Vehicle braking dragging torque energy consumption testing method and device, vehicle and storage medium

Abstract

The invention relates to a vehicle braking dragging torque energy consumption testing method and device, a vehicle and a storage medium, and the method comprises the steps: controlling a preset rack system to be in a no-load operation state, and enabling the preset rack system to be in a first state when the current tested vehicle is in a first state; calculating first dragging loss according to the first wheel end rotating speed signal, the first torque signal, the first starting moment and the first ending moment of the current measured vehicle; the preset rack system is controlled to be in a preset cycle working condition operation state, and when the current tested vehicle is in a second state, second dragging loss is calculated according to a second wheel end rotating speed signal, a second torque signal, a second starting moment and a second ending moment of the current tested vehicle; and obtaining the brake dragging loss of the current tested vehicle according to the difference value between the second dragging loss and the first dragging loss. Therefore, the problem that an existing testing method is low in accuracy is solved, accurate testing of the dragging problem of the vehicle braking system is achieved, operation is convenient, and practicability is high.

Description

Technical Field

[0001] The present application relates to the field of energy-saving technology for automobile chassis braking systems, and in particular to a vehicle braking drag torque energy consumption test method, device, vehicle and storage medium. Background Art

[0002] The automobile braking system is an important part of the automobile safety performance, and the stability of its performance is crucial to the safe driving of the vehicle. Brake drag will cause the car to fail to return to normal driving immediately after braking, which not only affects driving safety, but also increases the energy consumption of the car because the vehicle needs to overcome additional resistance during driving. In addition, brake drag may also cause the brake system to overheat, accelerate the wear of brake components, increase maintenance costs and environmental pollution. Therefore, the study of brake drag loss is helpful to improve the safety performance of the car, energy saving and economy, and reduce emissions.

[0003] With the rapid development of the automobile industry, the safety performance of automobiles has received more and more attention. As a key safety component of automobiles, the stability of the performance of the braking system has become a research focus. There are many types of modern automobile braking systems, including hydraulic braking systems, pneumatic braking systems, electronic braking systems, etc. Different braking systems may have different brake drag problems, which need to be studied in a targeted manner. Brake drag will increase the energy consumption and emissions of automobiles. Countries have regulations and standards for the performance of automobile braking systems. Research on brake drag loss will help automobile manufacturers meet these regulations and standards.

[0004] In summary, the research background of automobile brake drag loss involves safety, braking efficiency, energy conservation and emission reduction, brake system life and other aspects, which has important practical significance for the development of the automobile industry. However, the existing test methods lack accuracy, are complex to operate, and have low practicality, which urgently need to be solved. Summary of the invention

[0005] The present application provides a vehicle brake drag torque energy consumption test method, device, vehicle and storage medium to solve the problems of low accuracy of existing test methods, and realize accurate testing of the drag problem of the vehicle brake system with easy operation and high practicality.

[0006] The first aspect of the present application provides a method for testing the energy consumption of vehicle braking drag torque, comprising the following steps:

[0007] Controlling the preset test bench system to be in a no-load running state, and when the current tested vehicle is in a first state, obtaining a first wheel end speed signal, a first torque signal, a first start time and a first end time of the current tested vehicle, and calculating a first drag loss according to the first wheel end speed signal, the first torque signal, the first start time and the first end time;

[0008] Controlling the preset test bench system to be in a preset cycle operating state, and when the current tested vehicle is in a second state, obtaining a second wheel end speed signal, a second torque signal, a second start time, and a second end time of the current tested vehicle, and calculating a second drag loss according to the second wheel end speed signal, the second torque signal, the second start time, and the second end time;

[0009] The brake drag loss of the currently tested vehicle is obtained according to the difference between the second drag loss and the first drag loss.

[0010] According to one embodiment of the present application, the first state is that the caliper of the current vehicle under test is in a removed state; the second state is that the drive half-shaft of the current vehicle under test is in a removed state, or both the drive half-shaft and the caliper of the current vehicle under test are in a removed state.

[0011] According to one embodiment of the present application, before controlling the current tested vehicle to be in the first state, the method further includes:

[0012] Determining whether the current tested vehicle meets the preset test conditions;

[0013] If the current tested vehicle does not meet the preset test conditions, a reminder of not meeting the test conditions is given, wherein the preset test conditions are:

[0014] The currently tested vehicle meets the preset bounce detection conditions, and the currently tested vehicle is equipped with a pressure detection device, and the brake caliper of the currently tested vehicle is in a first preset state, and the steering wheel of the currently tested vehicle is in a second preset state.

[0015] According to one embodiment of the present application, before obtaining the first wheel end speed signal, the first torque signal, the first start time and the first end time of the currently tested vehicle, it also includes:

[0016] Acquire first position data of the current vehicle under test on the preset test bench system;

[0017] Determine whether the first position data of the current tested vehicle in the preset test bench system meets the preset position condition;

[0018] If the first position data of the current vehicle under test in the preset test bench system meets the preset position condition, the first position data of the current vehicle under test in the preset test bench system is recorded.

[0019] According to one embodiment of the present application, after the current tested vehicle is in the second state, the method further includes:

[0020] Acquire second position data of the currently tested vehicle;

[0021] If the second position data is inconsistent with the first position data, the position of the current vehicle under test is readjusted based on the first position data until the second position data of the current vehicle under test is consistent with the first position data.

[0022] According to the vehicle brake drag torque energy consumption test method provided by the embodiment of the present application, the preset test bench system is controlled to be in a no-load running state, and when the current tested vehicle is in the first state, the first drag loss is calculated according to the first wheel end speed signal, the first torque signal, the first start time and the first end time of the current tested vehicle; the preset test bench system is controlled to be in a preset cycle operating state, and when the current tested vehicle is in the second state, the second drag loss is calculated according to the second wheel end speed signal, the second torque signal, the second start time and the second end time of the current tested vehicle; the brake drag loss of the current tested vehicle is obtained according to the difference between the second drag loss and the first drag loss. Thus, the problem of low accuracy of the existing test method is solved, and the accurate test of the drag problem of the vehicle brake system is realized, and the operation is convenient and practical.

[0023] A second aspect of the present application provides a vehicle braking drag torque energy consumption test device, comprising:

[0024] a first processing module, configured to control the preset test bench system to be in a no-load running state, and when the current tested vehicle is in a first state, obtain a first wheel end speed signal, a first torque signal, a first start time and a first end time of the current tested vehicle, and calculate a first drag loss according to the first wheel end speed signal, the first torque signal, the first start time and the first end time;

[0025] a second processing module, configured to control the preset test bench system to be in a preset cycle operating state, and when the current tested vehicle is in a second state, obtain a second wheel end speed signal, a second torque signal, a second start time, and a second end time of the current tested vehicle, and calculate a second drag loss according to the second wheel end speed signal, the second torque signal, the second start time, and the second end time;

[0026] A calculation module is used to obtain the brake drag loss of the current tested vehicle according to the difference between the second drag loss and the first drag loss.

[0027] According to one embodiment of the present application, the first state is that the caliper of the current vehicle under test is in a removed state; the second state is that the drive half-shaft of the current vehicle under test is in a removed state, or both the drive half-shaft and the caliper of the current vehicle under test are in a removed state.

[0028] According to one embodiment of the present application, before controlling the current tested vehicle to be in the first state, the first processing module is further used to:

[0029] Determining whether the current tested vehicle meets the preset test conditions;

[0030] If the current tested vehicle does not meet the preset test conditions, a reminder of not meeting the test conditions is given, wherein the preset test conditions are:

[0031] The currently tested vehicle meets the preset bounce detection conditions, and the currently tested vehicle is equipped with a pressure detection device, and the brake caliper of the currently tested vehicle is in a first preset state, and the steering wheel of the currently tested vehicle is in a second preset state.

[0032] According to one embodiment of the present application, before obtaining the first wheel end speed signal, the first torque signal, the first start time and the first end time of the currently tested vehicle, the first processing module is further used to:

[0033] Acquire first position data of the current vehicle under test on the preset test bench system;

[0034] Determine whether the first position data of the current tested vehicle in the preset test bench system meets the preset position condition;

[0035] If the first position data of the current vehicle under test in the preset test bench system meets the preset position condition, the first position data of the current vehicle under test in the preset test bench system is recorded.

[0036] According to one embodiment of the present application, after the current tested vehicle is in the second state, the second processing module is further used to:

[0037] Acquire second position data of the currently tested vehicle;

[0038] If the second position data is inconsistent with the first position data, the position of the current vehicle under test is readjusted based on the first position data until the second position data of the current vehicle under test is consistent with the first position data.

[0039] According to the vehicle brake drag torque energy consumption test device provided by the embodiment of the present application, the preset test bench system is controlled to be in a no-load running state, and when the current tested vehicle is in the first state, the first drag loss is calculated according to the first wheel end speed signal, the first torque signal, the first start time and the first end time of the current tested vehicle; the preset test bench system is controlled to be in a preset cycle operating state, and when the current tested vehicle is in the second state, the second drag loss is calculated according to the second wheel end speed signal, the second torque signal, the second start time and the second end time of the current tested vehicle; the brake drag loss of the current tested vehicle is obtained according to the difference between the second drag loss and the first drag loss. Thus, the problem of low accuracy of the existing test method is solved, and the accurate test of the drag problem of the vehicle brake system is realized, and the operation is convenient and practical.

[0040] The third aspect of the present application provides a vehicle, comprising: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the vehicle braking drag torque energy consumption test method as described in the above embodiment.

[0041] A fourth aspect of the present application provides a computer-readable storage medium, wherein the computer-readable storage medium stores computer instructions, and the computer instructions are used to enable the computer to execute the vehicle brake drag torque energy consumption test method as described in the above embodiment.

[0042] Additional aspects and advantages of the present application will be given in part in the description below, and in part will become apparent from the description below, or will be learned through the practice of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0043] The above and / or additional aspects and advantages of the present application will become apparent and easily understood from the following description of the embodiments in conjunction with the accompanying drawings, in which:

[0044] Figure 1 A schematic diagram of a vehicle braking drag torque energy consumption test system according to an embodiment of the present application

[0045] Figure 2 A flow chart of a vehicle braking drag torque energy consumption test method provided according to an embodiment of the present application;

[0046] Figure 3 A flow chart of a vehicle braking drag torque energy consumption test method according to an embodiment of the present application;

[0047] Figure 4 A schematic diagram of a vehicle braking drag torque energy consumption test result according to an embodiment of the present application;

[0048] Figure 5Schematic diagram of a block diagram of a vehicle braking drag torque energy consumption test device according to an embodiment of the present application;

[0049] Figure 6 A schematic diagram of the structure of a vehicle provided in an embodiment of the present application. DETAILED DESCRIPTION

[0050] Embodiments of the present application are described in detail below, and examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are intended to be used to explain the present application, and should not be construed as limiting the present application.

[0051] The following describes the vehicle brake drag torque energy consumption test method, device, vehicle and storage medium of the embodiments of the present application with reference to the accompanying drawings.

[0052] Before introducing the vehicle braking drag torque energy consumption test method of the embodiment of the present application, a vehicle braking drag torque energy consumption test system involved in the vehicle braking drag torque energy consumption test method of the present application is briefly introduced.

[0053] Specifically, if Figure 1 As shown, the vehicle brake drag torque energy consumption test system of the present application includes a preset bench system, a pressure sensor ( Figure 1 The present invention is not shown in the figure), torque sensor T1, data acquisition device C1, axial flow fan F1 and host computer S1. Considering that the four-motor test bench has high test integration, high test accuracy, wide test flexibility and convenient on-site debugging, the preset test bench system of the present application may include a four-motor assembly test bench, that is, a test bench composed of a first motor A1, a second motor A2, a third motor A3 and a fourth motor A4, and the torque sensor T1 may be a small-range high-precision torque sensor.

[0054] Among them, the preset bench system is used to carry out brake drag torque energy consumption test under the whole vehicle cycle condition; the data acquisition equipment C1 is integrated into the preset bench system, and the torque sensor T1 is installed on the four-motor assembly test bench through the tooling and establishes communication with the preset bench system; the pressure sensor is installed on the oil inlet pipe of the four brake pumps through the tooling and connected to the data acquisition equipment C1; the axial flow fan F1 is integrated into the preset bench system through the inverter, which is convenient for editing scripts or adding PID (Proportional-Integral-Derivative) to realize automatic control of the fan air volume and the speed of the vehicle under test. All the above monitoring and collection data are integrated into the preset bench system, and the system host computer S1 is used to record and collect at the same frequency during the test, which is convenient for the collation and processing of data after the test.

[0055] The following introduces a vehicle brake drag torque energy consumption test method using the above-mentioned vehicle brake drag torque energy consumption test system.

[0056] Specifically, Figure 2 A schematic flow chart of a vehicle braking drag torque energy consumption test method provided in an embodiment of the present application.

[0057] like Figure 2 As shown, the vehicle braking drag torque energy consumption test method includes the following steps:

[0058] In step S201, the preset test bench system is controlled to be in a no-load running state, and when the current vehicle under test is in a first state, the first wheel end speed signal, the first torque signal, the first start time and the first end time of the current vehicle under test are obtained, and the first drag loss is calculated based on the first wheel end speed signal, the first torque signal, the first start time and the first end time.

[0059] The first state is that the caliper of the vehicle under test is in a removed state.

[0060] Furthermore, in some embodiments, before obtaining the first wheel-end speed signal, the first torque signal, the first start time and the first end time of the current vehicle under test, it also includes: obtaining the first position data of the current vehicle under test in the preset test bench system; determining whether the first position data of the current vehicle under test in the preset test bench system meets the preset position condition; if the first position data of the current vehicle under test in the preset test bench system meets the preset position condition, then recording the first position data of the current vehicle under test in the preset test bench system.

[0061] Specifically, the embodiment of the present application installs the current vehicle under test on the four-motor assembly test bench through the tooling. After installation, the current vehicle under test is made consistent with the vehicle parked on the road, and the test state of the current vehicle under test on the bench is adjusted to ensure that the front, rear, left, right, top and bottom of the whole wheel hub of the current vehicle under test and the connection end of the bench constant velocity universal shaft tooling are all within the normal preset range, that is, ensuring that the state of the current vehicle under test in the preset bench system meets the preset position conditions, keeping the current vehicle under test in a horizontal state, and at the same time recording the front, rear / left and right direction values ​​of the current vehicle under test after adjusting the final state, that is, the first position data of the current vehicle under test in the preset bench system.

[0062] Furthermore, the four-motor test bench parameters are debugged to be consistent with the current parameters of the vehicle under test, the torque sensor is installed on the four-motor assembly test bench through tooling, and the torque sensor signal is integrated into the preset test bench system, and the axial flow fan is installed in front of the vehicle under test, and the fan control system is integrated into the preset test bench system, and automatic control of the axial flow fan air volume and vehicle speed is achieved by editing the script or adding PID.

[0063] Furthermore, the torque sensor 0-point drift is calibrated, and the relationship between the axial fan air volume and the current speed of the vehicle under test is recorded and set, and PID automatic adjustment is set. After completion, the test bench no-load operation cycle is performed, and the recorded data is calculated and processed, and the first wheel end speed signal N1 and the first torque signal T1 of the preset test bench system are read. The first start time and the first end time can be obtained respectively through the timer, and the drag loss of the cycle condition when the preset test bench system is in the no-load running state and the current vehicle under test is in the first state (caliper removed), that is, the first drag loss, is calculated according to the following integral formula:

[0064]

[0065] P 1 =N 1 *T 1 / A;

[0066] Among them, W 0 is the first drag loss, t1 is the first start time, t2 is the first end time, P 1 is the wheel end power, Δt 1 is the duration from the first start time to the first end time, N 1 is the first wheel end speed signal, T 1 is the first torque signal, A is a preset value, which can be 9550.

[0067] Furthermore, in some embodiments, before controlling the current vehicle under test to be in the first state, it also includes: determining whether the current vehicle under test meets the preset test conditions; if the current vehicle under test does not meet the preset test conditions, a reminder of non-satisfaction of the test conditions is issued, wherein the preset test conditions are: the current vehicle under test meets the preset bounce detection conditions, and the current vehicle under test is equipped with a pressure detection device, and the brake caliper of the current vehicle under test is in the first preset state, and the steering wheel of the current vehicle under test is in the second preset state.

[0068] The first preset state is a return state, and the second preset state is a state in which the steering wheel is correctly fixed in a straight-ahead position.

[0069] Optionally, the reminder method of the embodiment of the present application can be an acoustic reminder or an optical reminder, or both an acoustic reminder and an optical reminder.

[0070] Specifically, before controlling the current vehicle under test to be in the first state, the current vehicle under test needs to be inspected. First, the brake disc of the current vehicle under test is tested for vibration, and the test result should meet the design requirements, that is, the preset vibration detection conditions. Secondly, after the current vehicle under test meets the preset vibration detection conditions, the brake line pressure sensor is installed on the current vehicle under test. Thirdly, check whether the brake caliper of the current vehicle under test is in the first preset state, that is, the return state. If the brake caliper of the current vehicle under test is in the first preset state, further check the four-wheel alignment and steering swing arm of the current vehicle under test. After ensuring that the steering wheel of the current vehicle under test is normal when driving in a straight line, use a fixture to fix and lock the steering wheel of the current vehicle under test, that is, ensure that the steering wheel of the current vehicle under test is in the second preset state.

[0071] In step S202, the preset test bench system is controlled to be in a preset cycle operating state, and when the current tested vehicle is in a second state, the second wheel end speed signal, the second torque signal, the second start time and the second end time of the current tested vehicle are obtained, and the second drag loss is calculated according to the second wheel end speed signal, the second torque signal, the second start time and the second end time. The second state is that the drive half shaft of the current tested vehicle is in a removed state, or the drive half shaft and the caliper of the current tested vehicle are both in a removed state.

[0072] Among them, in some embodiments, after the current vehicle under test is in the second state, it also includes: obtaining second position data of the current vehicle under test; if the second position data is inconsistent with the first position data, readjusting the position of the current vehicle under test based on the first position data until the second position data of the current vehicle under test is consistent with the first position data.

[0073] As an embodiment of the present application, the driving half-axle of the current vehicle under test is removed from the four-motor assembly test bench (all but the half-axle are retained, i.e., the caliper assembly and the bearing of the current vehicle under test are retained). After the driving half-axle of the current vehicle under test is successfully removed, the position of the current vehicle under test on the four-motor assembly test bench is restored based on the first position data (front, rear / left, right values) recorded in the previous step, and the preset bench system is controlled to be in a preset cyclic operating state to test the second drag loss of the current vehicle under test in the cyclic operating state under different braking pressures, wherein, during the operation of the cyclic operating state of the current vehicle under test, the axial flow fan is always on and the air volume changes with the vehicle speed.

[0074] For example, the gear position of the current vehicle under test is set to N gear, and the four-motor assembly test bench controls the speed to operate according to the road cycle condition. Whenever the vehicle speed is 0 km / h during the operating condition, braking pressure can also be applied by pressing the brake pedal. The second wheel-end speed signal, the second torque signal, the second start time and the second end time of the current vehicle under test are recorded during the test. The second drag loss of the preset test bench system in the preset cycle condition operation state and the current vehicle under test is calculated based on the second wheel-end speed signal, the second torque signal, the second start time and the second end time.

[0075] In addition, based on the above test, the embodiment of the present application can also remove the four wheel-end brake pads of the current vehicle under test and run a cyclic working condition without applying braking pressure during the process, and record the second wheel-end speed signal, second torque signal, second start time and second end time of the current vehicle under test in the four-motor test bench system during the test, and calculate the second drag loss based on the second wheel-end speed signal, second torque signal, second start time and second end time.

[0076] As another embodiment of the present application, after the drive half-axle of the current tested vehicle is removed from the four-motor assembly test bench and a cyclic test is performed, the caliper of the current tested vehicle can be further removed. After the caliper of the current tested vehicle is removed, the second wheel-end speed signal, the second torque signal, the second start time and the second end time of the current tested vehicle of the four-motor test bench system are read, and the second drag loss of the cyclic working condition under the removed caliper is calculated based on the second wheel-end speed signal, the second torque signal, the second start time and the second end time.

[0077] Among them, the second drag loss is:

[0078]

[0079] P 2 =N 2 *T 2 / A;

[0080] Among them, W 1 is the second drag loss, t3 is the second start time, t4 is the second end time, P 2 is the second wheel end power, Δt 2 is the duration from the second starting time to the second ending time, N 2 is the second wheel end speed signal, T 2 is the second torque signal, A is a preset value, which can be 9550.

[0081] In step S203, the brake drag loss of the current tested vehicle is obtained according to the difference between the second drag loss and the first drag loss.

[0082] Specifically, the brake drag loss of the current vehicle under test is obtained according to the difference between the second drag loss and the first drag loss, that is, W = W 1 -W 0 , where W is the braking drag loss of the current vehicle under test, W 1 is the second drag loss, W 0 It is the first drag loss.

[0083] In order to facilitate those skilled in the art to understand the vehicle braking drag torque energy consumption test method of the embodiment of the present application, the following is combined with Figure 3 and Figure 4 Provide detailed explanation.

[0084] like Figure 3 As shown, first, perform a pre-test inspection, install the sensor, and lock the steering wheel; secondly, calibrate the torque sensor 0 point, and execute the test bench no-load cycle condition; thirdly, install the whole vehicle on the test bench, debug the equipment parameter settings, and integrate the equipment into the host computer; further, remove the rear frame behind the vehicle drive shaft and reset it to the original position, and run the cycle test condition; further, remove the caliper and run the cycle test condition; finally, calculate the drag loss under all cycle conditions (the drag loss under the current cycle condition minus the drag loss under the test bench no-load cycle).

[0085] For example, the embodiment of the present application takes a certain vehicle model as an example, and obtains the test data sorting and comparison results based on the vehicle braking drag torque energy consumption test method proposed above as follows: Figure 4 As shown,

[0086] When the tested vehicle is in the A cycle condition, the drag loss under pressure A is 449.55, the drag loss under pressure B is 429.86, the drag loss under pressure C is 418.44, and the drag loss under 0 bar without bleed bolt and caliper is 213.17;

[0087] When the tested vehicle is in the B cycle condition, the drag loss under A pressure is 285.13, the drag loss under B pressure is 277.94, the drag loss under C pressure is 255.15, and the drag loss under 0 bar without bleed bolt and caliper is 130.40.

[0088] Therefore, the present application realizes accurate testing of the drag problem of the vehicle braking system through a fast test process plan based on a preset test bench system, with high test accuracy, convenient operation, and high practicality.

[0089] According to the vehicle brake drag torque energy consumption test method proposed in the embodiment of the present application, the preset test bench system is controlled to be in a no-load running state, and when the current tested vehicle is in the first state, the first drag loss is calculated according to the first wheel end speed signal, the first torque signal, the first start time and the first end time of the current tested vehicle; the preset test bench system is controlled to be in a preset cycle operating state, and when the current tested vehicle is in the second state, the second drag loss is calculated according to the second wheel end speed signal, the second torque signal, the second start time and the second end time of the current tested vehicle; the brake drag loss of the current tested vehicle is obtained according to the difference between the second drag loss and the first drag loss. Thus, the problem of low accuracy of the existing test method is solved, and the accurate test of the drag problem of the vehicle brake system is realized, and the operation is convenient and practical.

[0090] Next, the vehicle braking drag torque energy consumption testing device proposed in accordance with the embodiment of the present application will be described with reference to the accompanying drawings.

[0091] Figure 5 It is a block diagram of a vehicle braking drag torque energy consumption testing device according to an embodiment of the present application.

[0092] like Figure 5 As shown, the vehicle brake drag torque energy consumption testing device 10 includes: a first processing module 100 , a second processing module 200 and a calculation module 300 .

[0093] Among them, the first processing module 100 is used to control the preset test bench system to be in a no-load running state, and when the current vehicle under test is in the first state, obtain the first wheel end speed signal, the first torque signal, the first start time and the first end time of the current vehicle under test, and calculate the first drag loss according to the first wheel end speed signal, the first torque signal, the first start time and the first end time; the second processing module 200 is used to control the preset test bench system to be in a preset cycle operating state, and when the current vehicle under test is in the second state, obtain the second wheel end speed signal, the second torque signal, the second start time and the second end time of the current vehicle under test, and calculate the second drag loss according to the second wheel end speed signal, the second torque signal, the second start time and the second end time; the calculation module 300 is used to obtain the braking drag loss of the current vehicle under test according to the difference between the second drag loss and the first drag loss.

[0094] Further, in some embodiments, the first state is that the caliper of the current vehicle under test is in a removed state; the second state is that the drive half shaft of the current vehicle under test is in a removed state, or both the drive half shaft and the caliper of the current vehicle under test are in a removed state.

[0095] Furthermore, in some embodiments, before controlling the current vehicle under test to be in the first state, the first processing module 100 is also used to: determine whether the current vehicle under test meets the preset test conditions; if the current vehicle under test does not meet the preset test conditions, then issue a reminder that the test conditions are not met, wherein the preset test conditions are: the current vehicle under test meets the preset bounce detection conditions, and the current vehicle under test is equipped with a pressure detection device, and the brake caliper of the current vehicle under test is in the first preset state, and the steering wheel of the current vehicle under test is in the second preset state.

[0096] Furthermore, in some embodiments, before obtaining the first wheel-end speed signal, the first torque signal, the first start time and the first end time of the current vehicle under test, the first processing module 100 is also used to: obtain the first position data of the current vehicle under test in the preset test bench system; determine whether the first position data of the current vehicle under test in the preset test bench system meets the preset position condition; if the first position data of the current vehicle under test in the preset test bench system meets the preset position condition, then record the first position data of the current vehicle under test in the preset test bench system.

[0097] Furthermore, in some embodiments, after the current vehicle under test is in the second state, the second processing module 200 is also used to: obtain second position data of the current vehicle under test; if the second position data is inconsistent with the first position data, readjust the position of the current vehicle under test based on the first position data until the second position data of the current vehicle under test is consistent with the first position data.

[0098] It should be noted that the above explanation of the embodiment of the vehicle braking drag torque energy consumption test method is also applicable to the vehicle braking drag torque energy consumption test device of this embodiment, and will not be repeated here.

[0099] According to the vehicle brake drag torque energy consumption test device proposed in the embodiment of the present application, the preset test bench system is controlled to be in a no-load running state, and when the current tested vehicle is in the first state, the first drag loss is calculated according to the first wheel end speed signal, the first torque signal, the first start time and the first end time of the current tested vehicle; the preset test bench system is controlled to be in a preset cycle operating state, and when the current tested vehicle is in the second state, the second drag loss is calculated according to the second wheel end speed signal, the second torque signal, the second start time and the second end time of the current tested vehicle; the brake drag loss of the current tested vehicle is obtained according to the difference between the second drag loss and the first drag loss. Thus, the problem of low accuracy of the existing test method is solved, and the accurate test of the drag problem of the vehicle brake system is realized, and the operation is convenient and practical.

[0100] Figure 6 A schematic diagram of the structure of a vehicle provided in an embodiment of the present application. The vehicle may include:

[0101] A memory 601 , a processor 602 , and a computer program stored in the memory 601 and executable on the processor 602 .

[0102] When the processor 602 executes the program, the vehicle braking drag torque energy consumption test method provided in the above embodiment is implemented.

[0103] Furthermore, the vehicle also includes:

[0104] The communication interface 603 is used for communication between the memory 601 and the processor 602 .

[0105] The memory 601 is used to store computer programs that can be executed on the processor 602 .

[0106] The memory 601 may include a high-speed RAM memory, and may also include a non-volatile memory (non-volatile memory), such as at least one disk memory.

[0107] If the memory 601, the processor 602 and the communication interface 603 are implemented independently, the communication interface 603, the memory 601 and the processor 602 can be connected to each other through a bus and communicate with each other. The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus or an Extended Industry Standard Architecture (EISA) bus. The bus can be divided into an address bus, a data bus, a control bus, etc. For ease of representation, Figure 6 Only one thick line is used in the diagram, but this does not mean that there is only one bus or only one type of bus.

[0108] Optionally, in a specific implementation, if the memory 601, the processor 602 and the communication interface 603 are integrated on a chip, the memory 601, the processor 602 and the communication interface 603 can communicate with each other through an internal interface.

[0109] The processor 602 may be a central processing unit (CPU), or an application specific integrated circuit (ASIC), or one or more integrated circuits configured to implement the embodiments of the present application.

[0110] An embodiment of the present application also provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the above-mentioned vehicle braking drag torque energy consumption test method.

[0111] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "example", "specific example", or "some examples" etc. means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present application. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described may be combined in any one or N embodiments or examples in a suitable manner. In addition, those skilled in the art may combine and combine the different embodiments or examples described in this specification and the features of the different embodiments or examples, without contradiction.

[0112] In addition, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include at least one of the features. In the description of this application, "N" means at least two, such as two, three, etc., unless otherwise clearly and specifically defined.

[0113] Any process or method description in a flowchart or otherwise described herein may be understood to represent a module, fragment or portion of code comprising one or more executable instructions for implementing the steps of a custom logical function or process, and the scope of the preferred embodiments of the present application includes alternative implementations in which functions may not be performed in the order shown or discussed, including performing functions in a substantially simultaneous manner or in reverse order depending on the functions involved, which should be understood by technicians in the technical field to which the embodiments of the present application belong.

[0114] The logic and / or steps represented in the flowchart or otherwise described herein, for example, can be considered as an ordered list of executable instructions for implementing logical functions, and can be embodied in any computer-readable medium for use by an instruction execution system, device or apparatus (such as a computer-based system, a system including a processor, or other system that can fetch instructions from an instruction execution system, device or apparatus and execute instructions), or in combination with these instruction execution systems, devices or apparatuses. For the purpose of this specification, "computer-readable medium" can be any device that can contain, store, communicate, propagate or transmit a program for use by an instruction execution system, device or apparatus, or in combination with these instruction execution systems, devices or apparatuses. More specific examples of computer-readable media (a non-exhaustive list) include the following: an electrical connection with one or N wirings (electronic devices), a portable computer disk box (magnetic device), a random access memory (RAM), a read-only memory (ROM), an erasable and programmable read-only memory (EPROM or flash memory), a fiber optic device, and a portable compact disk read-only memory (CDROM). In addition, the computer-readable medium may even be paper or other suitable medium on which the program is printed, since the program may be obtained electronically, for example, by optically scanning the paper or other medium and then editing, interpreting or processing in other suitable ways if necessary, and then stored in a computer memory.

[0115] It should be understood that the various parts of the present application can be implemented by hardware, software, firmware or a combination thereof. In the above-mentioned embodiment, the N steps or methods can be implemented by software or firmware stored in a memory and executed by a suitable instruction execution system. For example, if implemented by hardware, as in another embodiment, it can be implemented by any one of the following technologies known in the art or their combination: a discrete logic circuit having a logic gate circuit for implementing a logic function for a data signal, a dedicated integrated circuit having a suitable combination of logic gate circuits, a programmable gate array (PGA), a field programmable gate array (FPGA), etc.

[0116] A person skilled in the art may understand that all or part of the steps in the method for implementing the above-mentioned embodiment may be completed by instructing related hardware through a program, and the program may be stored in a computer-readable storage medium, which, when executed, includes one or a combination of the steps of the method embodiment.

[0117] In addition, each functional unit in each embodiment of the present application may be integrated into a processing module, or each unit may exist physically separately, or two or more units may be integrated into one module. The above-mentioned integrated module may be implemented in the form of hardware or in the form of a software functional module. If the integrated module is implemented in the form of a software functional module and sold or used as an independent product, it may also be stored in a computer-readable storage medium.

[0118] The storage medium mentioned above may be a read-only memory, a magnetic disk or an optical disk, etc. Although the embodiments of the present application have been shown and described above, it can be understood that the above embodiments are exemplary and cannot be understood as limiting the present application. A person of ordinary skill in the art may change, modify, replace and modify the above embodiments within the scope of the present application.

Claims

1. A vehicle braking drag torque energy consumption test method, characterized in that: The following steps are involved: Controlling the preset test bench system to be in a no-load running state, and when the current tested vehicle is in a first state, obtaining a first wheel end speed signal, a first torque signal, a first start time and a first end time of the current tested vehicle, and calculating a first drag loss according to the first wheel end speed signal, the first torque signal, the first start time and the first end time; Controlling the preset test bench system to be in a preset cycle operating state, and when the current tested vehicle is in a second state, obtaining a second wheel end speed signal, a second torque signal, a second start time, and a second end time of the current tested vehicle, and calculating a second drag loss according to the second wheel end speed signal, the second torque signal, the second start time, and the second end time; The brake drag loss of the currently tested vehicle is obtained according to the difference between the second drag loss and the first drag loss.

2. The method according to claim 1, characterized in that The first state is that the caliper of the current vehicle under test is in a removed state; the second state is that the drive half shaft of the current vehicle under test is in a removed state, or both the drive half shaft and the caliper of the current vehicle under test are in a removed state.

3. The method according to claim 1, characterized in that Before controlling the current tested vehicle to be in the first state, the method further includes: Determining whether the current tested vehicle meets the preset test conditions; If the current tested vehicle does not meet the preset test conditions, a reminder of not meeting the test conditions is given, wherein the preset test conditions are: The currently tested vehicle meets the preset bounce detection conditions, and the currently tested vehicle is equipped with a pressure detection device, and the brake caliper of the currently tested vehicle is in a first preset state, and the steering wheel of the currently tested vehicle is in a second preset state.

4. The method according to claim 1, characterized in that: Before obtaining the first wheel end speed signal, the first torque signal, the first start time and the first end time of the currently tested vehicle, the method further includes: Acquire first position data of the current vehicle under test on the preset test bench system; Determine whether the first position data of the current tested vehicle in the preset test bench system meets the preset position condition; If the first position data of the current vehicle under test in the preset test bench system meets the preset position condition, the first position data of the current vehicle under test in the preset test bench system is recorded.

5. The method according to claim 4, characterized in that After the current tested vehicle is in the second state, the method further includes: Acquire second position data of the currently tested vehicle; If the second position data is inconsistent with the first position data, the position of the current vehicle under test is readjusted based on the first position data until the second position data of the current vehicle under test is consistent with the first position data.

6. A vehicle braking drag torque energy consumption test device, characterized in that: include: a first processing module, configured to control the preset test bench system to be in a no-load running state, and when the current tested vehicle is in a first state, obtain a first wheel end speed signal, a first torque signal, a first start time and a first end time of the current tested vehicle, and calculate a first drag loss according to the first wheel end speed signal, the first torque signal, the first start time and the first end time; a second processing module, configured to control the preset test bench system to be in a preset cycle operating state, and when the current tested vehicle is in a second state, obtain a second wheel end speed signal, a second torque signal, a second start time, and a second end time of the current tested vehicle, and calculate a second drag loss according to the second wheel end speed signal, the second torque signal, the second start time, and the second end time; A calculation module is used to obtain the brake drag loss of the current tested vehicle according to the difference between the second drag loss and the first drag loss.

7. The device according to claim 6, characterized in that The first state is that the caliper of the current vehicle under test is in a removed state; the second state is that the drive half shaft of the current vehicle under test is in a removed state, or both the drive half shaft and the caliper of the current vehicle under test are in a removed state.

8. The device according to claim 6, characterized in that Before controlling the current tested vehicle to be in the first state, the first processing module is further used to: Determining whether the current tested vehicle meets the preset test conditions; If the current tested vehicle does not meet the preset test conditions, a reminder of not meeting the test conditions is given, wherein the preset test conditions are: The currently tested vehicle meets the preset bounce detection conditions, and the currently tested vehicle is equipped with a pressure detection device, and the brake caliper of the currently tested vehicle is in a first preset state, and the steering wheel of the currently tested vehicle is in a second preset state.

9. A vehicle, characterized in that: include: A memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the vehicle braking drag torque energy consumption test method as described in any one of claims 1 to 5.

10. A computer-readable storage medium having a computer program stored thereon, characterized in that: The program is executed by a processor to implement a vehicle braking drag torque energy consumption test method as described in any one of claims 1-5.

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