Brake system verification method and device, electronic equipment and vehicle

Abstract

The application provides a brake system verification method and device, electronic equipment and vehicle. The method comprises the following steps: obtaining the vehicle body longitudinal acceleration of a target user vehicle and a target test vehicle respectively; obtaining the pseudo-damage value and the normal distribution parameter of the target user vehicle and the target test vehicle respectively through the vehicle body longitudinal acceleration, the pseudo-damage value being calculated through a preset pseudo-damage calculation function and the vehicle body longitudinal acceleration, and the normal distribution parameter being obtained by performing normal distribution test on the vehicle body longitudinal acceleration; 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 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 ratio and the distribution overlap area ratio. The application improves the comprehensiveness, authenticity and reliability of the verification.

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 braking systems are directly related to vehicle safety and user experience. Therefore, comprehensive, authentic, and efficient reliability verification of new energy vehicle braking systems has become a key issue in current new energy vehicle technology research and development. Currently, reliability verification of new energy vehicle braking systems primarily relies on road testing and simulation testing.

[0003] However, although road tests can simulate actual road environments, they are limited by test conditions, time, cost and other factors, making it 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, this application aims to propose a brake system verification method, device, electronic equipment, and vehicle to address 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 solution is as follows:

[0005] According to a first aspect of the present application, a brake 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] Obtaining pseudo-damage values ​​and normal distribution parameters of the target user vehicle and the target test vehicle respectively with respect to the vehicle body longitudinal acceleration through the vehicle body longitudinal acceleration, wherein the pseudo-damage values ​​are calculated using a preset pseudo-damage calculation function and the vehicle body longitudinal acceleration, and the normal distribution parameters are obtained by performing a normal distribution test on the vehicle body longitudinal acceleration;

[0008] The damage coverage ratio of the target test vehicle to the target user vehicle is obtained by using the pseudo damage value, and the distribution overlap ratio of the target user vehicle and the target test vehicle is obtained by using 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 accelerations 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 vehicle from the first user vehicles based on the traveled mileage, wherein the traveled mileage of the target user vehicle is greater than a mileage threshold;

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

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

[0015] Determining a target test vehicle from the first test vehicles based on the tested mileage and 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 vehicle body longitudinal acceleration 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] A 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 by using 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 by using 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 by using 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] 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 through the preset pseudo-damage calculation function and the longitudinal acceleration of the vehicle body;

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

[0028] Obtain target braking frequencies for 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 target braking frequencies of the target user vehicle and the target test vehicle at each braking intensity level further includes:

[0031] Obtaining several braking frequencies of the target user vehicle and the target test vehicle in each braking intensity level respectively;

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

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

[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 by using 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 of the target test vehicle is reliable;

[0037] If the damage coverage ratio does not reach a first preset value, or the distribution overlap area ratio does not reach a 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 obtaining module, configured to obtain a pseudo-damage value and a normal distribution parameter of a target user vehicle and a target test vehicle with respect to the vehicle body longitudinal acceleration, by the vehicle body longitudinal acceleration, the pseudo-damage value being calculated by a preset pseudo-damage calculation function and the vehicle body longitudinal acceleration, and the normal distribution parameter being obtained by performing a normal distribution test on the vehicle body longitudinal acceleration;

[0041] a third obtaining module, configured to obtain a damage coverage ratio of the target test vehicle to the target user vehicle by the pseudo-damage value, and obtain a distribution overlap area ratio of the target user vehicle and the target test vehicle by the normal distribution parameter;

[0042] a verifying module, configured to verify the reliability of the brake system in the target test vehicle by the damage coverage ratio and the distribution overlap area ratio.

[0043] According to still another aspect of the present application, an electronic device is provided, comprising:

[0044] a processor;

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

[0046] wherein the processor is configured to execute the instructions to implement the brake system verification method as described above.

[0047] According to still another aspect of the present application, a readable storage medium is provided, the readable storage medium storing a computer program, the computer program being executed by a processor to implement the steps of the brake system verification method as described above.

[0048] According to still another aspect of the present application, a vehicle is provided, comprising the brake system verification device as described above.

[0049] The braking system verification method provided by the present application obtains the longitudinal acceleration of the target user vehicle and the target test vehicle respectively; obtains 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, the pseudo-damage value is obtained by calculating the 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; obtains the damage coverage ratio of the target test vehicle to the target user vehicle through the pseudo-damage value, and obtains the distribution overlap area ratio of the target user vehicle and the target test vehicle through the normal distribution parameter; verifies the reliability of the braking system in the target test vehicle through the damage coverage ratio and the distribution overlap area ratio. The present application obtains the data of the actual user vehicle and compares it 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 deviation in the verification result, 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 skilled in the art upon reading the detailed description of the preferred embodiment below. The accompanying drawings are for illustration purposes only and are not to be considered as limiting the present application. The same reference symbols are used throughout the drawings to represent the same components. In the drawings:

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

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

[0054] Figure 3 yes Figure 1 Flowchart of step 102 in the brake system verification method provided by this application;

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

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

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

[0058] In order to make the purpose, technical solutions and advantages of the present application clearer, each embodiment of the present application will be described in detail below with reference to the accompanying drawings. However, it will be understood by those skilled in the art that in each embodiment of the present application, many technical details are proposed 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 solutions claimed in the present application can be implemented. The division of the following embodiments is for 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 under the premise that there is no contradiction.

[0059] In the existing technology, 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 behavior of the vehicle in actual use, and is of great significance for evaluating the actual performance and reliability of the braking system. However, due to the limitations of data collection, processing and analysis technology, it is difficult for the existing technology 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 : Obtain the longitudinal acceleration of the target user vehicle and the target test vehicle respectively.

[0062] This application associates user data with test data, so it's necessary to first obtain user data and test vehicle data. User data is obtained from the user's vehicle, and test data is obtained from the test vehicle. However, not all vehicles can be used for verification, so suitable vehicles need to be screened. In this embodiment, vehicle-mounted sensors and remote communication technology are used to obtain the mileage of a first user vehicle. A mileage threshold is set based on research requirements, and vehicles with mileage greater than the threshold are screened as target user vehicles. After the target user vehicle is identified, a preset time period is set based on research requirements, and vehicle body longitudinal acceleration data within the preset time period is obtained from the target user vehicle's on-board sensors or data recording system. Similarly, vehicle-mounted sensors and remote communication technology are used to obtain the test mileage and test specification information of a first test vehicle. Vehicles with mileage greater than the mileage threshold are screened as target test vehicles. The target test vehicles are required to have consistent test specification information (e.g., they must be subjected to the same reliability road test). A preset number of cycles is then set based on research requirements, and vehicle body longitudinal acceleration data within the preset number of cycles is obtained from the target test vehicle's on-board sensors or data recording system.

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

[0064] Step 1011: Obtain 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: Obtain the longitudinal acceleration of the vehicle body within a preset time period from the target user's vehicle.

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

[0068] In step 1015 , a target test vehicle is determined from the first test vehicles based on the tested mileage and the test specification information. The tested mileage of the target test vehicle is greater than the mileage threshold and the test specification information is consistent.

[0069] Step 1016 : Obtain 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 target test vehicle's tested mileage exceeds the mileage threshold, the difference in tested mileage between target test vehicles must also be within a preset range. For example, the preset range for the difference in tested mileage between target test vehicles is 50 kilometers. After determining the target user vehicle and target test vehicle, in addition to obtaining vehicle longitudinal acceleration, various signal data such as vehicle speed, brake pedal status, and mileage may also be obtained, although this is not specifically limited in the present invention.

[0071] For example, assume there are three first-user vehicles, A, B, and C, with mileages of 5,000, 2,000, and 6,000 kilometers, respectively. A mileage threshold of 3,000 kilometers is set. Since 5,000 > 3,000, 2,000 < 3,000, and 6,000 > 3,000 kilometers, vehicles A and C are designated as target vehicles. A preset time period of 10 days is set. The longitudinal acceleration of vehicles A and C over these 10 days is then obtained. There are eight first-user test vehicles, five of which are undergoing the same reliability road test, and three of which are undergoing tests on other roads. The mileages of the five first-user test vehicles undergoing the same reliability road test are 3,000, 2,500, 3,000, 3,000, and 3,000 kilometers, respectively. The first test vehicle with a mileage of 3,000 kilometers is selected as the target test vehicle. Because the test time and frequency of the test vehicle are not fixed, the longitudinal acceleration of the vehicle body is obtained based on the number of cycles instead of the time period. If the preset number of cycles is set to 150, the longitudinal acceleration of the vehicle body within 150 cycles of the test vehicle will be obtained. One cycle represents one change in the longitudinal acceleration of the vehicle body.

[0072] Through the above steps, we can systematically obtain longitudinal acceleration data for the target user vehicle and the target test vehicle 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 : Obtain 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 this 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] Where Damage is the pseudo-damage value, F is the force of the vehicle's longitudinal acceleration, C is the intercept, and m is the exponent. In actual calculations, based on engineering experience, 1 / m can be set to -5 and C to 1000. The longitudinal acceleration corresponding to F is calculated based on the positive correlation between the vehicle's longitudinal acceleration and the longitudinal acceleration force (the force in the wheel's X-direction). Calculating the pseudo-damage value allows assessment of the cumulative damage to the brake system under different operating conditions.

[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 graded, and the data is rounded up during the grading, 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 limited. After grading, the target braking frequency for each braking intensity level is obtained. Based on the braking intensity level and target braking frequency, the normal distribution parameters of the target user vehicle and the target test vehicle are respectively obtained.

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

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

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

[0082] Step 1023 : Obtain target braking frequencies of the target user vehicle and the target test vehicle in each braking intensity level.

[0083] In step 1024 , normal distribution parameters of the target user vehicle and the target test vehicle are obtained respectively according to 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 from multiple target user vehicles in each braking intensity level. Each target user vehicle has a braking frequency, and a representative one is selected as the target braking frequency. When extracting the target braking frequency, this application will first perform a distribution test on the braking frequency at each braking intensity level to determine whether the data conforms to the normal distribution. If so, the braking frequency at 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] Obtaining several braking frequencies of the target user vehicle and the target test vehicle in each braking intensity level respectively;

[0086] Perform distribution check on several braking frequencies;

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

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

[0089] Among them, the distribution verification can include normal distribution, uniform distribution, Poisson distribution, logarithmic distribution, etc. When performing the verification, 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, which determines 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 verification method is not specifically limited in this invention. In addition, the distribution of the braking frequency of the target user car and the target test car can be inconsistent. For example, the braking frequency of the target user car can use a normal distribution, and the braking frequency of the target user car can use a logarithmic distribution. Then, when obtaining the target braking frequency (for example, the 95% braking frequency), the 95% braking frequency of the target user car and the 95% braking frequency of the target test car are calculated according to their respective distributions, and then subsequent calculations are performed.

[0090] For example, assuming 0.1m / s 2 The data is rounded up during grading, and the vehicle longitudinal acceleration data 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. Since 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] In step 103 , the damage coverage ratio of the target test vehicle to the target user vehicle is obtained using the pseudo damage value, and the distribution overlap ratio of the target user vehicle to the target test vehicle is obtained using the normal distribution parameter.

[0092] In this application, a pseudo-damage value is obtained by calculating the preset pseudo-damage calculation function and the longitudinal acceleration of the vehicle body. However, the pseudo-damage value here can only represent the damage accumulation of the target user's vehicle during the mileage traveled and the damage accumulation of the target test vehicle during the tested mileage. In order to obtain the damage accumulation in the design life mileage of the target user's vehicle and the damage accumulation in the test specification total mileage of the target test vehicle, mileage extrapolation is required. First, the first mileage extrapolation coefficient of the target user's 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 test specification total mileage 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, and the mileage of the target user car is 25,000 kilometers. The ratio of the mileage traveled to the design life mileage is calculated as: 300,000 / 25,000=12, so the first mileage extrapolation coefficient is 12. The tested mileage of the target test car is 10,000 kilometers. The ratio of the tested mileage to the total test specification mileage is calculated as: 100,000 / 10,000=10, so 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. 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 the first mileage extrapolation coefficient and the pseudo damage value of the target user vehicle;

[0099] Obtaining a second pseudo damage value of the target test vehicle by using 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 the target user vehicle's pseudo-damage value is 100, the first pseudo-damage value is 100*12=1200, the target test vehicle's pseudo-damage value is 80, and the second pseudo-damage value is 80*10=800. 800 / 1200 ≈ 0.67. In this case, the target test vehicle's damage coverage ratio for the target user vehicle is 67%. It should be noted that the above values ​​are simplified examples for clarity. Actual values ​​will vary depending on actual conditions and are not specifically limited in this disclosure.

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

[0103] This application also uses the normal distribution parameters to obtain the distribution overlap ratio between the target user vehicle and the target test vehicle. First, the normal distribution parameters are substituted into the normal distribution formula as follows:

[0104]

[0105] Where 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 vehicle and the target test vehicle into the formula, different normal distribution functions are obtained. Based on these different normal distribution functions, the overlapping area between the target user vehicle and the target test vehicle can be calculated. The overlapping area ratio is then calculated based on the ratio of the overlapping areas.

[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 target test vehicle

[0109]

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

[0111]

[0112] The overlapping area can also be calculated using numerical integration methods such as Simpson's rule or the Monte Carlo method. Divide the overlapping area by the total area of the target user vehicle or the target test vehicle (usually 1, because the area of a normal distribution is 1). The distribution overlapping area ratio is obtained. Assuming that the overlapping area AA is 0.85, the distribution overlapping area ratio is 0.85 / 1=0.85.

[0113] By using the normal distribution parameters and numerical integration methods, the distribution overlapping area of the target user vehicle and the target test vehicle can be accurately calculated, avoiding errors caused by directly comparing different distributions. It also makes the distribution overlapping area under different vehicles and test conditions comparable, facilitating horizontal comparison and analysis. Through damage calculation and brake intensity distribution analysis, the application can predict the performance of the brake system in future use, 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, the characteristic distribution of different normal distribution functions in the graph can be obtained by drawing the normal distribution function, and the reliability of the brake system in the target test vehicle can be verified based on the characteristic distribution.

[0115] Step 104, verify the reliability of the brake system in the target test vehicle through the damage coverage ratio and the distribution overlapping area ratio.

[0116] The application sets a first preset value according to the research requirements to determine whether the damage coverage ratio meets the requirements, and sets a second preset value according to the research requirements to determine whether the distribution overlapping area ratio meets the requirements. If the damage coverage ratio reaches the first preset value and the distribution overlapping area ratio reaches the second preset value, it is determined that the brake system in the target test vehicle is reliable. If the damage coverage ratio does not reach the first preset value, or the distribution overlapping area ratio does not reach the second preset value, it is determined that the brake system in the target test vehicle is not reliable. According to the judgment result, adjust the test specification information of the target test vehicle to improve the damage coverage ratio and the distribution overlapping area ratio.

[0117] Further, step 104, 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 of 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 in the present application obtains the longitudinal acceleration 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 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 parameter, 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, verify the reliability of the braking system in the target test vehicle. This application obtains data from actual user vehicles and compares it 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 the design of the test specifications can be optimized to make it more consistent 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 brake 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 serve as one of the important means of quality control; in the maintenance stage, it can provide a scientific basis and decision 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 parameters of the target user vehicle and the target test vehicle respectively with respect to 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 parameters are 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 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 obtaining module 201 specifically includes:

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

[0130] The first determining submodule is configured to determine a target user vehicle from the first user vehicles based on the traveled mileage, wherein the traveled mileage of the target user vehicle is greater than a mileage threshold.

[0131] The second acquisition submodule is used to obtain 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 determining submodule is configured to determine 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.

[0134] The fourth acquisition submodule is used to obtain 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 a 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 obtaining module 203 specifically includes:

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

[0141] The sixth acquisition submodule is configured to acquire a second pseudo damage value of the target test vehicle with respect to the longitudinal acceleration of the vehicle body 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 obtaining module 202 specifically includes:

[0144] The eighth acquisition submodule is used to respectively obtain 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 and 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 configured to acquire a braking frequency in a preset percentile from among the plurality of braking frequencies if the distribution check passes.

[0152] The determining unit is configured to determine a braking frequency of a preset quantile as a target braking frequency.

[0153] Optionally, the verification module specifically includes:

[0154] The third determination submodule is configured 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 configured 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 in the present application obtains the longitudinal acceleration 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 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 parameter, 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, verify the reliability of the braking system in the target test vehicle. This application obtains data from actual user vehicles and compares it 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 the design of the test specifications can be optimized to make it more consistent 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 brake 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 serve as one of the important means of quality control; in the maintenance stage, it can provide a scientific basis and decision 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 can be a mobile phone, a computer, a digital broadcast terminal, a messaging 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 operations of the device 300, such as operations associated with display, phone calls, data communications, camera operations, and recording operations. The processing component 302 can include one or more processors 320 to execute instructions delivered from the memory 304 to complete all or part of the steps of the methods described above. In addition, the processing component 302 can include one or more modules to facilitate the interaction between the processing component 302 and other components. For example, the processing component 302 can 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 the operations of the device 300. Examples of these data include instructions for any application or method operating on the device 300, contact data, phonebook data, messages, pictures, videos, and the like. The memory 304 can be implemented by any type of volatile or non-volatile storage devices 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 storage, flash memory, magnetic disk or optical disk.

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

[0162] The multimedia component 308 includes a screen providing an output interface between the electronic device 300 and a user. In some embodiments, the screen can include a liquid crystal display (LCD) and a touch panel (TP). If the screen includes the touch panel, the screen can be implemented as a touch screen to receive an input signal from a user. The touch panel includes one or more touch sensors to sense a touch, a slide, and a gesture on the touch panel. The touch sensors can not only sense a boundary of a touching or sliding action, but also detect duration and pressure related to the touching or sliding action. In some embodiments, the multimedia component 308 includes a front camera and / or a back camera. The front camera and / or the back camera can receive external multimedia data when the electronic device 300 is in an operation mode, such as a photographing mode or a video mode. Each of the front camera and the back camera can 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), which is configured to receive external audio signals when the electronic device 300 is in an operating mode, such as a call mode, a recording mode, and a voice recognition mode. The received audio signal can be further stored in the memory 304 or transmitted 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 peripheral interface modules, such as a keyboard, a click wheel, 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. The sensor assembly 314 can also detect changes in the position 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 temperature changes 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 a light 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 accelerometer, 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, an operator 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-described methods.

[0168] In another embodiment provided herein, a computer-readable storage medium is further provided, such as a memory 304 including instructions, which can be executed by a processor 320 of an electronic device 300 to perform the above method. For example, the non-transitory 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, and the like.

[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, all or part of the embodiments may be implemented by software, hardware, firmware, or any combination thereof. When implemented using software, all or part of the embodiments may be implemented 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, all or part of the processes or functions described herein are generated. The computer may be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. The computer instructions may be stored in a computer-readable storage medium or transmitted from one computer-readable storage medium to another. For example, the computer instructions may be transmitted from one website, computer, server, or data center to another website, computer, server, or data center via a wired (e.g., coaxial cable, optical fiber, digital subscriber line (DSL)) or wireless (e.g., infrared, wireless, microwave, etc.) method. The computer-readable storage medium may 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 therein. The available medium may 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 drive (SSD)).

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

[0172] Each embodiment in this specification is described in a related manner. Similar parts between the various embodiments can be referred to in conjunction with each other. Each embodiment focuses on the differences between the other embodiments. In particular, the system embodiment is generally similar to the method embodiment, so the description is relatively simple. For related parts, refer to the 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 scope of protection of the present application. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application are included in the scope of protection 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; Obtaining pseudo-damage values ​​and normal distribution parameters of the target user vehicle and the target test vehicle respectively with respect to the vehicle body longitudinal acceleration through the vehicle body longitudinal acceleration, wherein the pseudo-damage values ​​are calculated using a preset pseudo-damage calculation function and the vehicle body longitudinal acceleration, and the normal distribution parameters are obtained by performing a normal distribution test on the vehicle body longitudinal acceleration; The damage coverage ratio of the target test vehicle to the target user vehicle is obtained by using the pseudo damage value, and the distribution overlap ratio of the target user vehicle and the target test vehicle is obtained by using 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 vehicle from the first user vehicles based on the traveled mileage, wherein the traveled mileage of the target user vehicle is greater than a mileage threshold; Obtaining the longitudinal acceleration of the vehicle body within a preset time period from the target user vehicle; Obtaining test mileage and test specification information of a number of first test vehicles; Determining a target test vehicle from the first test vehicles based on the tested mileage and 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 vehicle body longitudinal acceleration within a preset number of cycles from the target test vehicle, the method includes: 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; A second mileage extrapolation coefficient of the target test vehicle is obtained through the total mileage of the test specification 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 by using 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 by using 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 by using 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, wherein 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 further includes: 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 through the preset pseudo-damage calculation function and the longitudinal acceleration of the vehicle body; Grading the longitudinal acceleration of the vehicle body to obtain different levels of braking intensity; Obtain target braking frequencies for 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: Obtaining several braking frequencies of the target user vehicle and the target test vehicle in each braking intensity level respectively; Performing a distribution check on a number of the braking frequencies; If the distribution check passes, obtaining a braking frequency in a preset quantile among the plurality of braking frequencies; The braking frequency of the preset quantile is determined as the target braking frequency.

7. The method according to claim 1, characterized in that Verifying the reliability of the braking system in the target test vehicle by using the damage coverage ratio and the distribution overlap area ratio further 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 of the target test vehicle is reliable; If the damage coverage ratio does not reach a first preset value, or the distribution overlap area ratio does not reach a 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, configured to respectively acquire, using the vehicle body longitudinal acceleration, 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, wherein the pseudo-damage values ​​are calculated using a preset pseudo-damage calculation function and the vehicle body longitudinal acceleration, and the normal distribution parameters are obtained by performing a normal distribution test on the vehicle body longitudinal acceleration; A third acquisition module is configured to obtain a damage coverage ratio of the target test vehicle to the target user vehicle using the pseudo damage value, and obtain a distribution overlap ratio of the target user vehicle to the target test vehicle using 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 according to claim 8.

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