An electrical detection device for a vehicle cabin

Abstract

The application discloses a kind of automobile cabin electric detection equipment.The equipment includes conveying docking mechanism, electric detection platform and dynamic, static detection unit, and conveying docking mechanism transports after the whole cabin assembly to detection station, and rotates installation base by rotating bearing assembly, realizes the automatic butt joint of cabin assembly conducting rod and electric detection platform, replaces the butt joint mode of manual plug harness.Electric detection platform can generate two types of detection control instructions, respectively drive static detection unit to complete electrical static conduction detection, dynamic detection unit simulates real use scene and implements dynamic detection, and static sensing data and dynamic sensing data generated by two types of detection are uploaded to the detection recognition unit of electric detection platform to identify product qualified state, and the whole equipment takes cabin assembly as a whole for detection object, and static electrical verification and dynamic performance test are completed in the same station, solve the problem that traditional split detection data is fragmented, manual butt joint is seriously wasted, and only single static test can be carried out.

Description

Technical Field

[0001] This application relates to the field of automobile manufacturing and quality inspection technology, specifically to an electrical inspection device for automobile cabins. Background Technology

[0002] Currently, automotive cockpit assemblies generally employ a combined off-line testing mode that integrates separate component testing, manual wiring harness repeated plugging and unplugging, and single static signal testing. This mode tests each cockpit component separately, with various test data being independent and unshared, resulting in a fragmented testing process. Furthermore, the continuous reliance on manual wiring harness plugging and unplugging for signal connection can easily cause wear and tear on electrical connectors and reduce connection stability over long periods. It also only supports basic electrical signal testing and lacks the dynamic simulation testing capabilities to closely resemble real-world vehicle operating conditions. These multiple shortcomings result in traditional cockpit off-line testing exhibiting drawbacks such as a fragmented process, significant connection losses, limited testing dimensions, and insufficient simulation of operating conditions. It is difficult to comprehensively and accurately assess the overall performance of integrated components in intelligent cockpits and cannot meet the high-quality off-line testing requirements of intelligent cockpits.

[0003] Therefore, how to achieve integrated testing of the cockpit assembly, avoid connector losses caused by manual plugging and unplugging, and simultaneously take into account both static electrical testing and dynamic performance testing in real-world scenarios are technical problems that urgently need to be solved by those skilled in the art. Summary of the Invention

[0004] Based on the above problems, this application provides an automotive cabin electrical testing device that can achieve integrated testing of the cabin assembly, eliminate manual plugging and unplugging of wiring harnesses, and simultaneously possess static electrical testing and multi-scenario dynamic simulation testing capabilities.

[0005] The embodiments of this application disclose the following technical solutions: An automotive cabin electrical inspection device includes a conveying and docking mechanism, an electrical inspection table, a cabin static inspection unit, and a cabin dynamic inspection unit. The conveying and docking mechanism includes a conveying track and a rotating bearing assembly slidably mounted on the conveying track. The rotating bearing assembly includes a movable seat, a support shaft, and a mounting base. The movable seat is slidably mounted within a slide rail on the conveying track and has a built-in rotary driver. The mounting base is rotatably connected above the movable seat via the support shaft. The electrical inspection table includes a command generation unit and a detection and identification unit. The conveying docking mechanism is mechanically aligned and installed with the electrical testing platform; the electrical testing platform is electrically connected to the cabin static testing unit and the cabin dynamic testing unit respectively; The mounting base is used to support and fix the cockpit assembly to be tested; The conveying track is used to transport the cockpit assembly to be tested to the testing station of the electrical testing bench; The movable seat slides to drive the test cabin assembly to move in and out of the testing station along the conveying track. The rotary driver is used to drive the mounting base to rotate, so that the conductive rod of the test cockpit assembly is connected to the electrical testing platform; The instruction generation unit is used to generate static detection control instructions and dynamic detection control instructions; The cockpit static detection unit is used to perform electrical static continuity testing on the cockpit assembly under test based on the static detection control command, and to collect static sensing data during the electrical static continuity testing process. The cockpit dynamic detection unit is used to simulate vehicle usage scenarios based on the dynamic detection control commands, so as to carry out dynamic detection on the cockpit assembly under test and collect dynamic sensing data during the dynamic detection process. The detection and identification unit is used to identify whether the cockpit assembly under test is qualified based on the static sensing data and the dynamic sensing data.

[0006] In one possible implementation, the cabin dynamic detection unit includes a cup holder detection unit, an air vent detection unit, and a breathing simulation unit; The cup holder detection unit is used to simulate the cup placement and pressing action based on the dynamic detection control command, and to collect the cup holder pressing pressure and cup holder pressing displacement of the cabin assembly under test during the cup placement and pressing action. The air outlet detection unit is used to drive the air outlet blades of the cockpit assembly under test to move based on the dynamic detection control command, and to identify the opening and closing state of the air outlet blades of the cockpit assembly under test. The breathing simulation unit is used to simulate the periodic breathing fluctuations of a human body in the seat area of ​​the cockpit assembly under test based on the dynamic detection and control command, so as to trigger the cockpit vital signs radar installed in the cockpit assembly under test and collect the RSSI data of the cockpit vital signs radar.

[0007] In one possible implementation, the detection and identification unit is specifically used for: Based on the comparison results between the static sensing data and the preset electrical standard parameters, it is determined whether the electrical conductivity and communication performance of the cockpit assembly under test are qualified. A pressure-displacement curve is generated based on the pressure and displacement of the cup holder, and the damping performance of the cup holder is identified as qualified based on the comparison result of the pressure-displacement curve and the preset standard curve. Based on the comparison results between the blade opening and closing state and the preset standard opening and closing angle range, it is determined whether the mechanical and electrical control performance of the air outlet of the test cockpit assembly is qualified. Based on the comparison results between RSSI data and preset radar signal strength threshold, it is determined whether the sensing sensitivity performance of the cockpit vital signs radar is qualified. If the electrical conduction and communication performance of the cockpit assembly under test, the damping performance of the cup holder, the mechanical and electronic control performance of the air outlet, and the sensing sensitivity performance of the cockpit vital signs radar are all qualified, then the cockpit assembly under test is determined to be qualified.

[0008] In one possible implementation, the electrical testing station includes a data management unit, which is used for: If the cockpit assembly under test is qualified, save all test data and issue a departure signal; If the cockpit assembly under test fails, an audible and visual alarm will be triggered, the current testing station will be locked, a fault code will be generated, and the fault code will be associated with and stored with the identification information of the cockpit assembly under test.

[0009] In one possible implementation, the cup holder detection unit includes a servo electric cylinder, a pressure head, a pressure sensor, and a displacement sensor; The servo electric cylinder is used to provide controllable downward driving force based on the dynamic detection and control command, so as to drive the pressure head to perform vertical reciprocating motion; The pressure head is used to press against the cup holder under the drive of the servo electric cylinder to perform the cup placement and pressing action; The pressure sensor is used to collect the downward pressure of the cup holder of the test cabin assembly during the process of the cup being placed and pressed down; The displacement sensor is used to collect the downward displacement of the cup holder of the test cabin assembly during the downward pressing action of the water cup being placed.

[0010] In one possible implementation, the air outlet detection unit includes a dual-axis cylinder and a vision sensor; The dual-axis cylinder is used to drive the reciprocating motion of the blades at the air outlet of the test cockpit assembly based on the dynamic detection and control command. The vision sensor is used to acquire images of the blade movement at the air outlet in real time to identify the opening and closing state of the blades at the air outlet of the cockpit assembly under test.

[0011] In one possible implementation, the breathing simulation unit includes a control unit, a miniature air pump, a silicone lung bag, a rigid reflector, and a signal acquisition unit; The control unit is used to generate a control signal based on the dynamic detection and control command; the control signal is used to control the output airflow magnitude and inflation / deflation frequency of the micro air pump. The micro air pump is used to alternately inflate and expel gas into the silicone lung bag under the control of the control signal; The silicone lung bag is used to expand and contract under the inflation and deflation of the micro air pump, so as to drive the rigid reflector to move. The rigid reflector is used to generate periodic displacement driven by the expansion and contraction deformation of the silicone lung bag, so as to trigger the cockpit vital signs radar. The signal acquisition unit is used to acquire RSSI data from the cockpit vital signs radar.

[0012] In one possible implementation, the conveying track is a friction conveyor or a roller conveyor.

[0013] In one possible implementation, the electrical testing station has a built-in data storage and traceability unit; The data storage and traceability unit is used to bind and retain the test data of each cockpit assembly to be tested, so as to realize product test traceability.

[0014] In one possible implementation, the rotary driver is a servo motor, which drives the mounting base to rotate via the support shaft, thereby achieving precise alignment and conduction of the conductive rod.

[0015] Compared with the prior art, this application has the following beneficial effects: This application provides an automotive cabin electrical testing device, which includes a conveying and docking mechanism, an electrical testing platform, a cabin static testing unit, and a cabin dynamic testing unit. The conveying and docking mechanism includes a conveying rail and a rotating bearing assembly slidably mounted on the conveying rail. The rotating bearing assembly includes a movable seat, a support shaft, and a mounting seat. The movable seat is slidably mounted within a slide rail on the conveying rail, and a rotary driver is built into the movable seat. The mounting seat is rotatably connected above the movable seat via the support shaft. The electrical testing platform includes a command generation unit and a detection and identification unit. This application treats the assembled cabin assembly as a whole for testing, conveying the cabin assembly to be tested to the testing station via the conveying rail, and using the rotary driver to drive the mounting seat to rotate, achieving automatic docking and connection between the conductive rod of the cabin assembly to be tested and the electrical testing platform. This eliminates the traditional method of manually repeatedly plugging and unplugging wire harnesses, avoiding the problems of wear and tear on electrical connectors caused by long-term plugging and unplugging, and reduced detection and docking accuracy. Simultaneously, static and dynamic detection control commands are issued by the command generation unit of the electrical testing station. This coordinates with the cabin static testing unit to complete electrical static continuity testing, and the cabin dynamic testing unit to conduct dynamic testing simulating real-world vehicle usage scenarios. The collected static and dynamic sensor data are then uniformly submitted to the detection and recognition unit for comprehensive judgment. This eliminates the need for separate and independent testing of seats, center console, and dashboard, thus removing the drawbacks of fragmented data and testing processes. It balances electrical static verification with scenario-based dynamic testing capabilities, overcoming the shortcomings of traditional cabin off-line testing processes, such as dispersed processes, high docking losses, single testing dimensions, and insufficient testing authenticity. This enables comprehensive and accurate verification of the integrated performance of intelligent cabin components, meeting the high-quality off-line testing requirements of intelligent cabins. Attached Figure Description

[0016] To more clearly illustrate the technical solutions in this embodiment or the prior art, the drawings used in the description of the embodiment or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0017] Figure 1 This is a structural schematic diagram of an automotive cabin electrical testing device provided in an embodiment of this application. Detailed Implementation

[0018] To facilitate understanding of the technical solutions provided in the embodiments of this application, the background technology involved in the embodiments of this application will be described below.

[0019] The automotive cockpit assembly is a core integrated module of the entire vehicle, housing numerous electromechanical and electronic components such as a head-up display (HUD), vital signs radar, seat drive mechanism, air conditioning vents, and vehicle electrical control wiring harnesses. Therefore, conducting end-of-line (EOL) testing on the cockpit assembly before vehicle assembly, after pre-assembly, can detect electrical continuity faults in electronic components, motion defects in mechanical structures, and abnormal functional interactions between components, preventing defective assemblies from entering the final assembly process.

[0020] Currently, the off-line inspection methods for automotive cabins generally employ a combination of separate, itemized inspections, manual repeated plugging and unplugging, and single static signal testing. In routine automotive cabin electrical inspections, the entire process requires independent testing of the seats, center console, and dashboard. Data from each inspection step is fragmented and cannot be shared, resulting in a disjointed inspection process. Furthermore, the entire process relies on manual, repeated plugging and unplugging of wiring harness interfaces, which, over a long period, easily leads to severe wear and tear on cabin electrical connectors and a decrease in connection accuracy. Simultaneously, there is a lack of dynamic simulation capabilities for real-world driving environments, such as cup holder damping, air vent blade mechanical properties, and human breathing interaction scenarios.

[0021] The combination of these multiple defects leads to problems such as fragmented processes, high docking losses, single testing dimensions, and insufficient testing authenticity in traditional cockpit off-line testing. It is unable to comprehensively and accurately verify the overall performance of integrated components in intelligent cockpits and is difficult to meet the high-quality off-line testing requirements of intelligent cockpits.

[0022] To address this issue, this application provides an automotive cockpit electrical testing device. This device utilizes a conveying and docking mechanism to transport the assembled cockpit assembly to the testing station. A rotary actuator drives the mounting base to rotate, automatically connecting the cockpit's conductive rod to the testing platform, replacing the manual method of repeatedly plugging and unplugging wiring harnesses. This prevents connector wear and ensures connection stability. The testing platform contains an instruction generation unit that outputs both static and dynamic testing control commands. These commands drive the static cockpit testing unit to perform static electrical continuity testing, and the dynamic cockpit testing unit to perform dynamic testing simulating vehicle operating conditions. The static and dynamic sensor data collected by both units are aggregated to a detection and recognition unit for unified judgment. This entire device performs integrated testing on the complete cockpit assembly, resolving the data fragmentation and process fragmentation issues associated with traditional separate testing. It also possesses both static electrical testing and scenario-based dynamic testing capabilities, overcoming the drawbacks of traditional offline testing processes, such as dispersed processes, high docking losses, single testing dimensions, and insufficient simulation of operating conditions. This enables comprehensive and accurate testing of the overall performance of integrated components in the intelligent cockpit.

[0023] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of this application.

[0024] See Figure 1 , Figure 1 This is a structural diagram of an automotive cabin electrical testing device provided in an embodiment of this application.

[0025] like Figure 1 The equipment shown includes a conveying and docking mechanism, an electrical testing platform, a static cockpit testing unit, and a dynamic cockpit testing unit. The conveying and docking mechanism handles the transfer and automatic docking of the cockpit assembly under test. This mechanism includes a conveying track and a rotating bearing assembly slidably mounted on the conveying track. The rotating bearing assembly further includes a movable seat, a support shaft, and a mounting seat. The movable seat can slide along the slide rail of the conveying track and houses a rotary driver. The mounting seat is rotatably mounted above the movable seat via the support shaft to support and fix the cockpit assembly under test. The electrical testing platform, as the control and data processing core of the entire equipment, is equipped with an instruction generation unit and a detection and identification unit. The instruction generation unit outputs different types of detection instructions, while the detection and identification unit performs product quality judgment based on data feedback from various detection units. The electrical testing platform establishes electrical connections with both the static cockpit testing unit and the dynamic cockpit testing unit to coordinate and manage static electrical testing and dynamic scenario simulation testing.

[0026] The conveying and docking mechanism and the electrical testing station adopt a mechanical alignment assembly, which ensures that the cockpit assembly under test has a stable and reliable spatial position reference after being transported to the designated position. This provides a structural foundation for the precise docking and conduction of the cockpit assembly under test and the electrical testing station. The electrical testing station also establishes electrical connections with the cockpit static testing unit and the cockpit dynamic testing unit respectively. Relying on this electrical connection path, the static testing control commands and dynamic testing control commands issued by the electrical testing station can be transmitted to the corresponding testing units respectively. At the same time, the static sensing data collected by the cockpit static testing unit and the dynamic sensing data collected by the cockpit dynamic testing unit can also be transmitted back to the electrical testing station, realizing two-way interaction between the issuance of control commands and the testing data, and ensuring the orderly conduct of static electrical conduction testing and dynamic testing in vehicle use scenarios.

[0027] Specifically, the mounting base is used to support and fix the cockpit assembly to be tested, and the transport track can transport the mounting base carrying the cockpit assembly to the corresponding testing station of the electrical testing station.

[0028] The movable seat can slide along the conveyor track, thereby driving the test cabin assembly to smoothly enter and exit the testing station. When the test cabin assembly arrives at the testing position, the rotary driver drives the mounting seat to rotate, causing the conductive rod of the test cabin assembly to connect and conduct with the electrical testing bench, establishing a testing electrical path.

[0029] The instruction generation unit inside the electrical testing station can output static detection control instructions and dynamic detection control instructions.

[0030] The static detection control command is sent to the cockpit static detection unit. The cockpit static detection unit performs electrical static continuity testing on the cockpit assembly under test according to the command, and simultaneously collects static sensing data generated during the testing process.

[0031] The dynamic detection and control command is transmitted to the cockpit dynamic detection unit. The cockpit dynamic detection unit uses the command to simulate real vehicle usage scenarios, completes the dynamic detection of the cockpit assembly under test, and collects the corresponding dynamic sensing data.

[0032] Finally, the detection and identification unit receives and summarizes the static and dynamic sensor data, and combines the two types of data to determine whether the cockpit assembly under test is qualified or not.

[0033] In one possible implementation, the static detection control command is generated by the command generation unit of the electrical testing station and sent to the cabin static detection unit. This command is used to initiate the basic electrical performance test process. The command carries configuration parameters such as test timing, voltage threshold, and communication verification standard, which drive the cabin static detection unit to perform electrical continuity testing on the cabin assembly under test, and collect static sensing data such as voltage and communication signals of wiring harnesses and various vehicle electronic devices to determine whether there are faults such as open circuits, short circuits, and abnormal electrical connections in the internal wiring of the cabin.

[0034] The dynamic detection control command is also generated by the command generation unit and sent to the cockpit dynamic detection unit. This command is used to trigger a simulation test process that closely resembles real working conditions. The command contains information such as scenario triggering logic, action stroke, and performance judgment threshold. It controls the cockpit dynamic detection unit to simulate actual vehicle use scenarios, drive the relevant electromechanical structures of the cockpit to perform actions, simulate passenger interaction conditions, and synchronously collect dynamic sensing data during operation to verify the operating status of various dynamic functions of the cockpit assembly and the collaborative performance of components.

[0035] The two types of instructions are independent of each other and are scheduled on demand, respectively supporting static electrical fault diagnosis and dynamic functional performance testing, achieving full coverage of detection dimensions.

[0036] In one possible implementation, the mounting base is provided with a locking and positioning component, which is used to limit and lock the test cockpit assembly to prevent displacement and shaking during the testing process.

[0037] Specifically, the mounting base is equipped with a locking and positioning component. When the test cabin assembly is placed on the mounting base, the locking and positioning component can limit and lock the cabin assembly from the side and bottom, restricting the degree of freedom of the test cabin assembly, preventing the cabin assembly from shifting or shaking during transportation, movement, rotation, docking, and various testing operations, ensuring the stable docking position of the conductive rod of the test cabin assembly with the electrical testing table, and avoiding positional disturbances that could interfere with the accuracy of the test data.

[0038] In one possible implementation, the movable seat is equipped with a sliding guide assembly, which cooperates with the slide rail of the conveying track to achieve smooth linear sliding.

[0039] Specifically, the movable seat is equipped with a sliding guide component, which forms a sliding pair with the slide rail on the conveying track. The slide rail constrains the movement trajectory of the sliding guide component, enabling the movable seat to slide smoothly and linearly along a preset path. This reduces the shaking and offset of the movable seat during the process of transporting the test cabin assembly into and out of the work station, improves the positional stability of the cabin assembly during the transfer process, and provides a motion basis for subsequent precise docking and connection.

[0040] In one possible implementation, the cabin dynamic detection unit includes a cup holder detection unit, an air vent detection unit, and a breathing simulation unit.

[0041] The cup holder detection unit is used to simulate the cup placement and pressing action based on the dynamic detection control command, and to collect the cup holder pressing pressure and cup holder pressing displacement of the test cabin assembly during the cup placement and pressing action.

[0042] Specifically, after receiving the dynamic detection control command issued by the electrical testing station, the cup holder detection unit can simulate the downward action caused by placing a water cup in a real usage scenario, apply pressure to the cup holder on the test cabin assembly, and continuously collect the corresponding downward pressure value and downward displacement data during the entire downward action execution process. Based on the obtained pressure and displacement information, the force and motion characteristics of the cup holder's mechanical structure are reflected, thereby completing the detection and evaluation of the cup holder's buffering and damping performance.

[0043] The air outlet detection unit is used to drive the air outlet blades of the cockpit assembly under test to move based on the dynamic detection control command, and to identify the opening and closing state of the air outlet blades of the cockpit assembly under test.

[0044] Specifically, after receiving the dynamic detection and control command, the air outlet detection unit outputs a drive signal to the cabin assembly under test to control the air outlet blades to perform opening and closing actions. During the blade movement, position information is collected in real time to identify the actual opening and closing state of the air outlet blades and compare it with the expected action state of the command. This verifies the action response capability and operational reliability of the air outlet adjustment mechanism and determines whether there are mechanical faults such as blade jamming or incomplete action.

[0045] The breathing simulation unit is used to simulate the periodic breathing fluctuations of a human body in the seat area of ​​the cockpit assembly under test based on the dynamic detection and control command, so as to trigger the cockpit vital signs radar installed in the cockpit assembly under test and collect the received signal strength indicator (RSSI) data of the cockpit vital signs radar.

[0046] Specifically, after receiving the dynamic detection and control command, the breathing simulation unit can replicate the periodic breathing and undulating movements of the human body in the seat area of ​​the cockpit assembly under test, thereby constructing a test scenario that closely resembles the presence of real drivers and passengers, and thus stimulating the vital signs radar on the cockpit assembly under test to work normally; the unit simultaneously collects RSSI data fed back by the vital signs radar, and uses this signal data to evaluate the vital signs radar's ability to perceive human micro-movement signals, and completes the simulation verification of the functional interaction performance between various cockpit components.

[0047] In one possible implementation, the detection and identification unit is specifically used for: Based on the comparison results between the static sensing data and the preset electrical standard parameters, it is determined whether the electrical conductivity and communication performance of the cockpit assembly under test are qualified. A pressure-displacement curve is generated based on the pressure and displacement of the cup holder, and the damping performance of the cup holder is identified as qualified based on the comparison result of the pressure-displacement curve and the preset standard curve. Based on the comparison results between the blade opening and closing state and the preset standard opening and closing angle range, it is determined whether the mechanical and electrical control performance of the air outlet of the test cockpit assembly is qualified. Based on the comparison results between RSSI data and preset radar signal strength threshold, it is determined whether the sensing sensitivity performance of the cockpit vital signs radar is qualified. If the electrical conduction and communication performance of the cockpit assembly under test, the damping performance of the cup holder, the mechanical and electronic control performance of the air outlet, and the sensing sensitivity performance of the cockpit vital signs radar are all qualified, then the cockpit assembly under test is determined to be qualified.

[0048] In one possible implementation, preset electrical standard parameters include the allowable voltage fluctuation range, communication response delay threshold, line continuity judgment threshold, and bus interaction verification indicators, used to evaluate electrical continuity and communication performance. Simultaneously, the preset standard curve is the cup holder standard pressure-displacement characteristic curve obtained from previous sample calibration. The preset standard opening / closing angle range corresponding to the air outlet detection can be, but is not limited to, 0° to 90°. The preset radar signal strength threshold for vital sign radar detection can be, but is not limited to, -80dBm to -40dBm.

[0049] In one possible implementation, the electrical testing station includes a data management unit, which is used for: If the cockpit assembly under test is qualified, save all test data and issue a departure signal; If the cockpit assembly under test fails, an audible and visual alarm will be triggered, the current testing station will be locked, a fault code will be generated, and the fault code will be associated with and stored with the identification information of the cockpit assembly under test.

[0050] Specifically, when the detection and identification unit determines that all performance aspects of the cockpit assembly under test are qualified, the data control unit archives and saves all static and dynamic sensor data generated during the test, and issues a release signal to the relevant departments on the production line, allowing the cockpit assembly under test to leave the testing station and proceed to the next process. Once the cockpit assembly under test is determined to have a performance defect, the data control unit immediately triggers an audible and visual alarm to alert on-site personnel, locks the current testing station to prevent the workpiece from continuing to move, and simultaneously generates a corresponding fault code. The fault code is then linked and stored with the unique identification information of the cockpit assembly under test, facilitating subsequent tracing of the fault type and location of the problematic cockpit assembly, providing complete data support for product rework and quality statistical analysis.

[0051] In one possible implementation, the cup holder detection unit includes a servo electric cylinder, a pressure head, a pressure sensor, and a displacement sensor.

[0052] The servo electric cylinder is used to provide controllable downward driving force based on the dynamic detection and control command, so as to drive the pressure head to perform vertical reciprocating motion; The pressure head is used to press against the cup holder under the drive of the servo electric cylinder to perform the cup placement and pressing action; The pressure sensor is used to collect the downward pressure of the cup holder of the test cabin assembly during the process of the cup being placed and pressed down; The displacement sensor is used to collect the downward displacement of the cup holder of the test cabin assembly during the downward pressing action of the water cup being placed.

[0053] Specifically, the servo electric cylinder can receive dynamic detection and control commands, and output an adjustable and timing-controlled downward driving force to drive the pressure head to complete a reciprocating motion in the vertical direction. The pressure head moves synchronously with the servo electric cylinder, forming contact with the cup holder of the test chamber assembly to simulate the downward pressure action caused by placing a water cup in a real-world usage scenario. Pressure and displacement sensors work together to collect data. Throughout the entire process of the pressure head pressing down on the cup holder, the pressure sensor collects the downward pressure exerted on the cup holder in real time, while the displacement sensor simultaneously records the downward displacement generated by the cup holder. Both types of sensor data are transmitted to the detection and recognition unit for subsequent fitting of the pressure-displacement curve and evaluation of the cup holder's damping performance.

[0054] In one possible implementation, the air outlet detection unit includes a dual-axis cylinder and a vision sensor.

[0055] The dual-axis cylinder is used to drive the reciprocating motion of the blades at the air outlet of the test cockpit assembly based on the dynamic detection and control command. The vision sensor is used to acquire images of the blade movement at the air outlet in real time to identify the opening and closing state of the blades at the air outlet of the cockpit assembly under test.

[0056] Specifically, the air outlet detection unit consists of a dual-axis cylinder and a vision sensor. The dual-axis cylinder outputs driving force according to dynamic detection and control commands, driving the air outlet blades of the test cabin assembly to perform reciprocating opening and closing movements, simulating the adjustment of the air outlet angle during actual vehicle use. During the continuous movement of the blades, the vision sensor captures real-time images of the air outlet blades' movement, analyzes the blades' position using image recognition, accurately determines the current opening and closing state of the blades, and transmits the relevant state data back to the detection and recognition unit for comparison with a preset standard opening and closing angle range to determine whether the air outlet blades are stuck or unable to reach their designated position.

[0057] In one possible implementation, the breathing simulation unit includes a control unit, a miniature air pump, a silicone lung bag, a rigid reflector, and a signal acquisition unit; The control unit is used to generate a control signal based on the dynamic detection and control command; the control signal is used to control the output airflow magnitude and inflation / deflation frequency of the micro air pump. The micro air pump is used to alternately inflate and expel gas into the silicone lung bag under the control of the control signal; The silicone lung bag is used to expand and contract under the inflation and deflation of the micro air pump, so as to drive the rigid reflector to move. The rigid reflector is used to generate periodic displacement driven by the expansion and contraction deformation of the silicone lung bag, so as to trigger the cockpit vital signs radar. The signal acquisition unit is used to acquire RSSI data from the cockpit vital signs radar.

[0058] Specifically, the control unit receives dynamic detection and control commands and generates a regulation signal. This regulation signal can flexibly adjust the output airflow and inflation / deflation frequency of the micro air pump to replicate different human breathing rhythms. The micro air pump alternately inflates and deflates the silicone lung bag according to the regulation signal, causing the silicone lung bag to continuously expand and contract periodically. During the deformation process, the silicone lung bag pulls the rigid reflector to reciprocate synchronously, forming periodic micro-movements similar to the fluctuations of human breathing, thereby stimulating the cockpit vital signs radar on the test cockpit assembly to start detection. The signal acquisition unit continuously establishes a data interaction channel with the cockpit vital signs radar, collects the RSSI data output by the radar in real time, and uploads the collected data to the detection and identification unit, providing the original basis for comprehensively evaluating the sensitivity of the vital signs radar.

[0059] In one possible implementation, the conveying track is either a friction conveyor or a roller conveyor. Friction conveyors rely on frictional driving force to achieve smooth workpiece transfer, resulting in lower operating noise and making them suitable for lightweight cockpit assembly transport scenarios. Roller conveyors rely on multiple sets of rollers to support and transport the cockpit assembly under test, offering stronger load-bearing capacity and convenient disassembly and maintenance. Both conveying methods can drive the movable seat to move stably, ensuring that the cockpit assembly under test can be smoothly transported to the preset testing station. Technicians can flexibly select the appropriate type based on production line load and site layout requirements.

[0060] In one possible implementation, the electrical testing station has a built-in data storage and traceability unit.

[0061] The data storage and traceability unit is used to bind and retain the test data of each cockpit assembly to be tested, so as to realize product test traceability.

[0062] Specifically, this unit can bind and permanently store the unique identification information of the cockpit assembly under test with the complete test data, fully recording all test content including static electrical test data, cup holder pressure and displacement data, air outlet blade status information, and RSSI signal from the vital signs radar. When product quality issues arise later, staff can retrieve the corresponding complete set of test records based on the identification of the cockpit assembly under test, enabling full-process traceability of cockpit assembly test information, facilitating fault review, quality problem statistics, and process optimization.

[0063] In one possible implementation, the rotary actuator uses a servo motor. The servo motor transmits rotational driving force through a support axial mounting base. Relying on the closed-loop control characteristics of the servo motor, the rotation angle of the mounting base is precisely controlled, driving the mounting base and the test cabin assembly locked and positioned on it to rotate smoothly. This allows the conductive rod of the test cabin assembly to be accurately aligned with the docking position of the electrical testing bench, completing a reliable electrical connection, effectively reducing rotational alignment deviation, and ensuring the stability and reliability of subsequent test data.

[0064] This application uses the complete cockpit assembly as a unified testing platform, employing a conveying and docking mechanism to achieve automated workpiece transport and automatic docking, eliminating the need for repeated manual wiring harness insertion and removal, and effectively avoiding joint wear and reduced docking accuracy. Furthermore, the electrical testing station outputs two types of control commands, linking the static cockpit testing unit to complete electrical continuity testing and the dynamic cockpit testing unit to conduct operational condition simulation testing. All sensor data is centrally collected and judged, achieving integrated testing of the cockpit assembly and solving the problems of data fragmentation and process fragmentation caused by traditional separate testing. Simultaneously, this application possesses both static electrical testing and dynamic scenario testing capabilities, overcoming the shortcomings of traditional solutions in terms of single testing dimensions and insufficient operational condition simulation. This enables comprehensive and accurate inspection of the overall performance of integrated components in the intelligent cockpit, meeting the high-standard off-line testing requirements of intelligent cockpits.

[0065] The above provides a detailed description of an automotive cabin electrical testing device provided in this application. The various embodiments in the specification are described in a progressive manner, with each embodiment focusing on its differences from other embodiments. Similar or identical parts between embodiments can be referred to interchangeably. For the apparatus disclosed in the embodiments, since it corresponds to the method disclosed in the embodiments, the description is relatively simple; relevant parts can be referred to in the method section. It should be noted that those skilled in the art can make several improvements and modifications to this application without departing from the principles of this application, and these improvements and modifications also fall within the protection scope of the claims of this application.

[0066] It should also be noted that, in this document, the terms “comprising,” “including,” or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or apparatus.

[0067] The above description of the disclosed embodiments enables those skilled in the art to make or use this application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this application. Therefore, this application is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. An electrical testing device for an automotive cabin, characterized in that, The equipment includes a conveying and docking mechanism, an electrical inspection platform, a static cockpit inspection unit, and a dynamic cockpit inspection unit; the conveying and docking mechanism includes a conveying track and a rotating bearing assembly slidably mounted on the conveying track; the rotating bearing assembly includes a movable seat, a support shaft, and a mounting base; the movable seat is slidably mounted in a slide rail on the conveying track, and the movable seat has a built-in rotary driver; the mounting base is rotatably connected above the movable seat via the support shaft; the electrical inspection platform includes a command generation unit and a detection and identification unit; The conveying docking mechanism is mechanically aligned and installed with the electrical testing platform; the electrical testing platform is electrically connected to the cabin static testing unit and the cabin dynamic testing unit respectively; The mounting base is used to support and fix the cockpit assembly to be tested; The conveying track is used to transport the cockpit assembly to be tested to the testing station of the electrical testing bench; The movable seat slides to drive the test cabin assembly to move in and out of the testing station along the conveying track. The rotary driver is used to drive the mounting base to rotate, so that the conductive rod of the test cockpit assembly is connected to the electrical testing platform; The instruction generation unit is used to generate static detection control instructions and dynamic detection control instructions; The cockpit static detection unit is used to perform electrical static continuity testing on the cockpit assembly under test based on the static detection control command, and to collect static sensing data during the electrical static continuity testing process. The cockpit dynamic detection unit is used to simulate vehicle usage scenarios based on the dynamic detection control commands, so as to carry out dynamic detection on the cockpit assembly under test and collect dynamic sensing data during the dynamic detection process. The detection and identification unit is used to identify whether the cockpit assembly under test is qualified based on the static sensing data and the dynamic sensing data.

2. The device according to claim 1, characterized in that, The cabin dynamic detection unit includes a cup holder detection unit, an air outlet detection unit, and a breathing simulation unit; The cup holder detection unit is used to simulate the cup placement and pressing action based on the dynamic detection control command, and to collect the cup holder pressing pressure and cup holder pressing displacement of the cabin assembly under test during the cup placement and pressing action. The air outlet detection unit is used to drive the air outlet blades of the cockpit assembly under test to move based on the dynamic detection control command, and to identify the opening and closing state of the air outlet blades of the cockpit assembly under test. The breathing simulation unit is used to simulate the periodic breathing fluctuations of a human body in the seat area of ​​the cockpit assembly under test based on the dynamic detection and control command, so as to trigger the cockpit vital signs radar installed in the cockpit assembly under test and collect the received signal strength index (RSSI) data of the cockpit vital signs radar.

3. The device according to claim 2, characterized in that, The detection and identification unit is specifically used for: Based on the comparison results between the static sensing data and the preset electrical standard parameters, it is determined whether the electrical conductivity and communication performance of the cockpit assembly under test are qualified. A pressure-displacement curve is generated based on the pressure and displacement of the cup holder, and the damping performance of the cup holder is identified as qualified based on the comparison result between the pressure-displacement curve and the preset standard curve. Based on the comparison results between the blade opening and closing state and the preset standard opening and closing angle range, it is determined whether the mechanical and electrical control performance of the air outlet of the test cockpit assembly is qualified. Based on the comparison results between RSSI data and preset radar signal strength threshold, it is determined whether the sensing sensitivity performance of the cockpit vital signs radar is qualified. If the electrical conduction and communication performance of the cockpit assembly under test, the damping performance of the cup holder, the mechanical and electronic control performance of the air outlet, and the sensing sensitivity performance of the cockpit vital signs radar are all qualified, then the cockpit assembly under test is determined to be qualified.

4. The device according to claim 1, characterized in that, The electrical testing station includes a data management unit, which is used for: If the cockpit assembly under test is qualified, save all test data and issue a departure signal; If the cockpit assembly under test fails, an audible and visual alarm will be triggered, the current testing station will be locked, a fault code will be generated, and the fault code will be associated with and stored with the identification information of the cockpit assembly under test.

5. The device according to claim 2, characterized in that, The cup holder detection unit includes a servo electric cylinder, a pressure head, a pressure sensor, and a displacement sensor; The servo electric cylinder is used to provide controllable downward driving force based on the dynamic detection and control command, so as to drive the pressure head to perform vertical reciprocating motion; The pressure head is used to press against the cup holder under the drive of the servo electric cylinder to perform the cup placement and pressing action; The pressure sensor is used to collect the downward pressure of the cup holder of the test cabin assembly during the process of the cup being placed and pressed down; The displacement sensor is used to collect the downward displacement of the cup holder of the test cabin assembly during the downward pressing action of the water cup being placed.

6. The device according to claim 2, characterized in that, The air outlet detection unit includes a dual-axis cylinder and a vision sensor; The dual-axis cylinder is used to drive the reciprocating motion of the blades at the air outlet of the test cockpit assembly based on the dynamic detection and control command. The vision sensor is used to acquire images of the blade movement at the air outlet in real time to identify the opening and closing state of the blades at the air outlet of the cockpit assembly under test.

7. The device according to claim 2, characterized in that, The respiratory simulation unit includes a control unit, a miniature air pump, a silicone lung bag, a rigid reflector, and a signal acquisition unit; The control unit is used to generate a control signal based on the dynamic detection and control command; the control signal is used to control the output airflow magnitude and inflation / deflation frequency of the micro air pump. The micro air pump is used to alternately inflate and expel gas into the silicone lung bag under the control of the control signal; The silicone lung bag is used to expand and contract under the inflation and deflation of the micro air pump, so as to drive the rigid reflector to move. The rigid reflector is used to generate periodic displacement driven by the expansion and contraction deformation of the silicone lung bag, so as to trigger the cockpit vital signs radar. The signal acquisition unit is used to acquire RSSI data from the cockpit vital signs radar.

8. The device according to claim 1, characterized in that, The conveying track is a friction conveyor or a roller conveyor.

9. The device according to claim 1, characterized in that, The electrical testing station has a built-in data storage and traceability unit; The data storage and traceability unit is used to bind and retain the test data of each cockpit assembly to be tested, so as to realize product test traceability.

10. The device according to claim 1, characterized in that, The rotary driver is a servo motor, which drives the mounting base to rotate through the support shaft, thereby achieving precise alignment and conduction of the conductive rod.

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