CN-122016336-A - Active hood active and passive fusion test method based on pre-sensing trigger system

CN122016336ACN 122016336 ACN122016336 ACN 122016336ACN-122016336-A

Abstract

The invention relates to the technical field of automobile safety, in particular to an active hood active-passive fusion test method based on a pre-sensing trigger system. The method comprises the steps of building an AEB VRU test scene, configuring a vehicle state, an active hood actuator and hood image sensing equipment, executing a C2VRU AEB scene test, enabling a target object to collide with a test vehicle or approach to collide, synchronously collecting related signals and images, judging whether the hood is pre-stretched according to actuator signals and images, obtaining hood expanding time DT, extracting TTC from vehicle signals, combining a WAD-HIT relation diagram, judging dynamic and static conditions of a head test based on DT, TTC, HIT time relations, and selecting collision points to execute a dynamic or static head test according to judging results. According to the technical scheme, the effectiveness and efficiency of test evaluation can be improved, and the test cost is reduced.

Inventors

LONG YONGCHENG
ZHANG BING
XU WEITAO
LI XUELING
HUANG SHUN
LIU YU
WANG GUOJIE
YE BIN
WANG FANG

Assignees

中国汽车工程研究院股份有限公司

Dates

Publication Date: 20260512
Application Date: 20260206

Claims (10)

1. An active hood active and passive fusion test method based on a pre-sensing trigger system is characterized by comprising the following steps of: Constructing an AEB VRU test scene, and configuring sensing equipment for acquiring vehicle state signals, active hood actuator signals and hood image information; Performing a C2VRU AEB scene test, so that a target object collides with a test vehicle or approaches to collide according to a set track, and synchronously acquiring vehicle state signals, actuator signals and image information; Judging whether the active hood is unfolded before the collision of the vehicle and the target object according to the actuator signals and the image information; acquiring the time DT from starting to fully unfolding of the active hood, and extracting the collision time TTC according to the vehicle state signal; acquiring a WAD and HIT relation diagram, and judging dynamic and static conditions of a head test based on the time relation of DT, TTC and HIT, wherein the WAD is the enveloping distance of the head of a pedestrian dummy impacting an engine hood, and the HIT is the time from the leg of the dummy contacting a front bumper to the head contacting the engine hood; and selecting a collision point to perform a dynamic or static head model test according to the judging result.
2. The active hood active and passive fusion test method based on the pre-sensing trigger system, which is disclosed in claim 1, is characterized in that the AEB VRU test scene is built by simulating different weather conditions by using artificial rainfall, fog reduction and snowfall equipment, moving a target object according to crossing, rear-end collision or cutting track through programming, setting different road types including straight roads and intersections, and preparing various target object patterns including children, adults and two-wheelers.
3. The active hood active and passive fusion test method based on the pre-sensing trigger system is characterized in that the sensing device comprises an inertial navigation device, a current clamp and an external camera, wherein the inertial navigation device is used for recording vehicle speed, acceleration and TTC signals, the current clamp is clamped on an actuator connecting wire near a hinge of the active hood to record current signals, and the external camera is used for recording image information of the rear part of the active hood.
4. The active hood active and passive fusion test method based on the pre-sensing triggering system according to claim 1 is characterized by further comprising the steps of starting a test vehicle and performing preheating running-in before performing the C2VRU AEB scene test, and starting the pre-sensing active hood system function to ensure that data recorded by all sensing devices are kept synchronous in time.
5. The method for active and passive fusion testing of an active hood based on a pre-sensing triggering system of claim 1, wherein determining whether the active hood has been deployed comprises comparing a current signal generation time with an active hood start time in an image, and determining that triggering is successful if both indicate that the active hood has been deployed before a collision of a vehicle with a target object.
6. The method for active and passive fusion test of an active hood based on a pre-sensing trigger system according to claim 1, wherein taking the active hood deployment time DT comprises inputting a preset vehicle speed and a sensing signal to start the active hood system in a vehicle stationary state, measuring the time from starting to complete deployment of the active hood by using a timer, repeating the test a plurality of times, and taking an average value.
7. The method for testing active and passive fusion of an active hood based on a pre-sensing triggering system according to claim 6, the sensing signal is characterized by comprising a radar signal simulating the approach of a pedestrian.
8. The active hood active-passive fusion test method based on the pre-sensing triggering system according to claim 1, wherein extracting the collision time TTC comprises selecting a specific speed scene for testing, determining the vehicle speed corresponding to the triggering moment of the active hood and the displacement from a collision point according to a displacement curve and a speed curve in a vehicle state signal, and using the formula: TTC = distance collision point displacement/vehicle speed calculation TTC value.
9. The method for constructing the active hood active-passive fusion test based on the pre-sensing triggering system according to claim 1, wherein the method for judging the dynamic and static conditions of the head test based on the time relation among DT, TTC and HIT comprises the following steps: in a 60km/h speed scene, if DT is less than or equal to TTC, judging that the active hood in the passive test is in an unfolding state for head type test; In a 40km/h scene test, if DT is less than or equal to TTC+HIT, judging that all head tests can be subjected to static tests, otherwise, for a pedestrian with a certain height, if the sum of the head collision time and TTC is less than the unfolding time DT of the active engine hood, carrying out dynamic tests on the envelope corresponding to the pedestrian with the height and the collision point before the envelope.
10. The method for constructing the active hood active-passive fusion test based on the pre-sensing triggering system according to claim 1, wherein the dynamic or static head test comprises marking a head collision point on a test vehicle, the static test is to enable a dummy head to strike an active hood on a static vehicle at a preset speed so as to measure impact force and acceleration parameters, and the dynamic test is to enable the dummy head to strike the active hood after being accelerated to the preset speed by using a traction device.

Description

Active hood active and passive fusion test method based on pre-sensing trigger system Technical Field The invention relates to the technical field of automobile safety, in particular to an active hood active-passive fusion test method based on a pre-sensing trigger system. Background Along with the remarkable improvement of the intelligent degree of the automobile, the intelligent automobile is widely provided with diversified sensor equipment such as cameras, radars and the like, so that the perception capability of the automobile to traffic environment elements is greatly improved, and the surrounding environment information can be acquired more accurately and comprehensively. In the field of pedestrian protection, active hood technology has emerged as an important safety measure. The design idea of the traditional active hood is to arrange a strip-shaped pressure sensor and a local acceleration sensor between a front bumper and an anti-collision beam of a vehicle. The primary function of these sensors is to sense the impact signal generated when the vehicle collides with the leg of a pedestrian. When the collision signal received by the sensor reaches a preset threshold value, an actuator at the hinge position is triggered, and the actuator rapidly acts to lift the hood, so that the energy absorption space between the hood and the cabin hard point is increased, and the injury to pedestrians or riders in a collision accident is effectively reduced. However, the sensor solutions employed by conventional active hoods have a number of limitations. On the one hand, these sensors are extremely susceptible to impact forms and environmental factors (e.g., temperature, humidity, etc.). Under different impact forms, the signal characteristics received by the sensor may have large differences, and the change of the ambient temperature and humidity may also interfere with the normal operation of the sensor, so that the performance of the sensor is unstable. Therefore, the traditional active hood is easy to generate false explosion or leakage explosion in practical application. The false explosion not only can cause unnecessary damage to the hood and increase the maintenance cost, but also can possibly interfere the normal running of the vehicle, and the missing explosion can not play a role in protecting pedestrians at key moments, thereby seriously threatening the safety of the pedestrians. On the other hand, conventional solutions generally require that the active hood must be fully deployed before the pedestrian's head collides with the hood, otherwise greater injury to the pedestrian's head may be caused by the hood failing to cushion in time. With the continuous progress of automobile technology, active hood solutions based on ADAS (advanced driving assistance system) perception are gradually introduced into the market. The ADAS sensing scheme has the remarkable advantage that the collision situation can be accurately identified, and the explosion threshold value can be flexibly adjusted according to the actual situation. The method not only greatly reduces the incidence rate of false explosion and improves the reliability of the system, but also can identify collision risks in advance, so that the early explosion operation is possible, and the protection efficiency of the active hood is further enhanced. In addition, the ADAS sensing scheme cancels the front contact sensor, effectively reduces the manufacturing cost of the vehicle, and accords with the development trend of reducing the cost and improving the cost performance of the automobile industry. Currently, the test methods for active hoods are mainly deployed around conventional active hoods. In the perception verification link, the pedestrian leg collision is simulated by adopting a mode that the leg-like impacter impacts different positions of the front part of the vehicle, so that the effectiveness of a perception system and the unfolding time of the hood are verified. Whether the head type test is carried out in a static mode or a dynamic mode is judged according to the unfolding time of the hood, and the head type impactor test collides with the hood at the speed of 40km/h so as to simulate the damage condition of the head of a pedestrian in a collision accident. However, this conventional test method exposes significant inapplicability in the face of an active hood based on ADAS perception. The ADAS-perceived active hood has a unique perception mode and a working principle, realizes accurate perception and advanced judgment on collision by means of advanced sensors and algorithms, and is essentially different from the traditional mode that the active hood simply relies on a contact sensor to perceive collision signals. Therefore, the conventional test method cannot comprehensively and accurately evaluate the recognition effectiveness of the ADAS-aware active hood and the protection performance in the actual collision scene, and is difficult to mee