Brake system verification method and device, electronic equipment and vehicle

Abstract

The invention provides a braking system verification method and device, electronic equipment and a vehicle. The method comprises the steps that vehicle body longitudinal acceleration of a target user vehicle and vehicle body longitudinal acceleration of a target test vehicle are obtained; according to the vehicle body longitudinal acceleration, pseudo damage values and normal distribution parameters of the target user vehicle and the target test vehicle are obtained respectively, the pseudo damage values are obtained through calculation of a preset pseudo damage calculation function and the vehicle body longitudinal acceleration, and the normal distribution parameters are obtained through normal distribution inspection of the vehicle body longitudinal acceleration; acquiring a damage coverage ratio of the target test vehicle to the target user vehicle through the pseudo damage value, and acquiring a distribution overlapping area ratio of the target user vehicle and the target test vehicle through the normal distribution parameter; and verifying the reliability of the brake system in the target test vehicle through the damage coverage proportion and the distribution overlapping area proportion. According to the invention, the comprehensiveness, authenticity and credibility of verification are improved.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and in particular to a braking system verification method, device, electronic equipment and vehicle. Background Art

[0002] With the rapid development of the new energy vehicle industry, the performance and reliability of the braking system are directly related to the safety of the vehicle and the user experience. Therefore, how to conduct comprehensive, real and efficient reliability verification of the braking system of new energy vehicles has become an important topic in the current research and development of new energy vehicle technology. At present, the reliability verification of the braking system of new energy vehicles mainly relies on road tests and simulation tests.

[0003] However, although road tests can simulate actual road environments, they are limited by test conditions, time, cost and other factors, and it is difficult to fully cover all possible operating conditions and user behaviors. Although simulation tests can simulate a variety of operating conditions and user behaviors, their model accuracy and parameter settings are often difficult to fully reflect the actual situation, resulting in a lack of comprehensiveness and authenticity in the verification results. In addition, simulation tests also lack the dynamic response and feedback mechanism of real vehicles in actual use, resulting in deviations in the verification results. Summary of the invention

[0004] In view of this, the present application aims to propose a brake system verification method, device, electronic device and vehicle to solve the problem that the current brake system reliability verification results lack comprehensiveness and authenticity, and lack the dynamic response and feedback mechanism of real vehicles in actual use, resulting in deviations in the verification results. The specific technical solutions are as follows:

[0005] According to a first aspect of the present application, a braking system verification method is provided, the method comprising:

[0006] Obtain the longitudinal acceleration of the target user vehicle and the target test vehicle respectively;

[0007] Through the longitudinal acceleration of the vehicle body, respectively obtain pseudo damage values ​​and normal distribution parameters of the target user vehicle and the target test vehicle with respect to the longitudinal acceleration of the vehicle body, wherein the pseudo damage values ​​are obtained by calculating the preset pseudo damage calculation function and the longitudinal acceleration of the vehicle body, and the normal distribution parameters are obtained by performing a normal distribution test on the longitudinal acceleration of the vehicle body;

[0008] The damage coverage ratio of the target test vehicle to the target user vehicle is obtained through the pseudo damage value, and the distribution overlap area ratio of the target user vehicle to the target test vehicle is obtained through the normal distribution parameter;

[0009] The reliability of the braking system in the target test vehicle is verified through the damage coverage ratio and the distribution overlap area ratio.

[0010] Optionally, respectively obtaining the longitudinal acceleration of the target user vehicle and the target test vehicle includes:

[0011] Obtaining the mileage of several first user's vehicles;

[0012] Determine a target user car from the first user cars according to the traveled mileage, wherein the traveled mileage of the target user car is greater than a mileage threshold;

[0013] Acquiring the longitudinal acceleration of the vehicle body within a preset time period from the target user vehicle;

[0014] Obtaining the tested mileage and test specification information of a number of first test vehicles;

[0015] Determine a target test vehicle from the first test vehicles by using the tested mileage and the test specification information, wherein the tested mileage of the target test vehicle is greater than a mileage threshold and the test specification information is consistent;

[0016] The longitudinal acceleration of the vehicle body within a preset number of cycles is obtained from the target test vehicle.

[0017] Optionally, after obtaining the longitudinal acceleration of the vehicle body within a preset number of cycles from the target test vehicle, the method further includes:

[0018] Obtain the design life mileage of the target user vehicle and the total test specification mileage of the target test vehicle;

[0019] Obtaining a first mileage extrapolation coefficient of the target user vehicle through the design life mileage and the traveled mileage;

[0020] The second mileage extrapolation coefficient of the target test vehicle is obtained through the total mileage of the test specification and the tested mileage.

[0021] Optionally, obtaining the damage coverage ratio of the target test vehicle to the target user vehicle through the pseudo damage value further includes:

[0022] Obtaining a first pseudo damage value of the target user vehicle with respect to the longitudinal acceleration of the vehicle body through the first mileage extrapolation coefficient and the pseudo damage value of the target user vehicle;

[0023] Obtaining a second pseudo damage value of the target test vehicle with respect to the longitudinal acceleration of the vehicle body through the second mileage extrapolation coefficient and the pseudo damage value of the target test vehicle;

[0024] The damage coverage ratio of the target test vehicle to the target user vehicle is obtained through the first pseudo damage value and the second pseudo damage value.

[0025] Optionally, the obtaining of pseudo damage values ​​and normal distribution parameters of the target user vehicle and the target test vehicle with respect to the vehicle body longitudinal acceleration respectively through the vehicle body longitudinal acceleration further includes:

[0026] By using the preset pseudo-damage calculation function and the longitudinal acceleration of the vehicle body, the pseudo-damage values ​​of the target user vehicle and the target test vehicle with respect to the longitudinal acceleration of the vehicle body are obtained respectively;

[0027] The longitudinal acceleration of the vehicle body is graded to obtain different levels of braking intensity;

[0028] Obtain target braking frequencies of the target user vehicle and the target test vehicle in each braking intensity level respectively;

[0029] The normal distribution parameters of the target user vehicle and the target test vehicle are respectively obtained through the braking intensity level and the target braking frequency.

[0030] Optionally, the step of respectively obtaining the target braking frequencies of the target user vehicle and the target test vehicle in each braking intensity level further includes:

[0031] Respectively obtain a number of braking frequencies of the target user vehicle and the target test vehicle in each braking intensity level;

[0032] Performing distribution verification on a number of the braking frequencies;

[0033] If the distribution check passes, a braking frequency in a preset quantile among the plurality of braking frequencies is obtained;

[0034] The braking frequency of the preset quantile is determined as the target braking frequency.

[0035] Optionally, verifying the reliability of the braking system in the target test vehicle through the damage coverage ratio and the distribution overlap area ratio further includes:

[0036] If the damage coverage ratio reaches a first preset value, and the distribution overlap area ratio reaches a second preset value, it is determined that the braking system in the target test vehicle is reliable;

[0037] If the damage coverage ratio does not reach the first preset value, or the distribution overlap area ratio does not reach the second preset value, it is determined that the braking system in the target test vehicle is unreliable, and the test specification information of the target test vehicle is adjusted.

[0038] According to a second aspect of the present application, a braking system verification device is provided, the device comprising:

[0039] The first acquisition module is used to respectively acquire the longitudinal acceleration of the target user vehicle and the target test vehicle;

[0040] A second acquisition module is used to respectively acquire the pseudo damage value and normal distribution parameter of the target user vehicle and the target test vehicle with respect to the longitudinal acceleration of the vehicle body through the longitudinal acceleration of the vehicle body, wherein the pseudo damage value is obtained by calculating the preset pseudo damage calculation function and the longitudinal acceleration of the vehicle body, and the normal distribution parameter is obtained by performing a normal distribution test on the longitudinal acceleration of the vehicle body;

[0041] A third acquisition module is used to obtain the damage coverage ratio of the target test vehicle to the target user vehicle through the pseudo damage value, and to obtain the distribution overlap area ratio of the target user vehicle and the target test vehicle through the normal distribution parameter;

[0042] The verification module is used to verify the reliability of the braking system in the target test vehicle through the damage coverage ratio and the distribution overlap area ratio.

[0043] According to another aspect of the present application, there is also provided an electronic device, including:

[0044] processor;

[0045] a memory for storing instructions executable by the processor;

[0046] Wherein, the processor is configured to execute the instructions to implement the braking system verification method as described above.

[0047] According to another aspect of the present application, a readable storage medium is further provided, on which a computer program is stored. When the computer program is executed by a processor, the steps of the braking system verification method as described above are implemented.

[0048] According to another aspect of the present application, a vehicle is also provided, comprising: the above-mentioned braking system verification device.

[0049] The braking system verification method provided by the present application obtains the longitudinal acceleration of the vehicle body of the target user vehicle and the target test vehicle respectively; through the longitudinal acceleration of the vehicle body, the pseudo-damage value and the normal distribution parameter of the target user vehicle and the target test vehicle are obtained respectively, the pseudo-damage value is calculated by a preset pseudo-damage calculation function and the longitudinal acceleration of the vehicle body, and the normal distribution parameter is obtained by performing a normal distribution test on the longitudinal acceleration of the vehicle body; through the pseudo-damage value, the damage coverage ratio of the target test vehicle to the target user vehicle is obtained, and through the normal distribution parameter, the distribution overlap area ratio of the target user vehicle and the target test vehicle is obtained; through the damage coverage ratio and the distribution overlap area ratio, the reliability of the braking system in the target test vehicle is verified. The present application obtains the data of the actual user vehicle to compare with the data of the test vehicle, so that the reliability verification of the braking system is closer to the actual situation, thereby improving the comprehensiveness, authenticity and credibility of the verification. At the same time, by comparing the damage and braking intensity distribution of the test vehicle and the user vehicle, the representativeness of the test specification in the test vehicle can be evaluated, and then the design of the test specification can be optimized to make it more in line with the actual use scenario, avoid deviations in the verification results, and improve the test efficiency.

[0050] The above description is only an overview of the technical solution of the present application. In order to more clearly understand the technical means of the present application, it can be implemented in accordance with the contents of the specification. In order to make the above and other purposes, features and advantages of the present application more obvious and easy to understand, the specific implementation methods of the present application are listed below. BRIEF DESCRIPTION OF THE DRAWINGS

[0051] Various other advantages and benefits will become apparent to those of ordinary skill in the art by reading the detailed description of the preferred embodiments below. The accompanying drawings are only for the purpose of illustrating the preferred embodiments and are not to be considered as limiting the present application. Also, the same reference symbols are used throughout the accompanying drawings to represent the same components. In the accompanying drawings:

[0052] Figure 1 is a flowchart of the steps of a brake system verification method provided by the present application;

[0053] Figure 2 yes Figure 1 A flowchart of step 101 in the brake system verification method provided by the present application;

[0054] Figure 3 yes Figure 1 A flowchart of step 102 in the braking system verification method provided by the present application;

[0055] Figure 4 yes Figure 1 A flowchart of step 104 in the brake system verification method provided by the present application;

[0056] Figure 5It is a structural schematic diagram of a brake system verification device provided by the present application;

[0057] Figure 6 It is a structural schematic diagram of an electronic device provided by this application. DETAILED DESCRIPTION

[0058] In order to make the purpose, technical scheme and advantages of the present application clearer, each embodiment of the present application will be described in detail below in conjunction with the accompanying drawings. However, it will be appreciated by those skilled in the art that in each embodiment of the present application, many technical details are proposed in order to enable the reader to better understand the present application. However, even without these technical details and various changes and modifications based on the following embodiments, the technical scheme claimed in the present application can also be implemented. The division of the following embodiments is for the convenience of description, and should not constitute any limitation on the specific implementation of the present application. The various embodiments can be combined with each other and referenced to each other without contradiction.

[0059] In the prior art, the reliability verification of the braking system of new energy vehicles mainly relies on road tests and simulation tests. Both methods have certain defects, and both methods ignore the importance of actual user usage data in the reliability verification of the braking system. The actual user vehicle usage data can truly reflect the working conditions and user behaviors of the vehicle in actual use, which is of great significance for evaluating the true performance and reliability of the braking system. However, due to the limitations of data collection, processing and analysis technology, it is difficult for the prior art to effectively associate user data with test field data, resulting in a lack of comprehensiveness and authenticity in the verification results. Based on this, the present application proposes a method for verifying the association between the test field and user data of the braking system of new energy vehicles.

[0060] Reference Figure 1 , shows a flowchart of the steps of a brake system verification method provided by the present application, the method may include:

[0061] Step 101 , respectively obtain the longitudinal acceleration of the target user vehicle and the target test vehicle.

[0062] This application associates user data with test data, so it is necessary to first obtain user data and test vehicle data, wherein user data is obtained from the vehicle driven by the user, and test data is obtained from the test vehicle. However, not all vehicles can be used for verification, and suitable vehicles need to be screened out. In this embodiment, the mileage of the first user's car is obtained by using on-board sensors and remote communication technology, and a mileage threshold is set according to research requirements, and vehicles with a mileage greater than the mileage threshold are screened out as target user vehicles. After determining the target user vehicle, a preset time period needs to be set according to research requirements, and the body longitudinal acceleration data within the preset time period is obtained from the on-board sensors or data recording system of the target user vehicle. Similarly, the tested mileage and test specification information of the first test vehicle are obtained by using on-board sensors and remote communication technology, and vehicles with a tested mileage greater than the mileage threshold are screened out as target test vehicles. At the same time, the test specification information of the target test vehicle is required to be consistent (for example, the same reliability road test is carried out), and then a preset number of cycles is set according to research requirements, and the body longitudinal acceleration data within the preset number of cycles is obtained from the on-board sensors or data recording system of the target test vehicle.

[0063] Further, step 101, such as Figure 2 As shown:

[0064] Step 1011, obtaining the mileage of several first user's vehicles.

[0065] Step 1012: determine a target user car from the first user car based on the traveled mileage, and the traveled mileage of the target user car is greater than a mileage threshold.

[0066] Step 1013, obtaining the longitudinal acceleration of the vehicle body within a preset time period from the target user's vehicle.

[0067] Step 1014, obtaining the tested mileage and test specification information of a plurality of first test vehicles.

[0068] Step 1015 , determining a target test vehicle from the first test vehicles based on the tested mileage and the test specification information, wherein the tested mileage of the target test vehicle is greater than a mileage threshold and the test specification information is consistent.

[0069] Step 1016, obtaining the longitudinal acceleration of the vehicle body within a preset number of cycles from the target test vehicle.

[0070] It should be noted that after the tested mileage of the target test vehicle is greater than the mileage threshold, the difference in the tested mileage between the target test vehicles is also required to be within a preset range, for example, the preset range of the difference in the tested mileage between the target test vehicles is 50 kilometers. After determining the target user vehicle and the target test vehicle, in addition to obtaining the longitudinal acceleration of the vehicle body, various signal data such as vehicle speed, brake pedal status and mileage can also be obtained, which is not specifically limited in the present invention.

[0071] For example, suppose there are three first user cars A, B and C, whose mileages are 5000 km, 2000 km and 6000 km respectively, and the mileage threshold is set to 3000 km, because 5000>3000, 2,000<3000, 6000>3000, so cars A and C are target user cars. The preset time period is set to 10 days, so the longitudinal acceleration of the body of cars A and C within 10 days is obtained. There are 8 first test cars, 5 of which are conducting the same reliability road test, and 3 are conducting other road tests. The mileages of the 5 first test cars conducting the same reliability road test are: 3000 km, 2500 km, 3000 km, 3000 km, 3000 km, 3000 km, and 3000 km. At this time, the first test car with a test mileage of 3000 km is selected as the target test car. Because the test time and frequency of the test vehicle are not fixed, the longitudinal acceleration of the vehicle body is not obtained according to the time period, but according to the number of cycles. The preset number of cycles is set to 150, and the longitudinal acceleration of the vehicle body within 150 cycles of the test vehicle is obtained. One cycle represents a change in the longitudinal acceleration of the vehicle body.

[0072] Through the above steps, the longitudinal acceleration data of the target user car and the target test car can be systematically obtained for subsequent analysis and comparison. These steps ensure the representativeness and consistency of the data, thereby improving the reliability of the research results.

[0073] Step 102 , obtaining the pseudo damage value and normal distribution parameter of the target user vehicle and the target test vehicle respectively through the longitudinal acceleration of the vehicle body.

[0074] The pseudo damage value in the present application is obtained by calculating the preset pseudo damage calculation function and the longitudinal acceleration of the vehicle body, and the normal distribution parameter is obtained by performing a normal distribution test on the longitudinal acceleration of the vehicle body.

[0075] Among them, the preset pseudo damage calculation function is as follows:

[0076]

[0077] Among them, Damage is the pseudo-damage value, F is the force value of the longitudinal acceleration of the vehicle body, C is the intercept, and m is the exponent. In actual calculation, according to engineering experience, 1 / m can be set to -5 and C can be set to 1000. The longitudinal acceleration of the vehicle body corresponding to F is calculated based on the positive correlation principle between the longitudinal acceleration of the vehicle body and the longitudinal acceleration force value of the vehicle body (the force value in the X direction of the wheel). By calculating the pseudo-damage value, the damage accumulation of the braking system under different working conditions can be evaluated.

[0078] When calculating the normal distribution parameters of this application, the longitudinal acceleration of the target test vehicle and the target user vehicle is first classified, and the data is rounded up during classification, for example, according to 0.1m / s 2 When grading, 0.05m / s 2 The data is rounded up to 0.1m / s 2 , the acceleration value of 0.15m / s2 is rounded up to 0.2m / s 2 Of course, you can also set the classification range, such as [0~0.1m / s 2 ) is set to a level, [0.1m / s 2 ~0.2m / s 2 ) is a level... The specific level setting method is not specifically limited. After grading, the target braking frequency in each braking intensity level is obtained, and the normal distribution parameters of the target user car and the target test car are obtained respectively through the braking intensity level and the target braking frequency.

[0079] Further, step 102, such as Figure 3 As shown:

[0080] Step 1021, obtaining the pseudo damage values ​​of the target user vehicle and the target test vehicle respectively through the preset pseudo damage calculation function and the vehicle body longitudinal acceleration.

[0081] Step 1022, classifying the longitudinal acceleration of the vehicle body to obtain different levels of braking intensity levels.

[0082] Step 1023, obtaining the target braking frequency of the target user vehicle and the target test vehicle in each braking intensity level.

[0083] Step 1024, obtaining normal distribution parameters of the target user vehicle and the target test vehicle respectively through the braking intensity level and the target braking frequency.

[0084] Because the vehicle longitudinal acceleration is obtained from different target user vehicles and target test vehicles, when dividing the braking intensity levels, there may be data of multiple target user vehicles in each braking intensity level, and each target user vehicle has a braking frequency, from which a representative one is found as the target braking frequency. When extracting the target braking frequency, this application will first perform a distribution test on the braking frequency under each level of braking intensity to determine whether the data conforms to the normal distribution. If it conforms, the braking frequency in the preset quantile in each braking intensity level will be extracted as the target braking frequency. The specific steps for extracting the target braking frequency include:

[0085] Respectively obtain a number of braking frequencies of the target user vehicle and the target test vehicle in each braking intensity level;

[0086] Perform distribution check on several braking frequencies;

[0087] If the distribution check passes, the braking frequencies in the preset quantile among a number of braking frequencies are obtained;

[0088] The braking frequency of the preset quantile is determined as the target braking frequency.

[0089] Among them, the distribution check can include normal distribution, uniform distribution, Poisson distribution, logarithmic distribution, etc. When checking, the Shapiro-Wilk test can be used, which determines whether the data conforms to the normal distribution by calculating the W statistic of the sample data. The Kolmogorov-Smirnov test (KS test) can also be used to determine whether the data conforms to the theoretical distribution by comparing the cumulative distribution function (CDF) of the sample data with the CDF of the theoretical distribution. The Anderson-Darling test determines whether the data conforms to the normal distribution by calculating the A statistic of the sample data. The specific check method is not specifically limited in the present invention. In addition, the distribution of the braking frequency of the target user car and the target test car may be inconsistent. For example, the braking frequency of the target user car can use the normal distribution, and the braking frequency of the target user car can use the logarithmic distribution. Then, when obtaining the target braking frequency (for example, 95% braking frequency), according to their respective distributions, the 95% braking frequency of the target user car and the 95% braking frequency of the target test car are calculated respectively, and then subsequent calculations are performed.

[0090] For example, assume that the speed is 0.1m / s 2 The data is rounded up during grading, and the longitudinal acceleration data of the vehicle body is graded into 0.1m / s 2 , 0.2m / s 2 , 0.3m / s 2 Different levels of braking intensity, and then 0.1m / s 2The braking frequencies of the target user cars are 20, 20, 30, 10, 50, 40, 22, 12, 21, and 25. The preset percentile is 90%. Assuming there are 10 target user cars, 10*90%=9, so the braking frequencies corresponding to the 9th user in ascending order are obtained. Because 10<12<20=20<21<22<25<30<40<50, the target braking frequency is 40, which is greater than or equal to 0.1m / s 2 The braking frequency of 90% of the target user vehicles is obtained. After obtaining this result, the distribution is checked again according to the braking intensity level and the target braking frequency. If it conforms to the normal distribution, the normal distribution parameters are obtained.

[0091] Step 103 , obtaining the damage coverage ratio of the target test vehicle to the target user vehicle through the pseudo damage value, and obtaining the distribution overlap area ratio of the target user vehicle to the target test vehicle through the normal distribution parameter.

[0092] In this application, a pseudo-damage value is obtained by using a preset pseudo-damage calculation function and the longitudinal acceleration of the vehicle body. However, the pseudo-damage value here can only represent the cumulative damage of the target user vehicle during the mileage it has traveled and the cumulative damage of the target test vehicle during the tested mileage. In order to obtain the cumulative damage in the design life mileage of the target user vehicle and the cumulative damage in the total mileage of the test specification of the target test vehicle, mileage extrapolation is required. First, the first mileage extrapolation coefficient of the target user vehicle is obtained through the design life mileage and the mileage traveled, and the second mileage extrapolation coefficient of the target test vehicle is obtained through the total mileage of the test specification and the tested mileage. The specific steps include:

[0093] Obtain the design life mileage of the target user vehicle and the total test specification mileage of the target test vehicle;

[0094] Obtain the first mileage extrapolation coefficient of the target user's vehicle through the design life mileage and the mileage traveled;

[0095] The second mileage extrapolation coefficient of the target test vehicle is obtained through the total mileage of the test specification and the tested mileage.

[0096] For example, the design life mileage of the target user car is 300,000 kilometers, the total test specification mileage of the target test car is 100,000 kilometers, the mileage of the target user car is 25,000 kilometers, and the ratio of the mileage traveled to the design life mileage is calculated as: 300,000 / 25,000=12, then the first mileage extrapolation coefficient is 12, the tested mileage of the target test car is 10,000 kilometers, and the ratio of the tested mileage to the total mileage of the test specification is calculated as: 100,000 / 10,000=10, then the second mileage extrapolation coefficient is 10.

[0097] The pseudo damage value of the target user vehicle is multiplied by the first mileage extrapolation coefficient to obtain a first pseudo damage value, the pseudo damage value of the target test vehicle is multiplied by the second mileage extrapolation coefficient to obtain a second pseudo damage value, and the damage coverage ratio of the target test vehicle to the target user vehicle is obtained by dividing the second pseudo damage value by the first pseudo damage value. The specific steps include:

[0098] Obtaining a first pseudo damage value of the target user vehicle through a first mileage extrapolation coefficient and a pseudo damage value of the target user vehicle;

[0099] Obtaining a second pseudo damage value of the target test vehicle through the second mileage extrapolation coefficient and the pseudo damage value of the target test vehicle;

[0100] The damage coverage ratio of the target test vehicle to the target user vehicle is obtained through the first pseudo damage value and the second pseudo damage value.

[0101] For example, assuming that the pseudo damage value of the target user car is 100, the first pseudo damage value is 100*12=1200, the pseudo damage value of the target test car is 80, and the second pseudo damage value is 80*10=800, 800 / 1200≈0.67. At this time, the target test car covers 67% of the damage of the target user car. It should be noted that the above values ​​are simple examples for the purpose of clearly explaining the above content. The actual values ​​will be determined according to the actual situation, and the present invention does not make specific limitations here.

[0102] Through the above steps, the mileage extrapolation coefficient, pseudo damage value and damage coverage ratio of the target user vehicle and the target test vehicle can be systematically obtained. These steps ensure the representativeness and consistency of the data, thereby improving the reliability of the research results.

[0103] This application will also obtain the distribution overlap area ratio of the target user car and the target test car through the normal distribution parameters. First, the normal distribution parameters are substituted into the normal distribution formula as follows:

[0104]

[0105] Among them, f(x) is the normal distribution function, σ is the mean, and μ is the standard deviation. By substituting the normal distribution parameters (i.e., mean and standard deviation) of the target user car and the target test car into the formula, different normal distribution functions are obtained. According to the different normal distribution functions obtained, the distribution overlap area of ​​the target user car and the target test car can be obtained, and the distribution overlap area ratio can be obtained according to the ratio of the distribution overlap area.

[0106] For example, the braking frequency data of the target user car conforms to the normal distribution, with a mean of 100 and a standard deviation of 10. The braking frequency data of the target test car conforms to the normal distribution, with a mean of 95 and a standard deviation of 12. Substituting them into the formula, the normal distribution function of the target user car is:

[0107]

[0108] Normal distribution function of the target test vehicle

[0109]

[0110] The overlap area can be calculated by integrating the product of two normal distribution functions. Specifically, the overlap area A can be expressed as:

[0111]

[0112] The overlap area can also be calculated using numerical integration methods (such as Simpson's rule or Monte Carlo method). The overlap area is divided by the total area of ​​the target user car or the target test car (usually 1, because the sum of the areas of the normal distribution is 1) to obtain the distribution overlap area ratio. Assuming that the overlap area AA is 0.85, the distribution overlap area ratio is 0.85 / 1=0.85.

[0113] Through normal distribution parameters and numerical integration methods, the distribution overlap area of ​​the target user vehicle and the target test vehicle can be accurately calculated, avoiding the error caused by directly comparing different distributions. It can also make the distribution overlap area under different vehicles and test conditions comparable, facilitating horizontal comparison and analysis. This application can predict the performance of the braking system in future use through damage calculation and brake intensity distribution analysis, providing strong data support for the improvement of design and manufacturing processes.

[0114] It should be noted that in addition to calculating the overlapping area, a graph can be drawn based on the normal distribution function, and then the characteristic distribution of different normal distribution functions in the graph can be obtained. The reliability of the braking system in the target test vehicle can be subsequently verified based on the characteristic distribution.

[0115] Step 104 , verifying the reliability of the braking system in the target test vehicle through the damage coverage ratio and the distribution overlap area ratio.

[0116] This application sets a first preset value according to research needs, which is used to determine whether the damage coverage ratio meets the requirements. A second preset value is set according to research needs, which is used to determine whether the distribution overlap area ratio meets the requirements. If the damage coverage ratio reaches the first preset value and the distribution overlap area ratio reaches the second preset value, it is determined that the braking system in the target test vehicle is reliable. If the damage coverage ratio does not reach the first preset value, or the distribution overlap area ratio does not reach the second preset value, it is determined that the braking system in the target test vehicle is unreliable. According to the judgment result, the test specification information of the target test vehicle is adjusted to improve the damage coverage ratio and the distribution overlap area ratio.

[0117] Further, step 104, such as Figure 4 As shown:

[0118] Step 1041: If the damage coverage ratio reaches a first preset value and the distribution overlap area ratio reaches a second preset value, it is determined that the braking system in the target test vehicle is reliable.

[0119] Step 1042: If the damage coverage ratio does not reach the first preset value, or the distribution overlap area ratio does not reach the second preset value, it is determined that the braking system in the target test vehicle is unreliable, and the test specification information of the target test vehicle is adjusted.

[0120] For example, the first preset value is set to 0.95, and the second preset value is set to 0.90. If the damage coverage ratio is 0.96 and the distribution overlapping area ratio is 0.92, it is determined that the braking system in the target test vehicle is reliable. If the damage coverage ratio is 0.90 and does not reach the first preset value of 0.95, it is determined that the braking system in the target test vehicle is unreliable. At this time, adjust the test specification information, such as increasing the test mileage, adjusting the test conditions, etc., to improve the damage coverage ratio.

[0121] In the above process, by setting preset values, the reliability of the braking system in the target test vehicle can be systematically evaluated to ensure that the test results can effectively simulate the actual use scenario. By adjusting the test specification information, the test design can be optimized, the accuracy and reliability of the test results can be improved, and unnecessary test costs and time can be reduced. Based on the judgment of the damage coverage ratio and the distribution overlap area ratio, data-driven decision-making can be achieved to ensure the scientificity and rationality of the test specifications. By timely adjusting the test specification information, invalid tests can be avoided, test efficiency can be improved, and the product development cycle can be shortened. Moreover, by comparing the damage and braking intensity distribution of the test site with user data, the present application can evaluate the representativeness of the test site, and then optimize the design of the test site to make it more in line with the actual use scenario and improve test efficiency.

[0122] The braking system verification method provided by the present application obtains the longitudinal acceleration of the vehicle body of the target user vehicle and the target test vehicle respectively; through the longitudinal acceleration of the vehicle body, obtains the pseudo-damage value and the normal distribution parameter of the target user vehicle and the target test vehicle respectively, the pseudo-damage value is obtained by calculating the preset pseudo-damage calculation function and the longitudinal acceleration of the vehicle body, and the normal distribution parameter is obtained by performing a normal distribution test on the longitudinal acceleration of the vehicle body; through the pseudo-damage value, obtains the damage coverage ratio of the target test vehicle to the target user vehicle, and through the normal distribution parameters, obtains the distribution overlapping area ratio of the target user vehicle and the target test vehicle; through the damage coverage ratio and the distribution overlapping area ratio, verifies the reliability of the braking system in the target test vehicle. This application obtains data from actual user vehicles to compare with the data from the test vehicle, making the reliability verification of the brake system closer to the actual situation, thereby improving the comprehensiveness, authenticity and credibility of the verification. At the same time, by comparing the damage and braking intensity distribution of the test vehicle and the user vehicle, the representativeness of the test specifications in the test vehicle can be evaluated, and then the design of the test specifications can be optimized to make it more in line with the actual use scenario, avoid deviations in the verification results, and improve the test efficiency. In addition, this application can be widely used in various links such as the research and development, production and maintenance of new energy vehicle braking systems. In the research and development stage, it can help engineers understand the braking needs and behavioral habits of users in actual driving, thereby optimizing the design of the brake system; in the production stage, it can be used as one of the important means of quality control; in the maintenance stage, it can provide scientific basis and decision-making support for maintenance. At the same time, it can also provide strong support for the formulation and improvement of safety performance standards for new energy vehicles.

[0123] Reference Figure 5 , shows a schematic structural diagram of a brake system verification device provided by the present application, the device comprising:

[0124] The first acquisition module 201 is used to respectively acquire the longitudinal acceleration of the target user vehicle and the target test vehicle.

[0125] The second acquisition module 202 is used to obtain the pseudo-damage value and normal distribution parameter of the target user vehicle and the target test vehicle respectively with respect to the longitudinal acceleration of the vehicle body through the longitudinal acceleration of the vehicle body. The pseudo-damage value is obtained by calculating the preset pseudo-damage calculation function and the longitudinal acceleration of the vehicle body, and the normal distribution parameter is obtained by performing a normal distribution test on the longitudinal acceleration of the vehicle body.

[0126] The third acquisition module 203 is used to obtain the damage coverage ratio of the target test vehicle to the target user vehicle through the pseudo damage value, and to obtain the distribution overlap area ratio of the target user vehicle and the target test vehicle through the normal distribution parameter.

[0127] The verification module 204 is used to verify the reliability of the braking system in the target test vehicle through the damage coverage ratio and the distribution overlap area ratio.

[0128] Optionally, the first acquisition module 201 specifically includes:

[0129] The first acquisition submodule is used to acquire the traveled mileage of several first user vehicles.

[0130] The first determination submodule is used to determine a target user car from the first user cars according to the traveled mileage, wherein the traveled mileage of the target user car is greater than a mileage threshold.

[0131] The second acquisition submodule is used to acquire the longitudinal acceleration of the vehicle body within a preset time period from the target user's vehicle.

[0132] The third acquisition submodule is used to obtain the tested mileage and test specification information of a plurality of first test vehicles.

[0133] The second determination submodule is used to determine a target test vehicle from the first test vehicles according to the tested mileage and the test specification information, wherein the tested mileage of the target test vehicle is greater than a mileage threshold and the test specification information is consistent.

[0134] The fourth acquisition submodule is used to acquire the longitudinal acceleration of the vehicle body within a preset number of cycles from the target test vehicle.

[0135] Optionally, the braking system verification device further includes:

[0136] The fourth acquisition module is used to obtain the design life mileage of the target user vehicle and the test specification total mileage of the target test vehicle.

[0137] The fifth acquisition module is used to obtain the first mileage extrapolation coefficient of the target user's vehicle through the design life mileage and the mileage traveled.

[0138] The sixth acquisition module is used to obtain a second mileage extrapolation coefficient of the target test vehicle through the total mileage of the test specification and the tested mileage.

[0139] Optionally, the third acquisition module 203 specifically includes:

[0140] The fifth acquisition submodule is used to acquire a first pseudo damage value of the target user vehicle with respect to the longitudinal acceleration of the vehicle body through the first mileage extrapolation coefficient and the pseudo damage value of the target user vehicle.

[0141] The sixth acquisition submodule is used to acquire a second pseudo damage value of the target test vehicle with respect to the vehicle body longitudinal acceleration by using the second mileage extrapolation coefficient and the pseudo damage value of the target test vehicle.

[0142] The seventh acquisition submodule is used to obtain the damage coverage ratio of the target test vehicle to the target user vehicle through the first pseudo damage value and the second pseudo damage value.

[0143] Optionally, the second acquisition module 202 specifically includes:

[0144] The eighth acquisition submodule is used to respectively acquire pseudo damage values ​​of the target user vehicle and the target test vehicle with respect to the longitudinal acceleration of the vehicle body through a preset pseudo damage calculation function and the longitudinal acceleration of the vehicle body.

[0145] The grading submodule is used to grade the longitudinal acceleration of the vehicle body to obtain different levels of braking intensity.

[0146] The ninth acquisition submodule is used to respectively acquire the target braking frequency of the target user vehicle and the target test vehicle in each braking intensity level.

[0147] The tenth acquisition submodule is used to respectively acquire normal distribution parameters of the target user vehicle and the target test vehicle through the braking intensity level and the target braking frequency.

[0148] Optionally, the ninth acquisition submodule specifically includes:

[0149] The first acquisition unit is used to respectively acquire a number of braking frequencies of the target user vehicle and the target test vehicle in each braking intensity level.

[0150] The distribution verification unit is used to perform distribution verification on a number of braking frequencies.

[0151] The second acquisition unit is used to acquire a braking frequency in a preset quantile among a plurality of braking frequencies if the distribution check passes.

[0152] The determination unit is used to determine the braking frequency of a preset quantile as the target braking frequency.

[0153] Optionally, the verification module specifically includes:

[0154] The third determination submodule is used to determine that the braking system in the target test vehicle is reliable if the damage coverage ratio reaches a first preset value and the distribution overlap area ratio reaches a second preset value.

[0155] The fourth determination submodule is used to determine that the braking system in the target test vehicle is unreliable and adjust the test specification information of the target test vehicle if the damage coverage ratio does not reach the first preset value or the distribution overlap area ratio does not reach the second preset value.

[0156] The braking system verification method provided by the present application obtains the longitudinal acceleration of the vehicle body of the target user vehicle and the target test vehicle respectively; through the longitudinal acceleration of the vehicle body, obtains the pseudo-damage value and the normal distribution parameter of the target user vehicle and the target test vehicle respectively, the pseudo-damage value is obtained by calculating the preset pseudo-damage calculation function and the longitudinal acceleration of the vehicle body, and the normal distribution parameter is obtained by performing a normal distribution test on the longitudinal acceleration of the vehicle body; through the pseudo-damage value, obtains the damage coverage ratio of the target test vehicle to the target user vehicle, and through the normal distribution parameters, obtains the distribution overlapping area ratio of the target user vehicle and the target test vehicle; through the damage coverage ratio and the distribution overlapping area ratio, verifies the reliability of the braking system in the target test vehicle. This application obtains data from actual user vehicles to compare with the data from the test vehicle, making the reliability verification of the brake system closer to the actual situation, thereby improving the comprehensiveness, authenticity and credibility of the verification. At the same time, by comparing the damage and braking intensity distribution of the test vehicle and the user vehicle, the representativeness of the test specifications in the test vehicle can be evaluated, and then the design of the test specifications can be optimized to make it more in line with the actual use scenario, avoid deviations in the verification results, and improve the test efficiency. In addition, this application can be widely used in various links such as the research and development, production and maintenance of new energy vehicle braking systems. In the research and development stage, it can help engineers understand the braking needs and behavioral habits of users in actual driving, thereby optimizing the design of the brake system; in the production stage, it can be used as one of the important means of quality control; in the maintenance stage, it can provide scientific basis and decision-making support for maintenance. At the same time, it can also provide strong support for the formulation and improvement of safety performance standards for new energy vehicles.

[0157] Reference Figure 6 The present application also provides an electronic device. For example, the electronic device 300 may be a mobile phone, a computer, a digital broadcast terminal, a message transceiving device, a game console, a tablet device, a medical device, a fitness device, a personal digital assistant, etc.

[0158] Reference Figure 6 , the electronic device 300 may include one or more of the following components: a processing component 302 , a memory 304 , a power component 306 , a multimedia component 308 , an audio component 310 , an input / output interface 312 , a sensor component 314 , and a communication component 316 .

[0159] The processing component 302 generally controls the overall operation of the device 300, such as operations associated with display, phone calls, data communications, camera operations, and recording operations. The processing component 302 may include one or more processors 320 to execute instructions to complete all or part of the steps of the above-mentioned method. In addition, the processing component 302 may include one or more modules to facilitate the interaction between the processing component 302 and other components. For example, the processing component 302 may include a multimedia module to facilitate the interaction between the multimedia component 308 and the processing component 302.

[0160] The memory 304 is configured to store various types of data to support operations on the device 300. Examples of such data include instructions for any application or method operating on the device 300, contact data, phone book data, messages, pictures, videos, etc. The memory 304 can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic memory, flash memory, magnetic disk or optical disk.

[0161] The power supply component 306 provides power to the various components of the electronic device 300. The power supply component 306 may include a power management system, one or more power supplies, and other components associated with generating, managing, and distributing power to the electronic device 300.

[0162] The multimedia component 308 includes a screen that provides an output interface between the electronic device 300 and the user. In some embodiments, the screen may include a liquid crystal display (LCD) and a touch panel (TP). If the screen includes a touch panel, the screen may be implemented as a touch screen to receive input signals from the user. The touch panel includes one or more touch sensors to sense touch, slide, and gestures on the touch panel. The touch sensor may not only sense the boundaries of the touch or slide action, but also detect the duration and pressure associated with the touch or slide operation. In some embodiments, the multimedia component 308 includes a front camera and / or a rear camera. When the electronic device 300 is in an operating mode, such as a shooting mode or a video mode, the front camera and / or the rear camera may receive external multimedia data. Each front camera and rear camera may be a fixed optical lens system or have a focal length and optical zoom capability.

[0163] The audio component 310 is configured to output and / or input audio signals. For example, the audio component 310 includes a microphone (MIC), and when the electronic device 300 is in an operating mode, such as a call mode, a recording mode, and a voice recognition mode, the microphone is configured to receive an external audio signal. The received audio signal can be further stored in the memory 304 or sent via the communication component 316. In some embodiments, the audio component 310 also includes a speaker for outputting audio signals.

[0164] The input / output interface 312 provides an interface between the processing component 302 and the peripheral interface modules, which may be keyboards, click wheels, buttons, etc. These buttons may include but are not limited to: a home button, a volume button, a start button, and a lock button.

[0165] The sensor assembly 314 includes one or more sensors for providing various aspects of status assessment for the electronic device 300. For example, the sensor assembly 314 can detect the open / closed state of the electronic device 300, the relative positioning of components, such as the display and keypad of the electronic device 300, and the sensor assembly 314 can also detect the position change of the electronic device 300 or a component of the electronic device 300, the presence or absence of user contact with the electronic device 300, the orientation or acceleration / deceleration of the electronic device 300, and the temperature change of the electronic device 300. The sensor assembly 314 may include a proximity sensor configured to detect the presence of nearby objects without any physical contact. The sensor assembly 314 may also include an optical sensor, such as a CMOS or CCD image sensor, for use in imaging applications. In some embodiments, the sensor assembly 314 may also include an acceleration sensor, a gyroscope sensor, a magnetic sensor, a pressure sensor, or a temperature sensor.

[0166] The communication component 316 is configured to facilitate wired or wireless communication between the electronic device 300 and other devices. The electronic device 300 can access a wireless network based on a communication standard, such as WiFi, a carrier network (such as 2G, 3G, 4G or 5G), or a combination thereof. In an exemplary embodiment, the communication component 316 receives a broadcast signal or broadcast-related information from an external broadcast management system via a broadcast channel. In an exemplary embodiment, the communication component 316 also includes a near field communication (NFC) module to facilitate short-range communication. For example, the NFC module can be implemented based on radio frequency identification (RFID) technology, infrared data association (IrDA) technology, ultra-wideband (UWB) technology, Bluetooth (BT) technology and other technologies.

[0167] In an exemplary embodiment, the electronic device 300 may be implemented by one or more application-specific integrated circuits (ASICs), digital signal processors (DSPs), digital signal processing devices (DSPDs), programmable logic devices (PLDs), field programmable gate arrays (FPGAs), controllers, microcontrollers, microprocessors, or other electronic components to perform the above methods.

[0168] In another embodiment provided in the present application, a computer-readable storage medium is also provided, such as a memory 304 including instructions, and the instructions can be executed by a processor 320 of an electronic device 300 to complete the above method. For example, the non-temporary computer-readable storage medium can be a ROM, a random access memory (RAM), a CD-ROM, a magnetic tape, a floppy disk, an optical data storage device, etc.

[0169] In another embodiment provided in the present application, a vehicle is also provided, which may specifically include: the above-mentioned braking system verification device.

[0170] In the above embodiments, it can be implemented in whole or in part by software, hardware, firmware or any combination thereof. When implemented using software, it can be implemented in whole or in part in the form of a computer program product. The computer program product includes one or more computer instructions. When the computer program instructions are loaded and executed on a computer, the process or function described in this application is generated in whole or in part. The computer can be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. The computer instructions can be stored in a computer-readable storage medium, or transmitted from one computer-readable storage medium to another computer-readable storage medium. For example, the computer instructions can be transmitted from a website site, computer, server or data center by wired (e.g., coaxial cable, optical fiber, digital subscriber line (DSL)) or wireless (e.g., infrared, wireless, microwave, etc.) mode to another website site, computer, server or data center. The computer-readable storage medium can be any available medium that a computer can access or a data storage device such as a server or data center that includes one or more available media integrated. The available medium can be a magnetic medium (e.g., a floppy disk, a hard disk, a tape), an optical medium (e.g., a DVD), or a semiconductor medium (e.g., a solid-state hard disk SolidState Disk (SSD)), etc.

[0171] It should be noted that, in this article, relational terms such as first and second, etc. are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, the elements defined by the sentence "comprise a ..." do not exclude the existence of other identical elements in the process, method, article or device including the elements.

[0172] Each embodiment in this specification is described in a related manner, and the same or similar parts between the embodiments can be referred to each other, and each embodiment focuses on the differences from other embodiments. In particular, for the system embodiment, since it is basically similar to the method embodiment, the description is relatively simple, and the relevant parts can be referred to the partial description of the method embodiment.

[0173] The above description is only a preferred embodiment of the present application and is not intended to limit the protection scope of the present application. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application are included in the protection scope of the present application.

Claims

1. A brake system verification method, characterized in that: The method comprises: Obtain the longitudinal acceleration of the target user vehicle and the target test vehicle respectively; Through the longitudinal acceleration of the vehicle body, respectively obtain pseudo damage values ​​and normal distribution parameters of the target user vehicle and the target test vehicle with respect to the longitudinal acceleration of the vehicle body, wherein the pseudo damage values ​​are obtained by calculating the preset pseudo damage calculation function and the longitudinal acceleration of the vehicle body, and the normal distribution parameters are obtained by performing a normal distribution test on the longitudinal acceleration of the vehicle body; The damage coverage ratio of the target test vehicle to the target user vehicle is obtained through the pseudo damage value, and the distribution overlap area ratio of the target user vehicle to the target test vehicle is obtained through the normal distribution parameter; The reliability of the braking system in the target test vehicle is verified through the damage coverage ratio and the distribution overlap area ratio.

2. The method according to claim 1, characterized in that The step of respectively obtaining the longitudinal acceleration of the target user vehicle and the target test vehicle includes: Obtaining the mileage of several first user's vehicles; Determine a target user car from the first user cars according to the traveled mileage, wherein the traveled mileage of the target user car is greater than a mileage threshold; Acquiring the longitudinal acceleration of the vehicle body within a preset time period from the target user vehicle; Obtaining the tested mileage and test specification information of a number of first test vehicles; Determine a target test vehicle from the first test vehicles by using the tested mileage and the test specification information, wherein the tested mileage of the target test vehicle is greater than a mileage threshold and the test specification information is consistent; The longitudinal acceleration of the vehicle body within a preset number of cycles is obtained from the target test vehicle.

3. The method according to claim 2, characterized in that After obtaining the longitudinal acceleration of the vehicle body within a preset number of cycles from the target test vehicle, the method further comprises: Obtain the design life mileage of the target user vehicle and the total test specification mileage of the target test vehicle; Obtaining a first mileage extrapolation coefficient of the target user vehicle through the design life mileage and the traveled mileage; The second mileage extrapolation coefficient of the target test vehicle is obtained through the test specification total mileage and the tested mileage.

4. The method according to claim 3, characterized in that The step of obtaining the damage coverage ratio of the target test vehicle to the target user vehicle through the pseudo damage value further includes: Obtaining a first pseudo damage value of the target user vehicle with respect to the longitudinal acceleration of the vehicle body through the first mileage extrapolation coefficient and the pseudo damage value of the target user vehicle; Obtaining a second pseudo damage value of the target test vehicle with respect to the longitudinal acceleration of the vehicle body through the second mileage extrapolation coefficient and the pseudo damage value of the target test vehicle; The damage coverage ratio of the target test vehicle to the target user vehicle is obtained through the first pseudo damage value and the second pseudo damage value.

5. The method according to claim 1, characterized in that The method of obtaining the pseudo damage value and normal distribution parameter of the target user vehicle and the target test vehicle with respect to the longitudinal acceleration of the vehicle body respectively through the longitudinal acceleration of the vehicle body also includes: By using the preset pseudo-damage calculation function and the longitudinal acceleration of the vehicle body, the pseudo-damage values ​​of the target user vehicle and the target test vehicle with respect to the longitudinal acceleration of the vehicle body are obtained respectively; The longitudinal acceleration of the vehicle body is graded to obtain different levels of braking intensity; Obtain target braking frequencies of the target user vehicle and the target test vehicle in each braking intensity level respectively; The normal distribution parameters of the target user vehicle and the target test vehicle are respectively obtained through the braking intensity level and the target braking frequency.

6. The method according to claim 5, characterized in that The step of respectively obtaining the target braking frequencies of the target user vehicle and the target test vehicle in each braking intensity level further includes: Respectively obtain a number of braking frequencies of the target user vehicle and the target test vehicle in each braking intensity level; Performing distribution verification on a number of the braking frequencies; If the distribution check passes, a braking frequency in a preset quantile among the plurality of braking frequencies is obtained; The braking frequency of the preset quantile is determined as the target braking frequency.

7. The method according to claim 1, characterized in that The verifying the reliability of the braking system in the target test vehicle by the damage coverage ratio and the distribution overlap area ratio also includes: If the damage coverage ratio reaches a first preset value, and the distribution overlap area ratio reaches a second preset value, it is determined that the braking system in the target test vehicle is reliable; If the damage coverage ratio does not reach the first preset value, or the distribution overlap area ratio does not reach the second preset value, it is determined that the braking system in the target test vehicle is unreliable, and the test specification information of the target test vehicle is adjusted.

8. A braking system verification device, characterized in that: The device comprises: The first acquisition module is used to respectively acquire the longitudinal acceleration of the target user vehicle and the target test vehicle; A second acquisition module is used to respectively acquire the pseudo damage value and normal distribution parameter of the target user vehicle and the target test vehicle with respect to the longitudinal acceleration of the vehicle body through the longitudinal acceleration of the vehicle body, wherein the pseudo damage value is obtained by calculating the preset pseudo damage calculation function and the longitudinal acceleration of the vehicle body, and the normal distribution parameter is obtained by performing a normal distribution test on the longitudinal acceleration of the vehicle body; A third acquisition module is used to obtain the damage coverage ratio of the target test vehicle to the target user vehicle through the pseudo damage value, and to obtain the distribution overlap area ratio of the target user vehicle and the target test vehicle through the normal distribution parameter; The verification module is used to verify the reliability of the braking system in the target test vehicle through the damage coverage ratio and the distribution overlap area ratio.

9. An electronic device, characterized in that: include: processor; a memory for storing processor-executable instructions; The processor is configured to execute the instructions to implement the braking system verification method according to any one of claims 1 to 7.

10. A vehicle, characterized in that: include: The brake system verification device as claimed in claim 8.

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