CN118130109A - Safety performance test method and device for vehicle and storage medium - Google Patents
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Abstract
The disclosure relates to the technical field of vehicle testing, and in particular relates to a method and device for testing safety performance of a vehicle and a storage medium. The method comprises the following steps: performing active safety performance test on the tested vehicle to obtain a first test result, wherein the first test result is used for indicating the collision avoidance capability of the active safety system before the tested vehicle collides; according to the first test result, carrying out passive safety performance test on the tested vehicle to obtain a second test result, wherein the second test result is used for indicating the protection capability of the simulation object under the synergistic effect of the active safety system and the passive safety system when the tested vehicle collides; and determining a target test result according to the first test result and the second test result. The embodiment of the disclosure provides a testing method of an active and passive integrated safety system for a vehicle, which effectively and fairly reflects the protection effect of an analog object of the whole vehicle under the synergistic effect of the active and passive safety systems.
Description
Technical Field
The disclosure relates to the technical field of vehicle testing, and in particular relates to a method and device for testing safety performance of a vehicle and a storage medium.
Background
The automobile safety technology is mainly divided into an active safety system and a passive safety system. The active safety system is a control system which judges risks and timely reacts to avoid accidents by detecting the running state of the nearby vehicles in advance. Passive safety techniques are control systems that protect occupants in a vehicle or crashed vehicles and pedestrians during an accident.
However, current methods of testing active and passive safety systems suffer from cracking. For example, in the test of the active safety system, dangerous situations possibly encountered in actual driving are simulated by setting different dangerous situations, and the test is executed in a controlled environment, mainly comprising the steps of enabling a vehicle with a certain running speed to trigger the work of the active safety system, and collecting performance data of the active safety system after the test is finished, including braking distance, reaction time, effectiveness of system intervention and the like; in the test of the passive safety system, a series of collision tests are executed according to different traffic accident types, and the impact force applied by the dummy, the deformation of the vehicle structure, the starting condition of the passive safety device and the like are collected after the test is finished. However, the actual collision accident usually undergoes continuous change of the stage of normal driving-dangerous state working condition-pre-collision-accident occurrence, and the performance of the active safety system and the performance of the passive safety system cannot be evaluated independently to truly reflect the protection effect of the whole vehicle on passengers.
At present, a reasonable and effective vehicle safety performance testing method is not provided.
Disclosure of Invention
In view of this, the present disclosure proposes a method, an apparatus and a storage medium for testing safety performance of a vehicle.
According to an aspect of the present disclosure, there is provided a safety performance test method of a vehicle, the method including:
performing active safety performance test on a tested vehicle to obtain a first test result, wherein the first test result is used for indicating the collision avoidance capability of an active safety system before the tested vehicle collides;
According to the first test result, carrying out passive safety performance test on the tested vehicle to obtain a second test result, wherein the second test result is used for indicating the protection capability of an analog object under the synergistic effect of the active safety system and the passive safety system when the tested vehicle collides;
and determining a target test result according to the first test result and the second test result.
In one possible implementation manner, the performing the active safety performance test on the tested vehicle to obtain a first test result includes:
performing the active safety performance test on the tested vehicle for a plurality of times to obtain the first test result, wherein the first test result comprises collision avoidance rate and other data;
The collision avoidance rate is a ratio of the number of times that the tested vehicle is not collided to the total number of times of the active safety performance test, and the other data includes one or more of the effective rate of the active safety system, the failure rate of the active safety system, the effective rate of the non-reversible passive safety device, the false alarm rate of the non-reversible passive safety device and the failure rate of the non-reversible passive safety device.
In another possible implementation, the method further includes:
For each active safety performance test, when the tested vehicle is not collided and a trigger signal of the active safety system is detected, determining that the active safety system is effectively triggered;
And when the tested vehicle is not collided and the trigger signal of the non-reversible passive safety device is detected, determining that the non-reversible passive safety device is triggered by mistake.
In another possible implementation, the method further includes:
For each active safety performance test, when the tested vehicle collides, determining target working condition information of the tested vehicle, wherein the target working condition information comprises at least one of collision moment, collision speed, collision angle and collision position.
In another possible implementation manner, the determining the target working condition information of the tested vehicle when the tested vehicle collides includes:
when the tested vehicle collides, determining first working condition information of the tested vehicle;
inputting the first working condition information into a virtual simulation test platform to generate a plurality of second working condition information;
And determining the working condition information causing the most serious damage in the first working condition information and the plurality of second working condition information as the target working condition information.
In another possible implementation, the method further includes:
for each active safety performance test, when the tested vehicle collides and the collision strength does not exceed a preset strength threshold value, detecting a trigger signal of the active safety system and a trigger signal of the non-reversible passive safety device;
When the trigger signal of the active safety system is not detected, determining that the active safety system is invalid;
and when the trigger signal of the non-reversible passive safety device is detected, determining that the non-reversible passive safety device is triggered by mistake.
In another possible implementation, the method further includes:
for each active safety performance test, detecting a trigger signal of the non-reversible passive safety device when the tested vehicle collides and the collision intensity exceeds the intensity threshold;
Determining that the non-reversible passive safety device fails when the trigger signal of the non-reversible passive safety device is not detected, detecting the trigger signal of the active safety system, and determining that the active safety system fails when the trigger signal of the active safety system is not detected;
When the trigger signal of the non-reversible passive safety device is detected, the non-reversible passive safety device is determined to be effectively triggered, the trigger signal of the active safety system is detected, and when the trigger signal of the active safety system is not detected, the active safety system is determined to be invalid.
In another possible implementation, the method further includes:
acquiring a historical data set, wherein the historical data set comprises investigation data of a plurality of road traffic accidents in history;
Constructing a test scene library according to the historical data set, wherein the test scene library comprises a plurality of test scenes, and the test scenes are used for indicating at least one parameter of scene types, obstacle types, moving speeds of the obstacles and appearance modes of the obstacles;
and executing the step of performing the active safety performance test on the tested vehicle for a plurality of times under the same test scene or different test scenes to obtain the first test result.
In another possible implementation, the method further includes:
Interrupting a start signal of the passive safety system before the active safety performance test is performed;
When the detected vehicle cannot avoid collision, triggering a starting signal of the passive safety system, and recording target starting parameters of the passive safety system, wherein the target starting parameters comprise starting time and other parameters, and the other parameters comprise at least one of safety belt pre-tightening time, safety belt pre-tightening amount, air bag explosion time, air bag charging amount, front and rear positions of a seat and a seat back angle.
In another possible implementation manner, the first test result further includes target working condition information of the tested vehicle when the tested vehicle collides and a target starting parameter of the passive safety system, and the performing the passive safety performance test on the tested vehicle according to the first test result to obtain a second test result includes:
According to the target working condition information and the target starting parameters, carrying out passive safety performance test on the tested vehicle to obtain the second test result;
The target working condition information comprises at least one of collision time, collision speed, collision angle and collision position, the target starting parameters comprise starting time and other parameters, and the other parameters comprise at least one of safety belt pre-tightening time, safety belt pre-tightening amount, air bag explosion time, air bag inflation amount, seat front and rear positions and seat back angle.
In another possible implementation manner, the first test result further includes pose information of a target object when the tested vehicle collides, the pose information is used for indicating a head pose and/or a trunk pose, and before the second test result is obtained by performing a passive safety performance test on the tested vehicle according to the target working condition information and the target starting parameter, the method further includes:
And setting the simulation objects of the passive safety performance test to be in the same gesture according to the gesture information.
In another possible implementation, the second test result includes a damage-assessment indicator of the simulated subject, the damage-assessment indicator being indicative of a severity of damage to the simulated subject.
In another possible implementation manner, the first test result includes a collision avoidance rate, an effective rate of the active safety system, and an effective rate of the non-reversible passive safety device, the second test result includes a damage evaluation index of the simulation object, and the target test result is a target score;
The determining a target test result according to the first test result and the second test result includes:
calculating the collision avoidance rate, the effective rate of the active safety system, the effective rate of the irreversible passive safety device and the damage evaluation index by adopting a preset algorithm to obtain the target score;
The collision avoidance rate is the ratio of the number of times that the tested vehicle is not collided to the total number of times that the active safety performance is tested, the effective rate of the active safety system is the ratio of the effective triggering number of times of the active safety system to the total number of times that the active safety system is tested, the effective rate of the non-reversible passive safety device is the ratio of the effective triggering number of times of the non-reversible passive safety device to the total number of times that the non-reversible passive safety device is tested, and the damage evaluation index is used for indicating the severity of damage of the simulation object.
According to another aspect of the present disclosure, there is provided a safety performance testing apparatus of a vehicle, the apparatus including:
The first test module is used for carrying out active safety performance test on the tested vehicle to obtain a first test result, wherein the first test result is used for indicating the collision avoidance capability of the active safety system before the tested vehicle collides;
The second test module is used for carrying out passive safety performance test on the tested vehicle according to the first test result to obtain a second test result, and the second test result is used for indicating the protection capability of the tested vehicle on the simulation object in the vehicle under the synergistic effect of the active safety system and the passive safety system when the tested vehicle collides;
And the first determining module is used for determining a target test result according to the first test result and the second test result.
In one possible implementation manner, the first test module is further configured to:
performing the active safety performance test on the tested vehicle for a plurality of times to obtain the first test result, wherein the first test result comprises collision avoidance rate and other data;
The collision avoidance rate is a ratio of the number of times that the tested vehicle is not collided to the total number of times of the active safety performance test, and the other data includes one or more of the effective rate of the active safety system, the failure rate of the active safety system, the effective rate of the non-reversible passive safety device, the false alarm rate of the non-reversible passive safety device and the failure rate of the non-reversible passive safety device.
In another possible implementation, the apparatus further includes: a second determining module, configured to:
For each active safety performance test, when the tested vehicle is not collided and a trigger signal of the active safety system is detected, determining that the active safety system is effectively triggered;
And when the tested vehicle is not collided and the trigger signal of the non-reversible passive safety device is detected, determining that the non-reversible passive safety device is triggered by mistake.
In another possible implementation, the apparatus further includes: a second determining module, configured to:
For each active safety performance test, when the tested vehicle collides, determining target working condition information of the tested vehicle, wherein the target working condition information comprises at least one of collision moment, collision speed, collision angle and collision position.
In another possible implementation manner, the second determining module is further configured to:
when the tested vehicle collides, determining first working condition information of the tested vehicle;
inputting the first working condition information into a virtual simulation test platform to generate a plurality of second working condition information;
And determining the working condition information causing the most serious damage in the first working condition information and the plurality of second working condition information as the target working condition information.
In another possible implementation, the apparatus further includes: a second determining module, configured to:
for each active safety performance test, when the tested vehicle collides and the collision strength does not exceed a preset strength threshold value, detecting a trigger signal of the active safety system and a trigger signal of the non-reversible passive safety device;
When the trigger signal of the active safety system is not detected, determining that the active safety system is invalid;
and when the trigger signal of the non-reversible passive safety device is detected, determining that the non-reversible passive safety device is triggered by mistake.
In another possible implementation, the apparatus further includes: a second determining module, configured to:
for each active safety performance test, detecting a trigger signal of the non-reversible passive safety device when the tested vehicle collides and the collision intensity exceeds the intensity threshold;
Determining that the non-reversible passive safety device fails when the trigger signal of the non-reversible passive safety device is not detected, detecting the trigger signal of the active safety system, and determining that the active safety system fails when the trigger signal of the active safety system is not detected;
When the trigger signal of the non-reversible passive safety device is detected, the non-reversible passive safety device is determined to be effectively triggered, the trigger signal of the active safety system is detected, and when the trigger signal of the active safety system is not detected, the active safety system is determined to be invalid.
In another possible implementation, the apparatus further includes:
The acquisition module is used for acquiring a historical data set, wherein the historical data set comprises investigation data of a plurality of road traffic accidents in history;
The construction module is used for constructing a test scene library according to the historical data set, wherein the test scene library comprises a plurality of test scenes, and the test scenes are used for indicating at least one parameter of scene types, obstacle types, moving speeds of the obstacles and appearance modes of the obstacles;
And the execution module is used for executing the step of performing the active safety performance test on the tested vehicle for a plurality of times under the same test scene or different test scenes to obtain the first test result.
In another possible implementation, the apparatus further includes:
the interruption module is used for interrupting the starting signal of the passive safety system before the active safety performance test is carried out;
The triggering module is used for triggering a starting signal of the passive safety system when the detected vehicle cannot avoid collision, and recording target starting parameters of the passive safety system, wherein the target starting parameters comprise starting time and other parameters, and the other parameters comprise at least one of a seat belt pre-tightening time, a seat belt pre-tightening amount, an airbag explosion time, an airbag inflation amount, a seat front-rear position and a seat back angle.
In another possible implementation manner, the first test result further includes target working condition information of the tested vehicle when the tested vehicle collides and a target starting parameter of the passive safety system, and the second test module is further configured to:
According to the target working condition information and the target starting parameters, carrying out passive safety performance test on the tested vehicle to obtain the second test result;
The target working condition information comprises at least one of collision time, collision speed, collision angle and collision position, the target starting parameters comprise starting time and other parameters, and the other parameters comprise at least one of safety belt pre-tightening time, safety belt pre-tightening amount, air bag explosion time, air bag inflation amount, seat front and rear positions and seat back angle.
In another possible implementation manner, the first test result further includes pose information of the target object when the tested vehicle collides, where the pose information is used to indicate a head pose and/or a torso pose, and the apparatus further includes: a setting module for:
And setting the simulation objects of the passive safety performance test to be in the same gesture according to the gesture information.
In another possible implementation, the second test result includes a damage-assessment indicator of the simulated subject, the damage-assessment indicator being indicative of a severity of damage to the simulated subject.
In another possible implementation manner, the first test result includes a collision avoidance rate, an effective rate of the active safety system, and an effective rate of the non-reversible passive safety device, the second test result includes a damage evaluation index of the simulation object, and the target test result is a target score;
the first determining module is further configured to:
calculating the collision avoidance rate, the effective rate of the active safety system, the effective rate of the irreversible passive safety device and the damage evaluation index by adopting a preset algorithm to obtain the target score;
The collision avoidance rate is the ratio of the number of times that the tested vehicle is not collided to the total number of times that the active safety performance is tested, the effective rate of the active safety system is the ratio of the effective triggering number of times of the active safety system to the total number of times that the active safety system is tested, the effective rate of the non-reversible passive safety device is the ratio of the effective triggering number of times of the non-reversible passive safety device to the total number of times that the non-reversible passive safety device is tested, and the damage evaluation index is used for indicating the severity of damage of the simulation object.
According to another aspect of the present disclosure, there is provided a safety performance testing apparatus of a vehicle, the apparatus including:
a processor;
A memory for storing processor-executable instructions;
Wherein the processor is configured to implement the method provided by the first aspect or any one of the possible implementations of the first aspect when executing the instructions stored in the memory.
According to another aspect of the present disclosure, there is provided a non-transitory computer readable storage medium having stored thereon computer program instructions, characterized in that the computer program instructions, when executed by a processor, implement the method provided by the first aspect or any one of the possible implementations of the first aspect.
According to another aspect of the present disclosure, there is provided a computer program product comprising a computer readable code, or a non-transitory computer readable storage medium carrying computer readable code, which when run in a processor of a computing device, performs the method provided by any one of the above-mentioned first aspect or any one of the possible implementations of the first aspect.
According to the embodiment of the disclosure, the first test result is obtained by performing active safety performance test on the tested vehicle, and the first test result is used for indicating the collision avoidance capability of the active safety system before the tested vehicle collides; according to the first test result, carrying out passive safety performance test on the tested vehicle to obtain a second test result, wherein the second test result is used for indicating the protection capability of the simulation object under the synergistic effect of the active safety system and the passive safety system when the tested vehicle collides; determining a target test result according to the first test result and the second test result; the method has the advantages that the situation that the test method of the active and passive safety systems in the related technology is cracked is avoided, the test flow of the active and passive safety performance test in a mode of separation and logic unification is realized, the protection capability of an analog object of the whole vehicle under the synergistic effect of the active safety system and the passive safety system is reflected, the performance of the active and passive integrated safety system of the vehicle can be effectively and accurately evaluated, and the efficiency and the accuracy of the safety performance test method of the vehicle are improved.
Other features and aspects of the present disclosure will become apparent from the following detailed description of exemplary embodiments, which proceeds with reference to the accompanying drawings.
Drawings
The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate exemplary embodiments, features and aspects of the present disclosure and together with the description, serve to explain the principles of the disclosure.
FIG. 1 illustrates a schematic diagram of a computing device provided by an exemplary embodiment of the present disclosure.
Fig. 2 shows a flowchart of a safety performance test method of a vehicle according to an exemplary embodiment of the present disclosure.
Fig. 3 shows a flowchart of a safety performance test method of a vehicle according to another exemplary embodiment of the present disclosure.
Fig. 4 shows a schematic diagram of a test scenario provided by an exemplary embodiment of the present disclosure.
FIG. 5 is a schematic diagram illustrating a manner of generating a plurality of second operating condition information according to an exemplary embodiment of the present disclosure.
Fig. 6 is a schematic diagram illustrating a safety performance testing method of a vehicle according to an exemplary embodiment of the present disclosure.
Fig. 7 is a schematic structural view showing a safety performance testing apparatus of a vehicle according to an exemplary embodiment of the present disclosure.
Fig. 8 is a block diagram illustrating an apparatus for safety performance testing of a vehicle according to an exemplary embodiment.
Detailed Description
Various exemplary embodiments, features and aspects of the disclosure will be described in detail below with reference to the drawings. In the drawings, like reference numbers indicate identical or functionally similar elements. Although various aspects of the embodiments are illustrated in the accompanying drawings, the drawings are not necessarily drawn to scale unless specifically indicated.
The word "exemplary" is used herein to mean "serving as an example, embodiment, or illustration. Any embodiment described herein as "exemplary" is not necessarily to be construed as preferred or advantageous over other embodiments.
In addition, numerous specific details are set forth in the following detailed description in order to provide a better understanding of the present disclosure. It will be understood by those skilled in the art that the present disclosure may be practiced without some of these specific details. In some instances, methods, means, elements, and circuits well known to those skilled in the art have not been described in detail in order not to obscure the present disclosure.
First, some nouns related to the embodiments of the present disclosure will be described.
1. Active-passive integrated safety system of vehicle: also called active-passive cooperative safety systems, which are an organic fusion of an active safety system of a vehicle and a passive safety system, wherein the active safety system refers to a generic term of a series of control systems for actively changing kinematic parameters (such as acceleration, course angle, etc.) of the vehicle to avoid the accident as much as possible before the vehicle has a safety accident, and common technologies of the active safety systems of the vehicle include an Anti-lock braking system (Anti-lock Brake System, ABS), an electronic stability system (Electronic Stability Program, ESP), AEB, etc.; the passive safety system is designed to reduce injury of passengers (and other accident participants) in the vehicle caused by accidents through the designed passive safety device after the vehicle has a safety accident, and the passive safety device mainly comprises a safety belt, an air bag, a seat and the like. The active and passive integrated safety system combines the two systems to realize more comprehensive safety protection. For example, the vehicle may predict an impending collision through the active safety system and pretension the seat belt, adjust the seat position, or initiate other passive safety measures before an accident occurs, utilizing the environmental data information collected by the active safety system to provide a more abundant protection window for the passive safety system to globally optimize the injury that the occupant may sustain.
2. Test scene and test condition: in general, the test conditions are a subset of the test scenarios, i.e., the concepts described by the test scenarios are more extensive. The test scene generally comprises road types (such as crossroads, highways and the like), traffic participants (such as vehicles-vehicles, people-vehicles and the like), driving conditions (such as speeds, positions and the like), collision conditions (such as collision time, collision speed, collision angle and the like) and the like, and elements contained in the whole collision accident occurrence process are restored as far as possible; the test condition generally refers to different driving conditions/collision conditions by modifying different parameters under a certain scene, for example, the collision speed is 30-60km/h, the collision position is in front collision-offset collision, and the like.
3. Non-reversible passive safety device and reversible passive safety device: the common passive safety device mainly comprises a safety belt, an airbag, a seat and other devices which are arranged in a car cabin to restrain the movement of a passenger body and reduce the risk of personnel under the condition of accident or sudden deceleration. The passive safety device comprises a reversible passive safety device and a non-reversible passive safety device. The main difference between the reversible and non-reversible passive safety devices is that the device can be adjusted back to the pre-activation state after being started by false alarm so as to avoid interference with the normal driving process. For example, the reversible pretensioning seat belt can rotate the rotating shaft in advance to eliminate the webbing slack when the collision moment is about to occur, and advance the restraining force application time. If the accident is avoided after the driving safety system or the driver is operated, the pre-tightening webbing can be loosened along with the rotating shaft, and the state of the driver is recovered to be comfortable. The airbag is classified as a non-reversible passive safety device because the airbag cannot perform the above operation if it is ignited in advance.
With the continuous improvement of sensor technology, vehicle-mounted computing power and algorithm structure, automobile safety technology is subjected to a technological innovation development path of 'passive safety-active and passive safety cooperation'. In recent years, host factories have gradually configured active and passive integrated safety systems for various types of under-flag vehicles, for example, the cooperation of an automatic emergency braking system (Autonomous Emergency Braking, AEB) and a reversible pre-tightening safety belt can theoretically not only realize emergency braking collision avoidance of the vehicle, but also restrict the posture of a passenger in a controllable range as much as possible under the condition that collision cannot be avoided so as to reduce contact with interior decoration and cause damage.
At present, the test method for the active and passive integrated safety systems of the vehicle is lack of testing the active and passive safety systems in the test rules, and the test method for the active and passive safety systems is split. In addition, the coupling relationship between the active and passive safety systems may instead lead to an increase in the rate of occupant injury in an accident, for example, due to the high deceleration generated by the AEB, the occupant in the vehicle may be subjected to the action of longitudinal inertia force in an unconscious state, and then generate an off-position posture at a moment before the collision, which greatly reduces the protection effect of the restraint system and may lead to the occupant facing a more serious risk of injury. False triggering of the non-reversible passive restraint system can greatly influence normal driving operation of a driver, and other more serious traffic accidents are induced. At present, the host factory has poor compatibility with real accidents in setting the triggering threshold values of the active and passive safety systems, and false alarm and missing alarm of device signals can occur, so that additional damage risks or insufficient protection of passengers can be brought. Therefore, a reasonable active-passive integrated safety system testing method is constructed, and the evaluation of the active-passive cooperative protection of the current vehicle model in a unified and fair testing rule has important significance on the optimization performance of the injury severity of passengers.
The method provided by the embodiment of the disclosure can be applied to the field of automobile safety, and based on continuous progress of the active and passive integrated safety technology of the current host machine factory, the method and the device for testing the safety performance of the vehicle are provided for an evaluation mechanism so as to evaluate the protection effect of the active and passive integrated safety system of the vehicle more accurately, perfectly and comprehensively. The following description will take as an example only the execution subject of the method provided by the embodiments of the present disclosure as a computing device. Referring to fig. 1, a schematic diagram of a computing device according to an exemplary embodiment of the present disclosure is shown.
The computing device may include an onboard device of the vehicle under test 21, the vehicle under test 21 including an active-passive integrated security system. The active and passive integrated safety system comprises an active safety system and a passive safety system. The active and passive integrated safety system can be a system which is started by matching the AEB with the pre-tightening safety belt, and the method provided by the embodiment of the disclosure is described below by taking the system which is started by matching the active and passive integrated safety system with the AEB, the reversible pre-tightening safety belt and the air bag as an example. It should be understood that the safety performance test of the active-passive integrated safety system can be carried out by modifying the relevant indexes by the other active-passive safety devices according to the method provided by the embodiment of the disclosure.
The vehicle under test 21 may be a vehicle having a wireless communication function, wherein the wireless communication function may be provided to an in-vehicle terminal, an in-vehicle module, an in-vehicle unit, a chip (system), or other parts or components of the vehicle under test 21. In the embodiment of the present disclosure, the vehicle under test 21 may be in an automatic driving state when the safety performance test of the vehicle is performed.
The vehicle 21 to be tested may also be provided with at least one vehicle-mounted sensor including a vehicle-mounted camera, a capacitance sensor of a steering wheel, a pressure sensor of a seat, an ultrasonic positioning system in a vehicle (i.e., an ultrasonic radar), other vehicle-mounted radars (e.g., millimeter wave radar, laser radar (english: LASER RADAR), etc.), a rainfall sensor, a vehicle attitude sensor (e.g., gyroscope), an inertial measurement unit (inertial measurement unit, IMU), a global navigation satellite system (global navigation SATELLITE SYSTEM, GNSS), etc.
The tested vehicle 21 can be further provided with an automatic driving system, and the automatic driving system can be used for setting an automatic driving strategy to realize automatic driving of the tested vehicle 21.
The computing device may further include a server 22, where the server 22 may be located on the vehicle 21 to be tested as an on-vehicle computing unit, may also be located at a cloud end, may be a physical device, may also be a virtual device, such as a virtual machine, a container, or the like, and the server 22 has a wireless communication function. The server 22 and the vehicle under test 21 may communicate by means of wireless connection, for example, in the test, the server 22 may be carried on the vehicle under test 21 and communicate with the vehicle under test 21 by means of wireless connection, and by means of communication between the vehicle under test 21 and the server 22, the server 22 may collect data collected by the vehicle under test 21 or by sensors disposed on the road or elsewhere, calculate and transmit the calculation result back to the corresponding vehicle under test 21.
In the following, a method for testing the safety performance of a vehicle according to an embodiment of the present disclosure will be described using several exemplary embodiments.
Referring to FIG. 2, a flow chart of a method for testing the safety performance of a vehicle according to an exemplary embodiment of the present disclosure is shown, which is used in the computing device shown in FIG. 1 for illustration. The method comprises the following steps.
Step 201, performing an active safety performance test on a tested vehicle to obtain a first test result, where the first test result is used to indicate the collision avoidance capability of the active safety system before the tested vehicle collides.
The computing equipment can construct a test scene in advance, and in the process of carrying out active safety performance test on the tested vehicle, based on the constructed test scene, the front obstacle can be perceived through the vehicle-mounted sensor, and then the built-in active safety system is used for judging whether to carry out braking and the braking force. If the active safety system judges that braking is needed to avoid collision, a signal is sent to enable the braking system of the tested vehicle to work, so that the occurrence of collision is reduced or avoided as much as possible. The above-described active safety performance test may be performed once or repeated a plurality of times on the vehicle under test to obtain a first test result for indicating the performance of the vehicle under test to predict the risk and react before a collision occurs, that is, the first test result for indicating the collision avoidance capability of the active safety system (such as AEB) of the vehicle under test.
The first test result may include a collision avoidance rate for indicating a collision avoidance capability of the active safety system, where the collision avoidance rate is a ratio of a number of tests in which the vehicle under test is not involved in a collision to a total number of tests in the active safety performance test. The first test result may also include other data including one or more of an efficiency of the active safety system, a failure rate of the active safety system, an efficiency of the non-reversible passive safety device, a false positive rate of the non-reversible passive safety device, and a failure rate of the non-reversible passive safety device. The effective rate of the active safety system is the ratio of the effective triggering times of the active safety system to the total testing times, the failure rate of the active safety system is the ratio of the failure times of the active safety system to the total testing times, the effective rate of the non-reversible passive safety device is the ratio of the effective triggering times of the non-reversible passive safety device to the total testing times, the false alarm rate of the non-reversible passive safety device is the ratio of the false triggering times of the non-reversible passive safety device to the total testing times, and the failure rate of the non-reversible passive safety device is the ratio of the failure times of the non-reversible passive safety device to the total testing times. The method comprises the steps of determining the effective triggering times of an active safety system, determining the failure times of the active safety system, determining the effective triggering times of a non-reversible passive safety device, determining the false triggering times of the non-reversible passive safety device, determining the failure times of the non-reversible passive safety device, and performing multiple active safety performance tests on a tested vehicle. Optionally, the first test result may further include target working condition information and target starting parameters of the passive safety system when the tested vehicle collides corresponding to one or more active safety performance tests. The target working condition information is working condition information of collision avoidance failure under the active safety performance test, namely the target working condition information is working condition information when a tested vehicle collides, the target working condition information comprises at least one of collision time, collision speed, collision angle and collision position, the target starting parameters comprise starting time and other parameters of a passive safety system, and the other parameters comprise at least one of a safety belt pre-tightening signal (safety belt pre-tightening time and safety belt pre-tightening amount), an air bag pre-ignition signal (air bag explosion time and air bag inflation amount), a seat front-back position and a seat back angle. The webbing pretensioner timing refers to a timing at which the webbing is automatically tightened to protect the occupant when the vehicle under test collides. The pre-tightening amount of the safety belt refers to the tension force born by the safety belt when the vehicle to be tested collides. It is generally expressed in newtons (N). The air bag explosion moment refers to the moment when the sensor detects that the collision force reaches a set threshold value when the detected vehicle collides, and the air bag is rapidly inflated to protect the safety of passengers. The inflated volume of an airbag refers to the volume occupied by the airbag after inflation, typically in milliliters (ml).
Step 202, according to the first test result, performing a passive safety performance test on the tested vehicle to obtain a second test result, where the second test result is used to indicate the protection capability of the simulation object under the synergistic effect of the active safety system and the passive safety system when the tested vehicle collides.
The computing equipment takes the first test result obtained by the active safety performance test as an important basis of the passive safety performance test, and performs the passive safety performance test on the tested vehicle once to obtain a second test result. For example, the recovery of the collision condition can be performed according to the target condition information in the first test result and the target starting parameter of the passive safety system, so as to more accurately fit the protection capability of the simulation object under the synergistic effect of the active and passive integrated systems in the performance test link of the passive safety system.
The simulated objects may include simulated objects of occupants in the vehicle under test and/or simulated objects of crashed accident participants. The occupants in the vehicle may be drivers and the accident participants may be vehicles, pedestrians or other obstacles. The simulated object may be a dummy (such as an inflatable dummy), or a digital mannequin, or a vehicle model (such as an inflatable vehicle model). The embodiments of the present disclosure are not limited in this regard.
The second test result comprises a damage evaluation index of the simulation object, wherein the damage evaluation index is used for indicating the damage severity of the simulation object under the cooperative action of the active safety system and the passive safety system when the tested vehicle collides, namely the damage evaluation index is used for indicating the protection capability of the simulation object under the cooperative action of the active safety system and the passive safety system when the tested vehicle collides. The damage evaluation index and the damage severity of the simulation object are in positive correlation, namely, the larger the numerical value of the damage evaluation index is, the more serious the damage of the simulation object is, and the worse the protection capability of the simulation object is under the synergistic effect of the active safety system and the passive safety system. For example, the damage-assessment indicator may include a rating or score.
Step 203, determining a target test result according to the first test result and the second test result.
And comprehensively analyzing according to the first test result and the second test result to determine a target test result, wherein the target test result is used for indicating the safety performance of the active and passive integrated system of the tested vehicle.
Optionally, the first test result includes collision avoidance rate and other data, the other data includes one or more of an effective rate of the active safety system, a failure rate of the active safety system, an effective rate of the irreversible passive safety device, a false alarm rate of the irreversible passive safety device, and a failure rate of the irreversible passive safety device, the second test result includes a damage evaluation index of the simulation object, and determining the target test result according to the first test result and the second test result may include: and comprehensively analyzing according to one or more of collision avoidance rate, effective rate of the active safety system, failure rate of the active safety system, effective rate of the irreversible passive safety device, false alarm rate of the irreversible passive safety device and failure rate of the irreversible passive safety device, and damage evaluation index, and calculating to obtain a target score.
In one possible implementation manner, the first test result includes a collision avoidance rate, an effective rate of the active safety system, and an effective rate of the non-reversible passive safety device, the second test result includes a damage evaluation index of the simulation object, and the target test result is a target score, that is, the target score is calculated by adopting a preset algorithm according to the collision avoidance rate, the effective rate of the active safety system, the effective rate of the non-reversible passive safety device, and the damage evaluation index. Illustratively, the product of the collision avoidance rate, the effective rate of the active safety system, the effective rate of the irreversible passive safety device, and the damage assessment index is determined as the target score.
In another possible implementation manner, the first test result includes a collision avoidance rate, an effective rate of the active safety system, and a false alarm rate of the non-reversible passive safety device, the second test result includes a damage evaluation index of the simulation object, and the target test result is a target score, that is, the target score is calculated by adopting a preset algorithm according to the collision avoidance rate, the effective rate of the active safety system, the false alarm rate of the non-reversible passive safety device, and the damage evaluation index. Illustratively, the product of the collision avoidance rate, the effective rate of the active safety system, the target difference value and the damage evaluation index is determined as a target score, and the target difference value is the difference value of the false alarm rate of the non-reversible passive safety device.
It should be noted that the foregoing possible implementation manners merely represent a few simple combination methods, and it should be understood that the combination methods thereof are various, and the manner of determining the target test result according to the first test result and the second test result is not limited in the embodiments of the present disclosure.
The preset algorithm is either default or custom set. The embodiments of the present disclosure are not limited in this regard.
Optionally, after determining the target test result, the target test result is displayed in a preset display mode, so that a user can better know the safety performance of the tested vehicle.
It should be noted that, the details of the determination manners of the first test result, the second test result and the target test result may be referred to the related descriptions in the following embodiments, which are not described herein.
In summary, according to the embodiment of the disclosure, the first test result is obtained by performing the active safety performance test on the tested vehicle, where the first test result is used to indicate the collision avoidance capability of the active safety system before the tested vehicle collides; according to the first test result, carrying out passive safety performance test on the tested vehicle to obtain a second test result, wherein the second test result is used for indicating the protection capability of the simulation object under the synergistic effect of the active safety system and the passive safety system when the tested vehicle collides; determining a target test result according to the first test result and the second test result; the method has the advantages that the situation that the test method of the active and passive safety systems in the related technology is cracked is avoided, the test flow of the active and passive safety performance test in a mode of separation and logic unification is realized, the protection capability of an analog object of the whole vehicle under the synergistic effect of the active safety system and the passive safety system is reflected, the performance of the active and passive integrated safety system of the vehicle can be effectively and accurately evaluated, and the efficiency and the accuracy of the safety performance test method of the vehicle are improved.
Referring to fig. 3, a flowchart of a method for testing the safety performance of a vehicle according to another exemplary embodiment of the present disclosure is shown, and the method is used in the computing device shown in fig. 1 for illustration. The method comprises the following steps.
Step 301, a test scene library is constructed according to a historical data set, wherein the test scene library comprises a plurality of test scenes.
The computing device may obtain a historical dataset, which may include survey data of a plurality of road traffic incidents historically, and which may also include a natural driving dataset that has been disclosed. According to the historical data set, statistics is carried out on the working condition that the vehicle active safety system is difficult to avoid collision in the real road traffic accident, parameters such as scene type, obstacle type, moving speed of the obstacle, appearance mode of the obstacle and the like are screened out, the real road traffic accident is abstracted into a test scene capable of being parametrically expressed, namely, a plurality of test scenes are constructed according to different combinations of the parameters to serve as a test scene library for active safety performance test. The constructed test scene library comprises a plurality of test scenes, wherein the test scenes are used for indicating at least one parameter of scene types, obstacle types, moving speeds of the obstacles and appearance modes of the obstacles. Optionally, according to the historical data set, key elements are extracted based on a conflict scene formed by traffic accident participants, parameters such as scene type, obstacle type, moving speed of the obstacle, appearance mode of the obstacle and the like are determined according to the key elements, and real road traffic accidents are abstracted into test scenes capable of being parametrically expressed.
Alternatively, the traffic accident participants may include vehicles under test and obstacles, which may be road elements, vehicles, handicapped road users (Vulnerable Road User, VRUs), etc., where the VRUs may be pedestrians, cyclists, motorcyclists, etc. The key elements may include at least one of weather conditions, road types, road structures, and scene elements. The test scenario is used for indicating: at least one parameter of scene type, obstacle type, moving speed of obstacle, and appearance mode of obstacle. The weather conditions may include various weather conditions, such as sunny days, rainy days, snowy days, foggy days, and the like; road types may include highways, rural roads, urban roads, etc.; road structure is used to indicate physical characteristics of the road itself, such as road friction (dry, ice, snow, wet, cracked), grade, road width, etc.; the scene elements may include static elements and dynamic elements in the traffic environment, such as traffic facilities, surrounding landscapes, obstacles, dynamic indication facilities, communication environment information, and the like. Scene types may be used to indicate different traffic environments, including, for example, intersections, underground garages, highway streets, and the like. The obstacle types may include road elements, vehicles, VRUs, etc. The speed of movement of the obstacle may be intercepted according to a speed profile common in the historical dataset. For example, the appearance of the obstacle may include constant visibility, longitudinal gradual progress, longitudinal abrupt progress, transverse gradual progress, transverse abrupt progress, etc. The embodiments of the present disclosure are not limited in this regard.
Optionally, constructing and arranging a plurality of test scenes by adopting an orthogonal test design method according to the emergency degree of each parameter, wherein the plurality of test scenes can be ordered according to the emergency degree value, so that the constructed test scene library comprises test matrixes corresponding to the plurality of test scenes, and each test matrix comprises the plurality of parameters and the emergency degree value. The emergency level value may be an emergency level value corresponding to each of the plurality of parameters, or may be a total emergency level value corresponding to the test scenario. The emergency degree value can be used as a reference value for selecting the test scene, namely, the test scene with the required emergency degree can be selected according to the test requirement.
The emergency level value may be preset. Alternatively, taking the parameter as an example of the moving speed of the obstacle, the corresponding emergency value when the moving speed of the obstacle is "0m/s" is preset to be 0.1, the corresponding emergency value when the moving speed of the obstacle is "3m/s" is 0.3, the corresponding emergency value when the moving speed of the obstacle is "6m/s" is 0.5, the corresponding emergency value when the moving speed of the obstacle is "9m/s" is 0.7, and the corresponding emergency value when the moving speed of the obstacle is "12m/s" is 0.9. It should be understood that the emergency level value may be set by analogy with reference to other types of parameters, and the embodiments of the present disclosure are not limited thereto.
The emergency value may also be calculated from the current test scenario. Optionally, the emergency degree value can be definitely quantified by referring to the calculation modes of various safety evaluation indexes. For example, the collision time (Time to Collision, TTC) when the driver is visible to the dangerous element is selected as the emergency value corresponding to the parameter "moving speed of obstacle", and the calculation formula of TTC is as follows:
Wherein d rel is the relative distance between the vehicle under test and the obstacle, and v rel is the relative speed between the vehicle under test and the obstacle. The smaller the TTC is, the higher the emergency degree of the current test scene is indicated to a certain extent, and the higher the performance requirement on the active safety system is. And under different test scenes, finally determining a test matrix by adjusting the emergency degree value represented by each parameter. In one illustrative example, a test matrix for a test scenario is shown in Table one.
List one
In one illustrative example, as shown in FIG. 4, at a T-junction without traffic lights, the vehicle 41 is traveling straight through and the vehicle 42 is traveling left-hand. Since the vehicles 43 parked at the roadside block the views of both vehicles, a collision accident may occur without traffic signal indication. If a green car is set as the tested car, whether collision can be avoided at a certain speed (for example, 50 km/h) can be changed in emergency degree in the test scene by adjusting the speeds of the two cars (influencing TTC).
Step 302, performing active safety performance test on the tested vehicle for multiple times under the same test scene or different test scenes to obtain a first test result.
Before the active safety performance test is performed, the start signal of the passive safety system can be interrupted to prevent interference with the normal performance of the active safety performance test. And then, based on the constructed test scene library, carrying out multiple active safety performance tests on a single test scene or a plurality of different test scenes to obtain a first test result.
Because the tested vehicle is provided with the active and passive integrated safety system, the situation that the emergency degree is too high, the risk of injury to passengers is large and then the irreversible passive safety device (such as airbag explosion) is started when the vehicle machine judges the current scene possibly occurs during the active safety performance test, and the normal test flow is disturbed. Therefore, before the active safety performance test of the vehicle is carried out, the starting signal of the passive safety system can be interrupted, for example, the starting signal can not be transmitted to a module controlled by the passive safety system, and a vehicle-mounted signal reading module is arranged to detect and record whether the passive safety device is started or not and the time stamp of the starting signal in real time, wherein the time stamp of the starting signal is the starting time of the passive safety device.
The test scene can be a virtual scene or an actual physical scene, namely, the active safety performance test can be performed under the virtual scene or the actual physical environment, wherein the actual physical environment is more close to the vehicle perception performance of the real scene due to factors such as sensor noise, uncertainty in perception and the like.
The process of performing active safety performance tests on the tested vehicle in the same test scene or different test scenes is described below, and may include, but is not limited to, the following steps:
And judging whether the tested vehicle collides or not. The primary goal of active safety systems is to avoid incidents. When the tested vehicle is not collided, if the triggering signal of the active safety system is detected, the active safety system is determined to be effectively triggered; if the trigger signal of the non-reversible passive safety device is detected, determining that the non-reversible passive safety device is triggered by mistake. The triggering signal of the active safety system is a signal for triggering the active safety system to start, and the triggering signal of the irreversible passive safety device is a signal for triggering the irreversible passive safety device to start by the active safety system.
Illustratively, the active safety system trigger signal is: when the active safety system (such as AEB) of the vehicle is determined to be started at the current moment to perform collision avoidance operation under the processing of a vehicle-mounted computer through the sensing of the environment by the vehicle-mounted sensor, the signal transmitted to the vehicle dynamics control system (such as acceleration and deceleration of a throttle brake/steering wheel steering) is collectively called. The trigger signal of the non-reversible passive safety device is: in passive safety devices (e.g., seat belts, airbags, etc.), it is difficult to recover the device once activated (e.g., the length of webbing may be released to recover after the seat belt is tensioned, but the airbag cannot recover once it is exploded, so the airbag is a non-reversible passive safety device). In the pre-crash stage, when the vehicle-mounted computer determines that the active safety system of the vehicle needs to be started at the current moment (which is equivalent to dividing the passive safety device into a reversible passive safety device and a non-reversible passive safety device, and respectively has independent trigger signals), the trigger signals are transmitted to the non-reversible passive safety device.
It should be noted that, in the active safety performance test, the judgment result of the active safety system includes: two possible cases of effective triggering and failure, namely, when the detected vehicle is detected to be not collided, the active safety system is determined to be effectively triggered (the active safety system is certainly collided when not triggered); when a collision of the detected vehicle is detected, the active safety system may be effectively triggered (but the time of triggering is later/the execution force after triggering is insufficient, such as that the braking force is not strong, etc.), and may fail (the root does not detect a trigger signal, and the active safety system is considered to fail). The judging result of the non-reversible passive safety device comprises: the three possible conditions of effective triggering, false triggering and failure, namely when the detected vehicle is detected to not collide, the non-reversible passive safety device is triggered, the false triggering is determined, and if the reversible passive safety device is started, the false triggering is in a normal range, because the false triggering does not cause excessive interference to driving safety; when the collision of the detected vehicle is detected, whether the non-reversible passive safety device is triggered or not is judged according to the damage threshold value: when the injury threshold is not exceeded (i.e. the injury to the occupant is less severe), the non-reversible passive safety device should not be triggered (as triggering may instead aggravate the injury to the occupant), in which case the non-reversible passive safety device is triggered and is deemed to be false triggered; when the injury threshold is exceeded (i.e., occupant injury is severe), the non-reversible passive safety device should be triggered (where triggering reduces injury), and be deemed to be disabled if the non-reversible passive safety device is not triggered. That is, when a collision of the vehicle under test is detected and the irreversible passive safety device is triggered within a suitable damage threshold interval, the irreversible passive safety device is considered to be effectively triggered.
Optionally, the judging condition for judging whether the vehicle to be tested collides includes whether the housing (or the envelope region of the fixed range) of the vehicle to be tested is in substantial contact with and fitted to the obstacle.
In one possible implementation manner, in the process of testing the active safety performance, the total test times, the test times of the vehicle to be tested that is not collided, the effective triggering times of the active safety system and the false triggering times of the passive safety device may be recorded, where "determining that the active safety system is effectively triggered" in this embodiment may include determining that the active safety system is effectively triggered and adding one to the recorded effective triggering times of the active safety system, and "determining that the passive safety device is mistakenly triggered" in this embodiment may include determining that the passive safety device is mistakenly triggered and adding one to the recorded false triggering times of the passive safety device. Optionally, the data recording mode of the active safety performance test may include, but is not limited to, the following steps: 1. firstly, adding one to the total test times for each active safety performance test; 2. in one active safety performance test, if the tested vehicle does not collide, the number of times of the test that the tested vehicle does not collide is increased by one, and the effective triggering number of the active safety system is increased by one; 3. in the primary active safety performance test, if a tested vehicle collides, whether a trigger signal of an active safety system is detected or not needs to be checked, and if the trigger signal of the active safety system is detected, the effective trigger frequency of the active safety system is increased by one; if the trigger signal of the active safety system is not detected, adding one to the failure times of the active safety system; 4. in the primary active safety performance test, if the tested vehicle collides, the damage threshold is combined, and whether the irreversible passive safety device needs to be started currently or not is judged. If the irreversible passive safety device is started under the unnecessary working condition, the false triggering frequency of the irreversible passive safety device is increased by one; if the irreversible passive safety device is not started under the necessary working condition, the failure times of the irreversible passive safety device are increased by one; if the irreversible passive safety device is started under the necessary working condition, the effective triggering times of the irreversible passive safety device are increased by one.
When the tested vehicle collides, the target working condition information of the tested vehicle is determined and recorded, wherein the target working condition information comprises at least one of collision time, collision speed, collision angle and collision position. Wherein the collision speed can be represented by the absolute or relative speed of the vehicle under test at the time of collision, the collision angle can be represented by the angle of the front surface of the vehicle under test at the time of collision with the surface under test of the object under test, and the collision position can be represented by the degree of offset of the collision.
Because the active safety performance test link of the vehicle does not generate a real collision accident, the test vehicle is structurally damaged, and soft inflatable props (such as inflatable dummies, inflatable vehicle models and the like) are adopted more. Such props are difficult to restore real objects on the appearance and mass distribution, and the detected first working condition information (such as collision position) when the detected vehicle collides with the real object has a difference and large uncertainty, namely, whether the damage value (calculated by a simulation platform) caused by the working condition information of the detected vehicle is the damage value obtained by collision with the real object (such as a real person) or not is difficult to determine, and the working condition information has uncertainty. Second, the extent to which this uncertainty affects the calculated damage value needs to be explored. For example, it is not desirable that the damage value obtained by simulation calculation after some minor disturbance is performed on the working condition information is very different, for example, the value of the corresponding head injury index (Head Injury Criterion, HIC) is very different when the 1 ° collision angle is changed. The damage value is used to represent the damage degree, and the specific calculation mode is not limited, and may be the same as or different from the damage evaluation index above.
Therefore, the first working condition information recorded in the active safety performance testing link can be input to the virtual simulation testing platform, and a plurality of second working condition information can be randomly and uniformly generated around the collision working condition parameter value under the real physical test, so that a series of virtual tests can be developed with lower testing cost and higher testing efficiency. Further, after the plurality of second operating condition information are generated, the damage value of the first operating condition information and the damage value of each piece of second operating condition information are determined, and the operating condition information causing the most serious damage in the first operating condition information and the plurality of pieces of second operating condition information is determined as target operating condition information. This approach aims to ensure that the recording uncertainty of the operating condition information in the active safety performance test is reduced as much as possible and that the passive safety performance test is able to reflect the vehicle safety performance under the most adverse conditions.
The virtual simulation test platform is not arranged on the tested vehicle, but is a single simulation platform. For example, the virtual simulation test platform is multi-rigid body/finite element simulation software such as MADYMO and ANSYS. Wherein MADYMO is a multi-body dynamics simulation software, ANSYS is an engineering simulation software. Optionally, the virtual simulation test platform is arranged in a server in communication with the tested vehicle, and sends the first working condition information of the tested vehicle when the tested vehicle collides to the virtual simulation test platform in the server, and the virtual simulation test platform is used for performing simulation calculation according to the received first working condition information or recording the received first working condition information, and performing simulation calculation according to the first working condition information when needed. The damage value of the condition information (the first condition information or the second condition information) includes a damage value of at least one body part of the target object.
The plurality of second operating condition information is generated in order to explore uncertainty of the damage (whether abnormal values occur or not). This may occur in two cases: in the case that the damage values have no excessive difference, that is, the damage value of the first working condition information and the damage value of each piece of second working condition information are in the preset standard deviation range, the first working condition information can be determined as target working condition information, and the damage value corresponding to the target working condition information is determined; in another case, the difference of the damage values is too large, that is, the damage value of the first working condition information and the damage value of each piece of second working condition information are beyond a preset standard deviation range, that is, certain outliers appear, the working condition information causing the most serious damage (for example, the damage value is the largest) is determined as the target working condition information, that is, the first working condition information is replaced by the target working condition information to be stored, and the damage value corresponding to the target working condition information is determined.
In an illustrative example, a schematic diagram of a generating manner of the plurality of second working condition information is shown in fig. 5, the first working condition information 51 recorded in the active safety performance testing link is input to the virtual simulation testing platform, the plurality of second working condition information 52 is randomly and uniformly generated near the first working condition information 51, and the working condition information causing the most serious damage is determined as the target working condition information.
When a vehicle to be tested collides, it is determined whether the collision strength exceeds a preset strength threshold value, which is used to determine the necessity of activation of a non-reversible passive safety device (e.g., an airbag). This is because the additional kinetic energy may cause additional damage to the occupant during deployment of the airbag due to the relatively high impact forces, and thus the airbag should not be implosion under conditions of low impact strength (e.g., the airbag should not be implosion when the impact speed is <20 km/h). If the preset intensity threshold value is adopted as a judgment basis, the magnitudes of the damage values of the airbag under the working condition of the same collision intensity can be compared, if the damage value of the airbag under the condition of the same collision intensity is larger than or equal to the damage value of the airbag under the condition of the non-point explosion, the airbag under the working condition of the collision intensity is indicated not to be subjected to the point explosion, the value of the collision intensity is increased, the comparison strategy is repeatedly executed until the corresponding collision intensity is determined to be the preset intensity threshold value when the damage value of the airbag under the condition of the point explosion is smaller than the damage value of the non-point explosion.
When the collision strength does not exceed a preset strength threshold, on one hand, detecting a trigger signal of an active safety system; when the trigger signal of the active safety system is not detected, determining that the active safety system fails; on the other hand, the trigger signal of the non-reversible passive safety device is detected, and when the trigger signal of the non-reversible passive safety device is detected, the non-reversible passive safety device is determined to be triggered by mistake.
It should be noted that, in the crash test, the vehicle under test does not successfully avoid the crash, the active safety system may be activated, but the crash may occur due to the fact that the working conditions are too urgent/the adopted braking strategies are not matched (such as the braking force is small), or the active safety system is not activated. For the protection taken by the driver, it is first of all certain that no collision is desired (successful collision avoidance by the active safety system), but the essential point is that little injury to the occupants is acceptable. Therefore, if the triggering signal of the active safety system is detected under the condition that the collision of the tested vehicle occurs and the collision intensity does not exceed the preset intensity threshold value, the triggering signal of the active safety system should not be calculated as the complete failure of the active safety system (or as a partial effect, if the collision avoidance is successful, the effective triggering frequency of the active safety system can be increased by one, and if the collision avoidance is not successful, but the triggering signal of the active safety system is detected, the effective triggering frequency of the active safety system can be increased by 0.5 times); if the trigger signal of the active safety system is not detected, determining that the active safety system fails, and adding one to the failure times of the active safety system. Therefore, whether the trigger signal of the active safety system is detected or not can be confirmed, the effectiveness of the active safety system in the test can be counted, and data can be provided for calculating the effectiveness of the active safety system in the final evaluation link.
Optionally, the damage value of the person may be used as a judgment basis of the collision strength, the damage value of the first working condition information is obtained through calculation by the virtual simulation test platform, and judging whether the collision strength exceeds a preset strength threshold may include: judging whether the damage value of the first working condition information is larger than a damage threshold value or not, for example, the damage value of the first working condition information is HIC and/or chest compression; the method can also adopt the collision value of the specific point of the passenger cabin as the judgment basis of the collision intensity, calculate the collision value of the specific point of the passenger cabin through the virtual simulation test platform, judge whether the collision intensity exceeds the preset intensity threshold value, and can comprise the following steps: whether the collision value of the specific point of the passenger cabin is larger than a collision threshold value or not is judged, for example, the collision value is the potential deformation quantity, the collision waveform, the collision impact force and the like of the specific point of the passenger cabin.
When the tested vehicle collides and the collision intensity exceeds the intensity threshold value, detecting a trigger signal of the non-reversible passive safety device; when the trigger signal of the non-reversible passive safety device is not detected, on the one hand, the non-reversible passive safety device is determined to fail, and on the other hand, the trigger signal of the active safety system is detected, and when the trigger signal of the active safety system is not detected, the active safety system is determined to fail.
When the trigger signal of the non-reversible passive safety device is detected, on one hand, the non-reversible passive safety device is determined to be effectively triggered, and on the other hand, the trigger signal of the active safety system is detected, and when the trigger signal of the active safety system is not detected, the active safety system is determined to be invalid.
Optionally, in the process of testing the active safety performance, the total test times, the test times of the tested vehicle without collision, the effective triggering times of the active safety system and the effective triggering times of the passive safety device are recorded, so that the collision avoidance rate, the effective rate of the active safety system and the effective rate of the non-reversible passive safety device are calculated later. For example, the effective rate of the active safety system is the ratio of the effective triggering times of the active safety system to the total testing times, and the effective rate of the non-reversible passive safety device is the ratio of the effective triggering times of the non-reversible passive safety device to the total testing times.
In addition, the failure times of the active safety system, the failure times of the irreversible passive safety device and the false triggering times of the irreversible passive safety device can be recorded, so that the failure rate of the active safety system, the failure rate of the irreversible passive safety device and the false alarm rate of the irreversible passive safety device can be calculated later. For example, the failure rate of the active safety system is the ratio of the failure times of the active safety system to the total test times, the failure rate of the irreversible passive safety device is the ratio of the failure times of the irreversible passive safety device to the total test times, and the false alarm rate of the irreversible passive safety device is the ratio of the false triggering times of the irreversible passive safety device to the total test times.
For the tested vehicle, the active safety performance test flow is repeated for a plurality of times under the same test scene, and the test times can be more than a preset times threshold, for example, the preset times threshold is 10 times, or repeated tests are carried out in the virtual test simulation platform on the basis of physical test verification.
The first test result may be obtained by performing active safety performance tests on the same vehicle under test in the same test scene or different test scenes.
Optionally, the first test result includes a collision avoidance rate and other data, and the other data includes one or more of an effective rate of the active safety system, a failure rate of the active safety system, an effective rate of the non-reversible passive safety device, a false positive rate of the non-reversible passive safety device, and a failure rate of the non-reversible passive safety device. Illustratively, the collision avoidance rate is p a,pa =the number of tests/total number of tests that the vehicle under test has not collided; the effective rate of the active safety system is p e,pe = the effective trigger times/total test times of the active safety system; the effective rate of the non-reversible passive safety device is p k,pk = the effective trigger times/total test times of the non-reversible passive safety device; the false alarm rate of the non-reversible passive safety device is p f,pf =false triggering times/total testing times of the non-reversible passive safety device.
In addition, if the detected vehicle cannot avoid collision accidents in an excessively urgent scene, namely when the detected vehicle cannot avoid collision, triggering a starting signal of the passive safety system, and recording target starting parameters of the passive safety system. Alternatively, depending on the basic vehicle dynamics control capabilities, the area that the vehicle can reach is limited within a certain time frame, limited by the physical properties. Therefore, when the distance between the detected vehicle and the obstacle is detected to be smaller than the preset distance threshold (i.e. too close to the obstacle) or the speed of the detected vehicle is higher than the preset speed threshold (i.e. too high speed), the detected vehicle is indicated to be unavoidable to collide. The embodiments of the present disclosure are not limited in this regard.
The target starting parameters comprise starting time and other parameters, and the other parameters comprise at least one of seat belt pre-tightening time, seat belt pre-tightening amount, air bag explosion time, air bag inflation amount, seat front and rear positions and seat back angle. And recording target working condition information of the tested vehicle when the tested vehicle collides, wherein the target working condition information comprises at least one of collision time, collision speed, collision angle and collision position, and the record is made for starting the passive safety device according to the system judgment time point and setting the same working condition information in the following vehicle passive safety performance test link, namely the first test result also comprises the target working condition information when the tested vehicle collides and target starting parameters of the passive safety system.
Because the impact gesture of the passenger at the moment of collision can greatly influence the damage risk of the passenger, the gesture information of the target object when the detected vehicle collides can be obtained through the vehicle-mounted sensor, or the gesture information of the target object when the detected vehicle collides can be determined based on the fitting process of the virtual simulation computing platform. The first test result also comprises posture information of the target object when the tested vehicle collides, wherein the posture information is used for indicating the head posture and/or the trunk posture. Wherein the target object may be a real or a simulated object within the vehicle under test.
Optionally, the gesture of the upper body joint point of the target object is obtained through the vehicle-mounted camera, and/or the position of the hand of the target object at the steering wheel is obtained through the capacitance sensor of the steering wheel, and/or the driving gesture of the target object is estimated according to the pressure distribution between the target object and the automobile driver seat through the pressure sensor of the seat, and/or the head gesture and/or the trunk gesture of the target object are deduced according to the transmitters and the receivers distributed in different directions in the cabin through the ultrasonic positioning system in the automobile.
And step 303, performing passive safety performance test on the tested vehicle according to the target working condition information and the target starting parameters to obtain a second test result.
Optionally, according to the target working condition information and the target starting parameter, setting the tested vehicle in the passive safety performance test as the same working condition information and starting parameter, namely setting the working condition information of the tested vehicle in the passive safety performance test as the target working condition information, setting the starting parameter of the tested vehicle as the target starting parameter, and carrying out the passive safety performance test on the tested vehicle based on the set target working condition information and the set target starting parameter.
And carrying out passive safety performance test on the tested vehicle based on the target working condition information determined by the active safety performance test and the target starting parameters of the passive safety system. And correspondingly combining the output target working condition information in the virtual simulation test platform with the target starting parameters of the passive safety device to form a multi-dimensional test matrix. And based on the multidimensional test matrix, carrying out passive safety performance test on the tested vehicle to obtain a second test result. For example, in an active safety performance test in which a vehicle to be tested collides with a collision intensity exceeding an intensity threshold value and a start signal of a passive safety device is detected, the same condition information as in the passive safety performance test is set according to target condition information of the active safety performance test (for example, if an average collision velocity of 35km/h (collision velocity) and 50% offset collision (collision position) are recorded in the active safety performance test, the vehicle to be tested is set to impact a barrier at a constant velocity of 35km/h and 50% offset in the passive safety performance test), and the start timing of the passive safety device in the active safety performance test is referred to (for example, if an input signal of 0.5s before an airbag is triggered before the front end of the vehicle contacts the barrier, and if an input signal of 0.8s before a pretensioned seat belt is triggered, the seat belt is pretensioned before the front end of the vehicle contacts the barrier, the obtained multidimensional test matrix is 35% 0.5.8.8). If the physical test is high in cost and difficult to perform the repeatability test, a virtual simulation test can be added on the basis of physical test verification to test the passive safety protection performance of the tested vehicle, and a second test result is output.
In addition, because the high deceleration generated when the active safety system is triggered can enable passengers in the vehicle to generate dislocation postures in an unconscious state, the protection effect of the restraint system is greatly reduced, and the passengers are possibly caused to face more serious injury risks. Therefore, taking the occupant posture into consideration in the passive safety performance test link has an important meaning. According to the gesture information obtained by the active safety performance test, setting the simulation object of the passive safety performance test to be in the same gesture, for example, the simulation object is a dummy or a digital human body model in the tested vehicle, so that the obtained damage evaluation index is closer to the real accident damage data.
Optionally, the second test result may be a second test result obtained by performing a passive safety performance test on the tested vehicle, and the second test result may include a damage evaluation index of the simulation object obtained by the passive safety performance test.
In the active safety performance test link, the first working condition information of each collision accident can be recorded through the related recording module. And then, the first working condition information is imported into a virtual simulation test platform, the first working condition information is firstly simulated once in the virtual simulation test platform based on the collected first working condition information, the damage value of the passenger model is obtained through output, and meanwhile, the changed gesture information (such as stretching of double arms and the like) can be added in the link. The first working condition information is operated in advance in the virtual simulation test platform so as to screen out the most serious damage target working condition information possibly caused and determine the target working condition information as a reference collision working condition in the passive safety performance test link. That is, when the passive safety performance test is required, the physical test is verified after the damage value is screened by the virtual test for one time.
The damage evaluation index is used for indicating the damage severity of the simulation object under the cooperative action of the active safety system and the passive safety system when the tested vehicle collides, namely the damage evaluation index is used for indicating the protection capability of the simulation object under the cooperative action of the active safety system and the passive safety system when the tested vehicle collides. For example, the damage assessment index may be a damage severity (SEVERITY LEVEL of damage, SLD) value. The SLD value and the damage severity of the simulation object are in positive correlation, namely, the larger the SLD value is, the more serious the damage of the simulation object is, and the worse the protection capability of the simulation object is under the synergistic effect of the active safety system and the passive safety system.
And step 304, calculating to obtain a target test result by adopting a preset algorithm according to the first test result and the second test result.
Optionally, the first test result includes collision avoidance rate and other data, the other data includes one or more of an effective rate of the active safety system, a failure rate of the active safety system, an effective rate of the irreversible passive safety device, a false alarm rate of the irreversible passive safety device, and a failure rate of the irreversible passive safety device, the second test result includes a damage evaluation index of the simulation object, and the target test result is a target score.
In one possible implementation manner, according to the collision avoidance rate p a, the effective rate p e of the active safety system, the effective rate p k of the non-reversible passive safety device and the damage evaluation index SLD, a preset algorithm is adopted to calculate and obtain a target score G: g=f (p a,pe,pk, SLD), for example, the calculation method may be: g=p a*pe*pk SLD.
In another possible implementation manner, according to the collision avoidance rate p a, the effective rate p e of the active safety system, the false alarm rate p f of the non-reversible passive safety device and the damage evaluation index SLD, a preset algorithm is adopted to calculate and obtain a target score G: g=f (p a,pe,pf, SLD), for example, the calculation method may be: g=p a*pe*(1-pf) SLD. The calculation manner of the target score is not limited in the embodiments of the present disclosure.
In an illustrative example, as shown in fig. 6, the method for testing the safety performance of the vehicle provided in the embodiment of the present disclosure may be applied to a safety performance testing device of the vehicle, where the device may include five modules:
The module 1 is used for constructing a test scene. Optionally, the module 1 is further configured to count, according to the actual statistical data, that is, the historical data set, the working conditions of the vehicle active safety system in the actual road traffic accident, where the working conditions are difficult to avoid collision, screen parameters such as a scene type, an obstacle type, a moving speed of the obstacle, an appearance mode of the obstacle, and the like, abstract the actual road traffic accident into a test scene capable of being parametrically expressed, that is, construct a plurality of test scenes according to different combinations of the parameters, and use the test scene as a test scene library for the active safety performance test. The constructed test scene library comprises a plurality of test scenes, wherein the test scenes are used for indicating at least one parameter of scene types, obstacle types, moving speeds of the obstacles and appearance modes of the obstacles.
The module 2 is used for reading the vehicle-mounted signal. Optionally, the module 2 is further configured to read a start signal of the passive safety device, and the module 2 is further configured to read first operating condition information when the tested vehicle collides.
The module 3 is used for performing active safety performance test on the tested vehicle. Optionally, the module 3 is further configured to interrupt the start signal of the passive security system and install the module 2 before performing the active security performance test, so as to prevent interference with normal performance of the active security performance test. And then, based on the test scene library constructed in the module 1, carrying out multiple active safety performance tests on a single test scene or a plurality of different test scenes to obtain a first test result.
The module 4 is used for carrying out passive safety performance test on the tested vehicle. Optionally, the first test result in the module 3 is used as an important basis for testing the passive safety performance of the module 4, and the module 4 is further configured to restore the collision condition according to the first condition information collected by the module 2 and failed in collision avoidance under the active safety performance test and the start signal (such as the airbag explosion time/inflation amount, the safety belt pre-tightening time/pre-tightening amount, etc.) of the passive safety device, and output a second test result.
Finally, the module 5 is used for comprehensively evaluating the test result. Optionally, the module 5 is further configured to obtain a first test result output by the module 3 and a second test result output by the module 4, and perform comprehensive analysis on the first test result and the second test result, so as to obtain a target test result, so as to evaluate the safety performance of the active and passive integrated system of the tested vehicle.
It should be noted that, when the apparatus provided in the above example implements the functions thereof, only the division of the above functional modules is used for illustration, in practical application, the above functional allocation may be implemented by different functional modules according to actual needs, that is, the content structure of the device is divided into different functional modules to implement all or part of the functions described above. The embodiment of the present disclosure does not limit the division manner of the module.
The specific manner in which the various modules perform the operations in the apparatus of the above examples have been described in detail in connection with embodiments of the method, and will not be described in detail herein.
In summary, on the one hand, aiming at the problem that the construction of the current active safety performance test scene lacks investigation of a high-frequency easy-occurrence scene in a real accident, the scene parameter is set to be considered, and the authenticity of the test scene is lower, a historical data set is obtained in the embodiment of the disclosure, and the historical data set comprises investigation data of a plurality of historical road traffic accidents; constructing a test scene library according to the historical data set, wherein the test scene library comprises a plurality of test scenes, and the test scenes are used for indicating at least one parameter of scene types, obstacle types, moving speeds of the obstacles and appearance modes of the obstacles; and executing the step of performing active safety performance test on the tested vehicle for multiple times under the same test scene or different test scenes to obtain a first test result, so that the test scene library constructed based on the investigation data of a plurality of historical road traffic accidents has better authenticity and higher occurrence frequency.
On the other hand, aiming at the problem that the existing vehicle safety performance test lacks of testing the active and passive integrated safety systems of the vehicle, the test method of the active safety system and the test method of the passive safety system are split, and the problem that the protection effect of the whole vehicle on passengers under the combined action of the active and passive safety systems is difficult to embody is solved.
On the other hand, aiming at the problems that the compatibility of the trigger threshold setting of the active and passive safety systems of the current host factory and the actual accident is poor, false alarm and false alarm of device signals possibly occur, so that additional damage risks or protection failure situations occur to passengers, the test scene based on the embodiment of the disclosure considers the accident scene which is easy to occur at high frequency in the actual accident, and the trigger threshold setting (such as the preset intensity threshold of the collision intensity) of the active and passive integrated safety system based on the test rule can be more attached to the working condition under the actual accident scene, so that the false alarm and the false alarm of the integrated safety system are reduced.
On the other hand, the safety performance testing method for the vehicle provided by the embodiment of the disclosure can ensure the uniformity and fairness of the testing standard by continuously monitoring the trigger signal of the passive safety device; the effective rate of the active safety system and the false alarm rate of the irreversible passive safety device are incorporated into the evaluation index of the safety performance test, and the accuracy and the protection effect of the system are balanced.
On the other hand, the testing method provided by the embodiment of the disclosure considers the posture change of the simulation object under the action of the active and passive integrated safety system, and combines the physical test and the virtual simulation technology, so that the impact of the active and passive integrated safety system on the collision damage of the simulation object can be tested in multiple aspects, the uncertainty of the collision working condition information in the current safety test is reduced, and the evaluation efficiency and accuracy are improved.
The following are device embodiments of the disclosed embodiments, and for parts of the device embodiments that are not described in detail, reference may be made to the technical details disclosed in the method embodiments described above.
Referring to fig. 7, a schematic structural diagram of a safety performance testing apparatus for a vehicle according to an exemplary embodiment of the present disclosure is shown. The safety performance testing apparatus of the vehicle may be implemented as all or part of the computing device by software, hardware, and a combination of both. The device comprises: a first test module 710, a second test module 720, and a first determination module 730.
The first test module 710 is configured to perform an active safety performance test on the vehicle under test to obtain a first test result, where the first test result is used to indicate a collision avoidance capability of the active safety system before the vehicle under test collides;
The second test module 720 is configured to perform a passive safety performance test on the vehicle under test according to the first test result to obtain a second test result, where the second test result is used to indicate a protection capability of the vehicle under test on the vehicle-simulated object under the synergistic effect of the active safety system and the passive safety system when the vehicle under test collides;
the first determining module 730 is configured to determine a target test result according to the first test result and the second test result.
In one possible implementation, the first test module 710 is further configured to:
performing active safety performance test on the tested vehicle for multiple times to obtain a first test result, wherein the first test result comprises collision avoidance rate and other data;
The collision avoidance rate is the ratio of the number of times that the tested vehicle is not collided to the total number of times of the active safety performance test, and other data comprise one or more of the effective rate of the active safety system, the failure rate of the active safety system, the effective rate of the irreversible passive safety device, the false alarm rate of the irreversible passive safety device and the failure rate of the irreversible passive safety device.
In another possible implementation, the apparatus further includes: a second determining module, configured to:
For each active safety performance test, when the tested vehicle is not collided and a trigger signal of the active safety system is detected, determining that the active safety system is effectively triggered;
When the tested vehicle is not collided and the trigger signal of the non-reversible passive safety device is detected, the non-reversible passive safety device is determined to be triggered by mistake.
In another possible implementation, the apparatus further includes: a second determining module, configured to:
For each active safety performance test, when the tested vehicle collides, the target working condition information of the tested vehicle is determined, wherein the target working condition information comprises at least one of collision time, collision speed, collision angle and collision position.
In another possible implementation manner, the second determining module is further configured to:
When a tested vehicle collides, determining first working condition information of the tested vehicle;
Inputting the first working condition information into a virtual simulation test platform to generate a plurality of second working condition information;
And determining the working condition information causing the most serious damage in the first working condition information and the plurality of second working condition information as target working condition information.
In another possible implementation, the apparatus further includes: a second determining module, configured to:
For each active safety performance test, when the tested vehicle collides and the collision strength does not exceed a preset strength threshold value, detecting a trigger signal of an active safety system and a trigger signal of a non-reversible passive safety device;
when the trigger signal of the active safety system is not detected, determining that the active safety system fails;
When the trigger signal of the non-reversible passive safety device is detected, the non-reversible passive safety device is determined to be triggered by mistake.
In another possible implementation, the apparatus further includes: a second determining module, configured to:
For each active safety performance test, detecting a trigger signal of a non-reversible passive safety device when a tested vehicle collides and the collision strength exceeds an intensity threshold value;
When the trigger signal of the non-reversible passive safety device is not detected, determining that the non-reversible passive safety device fails, detecting the trigger signal of the active safety system, and when the trigger signal of the active safety system is not detected, determining that the active safety system fails;
When the trigger signal of the non-reversible passive safety device is detected, the non-reversible passive safety device is determined to be effectively triggered, the trigger signal of the active safety system is detected, and when the trigger signal of the active safety system is not detected, the active safety system is determined to be invalid.
In another possible implementation, the apparatus further includes:
The acquisition module is used for acquiring a historical data set, wherein the historical data set comprises investigation data of a plurality of historical road traffic accidents;
The construction module is used for constructing a test scene library according to the historical data set, wherein the test scene library comprises a plurality of test scenes, and the test scenes are used for indicating at least one parameter of scene types, obstacle types, moving speeds of the obstacles and appearance modes of the obstacles;
and the execution module is used for executing the step of performing active safety performance test on the tested vehicle for multiple times under the same test scene or different test scenes to obtain a first test result.
In another possible implementation, the apparatus further includes:
The interruption module is used for interrupting the starting signal of the passive safety system before the active safety performance test is carried out;
the triggering module is used for triggering a starting signal of the passive safety system when the detected vehicle cannot avoid collision, recording target starting parameters of the passive safety system, wherein the target starting parameters comprise starting time and other parameters, and the other parameters comprise at least one of safety belt pre-tightening time, safety belt pre-tightening amount, air bag explosion time, air bag inflation amount, seat front-rear position and seat back angle.
In another possible implementation manner, the first test result further includes target operating condition information and target starting parameters of the passive safety system when the tested vehicle collides, and the second test module 720 is further configured to:
According to the target working condition information and the target starting parameters, carrying out passive safety performance test on the tested vehicle to obtain a second test result;
The target working condition information comprises at least one of collision time, collision speed, collision angle and collision position, the target starting parameters comprise starting time and other parameters, and the other parameters comprise at least one of seat belt pre-tightening time, seat belt pre-tightening amount, air bag explosion time, air bag inflation amount, seat front and rear positions and seat back angle.
In another possible implementation manner, the first test result further includes pose information of the target object when the tested vehicle collides, the pose information is used for indicating a head pose and/or a torso pose, and the apparatus further includes: a setting module for:
According to the gesture information, setting the simulation objects of the passive safety performance test to be in the same gesture.
In another possible implementation, the second test result includes a damage-assessment indicator of the simulated subject, the damage-assessment indicator being indicative of a severity of damage to the simulated subject.
In another possible implementation manner, the first test result includes a collision avoidance rate, an effective rate of the active safety system, and an effective rate of the non-reversible passive safety device, the second test result includes a damage evaluation index of the simulation object, and the target test result is a target score;
The first determining module 730 is further configured to:
Calculating the collision avoidance rate, the effective rate of the active safety system, the effective rate and damage evaluation indexes of the irreversible passive safety device by adopting a preset algorithm to obtain a target score;
The collision avoidance rate is the ratio of the number of times that the tested vehicle is not collided to the total number of times of the active safety performance test, the effective rate of the active safety system is the ratio of the effective triggering number of the active safety system to the total number of times of the test, the effective rate of the non-reversible passive safety device is the ratio of the effective triggering number of the non-reversible passive safety device to the total number of times of the test, and the damage evaluation index is used for indicating the severity of damage of the simulation object.
It should be noted that, when the apparatus provided in the foregoing embodiment implements the functions thereof, only the division of the foregoing functional modules is used as an example, in practical application, the foregoing functional allocation may be implemented by different functional modules according to actual needs, that is, the content structure of the device is divided into different functional modules, so as to implement all or part of the functions described above.
The specific manner in which the various modules perform the operations in the apparatus of the above embodiments have been described in detail in connection with the embodiments of the method, and will not be described in detail herein.
According to another aspect of the present disclosure, there is provided a computing device comprising: a processor; a memory for storing processor-executable instructions; wherein the processor is configured to perform the methods performed by the computing device in the above embodiments.
According to another aspect of the present disclosure, there is provided a non-transitory computer-readable storage medium having stored thereon computer program instructions which, when executed by a processor, implement the method performed by a computing device in the above-described embodiments.
According to another aspect of the present disclosure, there is provided a computer program product comprising computer readable code, or a non-transitory computer readable storage medium carrying computer readable code, which when run in a processor of a computing device, performs the method performed by the computing device in the above embodiments.
Fig. 8 is a block diagram illustrating an apparatus 800 for safety performance testing of a vehicle, according to an example embodiment. For example, the apparatus 800 may be provided as a server or terminal device. Referring to fig. 8, apparatus 800 includes a processing component 822 that further includes one or more processors and memory resources, represented by memory 832, for storing instructions, such as application programs, executable by processing component 822. The application programs stored in memory 832 may include one or more modules each corresponding to a set of instructions. Further, the processing component 822 is configured to execute instructions to perform the above-described methods.
The apparatus 800 may further comprise a power component 826 configured to perform power management of the apparatus 800, a wired or wireless network interface 850 configured to connect the apparatus 800 to a network, and an input/output interface 858 (I/O interface). The device 800 may operate based on an operating system stored in memory 832, such as Windows Server, mac OS XTM, unixTM, linuxTM, freeBSDTM, or the like.
In an exemplary embodiment, a non-transitory computer readable storage medium is also provided, such as memory 832 including computer program instructions executable by processing component 822 of apparatus 800 to perform the above-described method.
The present disclosure may be a system, method, and/or computer program product. The computer program product may include a computer readable storage medium having computer readable program instructions embodied thereon for causing a processor to implement aspects of the present disclosure.
The computer readable storage medium may be a tangible device that can hold and store instructions for use by an instruction execution device. The computer readable storage medium may be, for example, but not limited to, an electronic storage device, a magnetic storage device, an optical storage device, an electromagnetic storage device, a semiconductor storage device, or any suitable combination of the foregoing. More specific examples (a non-exhaustive list) of the computer-readable storage medium would include the following: portable computer disks, hard disks, random Access Memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), static Random Access Memory (SRAM), portable compact disk read-only memory (CD-ROM), digital Versatile Disks (DVD), memory sticks, floppy disks, mechanical coding devices, punch cards or in-groove structures such as punch cards or grooves having instructions stored thereon, and any suitable combination of the foregoing. Computer-readable storage media, as used herein, are not to be construed as transitory signals per se, such as radio waves or other freely propagating electromagnetic waves, electromagnetic waves propagating through waveguides or other transmission media (e.g., optical pulses through fiber optic cables), or electrical signals transmitted through wires.
The computer readable program instructions described herein may be downloaded from a computer readable storage medium to a respective computing/processing device or to an external computer or external storage device over a network, such as the internet, a local area network, a wide area network, and/or a wireless network. The network may include copper transmission cables, fiber optic transmissions, wireless transmissions, routers, firewalls, switches, gateway computers and/or edge servers. The network interface card or network interface in each computing/processing device receives computer readable program instructions from the network and forwards the computer readable program instructions for storage in a computer readable storage medium in the respective computing/processing device.
The computer program instructions for performing the operations of the present disclosure may be assembly instructions, instruction Set Architecture (ISA) instructions, machine-related instructions, microcode, firmware instructions, state setting data, or source or object code written in any combination of one or more programming languages, including an object oriented programming language such as SMALLTALK, C ++ or the like and conventional procedural programming languages, such as the "C" programming language or similar programming languages. The computer readable program instructions may be executed entirely on the user's computer, partly on the user's computer, as a stand-alone software package, partly on the user's computer and partly on a remote computer or entirely on the remote computer or server. In the case of a remote computer, the remote computer may be connected to the user's computer through any kind of network, including a Local Area Network (LAN) or a Wide Area Network (WAN), or may be connected to an external computer (for example, through the Internet using an Internet service provider). In some embodiments, aspects of the present disclosure are implemented by personalizing electronic circuitry, such as programmable logic circuitry, field Programmable Gate Arrays (FPGAs), or Programmable Logic Arrays (PLAs), with state information of computer readable program instructions, which can execute the computer readable program instructions.
Various aspects of the present disclosure are described herein with reference to flowchart illustrations and/or block diagrams of methods, apparatus (systems) and computer program products according to embodiments of the disclosure. It will be understood that each block of the flowchart illustrations and/or block diagrams, and combinations of blocks in the flowchart illustrations and/or block diagrams, can be implemented by computer-readable program instructions.
These computer readable program instructions may be provided to a processor of a general purpose computer, special purpose computer, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, create means for implementing the functions/acts specified in the flowchart and/or block diagram block or blocks. These computer readable program instructions may also be stored in a computer readable storage medium that can direct a computer, programmable data processing apparatus, and/or other devices to function in a particular manner, such that the computer readable medium having the instructions stored therein includes an article of manufacture including instructions which implement the function/act specified in the flowchart and/or block diagram block or blocks.
The computer readable program instructions may also be loaded onto a computer, other programmable data processing apparatus, or other devices to cause a series of operational steps to be performed on the computer, other programmable apparatus or other devices to produce a computer implemented process such that the instructions which execute on the computer, other programmable apparatus or other devices implement the functions/acts specified in the flowchart and/or block diagram block or blocks.
The flowcharts and block diagrams in the figures illustrate the architecture, functionality, and operation of possible implementations of systems, methods and computer program products according to various embodiments of the present disclosure. In this regard, each block in the flowchart or block diagrams may represent a module, segment, or portion of instructions, which comprises one or more executable instructions for implementing the specified logical function(s). In some alternative implementations, the functions noted in the block may occur out of the order noted in the figures. For example, two blocks shown in succession may, in fact, be executed substantially concurrently, or the blocks may sometimes be executed in the reverse order, depending upon the functionality involved. It will also be noted that each block of the block diagrams and/or flowchart illustration, and combinations of blocks in the block diagrams and/or flowchart illustration, can be implemented by special purpose hardware-based systems which perform the specified functions or acts, or combinations of special purpose hardware and computer instructions.
The foregoing description of the embodiments of the present disclosure has been presented for purposes of illustration and description, and is not intended to be exhaustive or limited to the embodiments disclosed. Many modifications and variations will be apparent to those of ordinary skill in the art without departing from the scope and spirit of the various embodiments described. The terminology used herein was chosen in order to best explain the principles of the embodiments, the practical application, or the technical improvements in the marketplace, or to enable others of ordinary skill in the art to understand the embodiments disclosed herein.
Claims (16)
1. A method for testing safety performance of a vehicle, the method comprising:
performing active safety performance test on a tested vehicle to obtain a first test result, wherein the first test result is used for indicating the collision avoidance capability of an active safety system before the tested vehicle collides;
According to the first test result, carrying out passive safety performance test on the tested vehicle to obtain a second test result, wherein the second test result is used for indicating the protection capability of an analog object under the synergistic effect of the active safety system and the passive safety system when the tested vehicle collides;
and determining a target test result according to the first test result and the second test result.
2. The method of claim 1, wherein performing an active safety performance test on the vehicle under test results in a first test result comprises:
performing the active safety performance test on the tested vehicle for a plurality of times to obtain the first test result, wherein the first test result comprises collision avoidance rate and other data;
The collision avoidance rate is a ratio of the number of times that the tested vehicle is not collided to the total number of times of the active safety performance test, and the other data includes one or more of the effective rate of the active safety system, the failure rate of the active safety system, the effective rate of the non-reversible passive safety device, the false alarm rate of the non-reversible passive safety device and the failure rate of the non-reversible passive safety device.
3. The method according to claim 2, wherein the method further comprises:
For each active safety performance test, when the tested vehicle is not collided and a trigger signal of the active safety system is detected, determining that the active safety system is effectively triggered;
And when the tested vehicle is not collided and the trigger signal of the non-reversible passive safety device is detected, determining that the non-reversible passive safety device is triggered by mistake.
4. The method according to claim 2, wherein the method further comprises:
For each active safety performance test, when the tested vehicle collides, determining target working condition information of the tested vehicle, wherein the target working condition information comprises at least one of collision moment, collision speed, collision angle and collision position.
5. The method of claim 4, wherein determining target operating condition information for the vehicle under test when the vehicle under test collides comprises:
when the tested vehicle collides, determining first working condition information of the tested vehicle;
inputting the first working condition information into a virtual simulation test platform to generate a plurality of second working condition information;
And determining the working condition information causing the most serious damage in the first working condition information and the plurality of second working condition information as the target working condition information.
6. The method according to claim 2, wherein the method further comprises:
for each active safety performance test, when the tested vehicle collides and the collision strength does not exceed a preset strength threshold value, detecting a trigger signal of the active safety system and a trigger signal of the non-reversible passive safety device;
When the trigger signal of the active safety system is not detected, determining that the active safety system is invalid;
and when the trigger signal of the non-reversible passive safety device is detected, determining that the non-reversible passive safety device is triggered by mistake.
7. The method according to claim 2, wherein the method further comprises:
for each active safety performance test, detecting a trigger signal of the non-reversible passive safety device when the tested vehicle collides and the collision intensity exceeds the intensity threshold;
When the trigger signal of the non-reversible passive safety device is not detected, determining that the non-reversible passive safety device fails, and detecting the trigger signal of the active safety system; determining that the active safety system fails when a trigger signal of the active safety system is not detected;
When the trigger signal of the non-reversible passive safety device is detected, the non-reversible passive safety device is determined to be effectively triggered, the trigger signal of the active safety system is detected, and when the trigger signal of the active safety system is not detected, the active safety system is determined to be invalid.
8. The method according to claim 2, wherein the method further comprises:
acquiring a historical data set, wherein the historical data set comprises investigation data of a plurality of road traffic accidents in history;
Constructing a test scene library according to the historical data set, wherein the test scene library comprises a plurality of test scenes, and the test scenes are used for indicating at least one parameter of scene types, obstacle types, moving speeds of the obstacles and appearance modes of the obstacles;
and executing the step of performing the active safety performance test on the tested vehicle for a plurality of times under the same test scene or different test scenes to obtain the first test result.
9. The method according to claim 1, wherein the method further comprises:
Interrupting a start signal of the passive safety system before the active safety performance test is performed;
When the detected vehicle cannot avoid collision, triggering a starting signal of the passive safety system, and recording target starting parameters of the passive safety system, wherein the target starting parameters comprise starting time and other parameters, and the other parameters comprise at least one of safety belt pre-tightening time, safety belt pre-tightening amount, air bag explosion time, air bag charging amount, front and rear positions of a seat and a seat back angle.
10. The method of claim 1, wherein the first test result further includes target operating condition information of the vehicle under test in the event of a collision and target starting parameters of the passive safety system, and the performing the passive safety performance test on the vehicle under test according to the first test result to obtain a second test result includes:
According to the target working condition information and the target starting parameters, carrying out passive safety performance test on the tested vehicle to obtain the second test result;
The target working condition information comprises at least one of collision time, collision speed, collision angle and collision position, the target starting parameters comprise starting time and other parameters, and the other parameters comprise at least one of safety belt pre-tightening time, safety belt pre-tightening amount, air bag explosion time, air bag inflation amount, seat front and rear positions and seat back angle.
11. The method according to claim 10, wherein the first test result further includes pose information of a target object when the vehicle under test collides, the pose information being used for indicating a head pose and/or a torso pose, and before the performing the passive safety performance test on the vehicle under test according to the target operating condition information and the target starting parameter to obtain the second test result, further includes:
And setting the simulation objects of the passive safety performance test to be in the same gesture according to the gesture information.
12. The method of claim 10, wherein the second test result comprises a damage-assessment indicator of the simulated subject, the damage-assessment indicator being indicative of a severity of damage to the simulated subject.
13. The method of any one of claims 1 to 12, wherein the first test result comprises a collision avoidance rate, an effective rate of the active safety system, and an effective rate of a non-reversible passive safety device, the second test result comprises a damage assessment indicator of the simulated subject, and the target test result is a target score;
The determining a target test result according to the first test result and the second test result includes:
calculating the collision avoidance rate, the effective rate of the active safety system, the effective rate of the irreversible passive safety device and the damage evaluation index by adopting a preset algorithm to obtain the target score;
The collision avoidance rate is the ratio of the number of times that the tested vehicle is not collided to the total number of times that the active safety performance is tested, the effective rate of the active safety system is the ratio of the effective triggering number of times of the active safety system to the total number of times that the active safety system is tested, the effective rate of the non-reversible passive safety device is the ratio of the effective triggering number of times of the non-reversible passive safety device to the total number of times that the non-reversible passive safety device is tested, and the damage evaluation index is used for indicating the severity of damage of the simulation object.
14. A safety performance test device for a vehicle, the device comprising:
The first test module is used for carrying out active safety performance test on the tested vehicle to obtain a first test result, wherein the first test result is used for indicating the collision avoidance capability of the active safety system before the tested vehicle collides;
The second test module is used for carrying out passive safety performance test on the tested vehicle according to the first test result to obtain a second test result, and the second test result is used for indicating the protection capability of the tested vehicle on the simulation object in the vehicle under the synergistic effect of the active safety system and the passive safety system when the tested vehicle collides;
And the first determining module is used for determining a target test result according to the first test result and the second test result.
15. A safety performance test device for a vehicle, the device comprising:
a processor;
A memory for storing processor-executable instructions;
wherein the processor is configured to implement the method of any one of claims 1 to 13 when executing the instructions stored by the memory.
16. A non-transitory computer readable storage medium having stored thereon computer program instructions, which when executed by a processor, implement the method of any of claims 1 to 13.
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202410095341.5A CN118130109A (en) | 2024-01-23 | 2024-01-23 | Safety performance test method and device for vehicle and storage medium |
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| Application Number | Priority Date | Filing Date | Title |
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| CN202410095341.5A CN118130109A (en) | 2024-01-23 | 2024-01-23 | Safety performance test method and device for vehicle and storage medium |
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| CN118130109A true CN118130109A (en) | 2024-06-04 |
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| CN202410095341.5A Pending CN118130109A (en) | 2024-01-23 | 2024-01-23 | Safety performance test method and device for vehicle and storage medium |
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