A test method and system for a passenger vehicle's high beam blocking

Abstract

The application discloses a passenger car shielding headlamp test method and system, and belongs to the technical field of automobile light performance testing. The method comprises the following steps: placing a test vehicle in an environmental box; setting a baffle in front of a front headlamp, the baffle completely shielding a light source and having a preset interval; controlling the environmental box to be heated at a preset heating rate to a preset target temperature and maintaining; remotely turning on the front headlamp to maximum power after the temperature is stable and continuously lighting the front headlamp for a first preset time length; spraying a normal-temperature liquid to the surface of the front headlamp at a preset precipitation speed and a preset spray angle for a second preset time length during the lighting process; and simultaneously monitoring the temperature, load current and voltage of the outer shell of the front headlamp in real time and recording appearance changes. The application simulates a wall body through a standardized baffle, multi-dimensionally monitors in real time and simulates a composite working condition through raining, solves the defects of poor standardization, distorted physical models and single evaluation dimension in the prior art, and improves the repeatability, simulation degree and evaluation precision of the test.

Description

Technical Field

[0001] This application belongs to the field of automotive lighting performance testing technology, and specifically relates to a test method and system for testing headlight obstruction in passenger vehicles. Background Technology

[0002] When electric vehicles are parked in indoor parking lots, owners may inadvertently forget to turn off their headlights, causing them to remain on for extended periods at close range against a wall. Because the wall obstructs heat dissipation, the ambient temperature around the headlights continues to rise, potentially leading to melting and damage to the headlight housing. Current technology uses opaque black fabric to cover the headlights to simulate this obstruction, but this method has significant drawbacks: the fabric material, thickness, and coverage density are difficult to standardize, resulting in poor test repeatability; the soft texture of the fabric differs significantly from the heat reflection and heat barrier properties of a rigid wall, making it impossible to accurately reproduce the actual heat accumulation process; and relying solely on visual observation of macroscopic anomalies such as the melting point of the housing makes it difficult to identify early material performance degradation, failing to provide accurate data support for thermal protection design. Summary of the Invention

[0003] To address the aforementioned problems, this application provides a test method for headlight obstruction in passenger vehicles, comprising the following steps: The test vehicle was placed inside an environmental chamber; A baffle is installed on the headlight source side of the test vehicle. The baffle can completely block the headlight source, and the distance between the baffle and the headlight is a preset distance. Control the environmental chamber to raise the internal temperature of the environmental chamber to a preset target temperature at a preset heating rate, and maintain that temperature; Once the temperature inside the environmental chamber stabilizes at the preset target temperature, remotely turn on the headlights to maximum power and keep them lit for the first preset duration. During the process of the headlights being turned on, room temperature liquid is sprayed onto the surface of the headlights at a preset precipitation speed and preset spray angle for a second preset duration. During the headlight illumination and spraying process, the temperature of the headlight housing, load current, and voltage are monitored in real time, and changes in appearance are recorded.

[0004] Furthermore, the baffle is a black metal baffle.

[0005] Furthermore, the environmental chamber is a programmable high and low temperature environmental chamber.

[0006] Furthermore, the inner wall of the environmental chamber is covered with a black metallic film.

[0007] Furthermore, before raising the ambient temperature at a preset heating rate, the internal ambient temperature of the environmental chamber is first set to a preset initial temperature and maintained for a third preset duration.

[0008] Furthermore, real-time monitoring of the headlight housing temperature is achieved by installing multi-channel thermocouples on the headlight housing.

[0009] Furthermore, monitoring of load current and voltage is achieved by connecting an ammeter and a voltmeter in series in the headlight wiring harness.

[0010] Furthermore, the recorded appearance changes included whether the headlight housing showed cracks, melting points, bubbles, and deformation.

[0011] Furthermore, the preset spacing is 5-10cm.

[0012] Furthermore, the preset heating rate is not less than 2℃ / min, and / or the preset target temperature is 40±2℃, and / or the first preset duration is 43 to 48 minutes, and / or the preset precipitation rate is 2.5-4.1mm / min, and / or the preset spray angle is 43° to 47°, and / or the second preset duration is 28-32 minutes.

[0013] Furthermore, the initial temperature is preset to 23±2℃.

[0014] Furthermore, the third preset duration is at least 30 minutes.

[0015] This application also provides a test system for obstructing headlights in passenger vehicles, used to implement a test method for obstructing headlights in passenger vehicles, including: An environmental chamber is used to house test vehicles and provide a controlled ambient temperature. A black metal baffle is placed inside the environmental chamber to simulate a wall obstructing the headlights; Rain shower device, with adjustable nozzle angle, used to spray liquid onto the surface of the front headlights; The data acquisition and analysis system is connected to sensors and image acquisition devices installed on the headlights to collect and record the headlight temperature, current, voltage, and appearance image information in real time.

[0016] Compared with the prior art, this application has the following advantages: By using standardized baffles instead of black cloth, the size, material, and position of the baffles can be precisely controlled and repeatedly set, eliminating differences in human operation and ensuring the uniformity of test conditions and the reproducibility of test results.

[0017] By using baffles to simulate walls, which are rigid structures, the heat reflection and heat barrier properties of real walls can be simulated, making the test conditions closer to actual use scenarios and improving the authenticity and credibility of the test.

[0018] By monitoring the temperature, load current, and voltage of the headlight housing in real time during the test and recording appearance changes, it is possible not only to detect macroscopic damage to the housing, but also to capture early microscopic changes such as material performance degradation and internal structural damage, as well as critical temperature points. This provides precise quantitative data support for headlight structural optimization and thermal protection design.

[0019] By introducing a rain spray device, liquid is sprayed onto the surface of the headlights while they are lit at high temperatures, simulating rain or car wash scenarios that may be encountered in actual use. This makes the test conditions more stringent and comprehensive, and can more effectively evaluate the thermal protection performance of the headlights in complex environments.

[0020] By setting an initial temperature stabilization step, the influence of differences in the initial state of the vehicle and the environment on the test results was eliminated, further improving the accuracy and comparability of the test.

[0021] Other features and advantages of this application will be set forth in the description which follows, and will be apparent in part from the description, or may be learned by practicing the application. The objectives and other advantages of this application may be realized and obtained by means of the structures pointed out in the description, claims and drawings. Attached Figure Description

[0022] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0023] Figure 1 A schematic diagram of a test system for obstructing headlights in a passenger vehicle according to an embodiment of this application is shown.

[0024] Figure 2 A schematic diagram of temperature versus time curves for a passenger vehicle headlight blocking test system according to an embodiment of this application is shown.

[0025] In the picture: 100. Environmental enclosure; 200. Baffle; 300. Rain shower device; 400. Data acquisition and analysis system. Detailed Implementation

[0026] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0027] Example 1 This embodiment provides a test method and system for testing headlight obstruction in passenger vehicles, used to test the thermal protection performance of the headlights of a certain electric vehicle.

[0028] Before the test, select a good test vehicle and check that its headlight housing is intact, confirming that there are no initial defects such as cracks, scratches, bubbles, or deformation. Drive the test vehicle into the programmable high and low temperature environment chamber, ensuring that the longitudinal center plane of the vehicle coincides with the center line of the environment chamber, and that the vehicle's headlights face the predetermined test area inside the environment chamber.

[0029] like Figure 1 As shown, the passenger vehicle headlight obstruction test system used in this embodiment includes: a programmable high and low temperature environment chamber 100, a black metal baffle 200, a rain shower device 300, and a data acquisition and analysis system 400.

[0030] The programmable high and low temperature environmental chamber 100 is used to house the test vehicle and provide a controllable ambient temperature. The chamber 100 is equipped with a temperature sensor and a heating / cooling unit, enabling precise temperature control according to a preset program. The inner wall of the chamber 100 is covered with a black metallic film layer, which simulates the heat reflection and heat barrier properties of a real parking lot wall, further improving the simulation accuracy of the test.

[0031] A black metal baffle 200 is placed inside the environmental chamber 100, in front of the headlights of the test vehicle, to simulate a wall obstructing the headlights. The height of the black metal baffle 200 is sufficient to completely block the light source of the headlights, ensuring that all the light emitted by the headlights is blocked, thus simulating the actual working condition of the headlights being close to a wall. The black metal baffle 200 is 2mm thick, made of cold-rolled steel sheet, and has a matte black coating to avoid glare.

[0032] The rain spray device 300 is installed inside the environmental chamber 100, located above or to the side of the headlights. Its nozzle angle is adjustable, and it is used to spray liquid onto the surface of the headlights. The rain spray device 300 includes a liquid storage tank, a water pump, a flow controller, and an adjustable-angle nozzle, which can precisely control the spray flow rate and spray angle.

[0033] The data acquisition and analysis system 400 is connected to sensors and an image acquisition device mounted on the headlights to collect and record real-time information on the headlights' temperature, current, voltage, and appearance. In this embodiment, the sensors include a multi-channel thermocouple, a current sensor, and a voltage sensor, and the image acquisition device is a high-definition industrial camera.

[0034] Once the initial environment of the environmental chamber 100 has stabilized, close the door of the environmental chamber 100 and set the internal ambient temperature of the environmental chamber 100 to 23±2℃. Maintain this temperature for at least 30 minutes to allow the test vehicle and headlights to reach thermal equilibrium and eliminate the influence of initial temperature differences on the test results.

[0035] A black metal baffle 200 is installed directly in front of the headlights. The position of the black metal baffle 200 is adjusted so that its height completely covers the light source illumination area of ​​the headlights, ensuring no light leakage. The distance between the black metal baffle 200 and the outer surface of the headlights is adjusted to 8cm, which falls within the preset range of 5-10cm, simulating the actual working condition of the headlights being close to a wall.

[0036] The ambient temperature chamber 100 was heated to 40±2℃ at a rate of 3℃ / min (not less than 2℃ / min), and this temperature was maintained. Once the ambient temperature stabilized at 40±2℃, the test vehicle's headlights were switched to high beam mode (maximum power) via remote control, and timing began. The headlights remained on for 45 minutes.

[0037] With the headlights continuously illuminated, the rain shower device 300 was activated. The nozzle angle of the rain shower device 300 was adjusted to 45°, and the water spray rate was set to 3.0 mm / min (within the preset range of 2.5-4.1 mm / min), spraying room temperature tap water onto the headlight surface. The rain shower process lasted for 30 minutes. The rain shower simulated rainfall or car wash scenarios that might be encountered in actual use, making the test conditions more rigorous and comprehensive.

[0038] During the entire headlight illumination and spraying process, perform the following monitoring operations: Temperature monitoring is performed by attaching multi-channel K-type thermocouples to key areas of the headlight housing. Specifically, four thermocouple measuring points are placed: one at the upper, middle, and lower edge of the headlight lens, and one at the center of the top of the lens cover. Each thermocouple is connected to a data acquisition and analysis system 400 via a signal line. The data acquisition and analysis system 400 records the temperature data of each measuring point in real time at a sampling frequency of 1Hz and generates a curve showing the temperature change over time.

[0039] Electrical parameter monitoring involves connecting high-precision ammeters and voltmeters in series in the headlight power supply harness to monitor and record the load current and voltage values ​​in real time during the lighting process. A data acquisition and analysis system 400 synchronously records current and voltage data at a sampling frequency of 1Hz.

[0040] For appearance monitoring, a high-definition industrial camera automatically takes a picture of the headlight's exterior every 5 minutes. Simultaneously, testing personnel observe and record in real-time whether any abnormalities such as cracks, melting points, bubbles, or deformation appear on the headlight housing. Image data, along with temperature, current, and voltage data, are synchronously stored in the data acquisition and analysis system 400 for subsequent traceability and analysis.

[0041] After a 45-minute test, the data acquisition and analysis system 400 showed that the highest temperature of the headlight housing reached 118℃, occurring in the center area of ​​the top of the lens. The current and voltage remained stable throughout the illumination process without any abnormal fluctuations. Visual inspection revealed no cracks, melting points, bubbles, or deformation in the headlight housing.

[0042] According to the preset judgment criteria, the headlights function normally, the headlight housing has no abnormalities such as aging, melting points, bubbles, or cracks, and the plastic parts are not deformed. Therefore, the headlights are judged to have passed this thermal protection performance test.

[0043] The data acquisition and analysis system 400 generated a complete test report, including temperature-time curves and a sequence of appearance images. Analysis of the temperature curves determined key parameters such as the highest temperature of the headlight housing during the test and the rate of temperature rise. This data provides precise quantitative evidence for headlight structural optimization and thermal protection design. See Table 1 for details. Figure 2 .

[0044] Table 1

[0045] From Form 1 and Figure 2 As can be seen, the headlight temperature continuously increases over time. The temperature curve is very smooth and linear, indicating that the temperature is accumulating steadily. It is determined that the highest temperature reaches 110℃ within 47 minutes, and the temperature rise rate is calculated at 1.95℃ / min, ensuring that the thermal protection design of the headlight can be well optimized in practice.

[0046] Example 2 This embodiment is basically the same as Embodiment 1, except that some test parameters have been adjusted to verify the thermal protection performance of the headlight under different working conditions.

[0047] In this embodiment, the thickness of the black metal baffle 200 is adjusted to 1 mm, and the distance between it and the headlight is adjusted to 5 cm. The heating rate of the environmental chamber 100 is set to 2℃ / min, and the target temperature is maintained at 40±2℃. The precipitation rate of the rain device 300 is set to 2.5 mm / min, the spray angle is maintained at 45°, and the rain duration is maintained at 30 minutes.

[0048] The temperature change curve of the headlight housing in this embodiment shows that, due to the smaller gap between the baffles (5cm), heat accumulation is more severe, and the highest temperature of the headlight housing reaches 132°C, occurring approximately 35 minutes after illumination. The current and voltage remain stable in the initial illumination phase, but after about 40 minutes, the current exhibits slight fluctuations, indicating that the internal circuitry of the headlight may be affected by the high temperature.

[0049] Visual inspection revealed a tiny melting point, approximately 2 mm in diameter, appearing at the center of the top of the headlight housing after about 38 minutes of illumination. This melting point did not expand further as the test continued.

[0050] The results of this embodiment show that when the baffle spacing is reduced to 5cm, the thermal load on the headlight housing increases significantly, resulting in an abnormal melting point. This indicates that the baffle spacing has a significant impact on the thermal protection performance of the headlight and verifies that the method of this invention can effectively distinguish the differences in thermal load under different operating conditions, providing valuable reference data for product design optimization.

[0051] Example 3 This embodiment is basically the same as Embodiment 1, except that the rain parameters were adjusted to verify the impact of rain conditions on the thermal protection performance of the headlights.

[0052] In this embodiment, the precipitation rate of the rain shower device 300 is set to 4.1 mm / min, the spray angle is maintained at 45°, and the rain shower duration is maintained at 30 minutes. The remaining parameters are the same as in Embodiment 1.

[0053] In this embodiment, the cooling effect on the headlight housing was more significant due to the increased precipitation rate. The highest temperature of the headlight housing was only 96°C, far lower than the 118°C in Embodiment 1. The current and voltage remained stable throughout the test. No abnormalities were found during visual inspection.

[0054] The results of this embodiment demonstrate that rain conditions significantly reduce the temperature of the headlight housing. In practical use, rainfall or car washing may alleviate the heat load on the headlights to some extent. This invention, by introducing an adjustable rain device, can simulate the heat load under different rainfall intensities, making the test conditions closer to real-world usage scenarios.

[0055] Comparative Example 1 This comparative experiment uses the existing black cloth covering method for comparison.

[0056] The same test vehicle and ambient temperature conditions (ambient chamber temperature 40±2℃) as in Example 1 were used. A layer of black cotton cloth (approximately 0.5mm thick) was tightly wrapped around the surface of the headlights to simulate obstruction. No rain shower was installed. All other conditions were the same as in Example 1.

[0057] Due to uneven adhesion between the black cloth and the lamp housing, local hotspot temperatures reached as high as 135℃, while other areas only reached 90℃, resulting in extremely uneven temperature distribution. The test was repeated three times, with the highest temperatures measured each time being 135℃, 128℃, and 142℃, respectively, showing large dispersion and poor repeatability. Visual inspection could only reveal obvious melting point areas after the test, failing to capture the critical point of temperature change and the process of damage occurrence.

[0058] Compared with Embodiment 1 of the present invention, Comparative Example 1 has the following obvious defects: First, the material, thickness, and coverage of the black cloth cannot be standardized, resulting in poor repeatability of test results and making it impossible to provide reliable comparative data for product design.

[0059] Secondly, the soft texture of black cloth differs significantly from the heat reflection and heat barrier properties of a hard wall, making it impossible to accurately reproduce the heat accumulation process when the headlights are close to the wall.

[0060] Third, relying solely on visual observation of macroscopic anomalies such as the melting point of the outer shell cannot identify early material performance degradation and internal structural damage, thus missing critical temperature change thresholds.

[0061] Comparative Example 2 This comparative example uses the same test system and method as Example 1, but does not include an initial temperature stabilization step (i.e., it is not kept at 23±2℃ for 30 minutes).

[0062] The test vehicle was driven directly from outdoors (ambient temperature approximately 35°C) into the environmental chamber 100, and the heating process was immediately initiated. All other parameters were the same as in Example 1.

[0063] Because the initial temperature of the test vehicle was relatively high (approximately 35°C), the initial temperature of the headlight housing was also 35°C. During the process of heating to 40±2°C, the temperature increase was relatively small, resulting in a final maximum temperature of only 102°C, lower than the 118°C in Example 1. The test results failed to accurately reflect the thermal load performance of the headlight under normal temperature start-up conditions.

[0064] This comparative example demonstrates that the absence of an initial temperature stabilization step leads to test results deviating from actual operating conditions. This invention, by incorporating an initial temperature stabilization step (maintaining a temperature of 23±2℃ for at least 30 minutes), eliminates the influence of differences in the initial state of the vehicles on the test results, thereby improving the accuracy and comparability of the tests.

[0065] Comparative Example 3 This comparative example uses the same test system and method as Example 1, but the rain shower device is not turned on.

[0066] Except for not turning on the rain shower, all other parameters are exactly the same as in Example 1.

[0067] Under non-rain conditions, the headlight housing reached a maximum temperature of 145°C, occurring approximately 40 minutes after the lights were turned on. The current dropped significantly after about 42 minutes, indicating a possible overheating malfunction in the headlight's internal circuitry. Visual inspection revealed extensive melting and deformation on the top of the headlight cover.

[0068] This comparative example demonstrates that the rain shower device plays a crucial role in cooling the headlights in this invention. Without the rain shower step, the headlights would reach higher temperatures in a shorter time, leading to more severe damage. By introducing the rain shower step, this invention simulates rain or car wash scenarios that may be encountered in actual use, making the test conditions closer to real-world conditions. It also allows for a more comprehensive evaluation of the headlights' thermal protection performance under different environmental conditions.

[0069] Other experimental data To further verify the reliability and applicability of the method of the present invention, the inventors also conducted the following series of experiments: Experiment 1: Comparison Experiment of Different Baffle Thicknesses Tests were conducted using black metal baffles with thicknesses of 1mm, 2mm, and 3mm under identical conditions (8cm spacing, target temperature 40±2℃, heating rate 3℃ / min, 45 minutes of illumination, 3.0mm / min rain shower, and 30 minutes of rain shower). The results showed that the highest temperatures of the headlight housing under the three thicknesses were 120℃, 118℃, and 116℃, respectively, with a temperature difference within the range of 2-4℃. This indicates that the baffle thickness within the 1-3mm range has a relatively small impact on the test results. However, using a thinner baffle (1mm) resulted in a faster temperature rise, which may have some influence on the test results. Therefore, a 2mm thick black metal baffle is recommended as the standard configuration.

[0070] Experiment 2: Comparison Experiment with Different Baffle Spacing The distances between the baffle and the headlight were set to 5cm, 8cm, and 10cm, respectively, and experiments were conducted under the same conditions. The results showed that when the distance was 5cm, the highest temperature of the headlight housing was 132℃; when the distance was 8cm, the highest temperature was 118℃; and when the distance was 10cm, the highest temperature was 108℃. This indicates that the baffle distance has a significant impact on the headlight's thermal load; the smaller the distance, the more severe the heat accumulation. A distance range of 5-10cm can effectively cover the actual working conditions of the headlight being close to a wall.

[0071] Experiment 3: Comparison Experiment with Different Heating Rates The heating rates were set to 2℃ / min, 3℃ / min, and 5℃ / min, and experiments were conducted under the same conditions. The results showed that at a heating rate of 2℃ / min, the highest temperature of the headlight housing was 115℃; at 3℃ / min, the highest temperature was 118℃; and at 5℃ / min, the highest temperature was 121℃. The heating rate has a certain impact on the experimental results, but a heating rate not lower than 2℃ / min ensures that the target temperature is reached within a reasonable time, while preventing temperature overshoot due to excessively rapid heating.

[0072] Experiment 4: Comparison Experiment of Different Precipitation Rates Experiments were conducted under identical conditions with precipitation rates of 2.5 mm / min, 3.0 mm / min, and 4.1 mm / min. The results showed that the highest temperature of the headlight housing was 125℃ at a precipitation rate of 2.5 mm / min, 118℃ at 3.0 mm / min, and 96℃ at 4.1 mm / min. The higher the precipitation rate, the more significant the cooling effect. The precipitation rate range of 2.5-4.1 mm / min can simulate rainfall intensities from light to moderate rain, covering common rainfall scenarios in real-world use.

[0073] Experiment 5: Comparison Experiment with Different Spray Angles The spray angles were set to 30°, 45°, and 60°, and experiments were conducted under the same conditions. The results showed that the highest temperature of the headlight housing was 122°C at a spray angle of 30°; 118°C at 45°; and 120°C at 60°. A spray angle of 45° allowed for even water coverage of the headlight surface, resulting in the best cooling effect.

[0074] Experiment 6: Comparison Experiment of Different Lighting Durations The headlights were tested under identical conditions for 30, 45, and 60 minutes of illumination. The results showed that after 30 minutes of illumination, the highest temperature of the headlight housing was 98°C, indicating that thermal equilibrium had not yet been reached. After 45 minutes, the highest temperature reached 118°C, and the temperature tended to stabilize. After 60 minutes, the highest temperature reached 120°C, showing little difference from the temperature after 45 minutes. Therefore, a 45-minute illumination duration is sufficient for the headlights to reach thermal equilibrium and is a reasonable test duration.

[0075] Experiment 7: Comparison Experiment of Different Rain Shower Durations The rain exposure time was set to 15 minutes, 30 minutes, and 45 minutes, and tests were conducted under the same conditions. The results showed that after 15 minutes of rain exposure, the highest temperature of the headlight housing was 128℃; after 30 minutes, the highest temperature was 118℃; and after 45 minutes, the highest temperature was 115℃. After 30 minutes of rain exposure, the temperature decrease trend became more gradual, therefore, a 30-minute rain exposure time is reasonable.

[0076] Experiment 8: Comparison Experiment with Different Initial Temperatures The initial temperatures were set to 21℃, 23℃, and 25℃, and experiments were conducted under the same conditions. The results showed that the highest temperature of the headlight housing was 116℃ at an initial temperature of 21℃; 118℃ at an initial temperature of 23℃; and 120℃ at an initial temperature of 25℃. The initial temperature within the range of 23±2℃ had little impact on the experimental results, and this temperature range can represent normal ambient temperature conditions.

[0077] Experiment 9: Adaptability Test for Different Vehicle Models Three electric vehicles from different brands were selected and tested using the standard parameters of Example 1. The results showed that the highest temperatures of the headlight housings for the three models were 118℃, 115℃, and 122℃, respectively, without any abnormal phenomena such as cracks, melting points, bubbles, or deformation. This indicates that the method of the present invention has good universality and is applicable to the thermal protection performance testing of headlights for different vehicle models.

[0078] In summary, the test method and system for passenger vehicle headlight obstruction provided by this invention achieves high-fidelity, high-repeatability, and multi-dimensional quantitative evaluation of the thermal load performance of passenger vehicle headlights under close-range obstruction conditions by using a standardized black metal baffle to simulate a wall, a programmable high and low temperature environment chamber to control the ambient temperature, a rain device to simulate a rain scene, and multi-channel sensors to monitor temperature, current, voltage, and appearance changes in real time. This fills the gap in the prior art and has significant practical value and broad application prospects.

[0079] Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application.

Claims

1. A test method for obstructing headlights in passenger vehicles, characterized in that, Includes the following steps: The test vehicle was placed inside the environmental chamber (100); A baffle (200) is provided on the headlight source side of the test vehicle. The baffle (200) is used to completely block the light source of the headlight, and the distance between the baffle (200) and the headlight is a preset distance. Control the environmental chamber (100) to raise the internal ambient temperature of the environmental chamber (100) to a preset target temperature at a preset heating rate, and maintain that temperature; After the temperature inside the environmental chamber (100) stabilizes at the preset target temperature, the headlights are remotely turned on to the maximum power state and kept lit for a first preset duration. During the process of the headlight being turned on, room temperature liquid is sprayed onto the surface of the headlight at a preset precipitation speed and a preset spray angle for a second preset duration. During the illumination and spraying process of the headlights, the temperature of the headlight housing, load current, and voltage are monitored in real time, and changes in appearance are recorded.

2. The test method for obstructing headlights of a passenger vehicle according to claim 1, characterized in that, The baffle (200) is a black metal baffle (200).

3. The test method for obstructing headlights of a passenger vehicle according to claim 1, characterized in that, The environmental chamber (100) is a programmable high and low temperature environmental chamber (100).

4. The test method for obstructing headlights of a passenger vehicle according to claim 1, characterized in that, The inner wall of the environmental chamber (100) is covered with a black metal film.

5. The test method for obstructing headlights of a passenger vehicle according to claim 1, characterized in that, Before raising the ambient temperature at the preset heating rate, the internal ambient temperature of the environmental chamber (100) is first set to a preset initial temperature and maintained for a third preset duration.

6. The test method for obstructing headlights of a passenger vehicle according to claim 1, characterized in that, The real-time monitoring of the headlight housing temperature is achieved by installing a multi-channel thermocouple on the headlight housing.

7. The test method for obstructing headlights of a passenger vehicle according to claim 1, characterized in that, The monitoring of load current and voltage is achieved by connecting an ammeter and a voltmeter in series in the wiring harness of the headlight.

8. The test method for obstructing headlights of a passenger vehicle according to claim 1, characterized in that, The recorded appearance changes include whether the outer casing of the headlight has cracks, melting points, bubbles, and deformation.

9. The test method for obstructing headlights of a passenger vehicle according to claim 1, characterized in that, The preset spacing is 5-10cm.

10. The test method for obstructing headlights of a passenger vehicle according to claim 1, characterized in that, The preset heating rate is not less than 2℃ / min, and / or the preset target temperature is 40±2℃, and / or the first preset duration is 43 to 48 minutes, and / or the preset precipitation rate is 2.5-4.1mm / min, and / or the preset spray angle is 43° to 47°, and / or the second preset duration is 28-32 minutes.

11. The test method for obstructing headlights of a passenger vehicle according to claim 5, characterized in that, The preset initial temperature is 23±2℃.

12. The test method for obstructing headlights of a passenger vehicle according to claim 5, characterized in that, The third preset duration is at least 30 minutes.

13. A test system for testing headlight obstruction in passenger vehicles, used to implement the method according to any one of claims 1-12, characterized in that, include: An environmental chamber (100) is used to house the test vehicle and provide a controlled ambient temperature. A black metal baffle (200) is placed inside the environmental chamber (100) to simulate a wall blocking the headlights; A rain shower device (300) with an adjustable nozzle angle for spraying liquid onto the surface of the headlight; The data acquisition and analysis system (400) is connected to the sensors and image acquisition devices installed on the headlights, and is used to collect and record the temperature, current, voltage and appearance image information of the headlights in real time.

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