A method, device, and electronic equipment for controlling the test speed of a test vehicle.

Abstract

This invention discloses a method, device, and electronic device for controlling the test speed of a test vehicle. The method includes: acquiring historical test data of the test vehicle at various moments during a historical vehicle cyclic test, and the target speed of the cyclic test; determining the initial PID value for each moment during the cyclic test based on the target speed and the historical test data; determining the speed difference at each moment based on the historical vehicle speed corresponding to the initial PID value and the target speed; adjusting the initial PID value based on the speed difference to obtain a target PID value; adjusting the test speed of the test vehicle during the cyclic test based on the target PID value to obtain the target speed of the test vehicle, and using the target speed as the historical test data for the next stage, until the difference between the target speed and the target speed is less than a preset difference threshold. This improves testing efficiency.

Description

Technical Field

[0001] This invention relates to the field of vehicle control technology, and in particular to a method, device, and electronic equipment for controlling the test speed of a test vehicle. Background Technology

[0002] In recent years, the automotive industry has flourished, with major internet companies manufacturing cars and traditional automakers constantly pursuing higher-quality models. Pure electric vehicles, hybrid vehicles, and hydrogen fuel cell vehicles have begun to occupy more market share.

[0003] However, vehicles must undergo rigorous functional testing before they can be launched on the market. Therefore, automated cyclic testing methods using a rotary drum test bench, which can be tested for extended periods, have become popular with third-party technical service companies. Furthermore, automated vehicle speed control methods can contribute to the development of better intelligent driving assistance systems for automakers. Thus, the challenge lies in how to maintain the actual vehicle speed at a preset speed during the testing process. Summary of the Invention

[0004] This invention provides a method, device, and electronic equipment for controlling the test speed of a test vehicle, in order to solve the problem of difficulty in maintaining the actual vehicle speed at a preset speed during the test process.

[0005] According to one aspect of the present invention, a method for controlling the test speed of a test vehicle is provided, the method comprising:

[0006] Obtain historical test data of the test vehicle at various moments during the historical vehicle cycle test, as well as the target vehicle speed of the vehicle cycle test; wherein, the historical test vehicle test data includes at least the historical test vehicle test speed, historical accelerator pedal opening, and historical brake pedal opening.

[0007] Based on the target vehicle speed and historical test vehicle test data, the initial PID value at each moment during the vehicle cyclic test is determined; wherein, the initial PID value is the PID value that makes the difference between the historical test vehicle test speed and the target vehicle speed less than a preset difference when the historical vehicle cyclic test is performed.

[0008] The speed difference at each time point is determined based on the historical vehicle speed corresponding to the initial PID value and the target vehicle speed at each time point.

[0009] Based on the speed difference, the initial PID value is adjusted to obtain the target PID value;

[0010] Based on the target PID value, the test speed of the test vehicle during the vehicle cycle test is adjusted to obtain the target speed of the test vehicle. The target speed of the test vehicle is then used as the historical test data of the test vehicle in the next stage until the difference between the target speed of the test vehicle and the target speed is less than the preset difference threshold.

[0011] According to another aspect of the present invention, a control device for testing the test speed of a test vehicle is provided, the device comprising:

[0012] The historical data acquisition module is used to acquire the historical test vehicle test data and the target vehicle speed of the vehicle cycle test at various moments during the current stage of the test vehicle. The historical test vehicle test data includes at least the historical test vehicle test speed, historical accelerator pedal opening, and historical brake pedal opening.

[0013] The initial value determination module is used to determine the initial PID value at each moment during the vehicle cyclic test based on the target vehicle speed and historical test vehicle test data; wherein, the initial PID value is the PID value that makes the difference between the historical test vehicle test speed and the target vehicle speed less than a preset difference when the historical vehicle cyclic test is performed.

[0014] The vehicle speed difference determination module is used to determine the vehicle speed difference at each time point based on the historical vehicle speed corresponding to the initial PID value and the target vehicle speed at each time point.

[0015] The target value determination module is used to adjust the initial PID value based on the vehicle speed difference to obtain the target PID value;

[0016] The PID adjustment module is used to adjust the test speed of the test vehicle during the vehicle cyclic test based on the target PID value to obtain the target speed of the test vehicle. The target speed of the test vehicle is then used as the historical test data of the test vehicle in the next stage until the difference between the target speed of the test vehicle and the target speed is less than a preset difference threshold.

[0017] According to another aspect of the present invention, an electronic device is provided, the electronic device comprising:

[0018] At least one processor; and

[0019] A memory that is communicatively connected to at least one processor; wherein,

[0020] The memory stores a computer program that can be executed by at least one processor, such that the at least one processor is able to execute the test vehicle speed control method of any embodiment of the present invention.

[0021] According to another aspect of the present invention, a computer-readable storage medium is provided, which stores computer instructions for causing a processor to execute a method for controlling the test speed of a test vehicle according to any embodiment of the present invention.

[0022] The technical solution of this invention obtains historical test vehicle test data and target vehicle speed for each moment during the current stage of the test vehicle's historical vehicle cyclic test. Based on the target vehicle speed and historical test vehicle test data, it determines the initial PID value for each moment during the vehicle cyclic test. Based on the historical vehicle speed and target vehicle speed corresponding to the initial PID value at each moment, it determines the speed difference at each moment. Based on the speed difference, it adjusts the initial PID value to obtain the target PID value. Based on the target PID value, it adjusts the test vehicle speed during the vehicle cyclic test to obtain the target vehicle speed. The target vehicle speed is then used as the historical test vehicle test data for the next stage until the difference between the target vehicle speed and the target speed is less than a preset difference threshold. This allows the test vehicle to perform the vehicle cyclic test at the target speed, thereby improving the accuracy of the vehicle cyclic test results.

[0023] It should be understood that the description in this section is not intended to identify key or essential features of the embodiments of the present invention, nor is it intended to limit the scope of the invention. Other features of the invention will become readily apparent from the following description. Attached Figure Description

[0024] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0025] Figure 1 This is a flowchart of a method for controlling the test speed of a test vehicle according to Embodiment 1 of the present invention;

[0026] Figure 2 This is a flowchart of another method for controlling the test speed of a test vehicle according to Embodiment 2 of the present invention;

[0027] Figure 3 This is a flowchart illustrating the calculation of the applicable target PID value as described in the embodiments of the present invention;

[0028] Figure 4 This is a schematic diagram of the interface between the accelerator pedal and the ECU, applicable to embodiments of the present invention.

[0029] Figure 5 This is a schematic diagram of the accelerator pedal signal line interface applicable to embodiments of the present invention;

[0030] Figure 6 This is a schematic diagram of the hardware for generating analog voltages applicable to embodiments of the present invention.

[0031] Figure 7 This is a schematic diagram of the braking robot to which this invention applies in the embodiments;

[0032] Figure 8 This is a schematic diagram of the braking robot motor control circuit applicable to the embodiments of the present invention;

[0033] Figure 9 This is a schematic diagram illustrating the nonlinear modeling of the brake pedal applicable to embodiments of the present invention.

[0034] Figure 10 This is a schematic diagram of the structure of a control device for testing the speed of a test vehicle according to Embodiment 3 of the present invention;

[0035] Figure 11 This is a schematic diagram of the structure of an electronic device that implements the test vehicle speed control method of the present invention. Detailed Implementation

[0036] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0037] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0038] Example 1

[0039] Figure 1This is a flowchart illustrating a method for controlling the test speed of a test vehicle according to Embodiment 1 of the present invention. This embodiment is applicable to situations where the actual speed of the test vehicle quickly reaches the target speed during cyclic testing. This method can be executed by a control device for the test vehicle's test speed, which can be implemented in hardware and / or software and can be configured in an electronic device with data processing capabilities. Figure 1 As shown, the method includes:

[0040] S110. Obtain the historical test vehicle test data and the target vehicle speed of the vehicle cycle test at each moment during the historical vehicle cycle test of the test vehicle in the current stage.

[0041] Among them, the historical test vehicle test data includes at least the historical test vehicle test speed, historical accelerator pedal opening, and historical brake pedal opening.

[0042] Vehicle cycle testing can be a type of test that involves following other vehicles, including but not limited to the WLTC cycle test. Historical test vehicle testing can refer to previous vehicle cycle tests performed on the test vehicle.

[0043] The target speed can be the speed that the test vehicle is expected to reach at each moment during a vehicle cycle test. The test vehicle can be the vehicle used for the vehicle cycle test. The historical test vehicle speed can be the actual speed of the test vehicle during the vehicle cycle test. The historical accelerator pedal opening can be the opening of the accelerator pedal of the test vehicle at various moments during a historical vehicle cycle test. The historical brake pedal opening can be the opening of the brake pedal of the test vehicle at various moments during a historical vehicle cycle test.

[0044] By conducting multiple vehicle cycle tests on the test vehicle, historical test data of the test vehicle at various moments during each historical vehicle cycle test can be obtained, as well as the target vehicle speed for the vehicle cycle test.

[0045] S120. Based on the target vehicle speed and historical test data of the test vehicles, determine the initial PID values ​​at each moment during the vehicle cyclic test.

[0046] The initial PID value is the PID value that ensures the difference between the test speed of the historical test vehicle and the target vehicle speed is less than a preset difference when performing the historical vehicle cyclic test.

[0047] The initial PID value can be determined at the beginning, such that the historical test speed of the test vehicle is equal to the target speed.

[0048] Based on historical test data of the test vehicles at various moments during historical vehicle cyclic testing and the target vehicle speed of the cyclic testing, the initial PID values ​​of the test vehicles at each moment in the current stage of vehicle cyclic testing are determined. This determination can be achieved by filtering the PID data from various moments during historical vehicle cyclic testing, or by calculating the PID at each moment in the current stage of vehicle cyclic testing using algorithms.

[0049] In one alternative approach, the initial PID values ​​for each moment during the vehicle's cyclic testing are determined based on the target vehicle speed and historical test data. This may include steps A1-A2:

[0050] Step A1: Based on historical test data, determine the objective function and the maximum number of iterations for the genetic algorithm.

[0051] Step A2: Based on the objective function, target vehicle speed, and historical test vehicle data, calculate the fitness of the PID values ​​at each time point to determine the initial PID values ​​that can meet the target vehicle speed at each time point.

[0052] Historical test data can be data from previous vehicle cycle tests, including but not limited to historical test vehicle test data and test vehicle temperature and humidity.

[0053] In order to minimize the difference between the determined initial PID data and the test PID value that can achieve the target vehicle speed, a genetic algorithm can be used to calculate the fitness of the PID values ​​at each time step when determining the initial PID data.

[0054] To address this, the objective function and maximum number of iterations of the genetic algorithm will be determined based on historical test data. Then, based on the objective function, the target vehicle speed, and historical test vehicle data, the fitness of the PID values ​​at each time step will be calculated through selection, crossover, and mutation operations during population iteration to determine the initial PID values ​​that can meet the target vehicle speed at each time step.

[0055] For example, firstly, an initial population for the genetic algorithm is constructed, with a population size of 20 and a maximum number of iterations of 100. Historical test data from test vehicles is used as the input to the genetic algorithm. The genetic algorithm is used to determine the gain parameters of the controller and adjust the position of the objective function. The objective function needs to be calculated for each generation of the genetic algorithm population. When the maximum number of iterations is reached, the initial PID value is output.

[0056] Based on the above embodiments, the expression for the objective function is:

[0057] J = ISE + ITSE + IAE + ITAE + IGCA

[0058] In the formula, ISE is the integral of the squared error, ITSE is the integral of time multiplied by the squared error, IAE is the integral of the absolute error, ITAE is the integral of time multiplied by the absolute error, and IGCA is the integral of the squared error of the controller output.

[0059] S130. Determine the speed difference at each time step based on the historical vehicle speed corresponding to the initial PID value and the target vehicle speed at each time step.

[0060] The vehicle speed difference can be the difference between the historical vehicle speed and the target vehicle speed at various times, corresponding to the initial PID value.

[0061] S140. Adjust the initial PID value according to the vehicle speed difference to obtain the target PID value.

[0062] The target PID value can be an initial PID value adjusted based on the vehicle speed difference, so that the test vehicle can better meet the target vehicle speed PID value.

[0063] After determining the speed difference, the direction of the initial PID value adjustment and the specific value to be adjusted can be determined, and then the initial PID value can be adjusted to obtain the target PID value.

[0064] S150. Based on the target PID value, adjust the test speed of the test vehicle during the vehicle cyclic test to obtain the target speed of the test vehicle, and use the target speed of the test vehicle as the historical test data of the test vehicle in the next stage, until the difference between the target speed of the test vehicle and the target speed is less than the preset difference threshold.

[0065] To ensure that the adjusted test vehicle can reach the target speed at every moment during the vehicle cycle test, after obtaining the target PID value, it will be used as the PID value of the test vehicle during the vehicle cycle test, thereby obtaining the target speed of the test vehicle. The target speed of the test vehicle will then be used as the historical test data for the next stage, and the operations from S110 to S150 will be repeated until the difference between the test vehicle's target speed and the target speed is less than a preset difference threshold.

[0066] According to the technical solution of this invention, by acquiring historical test data of the test vehicle at various moments during the historical vehicle cyclic test and the target vehicle speed of the cyclic test, the initial PID value is determined at each moment during the cyclic test based on the target vehicle speed and the historical test data. The speed difference at each moment is determined based on the historical vehicle speed corresponding to the initial PID value and the target vehicle speed. The initial PID value is adjusted based on the speed difference to obtain the target PID value. The test speed of the test vehicle during the cyclic test is adjusted based on the target PID value to obtain the target vehicle speed. The target vehicle speed is then used as the historical test data for the next stage until the difference between the target vehicle speed and the target speed is less than a preset difference threshold. This allows the test vehicle to operate at the target speed during the cyclic test, thereby improving the accuracy of the cyclic test results.

[0067] Example 2

[0068] Figure 2 This is a flowchart of another method for controlling the test vehicle speed according to Embodiment 2 of the present invention. This embodiment further optimizes the process of adjusting the initial PID value based on the speed difference to obtain the target PID value, based on the aforementioned embodiments. This embodiment can be combined with various optional solutions in one or more of the above embodiments. Figure 2 As shown, the smart restaurant dining control method of this embodiment may include the following steps:

[0069] S210. Obtain historical test data of the test vehicle at various moments during the historical vehicle cycle test and the target vehicle speed of the vehicle cycle test.

[0070] Among them, the historical test vehicle test data includes at least the historical test vehicle test speed, historical accelerator pedal opening, and historical brake pedal opening.

[0071] S220. Based on the target vehicle speed and historical test data of the test vehicles, determine the initial PID values ​​at each moment during the vehicle cyclic test.

[0072] The initial PID value is the PID value that ensures the difference between the test speed of the historical test vehicle and the target vehicle speed is less than a preset difference when performing the historical vehicle cyclic test.

[0073] S230. Determine the speed difference at each time step based on the historical vehicle speed corresponding to the initial PID value and the target vehicle speed at each time step.

[0074] S240. Determine the unit speed difference per unit time based on the speed difference.

[0075] The unit speed difference can be the difference between the historical vehicle speed and the target vehicle speed per unit time.

[0076] S250. Based on the preset membership function in the fuzzy adaptive PID algorithm, the unit speed difference and the speed difference are fuzzified to obtain at least one unit fuzzy data of the unit speed difference and at least one fuzzy data of the speed difference.

[0077] S260. By multiplying at least one unit of fuzzy data and at least one fuzzy data respectively, determine the fuzzy unit trigger strength corresponding to the unit vehicle speed difference and the fuzzy trigger strength corresponding to the vehicle speed difference.

[0078] S270. Determine the target PID value based on the fuzzy unit trigger strength and the fuzzy trigger strength.

[0079] Figure 3 This is a flowchart illustrating the calculation of the applicable target PID value as described in an embodiment of the present invention. See also... Figure 3 The process involves taking the unit speed difference and the speed difference as inputs. Layer 1 transforms the two inputs into at least one unit fuzzy data of the unit speed difference and at least one fuzzy data of the speed difference through a preset membership function. Layer 2 is a weighted fuzzy inference rule, which calculates the fuzzy trigger strength of the fuzzy rule for each node by multiplying the output of Layer 1. Layer 3 normalizes the fuzzy trigger strength. Layer 4 defuzzifies the fuzziness by multiplying the value of each node by a first-order polynomial. Layer 5 calculates the weighted average of all signals and finally determines the target PID value through the weighted average.

[0080] The normalization formula for layer 3 is as follows: Where w k The output of layer 4 is the output of layer 2. Where p k r k and s k This is the set of subsequent parameters identified using the least squares error estimation method. The output of layer 5 is: Where w k For the output of layer 2, w k f k The output of layer 2 is multiplied by the first-order polynomial of the least squares error estimation method.

[0081] S280. Based on the target PID value, adjust the test speed of the test vehicle during the vehicle cyclic test to obtain the target speed of the test vehicle, and use the target speed of the test vehicle as the historical test vehicle test data for the next stage, until the difference between the target speed of the test vehicle and the target speed is less than the preset difference threshold.

[0082] Once the target PID value is obtained, the test speed of the test vehicle is adjusted during the vehicle cycle test using the target PID value to ensure that the test vehicle reaches the target speed. However, to ensure that the difference between the test vehicle's target speed and the target speed is small enough, the test vehicle's target speed is used as historical test data for the next stage. This allows for a reconfirmation of the target PID value, and the test vehicle's test speed is readjusted until the difference between the test vehicle's target speed and the target speed is less than a preset difference threshold.

[0083] In one alternative approach, the test speed of the test vehicle during cyclic testing is adjusted based on the target PID value, which may include B1-B2:

[0084] Step B1: Determine the target accelerator pedal opening and the target brake pedal opening of the test vehicle based on the target PID value.

[0085] Step B2: Adjust the test speed of the test vehicle according to the target accelerator pedal opening and the target brake pedal opening.

[0086] The target accelerator pedal opening can be obtained from the target PID value, and is used to achieve the accelerator pedal opening at the target vehicle speed. Similarly, the target brake pedal opening can be obtained from the target PID value, and is used to achieve the brake pedal opening at the target vehicle speed.

[0087] After obtaining the target PID value, the target accelerator pedal opening and the target brake pedal opening are calculated based on the target PID value. The target accelerator pedal opening and the target brake pedal opening are then used to adjust the test speed of the test vehicle.

[0088] In order to ensure that the target accelerator pedal opening and the target brake pedal opening can accurately adjust the test speed of the test vehicle, this application provides an adjustment method.

[0089] Figure 4 This is a schematic diagram of the interface between the accelerator pedal and the ECU, applicable to embodiments of the present invention. There are six interfaces in total, including two power lines, two ground lines, and two signal lines. Figure 5 This is a schematic diagram of the accelerator pedal signal line interface applicable to embodiments of the present invention. See also... Figure 4 and Figure 5The accelerator pedal opening is transmitted to the ECU via two accelerator pedal signal lines. The ECU calculates and allocates the engine throttle opening to generate engine power. Using appropriate tools, loosen the bolts securing the accelerator pedal to the vehicle and disconnect the accelerator pedal signal lines from the accelerator pedal connector. First, use a multimeter in voltage mode to measure the voltage in pairs to identify the two positive terminals. Then, use resistance mode to combine the remaining four signal line connectors in pairs to identify the two negative terminals. The other two accelerator pedal signal line connectors are the accelerator pedal signal line connectors. Combine one negative connector with one signal line connector, and the other negative connector with another signal line connector. Now, set the multimeter to voltage mode and connect one negative connector to the signal line connector. Connect the accelerator pedal to the accelerator pedal signal line. You will then measure the accelerator pedal signal line voltage when the accelerator pedal is not pressed. Manually press the accelerator pedal all the way down; you will then measure the accelerator pedal signal line voltage at full throttle. Similarly, collect the accelerator pedal signal line voltages at both the empty and full throttle positions of the other signal line.

[0090] Figure 6 This is a hardware schematic diagram of the analog voltage generation method applicable to embodiments of the present invention. The Mobdus TCP controller is used in conjunction with the WAGO I / O system as a programmable controller in an Ethernet network to generate two signal voltages simulating the accelerator pedal opening. The hardware module generating the analog voltage is connected to a power supply, and one end is connected to the laptop via a serial port RS-485 converter. The connection to the two signal line ports of the accelerator pedal is achieved by leading four wires from the device generating the analog voltage signal, including two sets of high and low voltages, to simulate the voltage signal of the accelerator pedal opening.

[0091] Figure 7 The diagram shows the structure of the braking robot applicable to the embodiments of the present invention. The braking robot mainly includes a housing and a robotic arm. The housing contains a transmission mechanism that drives the robotic arm to move, and a motor generates the force that drives the robotic arm to move. Figure 8 This is a schematic diagram of the braking robot motor control circuit applicable to the embodiments of the present invention. Figure 9 This is a schematic diagram illustrating the nonlinear modeling of the brake pedal applicable to embodiments of the present invention. See also... Figure 8 as well as Figure 9The braking force from the brake pedal is amplified by the master cylinder via a hydraulic transmission mechanism. The force is then distributed to the four wheels based on calculations by the vehicle's electronic stability control system. The braking robot consists of a body and a robotic arm. The robotic arm simulates the force exerted by a human foot on the brake pedal. Its movement is driven by a motor within the body. By fixing the braking robot to the driver's seat and connecting its robotic arm to the brake pedal, the robot is powered on and communicates with a laptop computer. The laptop computer then controls the movement of the robotic arm to simulate the action of a human pressing the brake pedal. The dynamic equations of motion for the robotic arm are:

[0092]

[0093]

[0094] Where P p J is the coordinate position of the end effector of the braking robotic arm. h M is the Jacobian matrix of the position of the robotic arm's end effector. h It is the inertia matrix, C h It is a Coriolis matrix, τ h It is the current moment, F p It is the load at the end of the robotic arm, Δθ m It is the rotation angle of the motor, i s l is the motor current, K m It is the torque efficiency coefficient of the motor, C m η is the damping efficiency coefficient of the motor, F is the transmission efficiency, F is the force ultimately output by the motor to the robotic arm, and ΔC is the displacement of the robotic arm. The braking robot is fixed in the driver's seat, powered on, and connected to a laptop with control software. The robotic arm of the braking robot is fixed to the accelerator pedal. The brake pedal is manually depressed to its maximum position; the recorded mechanical travel distance of the braking robot at this point is the maximum travel distance. Then, the external force is released, allowing the brake pedal to automatically return to its original position and stabilize. The travel distance of the robotic arm at this point is the travel distance without the brake pedal depressed.

[0095] According to the technical solution of the present invention, based on the preset membership function in the fuzzy adaptive PID algorithm, the unit speed difference and the vehicle speed difference are fuzzified to obtain at least one unit fuzzy data of the unit speed difference and at least one fuzzy data of the vehicle speed difference. By multiplying the at least one unit fuzzy data and the at least one fuzzy data respectively, the fuzzy unit trigger intensity corresponding to the unit speed difference and the fuzzy trigger intensity corresponding to the vehicle speed difference are determined. Based on the fuzzy unit trigger intensity and the fuzzy trigger intensity, the target PID value is determined, so that when adjusting the target speed of the test vehicle, the difference between the target speed of the test vehicle and the target speed can be reduced to less than a preset difference threshold with high efficiency.

[0096] Example 3

[0097] Figure 10 This invention provides a structural block diagram of a control device for testing the speed of a test vehicle. This embodiment is applicable to situations where the actual speed of the test vehicle reaches a target speed quickly during vehicle cyclic testing. This control device for testing the speed of the test vehicle can be implemented in hardware and / or software, and can be configured in an electronic device with data processing capabilities. Figure 10 As shown, the test vehicle speed control device of this embodiment may include: a historical data acquisition module 310, an initial value determination module 320, a speed difference determination module 330, a target value determination module 340, and a PID adjustment module 350.

[0098] in:

[0099] The historical data acquisition module 310 is used to acquire the historical test vehicle test data and the target vehicle speed of the vehicle cycle test at various moments during the current stage of the test vehicle. The historical test vehicle test data includes at least the historical test vehicle test speed, historical accelerator pedal opening and historical brake pedal opening.

[0100] The initial value determination module 320 is used to determine the initial PID value at each moment during the vehicle cyclic test based on the target vehicle speed and historical test vehicle test data; wherein, the initial PID value is the PID value that makes the difference between the historical test vehicle test speed and the target vehicle speed less than a preset difference when the historical vehicle cyclic test is performed.

[0101] The vehicle speed difference determination module 330 is used to determine the vehicle speed difference at each time based on the historical vehicle speed corresponding to the initial PID value and the target vehicle speed at each time.

[0102] The target value determination module 340 is used to adjust the initial PID value according to the vehicle speed difference to obtain the target PID value;

[0103] The PID adjustment module 350 is used to adjust the test speed of the test vehicle during the vehicle cyclic test based on the target PID value to obtain the target speed of the test vehicle, and use the target speed of the test vehicle as the historical test data of the test vehicle in the next stage, until the difference between the target speed of the test vehicle and the target speed is less than the preset difference threshold.

[0104] Based on the above embodiments, optionally, the initial value determination module 320 includes:

[0105] The objective function determination unit is used to determine the objective function and the maximum number of iterations for the genetic algorithm based on historical test data.

[0106] The initial PID determination unit is used to calculate the fitness of the PID values ​​at each time step based on the objective function, the target vehicle speed, and historical test data of the test vehicles, and to determine the initial PID values ​​that can meet the target vehicle speed at each time step.

[0107] Based on the above embodiments, optionally, the expression for the objective function is:

[0108] J = ISE + ITSE + IAE + ITAE + IGCA

[0109] In the formula, ISE is the integral of the squared error, ITSE is the integral of time multiplied by the squared error, IAE is the integral of the absolute error, ITAE is the integral of time multiplied by the absolute error, and IGCA is the integral of the squared error of the controller output.

[0110] Based on the above embodiments, optionally, the target value determination module 340 includes:

[0111] The unit speed difference determination unit is used to determine the unit speed difference per unit time based on the speed difference.

[0112] The fuzzy processing unit is used to fuzzify the unit speed difference and the vehicle speed difference according to the preset membership function in the fuzzy adaptive PID algorithm, so as to obtain at least one unit fuzzy data of the unit speed difference and at least one fuzzy data of the vehicle speed difference.

[0113] The trigger strength determination unit is used to determine the fuzzy unit trigger strength corresponding to the unit vehicle speed difference and the fuzzy trigger strength corresponding to the vehicle speed difference by multiplying at least one unit fuzzy data and at least one fuzzy data respectively.

[0114] The target PID value determination unit is used to determine the target PID value based on the fuzzy unit trigger strength and the fuzzy trigger strength.

[0115] Based on the above embodiments, optionally, the target PID value determination unit includes:

[0116] The weighted average value determination subunit is used to determine the unit speed difference and the weighted average value of the speed difference based on the fuzzy unit trigger intensity and the fuzzy trigger intensity.

[0117] The target PID value calculation unit is used to determine the target PID value based on the weighted average value.

[0118] Based on the above embodiments, optionally, the preset membership function is:

[0119]

[0120] In the formula, x and y represent the unit speed difference and the speed difference, respectively, and a m and c m These represent the values ​​of the two base angles of the membership function of the triangle, b. m The vertex angle represents the value of the triangular membership function, and m is the number of nodes.

[0121] Based on the above embodiments, optionally, the PID adjustment module 350 includes:

[0122] The target opening determination unit is used to determine the target accelerator pedal opening and the target brake pedal opening of the test vehicle based on the target PID value.

[0123] The vehicle speed adjustment unit is used to adjust the test speed of the test vehicle based on the target accelerator pedal opening and the target brake pedal opening.

[0124] The test vehicle speed control device provided in this embodiment of the invention can execute the test vehicle speed control method provided in any embodiment of the invention, and has the corresponding functional modules and beneficial effects of the method.

[0125] Example 4

[0126] Figure 11 A schematic diagram of an electronic device 10 that can be used to implement embodiments of the present invention is shown. The electronic device is intended to represent various forms of digital computers, such as laptop computers, desktop computers, workstations, personal digital assistants, servers, blade servers, mainframe computers, and other suitable computers. The electronic device can also represent various forms of mobile devices, such as personal digital processors, cellular phones, smartphones, wearable devices (e.g., helmets, glasses, watches, etc.), and other similar computing devices. The components shown herein, their connections and relationships, and their functions are merely illustrative and are not intended to limit the implementation of the invention described and / or claimed herein.

[0127] like Figure 11As shown, the electronic device 10 includes at least one processor 11 and a memory, such as a read-only memory (ROM) 12 or a random access memory (RAM) 13, communicatively connected to the at least one processor 11. The memory stores computer programs executable by the at least one processor. The processor 11 can perform various appropriate actions and processes based on the computer program stored in the ROM 12 or loaded from storage unit 18 into the RAM 13. The RAM 13 may also store various programs and data required for the operation of the electronic device 10. The processor 11, ROM 12, and RAM 13 are interconnected via a bus 14. An input / output (I / O) interface 15 is also connected to the bus 14.

[0128] Multiple components in electronic device 10 are connected to I / O interface 15, including: input unit 16, such as keyboard, mouse, etc.; output unit 17, such as various types of displays, speakers, etc.; storage unit 18, such as disk, optical disk, etc.; and communication unit 19, such as network card, modem, wireless transceiver, etc. Communication unit 19 allows electronic device 10 to exchange information / data with other devices through computer networks such as the Internet and / or various telecommunications networks.

[0129] Processor 11 can be a variety of general-purpose and / or special-purpose processing components with processing and computing capabilities. Some examples of processor 11 include, but are not limited to, a central processing unit (CPU), a graphics processing unit (GPU), various special-purpose artificial intelligence (AI) computing chips, various processors running machine learning model algorithms, a digital signal processor (DSP), and any suitable processor, controller, microcontroller, etc. Processor 11 performs the various methods and processes described above, such as the method for controlling the test speed of a test vehicle.

[0130] In some embodiments, the method for controlling the test vehicle speed can be implemented as a computer program tangibly contained in a computer-readable storage medium, such as storage unit 18. In some embodiments, part or all of the computer program can be loaded and / or installed on electronic device 10 via ROM 12 and / or communication unit 19. When the computer program is loaded into RAM 13 and executed by processor 11, one or more steps of the method for controlling the test vehicle speed described above can be performed. Alternatively, in other embodiments, processor 11 can be configured to perform the method for controlling the test vehicle speed by any other suitable means (e.g., by means of firmware).

[0131] Various embodiments of the systems and techniques described above herein can be implemented in digital electronic circuit systems, integrated circuit systems, field-programmable gate arrays (FPGAs), application-specific integrated circuits (ASICs), application-specific standard products (ASSPs), systems-on-a-chip (SoCs), payload-programmable logic devices (CPLDs), computer hardware, firmware, software, and / or combinations thereof. These various embodiments may include implementations in one or more computer programs that can be executed and / or interpreted on a programmable system including at least one programmable processor, which may be a dedicated or general-purpose programmable processor, capable of receiving data and instructions from a storage system, at least one input device, and at least one output device, and transmitting data and instructions to the storage system, the at least one input device, and the at least one output device.

[0132] Computer programs used to implement the methods of the present invention may be written in any combination of one or more programming languages. These computer programs may be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing device, such that when executed by the processor, the computer programs cause the functions / operations specified in the flowcharts and / or block diagrams to be performed. The computer programs may be executed entirely on a machine, partially on a machine, or as a standalone software package, partially on a machine and partially on a remote machine, or entirely on a remote machine or server.

[0133] In the context of this invention, a computer-readable storage medium can be a tangible medium that may contain or store a computer program for use by or in conjunction with an instruction execution system, apparatus, or device. A computer-readable storage medium may include, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatus, or devices, or any suitable combination thereof. Alternatively, a computer-readable storage medium may be a machine-readable signal medium. More specific examples of machine-readable storage media include electrical connections based on one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fibers, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof.

[0134] To provide interaction with a user, the systems and techniques described herein can be implemented on an electronic device having: a display device (e.g., a CRT (cathode ray tube) or LCD (liquid crystal display) monitor) for displaying information to the user; and a keyboard and pointing device (e.g., a mouse or trackball) through which the user provides input to the electronic device. Other types of devices can also be used to provide interaction with the user; for example, feedback provided to the user can be any form of sensory feedback (e.g., visual feedback, auditory feedback, or tactile feedback); and input from the user can be received in any form (including sound input, voice input, or tactile input).

[0135] The systems and technologies described herein can be implemented in computing systems that include backend components (e.g., as data servers), or computing systems that include middleware components (e.g., application servers), or computing systems that include frontend components (e.g., user computers with graphical user interfaces or web browsers through which users can interact with implementations of the systems and technologies described herein), or any combination of such backend, middleware, or frontend components. The components of the system can be interconnected via digital data communication of any form or medium (e.g., communication networks). Examples of communication networks include local area networks (LANs), wide area networks (WANs), blockchain networks, and the Internet.

[0136] A computing system can include clients and servers. Clients and servers are generally located far apart and typically interact through communication networks. The client-server relationship is created by computer programs running on the respective computers and having a client-server relationship with each other. The server can be a cloud server, also known as a cloud computing server or cloud host, which is a hosting product within the cloud computing service system to address the shortcomings of traditional physical hosts and VPS services, such as high management difficulty and weak business scalability.

[0137] It should be understood that the various forms of processes shown above can be used, with steps reordered, added, or deleted. For example, the steps described in this invention can be executed in parallel, sequentially, or in different orders, as long as the desired result of the technical solution of this invention can be achieved, and this is not limited herein.

[0138] The specific embodiments described above do not constitute a limitation on the scope of protection of this invention. Those skilled in the art should understand that various modifications, combinations, sub-combinations, and substitutions can be made according to design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this invention should be included within the scope of protection of this invention.

Claims

1. A method for controlling the test speed of a test vehicle, characterized in that, include: The test vehicle acquires historical test vehicle data and target vehicle speed at various points in time during the current test vehicle cycle test. The historical test vehicle data includes historical test vehicle speed, historical accelerator pedal opening, and historical brake pedal opening. Based on the target vehicle speed and the historical test vehicle test data, the initial PID value at each moment during the vehicle cyclic test is determined; wherein, the initial PID value is the PID value that makes the difference between the historical test vehicle test speed and the target vehicle speed less than a preset difference when the historical vehicle cyclic test is performed. Based on the historical test vehicle speed and target vehicle speed corresponding to the initial PID value at each time point, the vehicle speed difference at each time point is determined. Based on the speed difference, the initial PID value is adjusted to obtain the target PID value; Based on the target PID value, the test speed of the test vehicle during the cyclic test is adjusted to obtain the target speed of the test vehicle, and the target speed of the test vehicle is used as the historical test data of the test vehicle in the next stage until the difference between the target speed of the test vehicle and the target speed is less than a preset difference threshold. The process of adjusting the initial PID value based on the vehicle speed difference to obtain the target PID value includes: Based on the speed difference, determine the unit speed difference per unit time. According to a preset membership function, the unit speed difference and the speed difference are fuzzified to obtain at least one unit fuzzy data of the unit speed difference and at least one fuzzy data of the speed difference. By multiplying the at least one unit of fuzzy data and the at least one fuzzy data respectively, the fuzzy unit trigger intensity corresponding to the unit vehicle speed difference and the fuzzy trigger intensity corresponding to the vehicle speed difference are determined. The target PID value is determined based on the fuzzy unit trigger strength and the fuzzy trigger strength.

2. The method according to claim 1, characterized in that, Based on the target vehicle speed and the historical test vehicle data, the initial PID values ​​for each moment during the vehicle cyclic test are determined, including: Based on historical test data, determine the objective function and maximum number of iterations for the genetic algorithm; Based on the objective function, the target vehicle speed, and the historical test vehicle test data, the fitness of the PID values ​​at each time point is calculated to determine the initial PID values ​​that can meet the target vehicle speed at each time point.

3. The method according to claim 2, characterized in that, The expression for the objective function is: In the formula, The integral of the squared error, This is the integral of time multiplied by the squared error. The integral of the absolute error, The integral of time multiplied by the absolute error. This is the integral of the squared error of the controller output.

4. The method according to claim 1, characterized in that, Determining the target PID value based on the fuzzy unit trigger strength and the fuzzy trigger strength includes: Based on the fuzzy unit trigger intensity and the fuzzy trigger intensity, determine the unit vehicle speed difference and the weighted average of the vehicle speed difference; The target PID value is determined based on the weighted average value.

5. The method according to claim 4, characterized in that, The preset membership function is: In the formula, x represents the unit speed difference. This represents the value of the left base angle of the triangle's membership function; This represents the value of the right base angle of the triangle's membership function. The vertex angle represents the value of the triangular membership function, and m is the number of nodes; Let represent the triangular membership function corresponding to the m-th fuzzy partition.

6. The method according to claim 1, characterized in that, Based on the target PID value, the test speed of the test vehicle during the vehicle cyclic test is adjusted, including: Based on the target PID value, determine the target accelerator pedal opening and the target brake pedal opening of the test vehicle; The test speed of the test vehicle is adjusted based on the target accelerator pedal opening and the target brake pedal opening.

7. A control device for testing the speed of a test vehicle, characterized in that, include: The historical data acquisition module is used to acquire the historical test vehicle test data and the target vehicle speed of the vehicle cycle test at various moments during the current stage of the test vehicle. The historical test vehicle test data includes the historical test vehicle test speed, historical accelerator pedal opening, and historical brake pedal opening. The initial value determination module is used to determine the initial PID value at each moment during the vehicle cyclic test based on the target vehicle speed and the historical test vehicle test data; wherein, the initial PID value is the PID value that makes the difference between the historical test vehicle test speed and the target vehicle speed less than a preset difference when the historical vehicle cyclic test is performed. The vehicle speed difference determination module is used to determine the vehicle speed difference at each time based on the historical test vehicle test speed and target vehicle speed corresponding to the initial PID value at each time. The target value determination module is used to adjust the initial PID value according to the vehicle speed difference to obtain the target PID value; The PID adjustment module is used to adjust the test speed of the test vehicle during the cyclic test of the vehicle based on the target PID value, to obtain the target speed of the test vehicle, and to use the target speed of the test vehicle as the historical test data of the test vehicle in the next stage, until the difference between the target speed of the test vehicle and the target speed is less than a preset difference threshold. The process of adjusting the initial PID value based on the vehicle speed difference to obtain the target PID value includes: Based on the speed difference, determine the unit speed difference per unit time. According to a preset membership function, the unit speed difference and the speed difference are fuzzified to obtain at least one unit fuzzy data of the unit speed difference and at least one fuzzy data of the speed difference. By multiplying the at least one unit of fuzzy data and the at least one fuzzy data respectively, the fuzzy unit trigger intensity corresponding to the unit vehicle speed difference and the fuzzy trigger intensity corresponding to the vehicle speed difference are determined. The target PID value is determined based on the fuzzy unit trigger strength and the fuzzy trigger strength.

8. An electronic device, characterized in that, The electronic device includes: At least one processor; and A memory communicatively connected to the at least one processor; wherein, The memory stores a computer program that can be executed by the at least one processor, the computer program being executed by the at least one processor to enable the at least one processor to perform the test vehicle speed control method according to any one of claims 1-6.

9. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer instructions that, when executed by a processor, implement the method for controlling the test vehicle speed according to any one of claims 1-6.

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