specified to be no more than 12m / s; Judgment criteria: If the ORA and OIV values ​​mentioned above do not exceed the corresponding limits during the collision between the sightseeing vehicle and the guardrail, the requirements are met; if they exceed them, the requirements are not met.

[0011] Furthermore, the direct risk assessment method for occupants: By placing a standard-compliant crash test dummy inside the test vehicle, the biomechanical response of the dummy during the crash process is directly collected and evaluated; Dummy placement: In accordance with the requirements of the vehicle frontal collision test, a standard-compliant collision test dummy, such as the Hybrid III series dummy, is placed in the driver's seat and at least one passenger seat. Index Collection: During the crash test, the following key injury indicators were collected using sensors built into the crash dummy: Head: Head injury criterion HIC, head composite acceleration; Chest: Chest compression, chest viscosity criterion (VC); Neck: Axial force, shear force, and bending moment in the neck; Thigh: Axial force on the femur; Limitations: All the above indicators should comply with the relevant national or industry standards for the protection of automobile occupants, such as the limit requirements specified in GB11551.

[0012] Furthermore, the obstruction function of the tested guardrail is determined: Throughout the entire collision process, the center of gravity of the test vehicle must not cross the center line of the deformed guardrail; no wheel must completely penetrate the gaps between the guardrail components, and the vehicle must not cross or straddle the guardrail; after the collision, the guardrail components must not intrude into the passenger compartment space.

[0013] A testing device for evaluating the protective capability of roadside guardrails for sightseeing vehicles includes: The vehicle parameter acquisition module is used to acquire the curb weight, maximum gross weight, vehicle length, and vehicle width of the test vehicle, and integrates a weighing sensor and a roll angle sensor for determining the vehicle's center of gravity position. The collision test execution module includes a traction mechanism, a traction rail and a lighting assembly. The collision test execution module is used to accelerate the test vehicle to a preset collision speed, i.e., 30 km / h for a sightseeing car or 20 km / h for a sightseeing train, and to impact the roadside guardrail under test at a collision angle of 20°. The data acquisition and processing module includes a three-dimensional acceleration sensor installed at the center of gravity of the test vehicle, a high-speed camera assembly for recording the vehicle's trajectory with a shooting speed of not less than 600 frames per second and a resolution of not less than 1 million pixels, and a dummy data acquisition unit for connecting and acquiring sensor signals from various parts of the collision dummy. The data acquisition and processing module also includes a data processing unit for receiving and processing sensor data, calculating the post-collision acceleration (ORA) and occupant impact velocity (OIV), and analyzing the direct evaluation indicators HIC and chest compression. The evaluation and judgment module includes an occupant risk evaluation unit, a guidance function evaluation unit, an obstruction function evaluation unit, and a comprehensive judgment unit. The occupant risk evaluation unit comprises an indirect evaluation subunit and a direct evaluation subunit, which are used to judge the evaluation indicators of the two methods according to preset limits. The guidance function evaluation unit, based on the vehicle trajectory recorded by the high-speed camera component and according to the corrected guidance exit frame parameters (A=2.2 + vehicle width + 0.16 vehicle length and B=10m), judges the roadside... Whether the guardrail meets the guidance function requirements; the blocking function evaluation unit, based on the vehicle's center of gravity trajectory and guardrail deformation data, determines whether the vehicle's center of gravity crosses the guardrail's center line, and whether there is a situation where a vehicle crosses, rides on, or a component intrudes into the passenger compartment; the comprehensive judgment unit receives the results from the occupant risk evaluation unit, the guidance function evaluation unit, and the blocking function evaluation unit, and outputs the final conclusion of "protection capability qualified" when all three evaluations of occupant risk, guidance function, and blocking function are passed; among them, the occupant risk evaluation requires either indirect or direct evaluation to pass or both to pass.

[0014] In practical applications, the test is conducted on a straight road section with the traction rail set up. The traction mechanism is used to drive the test vehicle to accelerate along the predetermined trajectory. At the same time, the test guardrail is set up in the test area. To accurately capture the collision process, a first high-speed camera, a second high-speed camera, and a third high-speed camera were deployed. The first high-speed camera was positioned to the side front or side rear of the vehicle's direction of travel to capture the overall posture of the vehicle before and after colliding with the guardrail. The second high-speed camera was positioned to the side of the vehicle's direction of travel, directly facing the point of collision, to capture the deformation and contact situation of the vehicle at the moment of contact with the guardrail. The third high-speed camera was positioned at the top of the test site, i.e., on a gantry or drone stand, and used a top-down angle for shooting. The field of view was at least enough to cover the length of the test vehicle, and the width of the image was at least the sum of L1 and L2, so as to observe the vehicle's running collision angle and running posture from above. The speed measuring device is used to record the experimental speed at the moment of collision.

[0015] The test vehicle is a qualified off-road tourist sightseeing vehicle. The test vehicle assembly is complete, and the steering, suspension, wheels and tire pressure of the test vehicle all meet the requirements for normal driving. Each seat is counterweighted at 85kg and the counterweight is fixed to prevent it from being thrown out during a collision and damaging the sensors and surrounding instruments. The test dummy was placed in the seat according to the requirements of a frontal collision and fastened with the vehicle's own seat belt. Occupant injury indicators, namely head, chest, neck and thigh, were collected. The center of gravity acceleration sensor is installed at the center of gravity of the test vehicle, that is, near the geometric center of the vehicle body, to accurately measure the triaxial acceleration of the vehicle's center of gravity; if the vehicle's center of gravity acceleration cannot be installed, it is tested indirectly in accordance with Appendix B of JTG B05-01.

[0016] Specifically, the data acquisition interfaces of the test dummy and the center of gravity acceleration sensor are centrally located at the rear data interface and storage unit of the test vehicle and are securely fixed. After the collision, the stored data is transmitted wirelessly to the data processing system. The data processing system, consisting of a computer and analysis software, is responsible for receiving, downloading, and performing subsequent analysis and processing, calculating various evaluation indicators. Acceleration data is processed according to CFC60; occupant collision time is processed according to... The formula is used for processing, where X is 0.6m and Y is 0.3m; the theoretical flight time of the head, which is also the collision time t*, is the smaller value between the collision time tx over the lateral distance and the collision time ty over the longitudinal distance, i.e., as shown in the formula. ; Occupant collision speed according to formula In the formula, v x,y a is the occupant collision velocity in the longitudinal (x-axis) or lateral (y-axis) direction of the test vehicle. x,y The acceleration at the center of gravity of the test vehicle is defined as either the longitudinal (x-axis) or lateral (y-axis) acceleration.

[0017] Furthermore, the vehicle trajectory is the motion path of the vehicle's centroid or feature points extracted through image processing technology; The collision exit point P is defined as the position where the last wheel track of the vehicle crosses the initial traffic surface of the guardrail again after the initial collision, which is the inner edge line of the guardrail before it is deformed. Point P is the key criterion for determining whether the vehicle was successfully blocked or crossed. The guide exit box is a virtual bounding box used to evaluate whether a vehicle is effectively guided back to the normal driving lane or a safe area after a collision. Its dimensions are defined as follows: Width A, i.e., A = 2.2 + vehicle width + 0.16 × vehicle length, unit: meters; the formula takes into account the width of the vehicle itself and the lateral sway margin that may occur after a collision; Length B, i.e., B = 10, unit: meters. If the trajectory of a vehicle after a collision mainly falls within the guide exit frame and there is no rollover or serious intrusion into the oncoming lane, then the guiding performance is considered good.

[0018] Compared with existing technologies, the method and apparatus for evaluating the protective capability of roadside guardrails for sightseeing vehicles described in this invention have the following advantages: The method and apparatus for evaluating the protective capabilities of roadside guardrails for sightseeing vehicles provided by this invention effectively avoids the problems of "over-protection" or "under-protection" caused by directly applying highway standards by establishing a graded protection energy matching mechanism, thereby achieving a precise match between guardrail protection capabilities and vehicle characteristics. It combines an indirect evaluation method based on vehicle center of gravity acceleration and a direct evaluation method based on collision dummies, enabling a comprehensive and accurate assessment of occupant risk from both macroscopic vehicle dynamics and microscopic human injury dimensions. Simultaneously, the revised "guided exit from frame" parameters better match the trajectory characteristics of sightseeing vehicles after a low-speed, high-mass collision, thus enabling a more accurate evaluation of the guardrail's guiding function. Furthermore, the accompanying apparatus integrates parameter acquisition, test execution, data processing, and automatic judgment functions, effectively improving evaluation efficiency and the objectivity and accuracy of the results. In summary, the method and apparatus for evaluating the protective capabilities of roadside guardrails for sightseeing vehicles provided by this invention can comprehensively and accurately evaluate the protective capabilities of roadside guardrails along sightseeing vehicle operating routes, particularly for the quantitative evaluation of occupant injury and vehicle dynamic response. Attached Figure Description

[0019] Figure 1 A flowchart illustrating the testing method for evaluating the protective capability of roadside guardrails for sightseeing vehicles provided in an embodiment of the present invention; Figure 2 This is a schematic diagram of the guide vehicle exiting the frame in the test method for evaluating the protective capability of roadside guardrails for sightseeing vehicles provided in an embodiment of the present invention. Figure 3 This is a schematic diagram of the flail space model in the test method for evaluating the protective capability of roadside guardrails for sightseeing vehicles provided in an embodiment of the present invention. Figure 4 A schematic diagram of the structure of the sightseeing vehicle roadside guardrail protection capability evaluation and testing device provided in an embodiment of the present invention; Figure 5 This is a schematic diagram of the sightseeing vehicle reference coordinates and sensor arrangement in the sightseeing vehicle roadside guardrail protection capability evaluation and testing device provided in an embodiment of the present invention.

[0020] Figure label: 1- Guardrail under test; 2- Test vehicle; 3- Traction mechanism; 4- Traction track; 5- First high-speed camera; 6- Second high-speed camera; 7- Third high-speed camera; 8- Test dummy; 9- Center of gravity acceleration sensor; 10- Vehicle trajectory; 11- Collision exit point P; 12- Guide exit frame; 13a- First speed measuring device; 13b- Second speed measuring device; 14a- Data interface and storage unit; 14b- Data processing system. Detailed Implementation

[0021] For ease of understanding, the following description, in conjunction with the accompanying drawings, details the method and apparatus for evaluating the protective capability of roadside guardrails for sightseeing vehicles provided in the embodiments of the present invention.

[0022] This invention provides a method for evaluating the protective capability of roadside guardrails for sightseeing vehicles, such as... Figures 1-3 As shown, it includes the following steps: Step S101: Collect parameters of the test vehicle, the parameters of the guardrail under test, and the protective energy requirements; Step S102: Calculate the collision energy and compare it with the guardrail protection energy to determine the test level; Step S103: Determine the configuration requirements and center of gravity position of the test sightseeing vehicle, and inspect the whole vehicle system, including but not limited to the steering system, suspension system, wheels, and tire pressure; Step S104: Record the construction records, structure, dimensions, foundation conditions, and acceptance parameters of the end treatment for the test guardrail; Step S105: Install, debug, and inspect the traction system and the walkway camera; Step S106: Set the baseline and measurement points of the test sightseeing vehicle body, and set the sensors at time T0, which is the initial moment of the collision. Step S107: Prepare for the installation of the acceleration sensor at the center of gravity and the placement of the dummy; Step S108: Debug and check the collision angle, sensor and data interface; Step S109: Conduct a real-vehicle collision test on the sightseeing vehicle, and collect and process relevant data from cameras, sensors, and dummies during the collision process; Step S110: Perform data analysis and report generation to evaluate and judge vehicle trajectory, dummy injury, dummy injury, and blocking function, and give a final conclusion on the protection capability based on comprehensive judgment.

[0023] This invention further provides a testing device for evaluating the protective capability of roadside guardrails for sightseeing vehicles, such as... Figures 4-5 As shown, it includes: The vehicle parameter acquisition module is used to acquire the curb weight, maximum gross weight, vehicle length, and vehicle width of the test vehicle, and integrates a weighing sensor and a roll angle sensor for determining the vehicle's center of gravity position. The collision test execution module includes a traction mechanism, a traction rail and a lighting assembly. The collision test execution module is used to accelerate the test vehicle to a preset collision speed, namely 30 km / h for a sightseeing car or 20 km / h for a sightseeing train, and to impact the roadside guardrail under test at a collision angle of 20°. The data acquisition and processing module includes a triaxial acceleration sensor installed at the center of gravity of the test vehicle, a high-speed camera assembly for recording the vehicle's trajectory with a shooting speed of no less than 600 frames per second and a resolution of no less than 1 million pixels, and a dummy data acquisition unit for connecting and acquiring sensor signals from various parts of the collision dummy. The data acquisition and processing module also includes a data processing unit for receiving and processing sensor data, calculating the post-collision acceleration (ORA) and occupant impact velocity (OIV), and analyzing the direct evaluation indicators HIC and chest compression. The evaluation and judgment module includes an occupant risk evaluation unit, a guidance function evaluation unit, a blocking function evaluation unit, and a comprehensive judgment unit. The occupant risk evaluation unit comprises an indirect evaluation subunit and a direct evaluation subunit, which respectively judge the evaluation indicators of the two methods based on preset limits. The guidance function evaluation unit, based on the vehicle trajectory recorded by the high-speed camera component and the corrected guidance exit frame parameters (A=2.2 + vehicle width + 0.16 vehicle length and B=10m), judges whether the roadside guardrail meets the guidance function requirements. The blocking function evaluation unit, based on the vehicle's center of gravity trajectory and guardrail deformation data, judges whether the vehicle's center of gravity crosses the guardrail centerline and whether there are any instances of vehicles crossing, straddling, or components intruding into the occupant compartment. The comprehensive judgment unit receives the results from the occupant risk evaluation unit, the guidance function evaluation unit, and the blocking function evaluation unit, and outputs the final conclusion "protection capability qualified" when all three evaluations (occupant risk, guidance function, and blocking function) are passed. The occupant risk evaluation requires either an indirect or direct evaluation to pass, or both.

[0024] Compared with existing technologies, the method and apparatus for evaluating the protective capability of roadside guardrails for sightseeing vehicles described in this embodiment of the invention have the following advantages: The method and apparatus for evaluating the protective capability of roadside guardrails for sightseeing vehicles provided in this invention establish a graded protective energy matching mechanism, thereby effectively avoiding the problems of "over-protection" or "under-protection" caused by directly applying highway standards, and thus achieving a precise match between guardrail protective capability and vehicle characteristics. It combines an indirect evaluation method based on vehicle center of gravity acceleration and a direct evaluation method based on collision dummies, enabling a comprehensive and accurate assessment of occupant risk from both macroscopic vehicle dynamics and microscopic human injury dimensions. Simultaneously, the revised "guided exit frame" parameters better match the trajectory characteristics of sightseeing vehicles after a low-speed, high-mass collision, thus enabling a more accurate evaluation of the guardrail's guiding function. Furthermore, the accompanying apparatus integrates parameter acquisition, test execution, data processing, and automatic judgment functions, effectively improving evaluation efficiency and the objectivity and accuracy of the results. In summary, the method and apparatus for evaluating the protective capability of roadside guardrails for sightseeing vehicles provided in this invention can comprehensively and accurately evaluate the protective capability of roadside guardrails along sightseeing vehicle operating routes, particularly for the quantitative evaluation of occupant injury and vehicle dynamic response.

[0025] In practical applications, based on the mass range of sightseeing vehicles, three levels of protection energy—light, medium, and heavy—can be established, and the corresponding total mass and collision speed of the test vehicle can be determined: The light-duty T1 can be used for sightseeing vehicles with a maximum gross weight of no more than 5,000 kg; The medium-sized T2 can accommodate sightseeing vehicles with a maximum gross vehicle weight between 5,000 kg and 10,000 kg; The heavy-duty T3 can be used for sightseeing vehicles with a total mass greater than 10,000 kg; The maximum gross vehicle weight is calculated as the sum of the vehicle's curb weight and the passenger weight. The passenger weight can be the product of the total weight of each passenger (85 kg) and the rated passenger capacity. Each passenger's own weight can be calculated as 75 kg, and the sum of the weights of the heavy items carried by each passenger can be calculated as 10 kg. The collision speed is determined according to the vehicle type; it can be 30 km / h for sightseeing vehicles and 20 km / h for sightseeing trains. The collision angle can be uniformly set at 20°.

[0026] Among these, the test conditions and vehicle parameters were determined: Test vehicle selection: Based on the actual situation, the "target maximum vehicle type" actually used or planned to be introduced in a certain scenic spot or area can be selected as the test vehicle, and the maximum gross mass can be used as the benchmark for collision energy calculation; Collision energy calculation: Collision energy can be calculated as follows: The collision energy of the guardrail design used for evaluation must be greater than the collision energy calculated by the formula; where: E is the collision energy, in kJ; m is the total mass of the vehicle, in kg; v is the collision speed, in m / s; α is the collision angle, in °; Vehicle center of gravity determination: The center of gravity position of the test vehicle can be determined by a combination of the "weighing method and the tilt test bench method"; the load of each wheel is measured by weighbridge or wheel load meter in a horizontal state, and the horizontal coordinate of the center of gravity is calculated by the moment balance equation; then the height of the center of gravity is measured by the tilt test bench method.

[0027] Specifically, such as Figure 2 As shown, the evaluation criteria for guidance function are: The "guide exit frame" theory, similar to that used for highway guardrails, is adopted, but its parameters are adaptively modified. The parameters A and B of the guide exit frame can be modified as follows: A = 2.2 + vehicle width + 0.16 * vehicle length, in meters; B = 10 meters. Judgment criteria: During the process of driving out after a collision, the wheel trajectory of the test vehicle must not cross the straight line F that is parallel to the original position of the guardrail and is a distance A. Within 10m after the exit point P, the vehicle must return to a normal driving posture and must not roll over.

[0028] Furthermore, such as Figure 3 As shown, the occupant indirect risk assessment method and limits are as follows: Based on the acceleration at the vehicle's center of gravity, an indirect evaluation method can be used to assess occupant risk and reconstruct the evaluation index limits. Occupant injury index: Based on the flail space model, the hypothetical impact surfaces inside the vehicle can be assumed to be planes. The longitudinal distance from these surfaces to the initial head position is Dx (with a recommended value of 0.6m), and the lateral distances on both sides are Dy (with a recommended value of 0.3m). The model can analyze two moments: moment 1 is the initial instant of the collision between the vehicle and the guardrail, and moment 2 is the instant of the hypothetical occupant's head colliding with the interior of the sightseeing vehicle. The theoretical head flight time, i.e., the collision moment t*, is the smaller value between the collision time tx at the lateral distance or the collision time ty at the longitudinal distance. Based on the model, the occupant collision velocity OIV and the post-collision acceleration ORA can be used as the core evaluation indexes. ORA Limits: The preferred ORA value for occupant acceleration after longitudinal and lateral collisions is set to 8g, and the maximum value is strictly limited to 12g, where g is the acceleration due to gravity. OIV limits: The longitudinal free flight distance for occupants is set at 0.6m and the lateral free flight distance is 0.3m, and the OIV limit is specified to be no more than 12m / s; Judgment criteria: If the ORA and OIV values ​​mentioned above do not exceed the corresponding limits during the collision between the sightseeing vehicle and the guardrail, the requirements are met; if they exceed them, the requirements are not met.

[0029] Furthermore, the direct risk assessment method for occupants: The biomechanical response of a compliant crash test dummy during a collision can be directly collected and evaluated by placing it inside a test vehicle. Dummy placement: In accordance with the requirements of vehicle frontal collision tests, standard-compliant crash test dummies, such as Hybrid III series dummies, can be placed in the driver's seat and at least one passenger seat. Index Collection: During the crash test, the following key injury indicators can be collected using sensors built into the dummy: Head: Head injury criterion HIC, head composite acceleration; Chest: Chest compression, chest viscosity criterion (VC); Neck: Axial force, shear force, and bending moment in the neck; Thigh: Axial force on the femur; Limitations: All the above indicators should comply with the relevant national or industry standards for the protection of automobile occupants, such as the limit requirements specified in GB11551.

[0030] Furthermore, the obstruction function of the tested guardrail is determined: Throughout the entire collision process, the center of gravity of the test vehicle must not cross the center line of the deformed guardrail; no wheel must completely penetrate the gaps between the guardrail components, and the vehicle must not cross or straddle the guardrail; after the collision, the guardrail components must not intrude into the passenger compartment space.

[0031] In practical applications, such as Figure 4 As shown, the test can be carried out on a straight road section, with a traction rail 4 set up, and the traction mechanism 3 used to drive the test vehicle 2 to accelerate along the predetermined trajectory. At the same time, the test guardrail 1 is set up in the test area. To accurately capture the collision process, a first high-speed camera 5, a second high-speed camera 6, and a third high-speed camera 7 were deployed. The first high-speed camera 5 was positioned to the side front or side rear of the vehicle's direction of travel to capture the overall posture of the vehicle before and after colliding with the guardrail. The second high-speed camera 6 was positioned to the side of the vehicle's direction of travel, directly facing the collision point, to capture the deformation and contact situation of the vehicle at the moment of contact with the guardrail. The third high-speed camera 7 was positioned at the top of the test site, i.e., on a gantry or drone stand, and used a top-down angle for shooting. The field of view was at least enough to cover the length of the test vehicle 2, and the shooting width was at least the sum of L1 (6 meters) and L2 (7 meters) to observe the vehicle's running collision angle and running posture from above. The speed measuring devices (first speed measuring device 13a and second speed measuring device 13b) are used to record the test speed at the moment of collision.

[0032] Among them, such as Figure 4 and Figure 5 As shown, the above-mentioned test vehicle 2 can be a non-highway tourist sightseeing vehicle that meets the requirements. The test vehicle 2 is complete, and the steering, suspension, wheels and tire pressure of the test vehicle 2 all meet the requirements for normal driving. The counterweight is 85kg per seat and is fixed to prevent the vehicle from being thrown out during a collision and damaging the sensors and surrounding instruments. Test dummy 8 can be placed in the seat according to the requirements of a vehicle frontal collision and fastened with the vehicle's own seat belt to collect occupant injury indicators, namely head, chest, neck, and thigh. The center of gravity acceleration sensor 9 can be installed at the center of gravity of the test vehicle 2, that is, near the geometric center of the vehicle body, to accurately measure the triaxial acceleration of the vehicle's center of gravity; if the vehicle's center of gravity acceleration cannot be installed, it can be tested indirectly in accordance with Appendix B of JTGB05-01.

[0033] Specifically, such as Figure 4 and Figure 5 As shown, the data acquisition interfaces of the test dummy 8 and the center of gravity acceleration sensor 9 can be centrally placed in the data interface and storage unit 14a at the rear of the test vehicle 2 and securely fixed. After the collision, the stored data can be transmitted wirelessly to the data processing system 14b. This data processing system 14b, consisting of a computer and analysis software, is responsible for receiving, downloading, and performing subsequent analysis and processing, calculating various evaluation indicators. Acceleration data can be processed according to CFC60; occupant collision time can be processed according to... The formula is used for processing, where X is 0.6m and Y is 0.3m; the theoretical flight time of the head, which is also the collision time t*, is the smaller value between the collision time tx over the lateral distance and the collision time ty over the longitudinal distance, which can be expressed as follows: The occupant collision velocity can be calculated using the formula... In the formula, v x,y For the occupant collision speed of test vehicle 2 in the longitudinal (x-axis) or lateral (y-axis) direction, a x,y The acceleration at the center of gravity of test vehicle 2 in the longitudinal direction (x-axis) or the lateral direction (y-axis) is given.

[0034] Furthermore, the vehicle trajectory 10 can be the motion path of the vehicle's centroid or feature points extracted through image processing technology; The collision exit point P(11) can be defined as the position where the last wheel track of the vehicle crosses the initial traffic surface of the guardrail again after the initial collision, that is, the inner edge line of the guardrail before it is deformed. Point P (collision exit point P11) is the key criterion for judging whether the vehicle has been successfully blocked or crossed. The guide exit box 12 is a virtual bounding box used to evaluate whether a vehicle is effectively guided back to the normal driving lane or a safe area after a collision. Its dimensions can be defined as follows: Width A, i.e., A = 2.2 + vehicle width + 0.16 * vehicle length, unit: meters; the formula takes into account the width of the vehicle itself and the lateral sway margin that may occur after the collision; Length B, i.e., B = 10, unit: meters. If the trajectory of a vehicle after a collision mainly falls within the guide exit frame 12, and there is no rollover or serious intrusion into the oncoming lane, then the guiding performance is considered good. Specific Implementation Example 1: In a certain province, the main vehicle type (largest proportion) is the 14-seat sightseeing bus. The evaluation of its route guardrails (using the indirect evaluation method) is as follows: Protection level determined: The main vehicle type in this scenic area is the 14-seat sightseeing vehicle, with a maximum gross weight of approximately 3520 kg (3.52 tons), which falls within the light (T1) protection level range; Determine the test conditions: Select a 14-seat sightseeing vehicle with a maximum gross weight of 3520kg as the test vehicle; set the collision speed to 30km / h and the collision angle to 20°; Device preparation: Using the device of this application, the center of gravity position of the test vehicle is determined by the vehicle parameter acquisition module, and parameters such as vehicle length and width are recorded; Conducting a crash test: The crash test execution module accelerates the vehicle to 30 km / h and impacts the guardrail at a 20° angle; the data acquisition and processing module simultaneously records the vehicle's center of gravity acceleration and trajectory. Automatic evaluation and judgment: Occupant risk (indirect): The data processing module calculates the ORA and OIV values ​​and compares them with the limits (ORA≤12g, OIV≤12m / s); Guidance function: The guidance function evaluation unit makes a judgment based on the vehicle trajectory and the corrected exit frame parameters; Obstruction function: The obstruction function evaluation unit determines whether the vehicle crosses or straddles the guardrail based on the vehicle's center of gravity trajectory; Comprehensive Judgment: The comprehensive judgment unit summarizes the three results. If all three pass, the "qualified" conclusion is output. Specific Implementation Example 2: Evaluation of guardrails along a sightseeing train route in a large scenic area (using a combination of direct and indirect evaluation methods): Protection level determined: The scenic area plans to introduce a 72-seat sightseeing train with a maximum total mass of 16,480 kg, which belongs to the heavy (T3) protection level. Determine the test conditions: Select a sightseeing train with a maximum gross weight of 16480 kg as the test vehicle; set the collision speed at 20 km / h and the collision angle at 20°; Equipment preparation: In addition to measuring vehicle parameters, crash test dummies are placed in the driver's seat and one passenger seat, and the data acquisition system is connected. Conducting a crash test: The crash test execution module accelerates the vehicle to 20 km / h and impacts the guardrail at a 20° angle; the data acquisition and processing module simultaneously records the vehicle's center of gravity acceleration, vehicle trajectory, and biomechanical response data of various parts of the dummy; Automatic evaluation and judgment: Occupant risk (direct + indirect): The occupant risk assessment unit processes both indirect indicators (ORA, OIV) and direct indicators (HIC, chest compression, etc.). As long as the result of one of the assessment methods meets the limit requirements, the occupant risk assessment is deemed to have passed. Guiding and blocking functions: The guiding function evaluation unit makes a judgment based on the vehicle trajectory and the corrected exit frame parameters; the blocking function evaluation unit determines whether the vehicle crosses or straddles the guardrail based on the vehicle's center of gravity trajectory. Comprehensive Judgment: The comprehensive judgment unit summarizes all evaluation results. If the occupant risk, guidance function, and blocking function all pass, the conclusion of "qualified" is output.

[0037] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in the present invention should be included within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

Claims

1. A method for evaluating the protective capability of roadside guardrails for sightseeing vehicles, characterized in that, Includes the following steps: Step S101: Collect parameters of the test vehicle, the parameters of the guardrail under test, and the protective energy requirements; Step S102: Calculate the collision energy and compare it with the guardrail protection energy to determine the test level; Step S103: Determine the configuration requirements and center of gravity position of the test sightseeing vehicle, and inspect the whole vehicle system, including but not limited to the steering system, suspension system, wheels, and tire pressure; Step S104: Record the construction records, structure, dimensions, foundation conditions, and acceptance parameters of the end treatment for the test guardrail; Step S105: Install, debug, and inspect the traction system and the walkway camera; Step S106: Set the baseline and measurement points of the test sightseeing vehicle body, and set the sensors at time T0, which is the initial moment of the collision. Step S107: Prepare for the installation of the acceleration sensor at the center of gravity and the placement of the dummy; Step S108: Debug and check the collision angle, sensor and data interface; Step S109: Conduct a real-vehicle collision test on the sightseeing vehicle, and collect and process relevant data from cameras, sensors, and dummies during the collision process; Step S110: Perform data analysis and report generation to evaluate and judge vehicle trajectory, dummy injury, dummy injury, and blocking function, and give a final conclusion on the protection capability based on comprehensive judgment.

2. The method for evaluating the protective capability of roadside guardrails for sightseeing vehicles according to claim 1, characterized in that, Based on the mass range of sightseeing vehicles, a three-tiered protection energy system (light, medium, and heavy) is established, and the corresponding total mass and collision speed of the test vehicles are determined: Lightweight T1 corresponds to sightseeing vehicles with a maximum gross vehicle weight not exceeding 5000kg; The medium-sized T2 corresponds to sightseeing vehicles with a maximum gross vehicle weight between 5,000 kg and 10,000 kg; Heavy-duty T3 corresponds to sightseeing vehicles with a gross vehicle weight greater than 10,000 kg; The maximum gross vehicle weight is calculated as the sum of the vehicle's curb weight and the passenger weight. The passenger weight is the product of the total weight of each passenger (85 kg) and the rated passenger capacity. Each passenger's own weight is calculated as 75 kg, and the sum of the weights of the heavy items carried by each passenger is calculated as 10 kg. The collision speed is determined according to the vehicle type: 30 km / h for sightseeing vehicles and 20 km / h for sightseeing trains; the collision angle is uniformly set at 20°.

3. The method for evaluating the protective capability of roadside guardrails for sightseeing vehicles according to claim 2, characterized in that, Determine test conditions and vehicle parameters: Test vehicle selection: Based on the actual situation, select the "target maximum vehicle type" that is actually used or planned to be introduced in a certain scenic spot or area as the test vehicle, and use the maximum gross mass as the benchmark for collision energy calculation; Collision energy calculation: Collision energy is calculated according to... The calculation is performed using the formula, and the protective energy of the guardrail design used for evaluation must be greater than the collision energy calculated according to the formula; where: E is the collision energy, kJ; m is the total mass of the vehicle, kg; v is the collision speed, m / s; α is the collision angle, °; Vehicle center of gravity determination: The center of gravity position of the test vehicle is determined by a combination of "weighing method and tilt test bench method"; the load of each wheel is measured by weighbridge or wheel load meter in a horizontal state, and the horizontal coordinate of the center of gravity is calculated by using the moment balance equation; then the height of the center of gravity is measured by tilt test bench method.

4. The method for evaluating the protective capability of roadside guardrails for sightseeing vehicles according to claim 3, characterized in that, Guiding function evaluation criteria: The "guide exit frame" theory, similar to that used for highway guardrails, is adopted, but its parameters are adaptively modified. The parameters A and B of the guide exit frame are modified as follows: A = 2.2 + vehicle width + 0.16 vehicle length (in meters); B = 10 meters. Judgment criteria: During the process of driving out after a collision, the wheel trajectory of the test vehicle must not cross the straight line F that is parallel to the original position of the guardrail and is a distance A. Within 10m after the exit point P, the vehicle must return to a normal driving posture and must not roll over.

5. The method for evaluating the protective capability of roadside guardrails for sightseeing vehicles according to claim 4, characterized in that, Methods and limits for assessing indirect occupant risks: Based on the acceleration at the vehicle's center of gravity, an indirect evaluation method is used to assess occupant risk, and the evaluation index limits are reconstructed. Occupant injury index: Based on the flail space model, the hypothetical impact surfaces inside the vehicle are assumed to be planes. The longitudinal distance from these surfaces to the initial head position is Dx (recommended value 0.6m), and the lateral distances to both sides are Dy (recommended value 0.3m). The model analyzes two moments: moment 1 is the initial instant of the collision between the vehicle and the guardrail, and moment 2 is the instant of the hypothetical occupant's head colliding with the interior of the sightseeing vehicle. The theoretical head flight time, i.e., the collision moment t*, is the smaller value between the collision time tx at the lateral distance or the collision time ty at the longitudinal distance. Based on the model, the occupant collision velocity OIV and the occupant post-collision acceleration ORA are used as the core evaluation indexes. ORA Limits: The preferred ORA value for occupant acceleration after longitudinal and lateral collisions is set to 8g, and the maximum value is strictly limited to 12g, where g is the acceleration due to gravity. OIV limits: The longitudinal free flight distance for occupants is set at 0.6m and the lateral free flight distance is 0.3m, and the OIV limit is specified to be no more than 12m / s; Judgment criteria: If the ORA and OIV values ​​mentioned above do not exceed the corresponding limits during the collision between the sightseeing vehicle and the guardrail, the requirements are met; if they exceed them, the requirements are not met.

6. The method for evaluating the protective capability of roadside guardrails for sightseeing vehicles according to claim 5, characterized in that, Direct risk assessment method for occupants: By placing a standard-compliant crash test dummy inside the test vehicle, the biomechanical response of the dummy during the crash process is directly collected and evaluated; Dummy placement: In accordance with the requirements of the vehicle frontal collision test, a standard-compliant collision test dummy, such as the Hybrid III series dummy, is placed in the driver's seat and at least one passenger seat. Index Collection: During the crash test, the following key injury indicators were collected using sensors built into the crash dummy: Head: Head injury criterion HIC, head composite acceleration; Chest: Chest compression, chest viscosity criterion (VC); Neck: Axial force, shear force, and bending moment in the neck; Thigh: Axial force on the femur; Limitations: All the above indicators should comply with the relevant national or industry standards for the protection of automobile occupants, such as the limit requirements specified in GB11551.

7. The method for evaluating the protective capability of roadside guardrails for sightseeing vehicles according to claim 6, characterized in that, Determination of the obstruction function of the guardrail under test: Throughout the entire collision process, the center of gravity of the test vehicle must not cross the center line of the deformed guardrail; no wheel must completely penetrate the gaps between the guardrail components, and the vehicle must not cross or straddle the guardrail; after the collision, the guardrail components must not intrude into the passenger compartment space.

8. A testing device for evaluating the protective capability of roadside guardrails for sightseeing vehicles, characterized in that, include: The vehicle parameter acquisition module is used to acquire the curb weight, maximum gross weight, vehicle length, and vehicle width of the test vehicle, and integrates a weighing sensor and a roll angle sensor for determining the vehicle's center of gravity position. The collision test execution module includes a traction mechanism, a traction rail and a lighting assembly. The collision test execution module is used to accelerate the test vehicle to a preset collision speed, i.e., 30 km / h for a sightseeing car or 20 km / h for a sightseeing train, and to impact the roadside guardrail under test at a collision angle of 20°. The data acquisition and processing module includes a three-dimensional acceleration sensor installed at the center of gravity of the test vehicle, a high-speed camera assembly for recording the vehicle's trajectory with a shooting speed of not less than 600 frames per second and a resolution of not less than 1 million pixels, and a dummy data acquisition unit for connecting and acquiring sensor signals from various parts of the collision dummy. The data acquisition and processing module also includes a data processing unit for receiving and processing sensor data, calculating the post-collision acceleration (ORA) and occupant impact velocity (OIV), and analyzing the direct evaluation indicators HIC and chest compression. The evaluation and judgment module includes an occupant risk evaluation unit, a guidance function evaluation unit, a blocking function evaluation unit, and a comprehensive judgment unit. The occupant risk assessment unit includes an indirect assessment subunit and a direct assessment subunit, which are used to judge the assessment indicators of the two methods according to preset limits. The guidance function assessment unit judges whether the roadside guardrail meets the guidance function requirements based on the vehicle trajectory recorded by the high-speed camera component and the corrected guidance exit frame parameters, i.e., A=2.2+vehicle width+0.16 vehicle length and B=10m. The blocking function assessment unit judges whether the vehicle's center of gravity crosses the guardrail center line and whether there is a situation where the vehicle crosses, rides on, or the component intrudes into the occupant compartment based on the vehicle's center of gravity trajectory and guardrail deformation data. The comprehensive judgment unit receives the results from the occupant risk assessment unit, the guidance function assessment unit, and the blocking function assessment unit, and outputs the final conclusion "protection capability qualified" when all three assessments of occupant risk, guidance function, and blocking function are passed. Among them, the occupant risk assessment requires either an indirect or direct assessment to pass or both to pass.

9. The testing device for evaluating the protective capacity of roadside guardrails for sightseeing vehicles according to claim 8, characterized in that, The test was conducted on a straight road section with the traction rail set up. The traction mechanism was used to drive the test vehicle to accelerate along the predetermined trajectory. At the same time, the test guardrail was set up in the test area. To accurately capture the collision process, a first high-speed camera, a second high-speed camera, and a third high-speed camera were deployed. The first high-speed camera was positioned to the side front or side rear of the vehicle's direction of travel to capture the overall posture of the vehicle before and after colliding with the guardrail. The second high-speed camera is set on the side of the vehicle's direction of travel, facing the point of collision, to capture the deformation and contact situation of the vehicle at the moment of contact with the guardrail; the third high-speed camera is set on the top of the test site, i.e., the gantry or drone position, and takes pictures from a top-down angle, and the field of view can at least cover the length of the test vehicle, while the shooting width is at least the sum of L1 and L2, so as to observe the vehicle's running collision angle and running posture from above. The speed measuring device is used to record the experimental speed at the moment of collision.

10. The testing device for evaluating the protective capability of roadside guardrails for sightseeing vehicles according to claim 9, characterized in that, The test vehicle is a qualified off-road tourist sightseeing vehicle. The test vehicle assembly is complete, and the steering, suspension, wheels, and tire pressure of the test vehicle all meet the requirements for normal driving. Each seat is counterweighted at 85kg and the counterweight is fixed to prevent it from being thrown out during a collision and damaging the sensors and surrounding instruments. The test dummy was placed in the seat according to the requirements of a frontal collision and fastened with the vehicle's own seat belt. Occupant injury indicators, namely head, chest, neck and thigh, were collected. The center of gravity acceleration sensor is installed at the center of gravity of the test vehicle, that is, near the geometric center of the vehicle body, to accurately measure the triaxial acceleration of the vehicle's center of gravity; if the vehicle's center of gravity acceleration cannot be installed, it is tested indirectly in accordance with Appendix B of JTG B05-01.

11. The testing device for evaluating the protective capability of roadside guardrails for sightseeing vehicles according to claim 10, characterized in that, The data acquisition interfaces of the test dummy and the center of gravity acceleration sensor are centrally located at the rear data interface and storage unit of the test vehicle and are securely fixed. After the collision, the stored data is transmitted wirelessly to the data processing system. The data processing system, consisting of a computer and analysis software, is responsible for receiving, downloading, and performing subsequent analysis and processing, calculating various evaluation indicators. Acceleration data is processed according to CFC60; occupant collision time is processed according to... The formula is used for processing, where X is 0.6m and Y is 0.3m; the theoretical flight time of the head, which is also the collision time t*, is the smaller value between the collision time tx over the lateral distance and the collision time ty over the longitudinal distance, i.e., as shown in the formula. ; Occupant collision speed according to formula In the formula, v x,y a is the occupant collision velocity in the longitudinal (x-axis) or lateral (y-axis) direction of the test vehicle. x,y The acceleration at the center of gravity of the test vehicle is defined as either the longitudinal (x-axis) or lateral (y-axis) acceleration.

12. The testing device for evaluating the protective capability of roadside guardrails for sightseeing vehicles according to claim 11, characterized in that, The vehicle trajectory is the motion path of the vehicle's centroid or feature points extracted through image processing technology; The collision exit point P is defined as the position where the last wheel track of the vehicle crosses the initial traffic surface of the guardrail again after the initial collision, which is the inner edge line of the guardrail before it is deformed. Point P is the key criterion for determining whether the vehicle was successfully blocked or crossed. The guide exit box is a virtual bounding box used to evaluate whether a vehicle is effectively guided back to the normal driving lane or a safe area after a collision. Its dimensions are defined as follows: Width A, i.e., A = 2.2 + vehicle width + 0.16 × vehicle length, unit: meters; the formula takes into account the width of the vehicle itself and the lateral sway margin that may occur after a collision; Length B, i.e., B = 10, unit: meters. If the trajectory of a vehicle after a collision mainly falls within the guide exit frame and there is no rollover or serious intrusion into the oncoming lane, then the guiding performance is considered good.

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