Vehicle speed control method and device for vehicle hub rotating experiment, electronic equipment and vehicle

Abstract

The invention relates to a vehicle speed control method and device for a vehicle hub rotating experiment, electronic equipment and a vehicle, and relates to the technical field of vehicles, and the method comprises the steps: obtaining a vehicle dynamic model of a tested vehicle; the vehicle dynamic model is used for reflecting the corresponding relation between the motion parameters of the tested vehicle and the state parameters of the power control pedal; under the condition that the tested vehicle placed on the rotating hub test bench is started, according to the rotating hub vehicle speed of the tested vehicle at the current moment and the target vehicle speed that the tested vehicle wants to reach at the next moment, state parameters of a power control pedal of the tested vehicle are determined; and controlling the rotating hub speed of the tested vehicle based on the state parameters of the power control pedal. Therefore, the state parameters of the pedal are controlled through unrated power, the rotating hub speed of the tested vehicle can be more accurately controlled, and the accuracy of vehicle speed control is improved.

Description

Technical Field

[0001] This application relates to the technical field of vehicles, and particularly to a vehicle speed control method, device, electronic device and vehicle for vehicle chassis dynamometer tests. Background Art

[0002] With the rapid development of new energy vehicles and the continuous innovation and breakthrough of the core technologies of "three electrics" (battery, electric drive, electronic control) and thermal management technology in automobiles, the experimental verification of related technologies has become increasingly important. At present, the content of the whole vehicle tests carried out on the chassis dynamometer has also undergone a substantial leap, gradually expanding from the initial performance tests such as fuel consumption and emissions to deeper fields such as the endurance ability, energy consumption level of the whole vehicle, and the development and verification of thermal management. At the same time, the test environmental temperature conditions have gradually increased, expanding from the conventional room temperature environment to extreme high and low temperature scenarios. Among them, the high temperature test environment can reach above 50°C, and the low temperature can reach -30°C.

[0003] Related technologies disclose controlling the accelerator pedal and brake pedal through an autonomous driving robot in the chassis dynamometer test to achieve automatic control of the vehicle speed. Another related technology discloses establishing a look-up table of vehicle speed, acceleration, accelerator pedal opening, and brake pedal opening for each driving condition curve to achieve automatic control of the vehicle speed. It can be seen that in the above methods, controlling the vehicle speed through an autonomous driving robot may affect the temperature of the chassis dynamometer test inside the vehicle because the autonomous driving robot has a mechanical structure and a power supply cable, and the outer diameter of the power supply cable mostly exceeds 20 mm and passes through the window outside the vehicle, thus affecting the accuracy of the chassis dynamometer test. In addition, establishing a look-up table for each driving condition curve has poor flexibility. Therefore, there are problems of low accuracy and poor flexibility in the vehicle speed control in the related vehicle chassis dynamometer tests. Summary of the Invention

[0004] The purpose of the present invention is to provide a vehicle speed control method, device, electronic device and vehicle for vehicle chassis dynamometer tests, aiming to solve the technical problem of low accuracy in vehicle speed control in vehicle chassis dynamometer tests. To achieve the above purpose, the technical solutions adopted in the embodiments of this application are as follows: In a first aspect, the embodiments of this application provide a vehicle speed control method for vehicle chassis dynamometer tests. The method includes: obtaining a vehicle dynamic model of the vehicle to be tested; the vehicle dynamic model is used to reflect the corresponding relationship between the motion parameters of the vehicle to be tested and the state parameters of the power control pedal; when the vehicle to be tested placed on the chassis dynamometer is started, determining the state parameters of the power control pedal of the vehicle to be tested according to the chassis dynamometer speed of the vehicle to be tested at the current moment and the target vehicle speed of the vehicle to be tested; and controlling the chassis dynamometer speed of the vehicle to be tested based on the state parameters of the power control pedal.

[0005] According to the above technical means, the self-learning ability based on the vehicle dynamic model can automatically learn the correspondence between the motion parameters of the vehicle under test and the state parameters of the power control pedal, construct a vehicle dynamic model that conforms to the vehicle under test, and improve the flexibility of the vehicle chassis dynamometer test based on the self-learning ability of the vehicle dynamic model. When conducting a vehicle chassis dynamometer test, there is no need for a complex mechanical structure. According to the chassis dynamometer speed, target speed, and vehicle dynamic model of the vehicle under test at the current moment, the state parameters of the power control pedal of the vehicle under test can be determined, reducing the cost of the chassis dynamometer test. At the same time, the installation time of the mechanical structure is also reduced, improving the efficiency of the chassis dynamometer test. According to the state parameters of the power control pedal, the chassis dynamometer speed of the vehicle under test can be controlled more accurately. Therefore, the vehicle speed control method for vehicle chassis dynamometer test provided by this application can improve the accuracy and flexibility of vehicle speed control.

[0006] In a possible implementation manner, the state parameters of the power control pedal include: opening degree and / or opening degree compensation value; the vehicle dynamic model is used to reflect the correspondence between the vehicle speed of the vehicle under test and the opening degree of the power control pedal; and / or reflect the correspondence between the acceleration of the vehicle under test and the opening degree compensation value of the power control pedal.

[0007] According to the above technical solution, the correspondence between the vehicle speed of the vehicle under test and the opening degree of the power control pedal is reflected through the vehicle dynamic model, so that the vehicle speed of the vehicle under test can be controlled based on the vehicle dynamic model to improve the accuracy of vehicle speed control of the vehicle under test. The correspondence between the acceleration of the vehicle under test and the opening degree compensation value of the power control pedal is reflected through the vehicle dynamic model, so that the opening degree compensation value of the power control pedal can be determined based on the acceleration of the vehicle under test. Based on the opening degree compensation value of the power control pedal, the vehicle under test can control the vehicle speed more smoothly, avoiding affecting the accuracy of the vehicle chassis dynamometer test due to too rapid vehicle speed change.

[0008] In a possible implementation manner, determining the state parameters of the power control pedal of the vehicle under test according to the chassis dynamometer speed of the vehicle under test at the current moment and the target speed of the vehicle under test includes: determining the estimated acceleration of the vehicle under test according to the deviation between the chassis dynamometer speed of the vehicle under test at the current moment and the target speed of the vehicle under test at the next moment; determining the opening degree compensation value of the power control pedal of the vehicle under test based on the estimated acceleration of the vehicle under test and the vehicle dynamic model; and determining the opening degree of the power control pedal of the vehicle under test according to the opening degree compensation value of the power control pedal of the vehicle under test and the Proportional-Integral-Derivative Controller (PID) control algorithm.

[0009] According to the above technical means, the opening compensation value of the power control pedal can be obtained in advance based on the estimated acceleration of the vehicle under test, without waiting for the determination of the deviation signal, which can significantly improve the response time of the power control pedal, thereby reducing the deviation between the roller speed and the target speed and improving the accuracy of vehicle speed control. The PID control algorithm is simple and easy to control, and can well improve the robustness of the vehicle during the roller test.

[0010] In a possible implementation manner, determining the opening of the power control pedal of the vehicle under test according to the opening compensation value of the power control pedal of the vehicle under test and the PID control algorithm includes: determining the initial opening of the power control pedal of the vehicle under test by using the PID control algorithm according to the deviation between the roller speed of the vehicle under test at the current moment and the target speed of the vehicle under test at the current moment; and determining the opening of the power control pedal of the vehicle under test based on the initial opening of the power control pedal of the vehicle under test and the opening compensation value of the power control pedal of the vehicle under test.

[0011] According to the above technical means, based on the deviation value between the roller speed and the target speed, the PID control algorithm can quickly determine the initial opening of the power control pedal. Based on the initial opening of the vehicle under test and the opening compensation value of the power control pedal of the vehicle under test, the opening of the power control pedal of the vehicle under test is determined. The opening compensation value of the power control pedal of the vehicle under test can accelerate the response value of the opening of the power control pedal of the vehicle under test, making the PID control algorithm more simple. By combining the PID control algorithm and the opening compensation value of the power control pedal, the opening of the power control pedal is jointly determined, which significantly improves the accuracy of vehicle speed control in the roller test.

[0012] In a possible implementation manner, the power control pedal includes at least one of the following: an accelerator pedal, a brake pedal; determining the opening compensation value of the power control pedal of the vehicle under test based on the estimated acceleration of the vehicle under test and the vehicle dynamic model; including: in the case where the estimated acceleration is greater than or equal to a preset acceleration threshold, determining the opening compensation value of the accelerator pedal of the vehicle under test based on the estimated acceleration of the vehicle under test and the vehicle dynamic model; or, in the case where the estimated acceleration is less than the preset acceleration threshold, determining the opening compensation value of the accelerator pedal of the vehicle under test and / or the opening compensation value of the brake pedal based on the estimated acceleration of the vehicle under test and the vehicle dynamic model.

[0013] According to the above technical means, the two situations of the estimated acceleration are considered separately, making the roller test closer to the actual operating environment of the vehicle and improving the comprehensiveness and accuracy of the roller test.

[0014] In a possible implementation, obtaining the vehicle dynamic model of the vehicle under test includes: testing the vehicle under test based on a preset driving condition, and collecting the dynamic test data of the vehicle under test during the testing process; wherein, the preset driving condition includes acceleration, constant speed, and deceleration; the dynamic test data includes speed, acceleration, the opening degree of the power control pedal, and the opening degree compensation value of the power control pedal; constructing a vehicle dynamic model based on the dynamic test data of the vehicle under test.

[0015] According to the above technical means, a variety of preset driving conditions are set, so that the dynamic test model of the vehicle can more comprehensively reflect the dynamic operation process of the vehicle, thereby improving the accuracy of vehicle speed control in the chassis dynamometer test.

[0016] In a possible implementation, obtaining the vehicle dynamic model of the vehicle under test includes: obtaining the vehicle dynamic model of the vehicle under test from a database based on the identification information of the vehicle under test.

[0017] According to the above technical means, through the identification information of the vehicle under test, the vehicle dynamic model can be directly obtained from the database without testing, which speeds up the efficiency of the chassis dynamometer test and reduces the computational amount of repeated training at the same time.

[0018] In a possible implementation, after controlling the chassis dynamometer vehicle speed of the vehicle under test based on the opening degree of the accelerator pedal and the opening degree of the brake pedal, the method further includes: controlling the vehicle under test to stop and controlling the chassis dynamometer equipment to stop operating when it is determined that a preset condition is met.

[0019] According to the above technical means, in the chassis dynamometer test, if a preset condition is met, the vehicle may experience out-of-control or failure, etc. Controlling the vehicle under test to stop and controlling the chassis dynamometer equipment to stop operating in a timely manner can effectively prevent damage to surrounding test personnel or objects, thereby reducing the possibility of accidents.

[0020] In a possible implementation, the preset condition includes at least one of the following: the chassis dynamometer vehicle speed signal is lost; the deviation between the chassis dynamometer vehicle speed and the target vehicle speed is greater than or equal to a preset deviation value; the safety factor of the vehicle under test is less than a preset safety threshold; wherein, the safety factor is determined based on the battery temperature and / or the state of charge (SOC) of the vehicle under test.

[0021] According to the above technical means, preset conditions are set to reduce the possibility of accidents in the chassis dynamometer test, thereby improving the safety of the chassis dynamometer test.

[0022] In a second aspect, an embodiment of the present application provides a vehicle speed control device for a vehicle chassis dynamometer test, including: a communication module, a processing module, and a control module; the communication module is configured to obtain a vehicle dynamic model of a vehicle under test; the vehicle dynamic model is used to reflect the corresponding relationship between the motion parameters of the vehicle under test and the state parameters of the power control pedal; the processing module is configured to, when the vehicle under test placed on the chassis dynamometer is started, determine the state parameters of the power control pedal of the vehicle under test according to the chassis dynamometer speed of the vehicle under test at the current moment, the target vehicle speed of the vehicle under test, and the vehicle dynamic model; the control module is configured to control the chassis dynamometer speed of the vehicle under test based on the state parameters of the power control pedal.

[0023] In a possible implementation manner, the state parameters of the power control pedal include: opening degree and / or opening degree compensation value; the vehicle dynamic model is used to reflect the corresponding relationship between the vehicle speed of the vehicle under test and the opening degree of the power control pedal; and / or reflect the corresponding relationship between the acceleration of the vehicle under test and the opening degree compensation value of the power control pedal.

[0024] In a possible implementation manner, the processing module is specifically configured to determine the estimated acceleration of the vehicle under test according to the deviation between the chassis dynamometer speed and the target vehicle speed of the vehicle under test at the current moment; determine the opening degree compensation value of the power control pedal of the vehicle under test based on the estimated acceleration of the vehicle under test and the vehicle dynamic model; and determine the opening degree of the power control pedal of the vehicle under test according to the opening degree compensation value of the power control pedal of the vehicle under test and the PID control algorithm.

[0025] In a possible implementation manner, the processing module is specifically configured to determine the initial opening degree of the power control pedal of the vehicle under test by using the PID control algorithm according to the deviation between the chassis dynamometer speed and the target vehicle speed of the vehicle under test at the current moment; and determine the opening degree of the power control pedal of the vehicle under test based on the initial opening degree of the power control pedal of the vehicle under test and the opening degree compensation value of the power control pedal of the vehicle under test.

[0026] In a possible implementation manner, the power control pedal includes at least one of the following: an accelerator pedal, a brake pedal; the processing module is specifically configured to, when the estimated acceleration is greater than or equal to a preset acceleration threshold, determine the opening degree compensation value of the accelerator pedal of the vehicle under test based on the estimated acceleration of the vehicle under test and the vehicle dynamic model; or, when the estimated acceleration is less than the preset acceleration threshold, determine the opening degree compensation value of the accelerator pedal of the vehicle under test and / or the opening degree compensation value of the brake pedal based on the estimated acceleration of the vehicle under test and the vehicle dynamic model.

[0027] In a possible implementation, the communication module is specifically configured to test the vehicle under test based on a preset driving condition, and collect dynamic test data of the vehicle under test during the test; wherein, the preset driving condition includes acceleration, constant speed, and deceleration; the dynamic test data includes speed, acceleration, the opening of the power control pedal, and the opening compensation value of the power control pedal; and a vehicle dynamic model is constructed based on the dynamic test data of the vehicle under test.

[0028] In a possible implementation, the communication module is specifically configured to obtain the vehicle dynamic model of the vehicle under test from a database based on the identification information of the vehicle under test.

[0029] In a possible implementation, after controlling the roller speed of the vehicle under test based on the opening of the acceleration pedal and the opening of the brake pedal, the control module is further configured to control the vehicle under test to stop and control the roller device to stop operating when it is determined that a preset condition is met.

[0030] In some possible implementations, the preset condition includes at least one of the following: the loss of the roller speed signal; the deviation between the roller speed and the target speed is greater than or equal to a preset deviation value; the safety factor of the vehicle under test is less than a preset safety threshold; wherein, the safety factor is determined based on the battery temperature and / or the state of charge (SOC) of the vehicle under test.

[0031] In a third aspect, an embodiment of the present application provides an electronic device, which includes: a processor and a memory; the memory stores instructions executable by the processor; when the processor is configured to execute the instructions, the electronic device implements the method of the first aspect described above.

[0032] In a fourth aspect, an embodiment of the present application provides a vehicle, which includes the electronic device of the third aspect described above.

[0033] In a fifth aspect, an embodiment of the present application provides a computer-readable storage medium, on which computer program instructions are stored, and when the computer program instructions are executed by a processor, the vehicle speed control method for a vehicle roller experiment provided in any of the embodiments of the first aspect described above is implemented.

[0034] In a sixth aspect, an embodiment of the present application provides a computer program product, which includes computer program instructions, and when the computer program instructions are executed by a processor, the vehicle speed control method for a vehicle roller experiment provided in any of the embodiments of the first aspect described above is implemented.

[0035] It should be noted that the technical effects brought by any implementation manner in the second aspect to the sixth aspect can be referred to the technical effects brought by the corresponding implementation manner in the first aspect, and will not be elaborated here.

[0036] It should be understood that the above general description and the following detailed description are merely exemplary and explanatory, and do not limit the present application. Description of the Drawings

[0037] The drawings herein are incorporated into the specification and form a part of this specification, showing embodiments consistent with the present application, and are used together with the specification to explain the principles of the present application, and do not constitute an improper limitation to the present application.

[0038] Figure 1 is a block diagram of a vehicle speed control system for vehicle chassis dynamometer test shown according to an exemplary embodiment; Figure 2 is a flowchart of a vehicle speed control method for vehicle chassis dynamometer test shown according to an exemplary embodiment; Figure 3 is a flowchart of another vehicle speed control method for vehicle chassis dynamometer test shown according to an exemplary embodiment; Figure 4 is a flowchart of another vehicle speed control method for vehicle chassis dynamometer test shown according to an exemplary embodiment; Figure 5 is a system architecture diagram of a vehicle speed control method for vehicle chassis dynamometer test shown according to an exemplary embodiment; Figure 6 is a flowchart of another vehicle speed control method for vehicle chassis dynamometer test shown according to an exemplary embodiment; Figure 7 is a block diagram of a vehicle speed control device for vehicle chassis dynamometer test shown according to an exemplary embodiment; Figure 8 is a block diagram of an electronic device shown according to an exemplary embodiment. Detailed Embodiments

[0039] In order to enable those of ordinary skill in the art to better understand the technical solutions of the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings.

[0040] It should be noted that the terms "first", "second", etc. in the specification and claims of the present application and the above drawings are used to distinguish similar objects, and do not necessarily describe a specific order or sequence. It should be understood that such data can be interchanged under appropriate circumstances so that the embodiments of the present application described herein can be implemented in an order different from those illustrated or described herein. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with the present application. On the contrary, they are merely examples of devices and methods consistent with some aspects of the present application as detailed in the appended claims.

[0041] In the embodiments of the present application, the term "comprising", "including" or any other variant thereof is intended to cover non-exclusive inclusion, such that a process, article or device comprising a series of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, article or device. Without further limitation, an element defined by the phrase "comprising a..." does not exclude the presence of additional identical elements in the process, article or device comprising such element.

[0042] In the embodiments of the present application, words such as "exemplary" or "for example" are used to indicate examples, illustrations or explanations. Any embodiment or design described as "exemplary" or "for example" in the embodiments of the present application should not be construed as being more preferred or advantageous than other embodiments or designs. Rather, the use of words such as "exemplary" or "for example" is intended to present relevant concepts in a specific manner.

[0043] For ease of understanding, the following specifically introduces the vehicle speed control method provided by the present application for vehicle chassis dynamometer tests in conjunction with the accompanying drawings.

[0044] The vehicle speed control method provided by the present application can be applied to a vehicle speed control system as shown in Figure 1 The vehicle speed control system includes: an industrial control computer 110, a chassis dynamometer 120, and a vehicle under test 130. Among them, the industrial control computer 110 is respectively connected to the vehicle under test 130 and the chassis dynamometer 120. The vehicle under test 130 is fixed on the chassis dynamometer 120 by a chain, and the industrial control computer 110 and the chassis dynamometer 120 are connected through a network.

[0045] As a feasible implementation, the industrial control computer 110 is connected to the On-Board Diagnostics (OBD) interface through a twisted pair to achieve communication with the vehicle under test 130.

[0046] Exemplarily, the OBD interface refers to a standard interface for monitoring the operating status, emission data and fault information of the vehicle under test 130. Through the OBD interface, the industrial control computer 110 can communicate with the Vehicle Control Unit (VCU) of the vehicle under test 130, and the industrial control computer 110 can activate the engineering mode of the VCU and turn off the pedal signal redundancy check of the VCU through the OBD interface, so that the industrial control computer 110 can directly control the opening of the power control pedal of the vehicle under test 130.

[0047] It should be noted that before the chassis dynamometer test, it is necessary to detect whether the industrial control computer 110 is safely connected to the vehicle under test 130. Put the vehicle in the parking gear (P gear) or neutral gear (N gear), and send the opening signal of the power control pedal to the VCU through the Controller Area Network (CAN) bus. The VCU broadcasts the opening signal of the power control pedal. The industrial control computer 110 receives the opening signal of the power control pedal and simulates the corresponding opening signal of the power control pedal and feeds it back to the VCU. The VCU determines whether it is the same as the opening signal sent by the bus based on the feedback opening signal, so as to determine the connection between the industrial control computer 110 and the vehicle under test 130. Among them, the opening signal of the power control pedal can be sent using a gradient signal. For example, the opening signals of the power control pedal include 0%, 50%, and 100%.

[0048] In some embodiments, the industrial control computer 110 is used to control the chassis dynamometer speed of the vehicle under test 130. Exemplarily, the industrial control computer 110 obtains the vehicle dynamic model of the vehicle under test 130; when the vehicle under test 130 placed on the chassis dynamometer test bench 120 is started, according to the chassis dynamometer speed of the vehicle under test 130 at the current moment, the target speed that the vehicle under test 130 wants to reach at the next moment, and the vehicle dynamic model, determine the state parameters of the power control pedal of the vehicle under test 130; based on the state parameters of the power control pedal, control the chassis dynamometer speed of the vehicle under test 130.

[0049] In some embodiments, the chassis dynamometer test bench 120 is used to simulate the driving resistance of the vehicle under test under different driving conditions through a chassis dynamometer. In addition, the chassis dynamometer test bench 120 can also be used to simulate the operating states of the vehicle under test 130 at different speeds and accelerations.

[0050] It should be noted that the system architecture described in the embodiments of the present application is for more clearly explaining the technical solutions of the embodiments of the present application, and does not constitute a limitation on the technical solutions provided by the embodiments of the present application. Those of ordinary skill in the art know that with the evolution of the system architecture, the technical solutions provided by the embodiments of the present application are equally applicable to similar technical problems.

[0051] The vehicle chassis dynamometer speed control method provided by the embodiments of the present application can be applied to Figure 1 the industrial control computer in the vehicle chassis dynamometer speed control system shown in Figure 2 As shown, the vehicle chassis dynamometer speed control method includes the following steps: S201. Obtain the vehicle dynamic model of the vehicle under test.

[0052] In some embodiments, a vehicle dynamic model is used to reflect the correspondence between the motion parameters of the vehicle under test and the state parameters of the power control pedal.

[0053] In some embodiments, the power control pedal includes a brake pedal and an accelerator pedal.

[0054] It should be understood that the brake pedal is used to control the deceleration or stopping of the vehicle. When the opening signal of the brake pedal is greater than zero, the braking system is activated to generate a braking force to reduce the speed of the vehicle under test.

[0055] The accelerator pedal is used to control the power output of the vehicle. When the opening signal of the accelerator pedal is greater than zero, it will change the intake air volume of the engine (for traditional fuel vehicles) or the power output of the motor (for new energy vehicles), thereby increasing the engine speed or motor torque, enabling the vehicle to obtain a greater driving force and achieve accelerated driving.

[0056] Among them, the state parameters of the power control pedal include: opening and / or opening compensation value.

[0057] It should be understood that the opening of the power control pedal is used to represent the depressed amplitude of the power control pedal, which can be expressed in percentage. For example, the opening of the power control pedal is [0%, 100%].

[0058] The opening compensation value of the power control pedal is used to represent the opening value for compensating or correcting the opening of the power control pedal.

[0059] Among them, the motion parameters of the vehicle under test include: the vehicle speed of the vehicle under test and / or the acceleration of the vehicle under test.

[0060] As a feasible implementation, the vehicle dynamic model is used to reflect the correspondence between the vehicle speed of the vehicle under test and the opening of the power control pedal.

[0061] It should be understood that in a normal temperature environment, the vehicle under test is placed under various driving conditions for pre-training to construct a vehicle dynamic model and determine the correspondence between the vehicle speed of the vehicle under test and the opening of the power control pedal. Thus, in an extreme temperature environment, the corresponding opening of the power control pedal can be determined based on the target vehicle speed of the vehicle under test to improve the accuracy of vehicle speed control in the chassis dynamometer test.

[0062] Exemplarily, at the same opening of the power control pedal, the vehicle speeds corresponding to different temperature environments of the vehicle are within a certain vehicle speed range. Therefore, the correspondence between the vehicle speed of the vehicle under test and the opening of the power control pedal determined in a normal temperature environment can also be used in an extreme temperature environment. It should be noted that the vehicle speed difference between different temperatures can be eliminated by the PID control algorithm.

[0063] As another feasible implementation, a vehicle dynamic model is used to reflect the corresponding relationship between the acceleration of the vehicle under test and the opening compensation value of the power control pedal.

[0064] It can be understood that by using the vehicle dynamic model to reflect the corresponding relationship between the acceleration of the vehicle under test and the opening compensation value of the power control pedal, the opening compensation value of the power control pedal can be determined based on the acceleration of the vehicle under test. Based on the opening compensation value of the power control pedal, the vehicle under test can control its speed more smoothly, avoiding affecting the accuracy of the vehicle chassis dynamometer test due to too rapid speed changes.

[0065] S202. When the vehicle under test placed on the chassis dynamometer is started, determine the state parameter of the power control pedal of the vehicle under test according to the chassis dynamometer speed of the vehicle under test at the current moment, the target speed of the vehicle under test, and the vehicle dynamic model.

[0066] Among them, the chassis dynamometer speed is used to reflect the actual running speed of the vehicle under test on the chassis dynamometer.

[0067] It should be noted that the chassis dynamometer drives the rotation of the chassis dynamometer through a motor to drive the wheels of the vehicle under test to rotate, thereby simulating the vehicle speed when the vehicle under test is driving. The chassis dynamometer determines the chassis dynamometer speed of the vehicle under test at the current moment by measuring parameters such as the rotation speed of the chassis dynamometer and the rolling radius of the tires of the vehicle under test.

[0068] In some embodiments, the target speed is used to represent the preset target speed of the vehicle under test.

[0069] As a feasible implementation, the target speed is determined based on a test condition curve (target speed and time curve).

[0070] It should be noted that the test condition curve is determined based on traffic road information. The test condition curve can clearly and intuitively reflect the corresponding relationship between time and the target speed of the vehicle under test during the chassis dynamometer test. During the chassis dynamometer test, as the test progresses, the test condition curve can give the target speed that the vehicle under test needs to reach at each moment according to a preset rule, so that the vehicle under test can be controlled more accurately based on the target speed.

[0071] The traffic road environment information can be determined by the driving cycle of light-duty vehicles. Among them, the driving cycle of light-duty vehicles can consist of three stages: low speed, medium speed, and high speed. The entire cycle lasts for 1800 seconds, and the maximum speed can reach 114 km / h. As a feasible implementation method, the state parameters of the power control pedal of the vehicle under test are dynamically adjusted by using the PID control algorithm based on the deviation between the roller speed of the vehicle under test at the current moment and the target speed of the vehicle under test. However, since the PID algorithm needs to adjust according to the deviation feedback value, there is a certain hysteresis and overshoot. Therefore, when using the PID control algorithm, the estimated acceleration of the vehicle under test is determined based on the deviation between the target speed of the vehicle under test at the current moment and the target speed of the test vehicle at the next moment. Based on the estimated acceleration, the opening compensation value of the power control pedal is determined. Based on the opening compensation value of the power control pedal (i.e., the feedforward compensation algorithm) and the PID control algorithm, the state parameters of the power control pedal of the vehicle under test are adjusted, which can significantly increase the vehicle speed response of the vehicle under test and reduce the overshoot when controlled by a single PID control algorithm. For specific descriptions, refer to the following steps S2021~S2023, which will not be elaborated here.

[0072] S203. Control the roller speed of the vehicle under test based on the state parameters of the power control pedal.

[0073] Taking the state parameters of the power control pedal including the opening of the power control pedal as an example, the opening of the power control pedal directly affects the roller speed of the vehicle under test. Assuming that the power control pedal is an accelerator pedal, as the opening of the accelerator pedal increases, the roller speed of the vehicle under test will increase accordingly. Therefore, the roller speed of the vehicle under test can be controlled by adjusting the opening of the power control pedal.

[0074] It can be understood that based on the self-learning ability of the vehicle dynamic model, the corresponding relationship between the motion parameters of the vehicle under test and the state parameters of the power control pedal can be automatically learned, and a vehicle dynamic model that conforms to the vehicle to be tested can be constructed. Based on the self-learning ability of the vehicle dynamic model, the flexibility of the vehicle roller test is improved. When conducting a vehicle roller experiment, no complex mechanical structure is required. Based on the roller speed, target speed, and vehicle dynamic model of the vehicle under test at the current moment, the state parameters of the power control pedal of the vehicle under test can be determined, reducing the cost of the roller experiment. At the same time, the installation time of the mechanical structure is also reduced, improving the efficiency of the roller test. Based on the state parameters of the power control pedal, the roller speed of the vehicle under test can be controlled more accurately. Therefore, the vehicle speed control method provided in this application can improve the accuracy and flexibility of vehicle speed control.

[0075] In some embodiments, as Figure 3 shown, the above step S202 can be specifically implemented as the following steps: S2021. Determine the estimated acceleration of the vehicle under test based on the deviation between the target speed of the vehicle under test at the current moment and the target speed of the vehicle under test at the next moment.

[0076] As a feasible implementation method, assume that the target vehicle speed of the vehicle under test at the current moment (time t0) is v1, and the target vehicle speed at the next moment (time t1) is v2. Based on the ratio of the deviation between the target vehicle speeds v2 and v1 and the time difference between time t1 and time t0, the estimated acceleration of the vehicle under test is determined.

[0077] It should be noted that by the deviation between the target vehicle speed of the vehicle under test at the current moment and the target vehicle speed of the vehicle under test at the next moment, the value of the vehicle speed change of the vehicle under test within the next period of time (from time t0 to time t1) is determined in advance, thereby accelerating the response speed of the vehicle speed control.

[0078] S2022. Based on the estimated acceleration of the vehicle under test and the vehicle dynamic model, determine the opening compensation value of the power control pedal of the vehicle under test.

[0079] As a feasible implementation method, input the estimated acceleration of the vehicle under test into the vehicle dynamic model, and output the opening compensation value of the power control pedal.

[0080] It should be noted that the vehicle dynamic model can reflect the corresponding relationship between the estimated acceleration of the vehicle under test and the opening compensation value of the power control pedal. Therefore, the vehicle dynamic model can determine the corresponding opening compensation value of the power control pedal based on the estimated acceleration of the vehicle under test.

[0081] S2023. According to the opening compensation value of the power control pedal of the vehicle under test and the PID control algorithm, determine the opening of the power control pedal of the vehicle under test.

[0082] As a feasible implementation method, the PID control algorithm dynamically adjusts the opening of the power control pedal based on the deviation between the current moment drum speed and the target vehicle speed. However, when the PID control algorithm adjusts the opening of the power control pedal based on the vehicle speed deviation at the current moment, the time of the drum test has entered the next moment, and at this time, the target vehicle speed of the vehicle under test has changed again. Therefore, it is necessary to determine the opening compensation value of the power control pedal from the current moment to the next moment. Based on the opening compensation value of the power control pedal of the vehicle under test and the PID control algorithm, jointly adjust the opening of the power control pedal of the vehicle under test to improve the accuracy of the vehicle speed control.

[0083] It can be understood that based on the estimated acceleration of the vehicle under test, the opening compensation value of the power control pedal can be obtained in advance without waiting for the determination of the deviation signal, which can significantly improve the response time of the power control pedal, thereby reducing the deviation between the drum speed and the target vehicle speed and improving the accuracy of the vehicle speed control. The PID control algorithm is simple and easy to control, and can well improve the robustness of the vehicle during the drum test.

[0084] In some embodiments, step S2023 can be specifically implemented as the following steps: Sa1. According to the deviation between the roller speed of the vehicle under test at the current moment and the target speed of the vehicle under test at the current moment, use the PID control algorithm to determine the initial opening of the power control pedal of the vehicle under test.

[0085] As a feasible implementation manner, the PID control algorithm gradually adjusts the opening of the power control pedal of the vehicle under test through the proportional link, integral link, and differential link, so as to correct the roller speed of the vehicle under test, and finally determine the initial opening of the power control pedal, so that the roller speed of the vehicle reaches the target speed.

[0086] Sa2. Based on the initial opening of the power control pedal of the vehicle under test and the opening compensation value of the power control pedal of the vehicle under test, determine the opening of the power control pedal of the vehicle under test.

[0087] As a feasible implementation manner, the initial opening of the power control pedal is used to reflect the opening of the power control pedal required for the vehicle under test to reach the target speed at the current moment; the opening compensation value of the power control pedal is used to reflect the change value of the opening of the power control pedal required for the vehicle under test from the current moment to the target moment.

[0088] It should be noted that the initial opening of the power control pedal of the vehicle under test is added to the opening compensation value of the power control pedal of the vehicle under test as the opening that the power control pedal of the vehicle under test needs to reach at the next moment.

[0089] It can be understood that based on the deviation value between the roller speed and the target speed, the PID control algorithm can quickly determine the initial opening of the power control pedal. Based on the initial opening of the vehicle under test and the opening compensation value of the power control pedal of the vehicle under test, the opening of the power control pedal of the vehicle under test is determined. The opening compensation value of the power control pedal of the vehicle under test can accelerate the response value of the opening of the power control pedal of the vehicle under test, making the PID control algorithm more simple. By combining the PID control algorithm and the opening compensation value of the power control pedal, the opening of the power control pedal is jointly determined, significantly improving the accuracy of vehicle speed control in the roller experiment.

[0090] In some embodiments, the power control pedal includes at least one of the following: an accelerator pedal, a brake pedal.

[0091] As a feasible implementation manner, step S2022 can be specifically implemented as any one of the following: Sc1. When the estimated acceleration is greater than or equal to the preset acceleration threshold, based on the estimated acceleration of the vehicle under test and the vehicle dynamic model, determine the opening compensation value of the accelerator pedal of the vehicle under test.

[0092] In some embodiments, the preset acceleration threshold is used to represent the minimum acceleration that the accelerator pedal can control.

[0093] It should be noted that when the roller speed of the vehicle under test is less than or equal to the target speed, or the deviation between the roller speed and the target speed is small, the estimated acceleration is greater than or equal to the preset acceleration threshold. By changing the opening compensation value of the accelerator pedal, the estimated acceleration can be reached. Adjusting a single accelerator pedal can effectively reduce the complexity of vehicle speed control.

[0094] Sc2. When the estimated acceleration is less than the preset acceleration threshold, based on the estimated acceleration of the vehicle under test and the vehicle dynamic model, determine the opening compensation value of the accelerator pedal and the opening compensation value of the brake pedal of the vehicle under test.

[0095] It should be noted that when the roller speed of the vehicle under test is greater than the target speed and the deviation between the roller speed and the target speed is large, the estimated acceleration is less than the preset acceleration threshold. By only adjusting the opening of the accelerator pedal, the vehicle under test cannot reach the estimated acceleration, resulting in the vehicle under test not being able to reach the required target speed at the next moment. Therefore, it is necessary to determine the opening compensation value of the accelerator pedal and the opening compensation value of the brake pedal, or determine the opening compensation value of the brake pedal to control the vehicle under test to reach the target speed.

[0096] It can be understood that considering the two situations of the estimated acceleration separately makes the roller experiment closer to the actual operating environment of the vehicle, improving the comprehensiveness and accuracy of the roller experiment.

[0097] In some embodiments, as Figure 4 shown, the above step S201 can be specifically implemented as the following steps: S2011. Based on the preset driving conditions, test the vehicle under test and collect the dynamic test data of the vehicle under test during the test.

[0098] Among them, the preset driving conditions include acceleration, constant speed, and deceleration. The dynamic test data includes speed, acceleration, the opening of the power control pedal, and the opening compensation value of the power control pedal.

[0099] It should be understood that the preset driving condition is constant speed, that is, the vehicle under test runs at a constant speed during the test, and the vehicle speed of the vehicle under test and the corresponding opening of the power control pedal are collected. Among them, the vehicle speed of the vehicle under test can be 30 km / h, 60 km / h, or 90 km / h.

[0100] The preset driving conditions are acceleration and deceleration, that is, the vehicle under test has an acceleration during the test, and the acceleration of the vehicle under test and the corresponding opening compensation value of the power control pedal are collected within a preset time. Among them, during acceleration, the vehicle speed of the vehicle under test can be 0 - 100 km / h; during deceleration, the vehicle speed of the vehicle under test can be 100 - 0 km / h.

[0101] It should be noted that the vehicle under test can be tested in a normal temperature environment. The vehicle to be tested needs to be in the forward gear (D gear), and dynamic test data is collected.

[0102] S2012. Based on the dynamic test data of the vehicle under test, a vehicle dynamic model is constructed.

[0103] It should be noted that the vehicle dynamic model has a self-learning ability, and the self-learning ability can automatically learn the corresponding relationship between the motion parameters of the vehicle under test and the state parameters of the power control pedal. Exemplarily, by running the vehicle under test at a constant vehicle speed, the vehicle dynamic model can independently learn the opening relationship between the vehicle speed and the power control pedal. In addition, when the vehicle under test is in an accelerating or decelerating state, the vehicle dynamic model can independently learn the relationship between the acceleration and the opening compensation value of the power control pedal, so as to obtain the final vehicle dynamic model through continuous learning and optimization.

[0104] It should be noted again that the dynamic test data of the vehicle under test and the corresponding identification information are stored in the database.

[0105] It can be understood that multiple preset driving conditions are set so that the vehicle dynamic test model can more comprehensively reflect the dynamic operation process of the vehicle, in order to improve the accuracy of vehicle speed control in the roller test.

[0106] In some embodiments, the vehicle dynamic model of the vehicle under test can also be determined based on the following method: based on the identification information of the vehicle under test, the vehicle dynamic model of the vehicle under test is obtained from the database.

[0107] As a feasible implementation method, the identification information of the vehicle under test can be the Vehicle Identification Number (VIN). The VIN is a group of seventeen letters or numbers, which is a unique number used for automobiles and can identify information such as the vehicle manufacturer, engine, chassis serial number, and other performances. The VIN can be used to distinguish different vehicles.

[0108] It should be noted that the database contains the identification information of historical tested vehicles and vehicle dynamic models. Before starting the chassis dynamometer test, if the identification information of the tested vehicle is the same as that of the historical tested vehicle, the vehicle dynamic model corresponding to the historical tested vehicle can be applied to this chassis dynamometer test to avoid repeated testing.

[0109] It can be understood that through the identification information of the tested vehicle, the vehicle dynamic model can be directly obtained from the database without testing, which speeds up the efficiency of the chassis dynamometer test and reduces the computational amount of repeated training at the same time.

[0110] In some embodiments, after controlling the chassis dynamometer speed of the tested vehicle based on the opening degree of the accelerator pedal and the opening degree of the brake pedal, the vehicle speed control method for vehicle chassis dynamometer test provided by the present application may further include the following steps: when it is determined that a preset condition is met, controlling the tested vehicle to stop and controlling the chassis dynamometer equipment to stop.

[0111] As a feasible implementation manner, the preset condition includes at least one of the following conditions 1 to 3: Condition 1: The chassis dynamometer speed signal is lost.

[0112] As a feasible implementation manner, when the chassis dynamometer speed cannot be obtained within a preset time, the emergency stop logic is triggered to control the tested vehicle to stop and control the chassis dynamometer equipment to stop.

[0113] Wherein, the preset time is the longest time threshold when the chassis dynamometer test is safe but the chassis dynamometer speed cannot be obtained. The preset time is determined based on the type of the tested vehicle, and the embodiments of the present application do not limit this. For example, the preset time is 500 ms.

[0114] Condition 2: The deviation between the chassis dynamometer speed and the target speed is greater than or equal to a preset deviation value.

[0115] Wherein, the preset deviation value is the maximum deviation value between the chassis dynamometer speed and the target speed, and the preset deviation value is determined based on the type of the tested vehicle and the test requirements. The embodiments of the present application do not limit this.

[0116] Condition 3: The safety factor of the tested vehicle is less than a preset safety threshold.

[0117] Wherein, the preset safety threshold is the lowest safety factor of the safe state of the tested vehicle.

[0118] As a possible implementation manner, the safety factor is determined based on the battery temperature and / or the state of charge (SOC) of the battery of the tested vehicle.

[0119] Exemplarily, the battery temperature of the vehicle under test is negatively correlated with the safety factor. As the battery temperature continues to rise, the internal chemical activity intensifies, the risks of electrolyte decomposition, electrode material aging, etc. increase, and the probability of triggering safety hazards such as thermal runaway increases significantly, thereby leading to a sharp decrease in the safety factor.

[0120] Exemplarily, too high SOC will increase the internal pressure of the battery, increasing the risks of leakage and fire, and the safety factor needs to be appropriately reduced; while too low SOC may cause the battery to be over-discharged, resulting in irreversible damage and also reducing the safety factor.

[0121] It should be noted that by establishing a mathematical evaluation model based on battery temperature and SOC, the battery temperature and SOC can be converted into a quantified safety factor, providing a reliable basis for the real-time monitoring of the safety status of the vehicle to be detected and risk warning, so as to control the vehicle under test to stop and control the roller device to stop when the safety factor is less than the preset safety threshold.

[0122] It should be noted that when the preset conditions are met, the vehicle speed control system may have a fault. In order to avoid unnecessary losses caused by the fault, it is necessary to trigger the emergency stop logic in time to control the vehicle under test to stop and control the roller device to stop. Exemplarily, when the roller speed is lost for more than 500 ms, the vehicle under test is controlled to stop within 2 seconds. The roller device stops synchronously.

[0123] It can be understood that in the roller experiment, if the preset conditions are met, the vehicle may experience out-of-control or failure conditions. Timely controlling the vehicle under test to stop and controlling the roller device to stop can effectively prevent damage to the surrounding test personnel or objects, thereby reducing the possibility of accidents.

[0124] In some embodiments, as Figure 5 shown, the present application provides an architecture for implementing a vehicle speed control method for a vehicle roller experiment, including a data layer, a control layer, and a device layer. Among them, the device layer includes the vehicle under test, an industrial computer, and a roller test bench. The industrial computer is connected to the OBD interface of the vehicle under test through a twisted pair, the industrial computer and the roller test bench are connected through a network, and the vehicle under test is fixed on the roller test bench through a chain.

[0125] The control layer includes: the VCU in the vehicle under test, the communication module, the processing module, and the control module in the industrial control computer, and the roller device. The communication module of the industrial control computer can obtain the identification information of the vehicle under test through the VCU, open the engineering mode of the VCU through the debugging interface authorized by the manufacturer, and shield the safety verification related to the power control pedal signal. The communication module can also simulate the opening signal of the power control pedal and send it to the VCU in the form of a CAN message. If necessary, the communication module can also simulate other necessary redundant signals to prevent the VCU from triggering a fault code due to signal conflicts. The processing module can obtain the target vehicle speed and the roller vehicle speed based on the preset working condition curve, determine the opening of the power control pedal, and can also monitor the real-time operating state of the roller device in real time.

[0126] The data layer includes: identification information, user interface, and preset working condition curve. Before the roller experiment starts, obtain the identification information of the vehicle, and determine whether there is historical identification information through the identification information of the vehicle, so as to determine the vehicle dynamic model. The preset working condition curve can be set through the user interface in the industrial control computer to determine the target vehicle speed of the vehicle under test at each moment. In addition, the user interface in the industrial control computer can also obtain the roller vehicle speed in real time and display the roller vehicle speed curve.

[0127] In some embodiments, as Figure 6 shown, the vehicle speed control method for vehicle roller experiment provided by the present application can be implemented as steps S601 - step S611: It should be noted that before the roller experiment starts, it is necessary to ensure that the battery temperature of the vehicle to be tested meets the standard and the SOC is 100%. The industrial control computer unlocks the engineering mode of the vehicle to be detected through the authorized key, modifies the calibration parameters of the VCU, and turns off the power control pedal signal verification. In addition, the gradient simulates the opening of the power control pedal to verify the connection relationship between the industrial control computer and the vehicle to be detected.

[0128] S601. Determine whether there is a corresponding vehicle dynamic model in the database based on the identification information of the vehicle to be tested.

[0129] Among them, the vehicle dynamic model is used to reflect the corresponding relationship between the motion parameters of the vehicle under test and the state parameters of the power control pedal.

[0130] Exemplarily, in the case where there is a corresponding vehicle dynamic model in the database, jump to step S604; in the case where there is no corresponding vehicle dynamic model in the database, jump to step S602.

[0131] S602. Test the vehicle under test based on the preset driving conditions, and collect the dynamic test data of the vehicle under test during the test.

[0132] Exemplarily, the preset driving conditions include acceleration, constant speed, and deceleration; the dynamic test data includes speed, acceleration, the opening degree of the power control pedal, and the opening degree compensation value of the power control pedal.

[0133] S603. Construct a vehicle dynamic model based on the dynamic test data of the vehicle under test.

[0134] It should be noted that after constructing the vehicle dynamic model through self-learning at normal temperature, the vehicle needs to be fully charged again and then immersed in low temperature.

[0135] S604. Obtain the vehicle dynamic model.

[0136] S605. Determine the estimated acceleration of the vehicle under test according to the deviation between the target vehicle speed of the vehicle under test at the current moment and the target vehicle speed of the test vehicle at the next moment.

[0137] It should be noted that the target vehicle speed is determined based on the driving conditions of light vehicles.

[0138] S606. Determine the opening degree compensation value of the power control pedal of the vehicle under test based on the estimated acceleration of the vehicle under test and the vehicle dynamic model.

[0139] S607. According to the deviation between the roller speed of the vehicle under test at the current moment and the target vehicle speed of the vehicle under test at the current moment, use the PID control algorithm to determine the initial opening degree of the power control pedal of the vehicle under test.

[0140] S608. Determine the state parameter of the power control pedal of the vehicle under test based on the initial opening degree of the power control pedal of the vehicle under test and the opening degree compensation value of the power control pedal of the vehicle under test.

[0141] S609. Control the roller speed of the vehicle under test based on the state parameter of the power control pedal.

[0142] S610. Determine whether the preset conditions are met.

[0143] Among them, the preset conditions include at least one of the following: the roller speed signal is lost; the deviation between the roller speed and the target vehicle speed is greater than or equal to the preset deviation value; the safety factor of the vehicle under test is less than the preset safety threshold; among them, the safety factor is determined based on the battery temperature and / or the state of charge SOC of the vehicle under test.

[0144] Exemplarily, when the preset conditions are met, jump to step S611; when the preset conditions are not met, control the roller speed of the vehicle under test until the experiment ends.

[0145] S611. Control the vehicle under test to stop and control the roller equipment to stop.

[0146] It should be noted that the vehicle speed control method provided in this application for vehicle chassis dynamometer tests can effectively control the vehicle speed error of the tested vehicle within the range of less than or equal to 1 km / h during the chassis dynamometer test. The vehicle speed control error of traditional autonomous driving is 2 km / h. This application has higher accuracy. In addition, during the chassis dynamometer test, the windows are in a closed state, and there is no need for a power supply cable to pass through the windows, reducing the increase in additional air-conditioning power caused by the air circulation between the inside and outside of the vehicle, thereby improving the accuracy of this application in low-temperature energy consumption monitoring experiments.

[0147] The above mainly introduces the solution provided in the embodiments of this application from the perspective of the method. To implement the above functions, the vehicle speed control device or electronic device for vehicle chassis dynamometer tests includes the corresponding hardware structures and / or software modules for executing each function. Those skilled in the art should easily realize that, in combination with the units and algorithm steps of each example described in the embodiments disclosed in this article, this application can be implemented in the form of hardware or a combination of hardware and computer software. Whether a certain function is executed in the way of hardware or computer software driving hardware depends on the specific application and design constraints of the technical solution. Professional technicians can use different methods to implement the described functions for each specific application, but such implementation should not be considered to exceed the scope of this application.

[0148] The embodiments of this application can, according to the above method, exemplarily divide the function modules of the vehicle speed control device or electronic device for vehicle chassis dynamometer tests. For example, the vehicle speed control device or electronic device for vehicle chassis dynamometer tests can include each function module corresponding to each function division, or two or more functions can be integrated into one processing module. The above integrated modules can be implemented in the form of hardware or in the form of software function modules. It should be noted that the division of modules in the embodiments of this application is illustrative, only a logical function division, and there can be other division methods in actual implementation.

[0149] Referring to Figure 7 , the vehicle speed control device 700 for vehicle chassis dynamometer tests includes: a communication module 701, a processing module 702, and a control module 703; the communication module 701 is used to obtain the vehicle dynamic model of the tested vehicle; the vehicle dynamic model is used to reflect the corresponding relationship between the motion parameters of the tested vehicle and the state parameters of the power control pedal; the processing module 702 is used to, when the tested vehicle placed on the chassis dynamometer test bench is started, determine the state parameters of the power control pedal of the tested vehicle according to the chassis dynamometer speed of the tested vehicle at the current moment, the target speed of the tested vehicle, and the vehicle dynamic model; the control module 703 is used to control the chassis dynamometer speed of the tested vehicle based on the state parameters of the power control pedal.

[0150] In a possible implementation, the state parameters of the power control pedal include: opening degree and / or opening degree compensation value; the vehicle dynamic model is used to reflect the corresponding relationship between the vehicle speed of the vehicle under test and the opening degree of the power control pedal; and / or reflect the corresponding relationship between the acceleration of the vehicle under test and the opening degree compensation value of the power control pedal.

[0151] In a possible implementation, the processing module 702 is specifically configured to determine the estimated acceleration of the vehicle under test according to the deviation between the roller speed and the target speed of the vehicle under test at the current moment; determine the opening degree compensation value of the power control pedal of the vehicle under test based on the estimated acceleration of the vehicle under test and the vehicle dynamic model; and determine the opening degree of the power control pedal of the vehicle under test according to the opening degree compensation value of the power control pedal of the vehicle under test and the PID control algorithm.

[0152] In a possible implementation, the processing module 702 is specifically configured to determine the initial opening degree of the power control pedal of the vehicle under test by using the PID control algorithm according to the deviation between the roller speed and the target speed of the vehicle under test at the current moment; determine the opening degree of the power control pedal of the vehicle under test based on the initial opening degree of the power control pedal of the vehicle under test and the opening degree compensation value of the power control pedal of the vehicle under test.

[0153] In a possible implementation, the power control pedal includes at least one of the following: an acceleration pedal, a brake pedal; the processing module 702 is specifically configured to determine the opening degree compensation value of the acceleration pedal of the vehicle under test based on the estimated acceleration of the vehicle under test and the vehicle dynamic model when the estimated acceleration is greater than or equal to a preset acceleration threshold; or, determine the opening degree compensation value of the acceleration pedal of the vehicle under test and / or the opening degree compensation value of the brake pedal based on the estimated acceleration of the vehicle under test and the vehicle dynamic model when the estimated acceleration is less than the preset acceleration threshold.

[0154] In a possible implementation, the communication module 701 is specifically configured to test the vehicle under test based on a preset driving condition, and collect the dynamic test data of the vehicle under test during the test; wherein, the preset driving condition includes acceleration, constant speed, deceleration; the dynamic test data includes speed, acceleration, opening degree of the power control pedal, opening degree compensation value of the power control pedal; and construct a vehicle dynamic model based on the dynamic test data of the vehicle under test.

[0155] In a possible implementation, the communication module 701 is specifically configured to obtain the vehicle dynamic model of the vehicle under test from a database based on the identification information of the vehicle under test.

[0156] In a possible implementation, after controlling the roller speed of the vehicle under test based on the opening degree of the accelerator pedal and the opening degree of the brake pedal, the control module 703 is further configured to control the vehicle under test to stop and control the roller device to shut down when it is determined that a preset condition is met.

[0157] In some possible implementations, the preset condition includes at least one of the following: loss of the roller speed signal; the deviation between the roller speed and the target speed is greater than or equal to a preset deviation value; the safety factor of the vehicle under test is less than a preset safety threshold; wherein, the safety factor is determined based on the battery temperature and / or the state of charge (SOC) of the battery of the vehicle under test.

[0158] As Figure 8 shown, the electronic device 800 includes but is not limited to: a processor 801 and a memory 802.

[0159] Among them, the above-mentioned memory 802 is used to store the executable instructions of the above-mentioned processor 801. It can be understood that the above-mentioned processor 801 is configured to execute instructions to implement the vehicle speed control method for vehicle roller experiments in the above-mentioned embodiments.

[0160] It should be noted that those skilled in the art can understand that Figure 8 the structure of the electronic device shown in Figure 8 does not constitute a limitation on the electronic device. The electronic device may include more or fewer components than

[0161] shown, or combine certain components, or have different component arrangements.

[0162] The processor 801 is the control center of the electronic device, connecting various parts of the entire electronic device through various interfaces and lines. By running or executing the software programs and / or modules stored in the memory 802, and calling the data stored in the memory 802, it executes various functions of the electronic device and processes data, thereby monitoring the entire electronic device. The processor 801 may include one or more processing units. Optionally, the processor 801 may integrate an application processor and a modem processor. Among them, the application processor mainly processes the operating system, user interface, application programs, etc., and the modem processor mainly processes wireless communication. It can be understood that the above-mentioned modem processor may not be integrated into the processor 801 either.

[0163] In an exemplary embodiment, a computer-readable storage medium including instructions is also provided, such as a memory 802 including instructions, and the above instructions can be executed by a processor 801 of an electronic device 800 to implement the vehicle speed control method for a vehicle chassis dynamometer test in the above embodiment.

[0164] In actual implementation, Figure 7 the functions of the communication module 701, the processing module 702, and the control module 703 in Figure 8 can all be implemented by the processor 801 in

[0165] calling a computer program stored in the memory 802. The specific execution process can refer to the description of the method part in the above embodiment, and will not be elaborated here.

[0166] In an exemplary embodiment, an embodiment of the present application also provides a computer program product including one or more instructions, and the one or more instructions can be executed by a processor 801 of an electronic device to complete the vehicle speed control method for a vehicle chassis dynamometer test in the above embodiment.

[0167] It should be noted that when the instructions in the above computer-readable storage medium or the one or more instructions in the computer program product are executed by the processor of the electronic device, each process of the above method embodiment is implemented, and the same technical effects as the above method can be achieved. To avoid repetition, it will not be elaborated here.

[0168] Through the description of the above embodiments, those skilled in the art can clearly understand that for the convenience and conciseness of description, only the above division of each functional module is used as an example. In actual applications, the above functions can be allocated to different functional modules according to needs, that is, the internal structure of the device is divided into different functional modules to complete all or part of the functions described above.

[0169] In several embodiments provided in the present application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are merely illustrative. For example, the division of modules or units is only a logical function division. In actual implementation, there may be other division methods. For example, multiple units or components can be combined or integrated into another device, or some features can be ignored or not executed. Another point is that the displayed or discussed couplings or direct couplings or communication connections to each other can be through some interfaces. The indirect couplings or communication connections of devices or units can be in electrical, mechanical or other forms.

[0170] The units described as separate components may or may not be physically separated. The components displayed as units may be one physical unit or multiple physical units, that is, they can be located in one place, or they can be distributed to multiple different places. Some or all of the units can be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0171] In addition, each functional unit in various embodiments of the present application can be integrated in a processing unit, or each unit can exist physically alone, or two or more units can be integrated in one unit. The above-mentioned integrated units can be implemented in the form of hardware or in the form of software functional units.

[0172] If the integrated unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a readable storage medium. Based on such an understanding, the technical solution of the embodiments of the present application, in essence, or the part that contributes to the prior art, or all or part of this technical solution can be embodied in the form of a software product. This software product is stored in a storage medium and includes several instructions for causing a device (which can be a single-chip microcomputer, a chip, etc.) or a processor to execute all or part of the steps of the methods of various embodiments of the present application. The foregoing storage medium includes: various media such as USB flash drives, mobile hard disks, ROM, RAM, magnetic disks or optical discs that can store program codes.

[0173] The above is only the specific implementation manner of the present application, but the protection scope of the present application is not limited thereto. Any changes or substitutions within the technical scope disclosed in the present application should be covered by the protection scope of the present application. Therefore, the protection scope of the present application should be subject to the protection scope of the claims.

Claims

1. A vehicle speed control method for a chassis dynamometer test, characterized in that, Applied to an industrial control computer, the method includes: Obtain a vehicle dynamic model of the vehicle under test; the vehicle dynamic model is used to reflect the correspondence between the motion parameters of the vehicle under test and the state parameters of the power control pedal; When the vehicle under test placed on the chassis dynamometer is started, determine the state parameters of the power control pedal of the vehicle under test according to the chassis dynamometer speed of the vehicle under test at the current moment, the target speed of the vehicle under test, and the vehicle dynamic model; Based on the state parameters of the power control pedal, control the chassis dynamometer speed of the vehicle under test.

2. The vehicle speed control method for a vehicle roller test according to claim 1, wherein The state parameters of the power control pedal include: opening degree and / or opening degree compensation value; The vehicle dynamic model is used to reflect the correspondence between the speed of the vehicle under test and the opening degree of the power control pedal, and / or reflect the correspondence between the acceleration of the vehicle under test and the opening degree compensation value of the power control pedal.

3. The vehicle speed control method for a chassis dynamometer test according to claim 2, wherein The step of determining the state parameters of the power control pedal of the vehicle under test according to the chassis dynamometer speed of the vehicle under test at the current moment, the target speed of the vehicle under test, and the vehicle dynamic model includes: Determine the estimated acceleration of the vehicle under test according to the deviation between the target speed of the vehicle under test at the current moment and the target speed of the vehicle under test at the next moment; Based on the estimated acceleration of the vehicle under test and the vehicle dynamic model, determine the opening degree compensation value of the power control pedal of the vehicle under test; Determine the opening degree of the power control pedal of the vehicle under test according to the opening degree compensation value of the power control pedal of the vehicle under test and the PID control algorithm.

4. The vehicle speed control method for a chassis dynamometer test according to claim 2, characterized in that, The step of determining the opening degree of the power control pedal of the vehicle under test according to the opening degree compensation value of the power control pedal of the vehicle under test and the PID control algorithm includes: According to the deviation between the chassis dynamometer speed of the vehicle under test at the current moment and the target speed of the vehicle under test at the current moment, use the PID control algorithm to determine the initial opening degree of the power control pedal of the vehicle under test; Based on the initial opening degree of the power control pedal of the vehicle under test and the opening degree compensation value of the power control pedal of the vehicle under test, determine the opening degree of the power control pedal of the vehicle under test.

5. The vehicle speed control method for a vehicle chassis dynamometer test according to claim 3, wherein The power control pedal includes at least one of the following: an accelerator pedal, a brake pedal; the step of determining the opening degree compensation value of the power control pedal of the vehicle under test based on the estimated acceleration of the vehicle under test and the vehicle dynamic model includes: When the estimated acceleration is greater than or equal to a preset acceleration threshold, determine the opening degree compensation value of the accelerator pedal of the vehicle under test based on the estimated acceleration of the vehicle under test and the vehicle dynamic model; or, When the estimated acceleration is less than the preset acceleration threshold, determine the opening degree compensation value of the accelerator pedal of the vehicle under test and / or the opening degree compensation value of the brake pedal based on the estimated acceleration of the vehicle under test and the vehicle dynamic model.

6. The vehicle speed control method for a chassis dynamometer test according to claim 1, wherein The step of obtaining the vehicle dynamic model of the vehicle under test includes: Based on a preset driving condition, the vehicle under test is tested, and dynamic test data of the vehicle under test is collected during the test; wherein, the preset driving condition includes acceleration, constant speed, and deceleration; the dynamic test data includes speed, acceleration, the opening degree of the power control pedal, and the opening degree compensation value of the power control pedal. Based on the dynamic test data of the vehicle under test, the vehicle dynamic model is constructed.

7. The vehicle speed control method for chassis dynamometer test according to claim 1, characterized in that, The obtaining of the vehicle dynamic model of the vehicle under test includes: Based on the identification information of the vehicle under test, the vehicle dynamic model of the vehicle under test is obtained from the database.

8. The vehicle speed control method for a chassis dynamometer test according to claim 1, characterized in that, After controlling the roller speed of the vehicle under test based on the state parameters of the power control pedal, the method further includes: When it is determined that a preset condition is satisfied, controlling the vehicle under test to stop and controlling the roller device to stop.

9. The vehicle speed control method for a chassis dynamometer test according to claim 8, characterized in that, The preset condition includes at least one of the following: The loss of the roller speed signal; The deviation between the roller speed and the target speed is greater than or equal to a preset deviation value; The safety factor of the vehicle under test is less than a preset safety threshold; wherein, the safety factor is determined based on the battery temperature and / or the state of charge (SOC) of the battery of the vehicle under test.

10. A vehicle speed control device for a vehicle chassis dynamometer test, characterized in that, It includes: A communication module, a processing module, and a control module; The communication module is used to obtain the vehicle dynamic model of the vehicle under test; The vehicle dynamic model is used to reflect the corresponding relationship between the motion parameters of the vehicle under test and the state parameters of the power control pedal; The processing module is used to, when the vehicle under test placed on the roller test bench is started, determine the state parameters of the power control pedal of the vehicle under test according to the roller speed of the vehicle under test at the current moment and the target speed that the vehicle under test wants to reach at the next moment; The control module is used to control the roller speed of the vehicle under test based on the state parameters of the power control pedal.

11. An electronic device, characterized in that, It includes a processor and a memory, and the processor is coupled to the memory; the memory is used to store computer instructions, and the computer instructions are loaded and executed by the processor so that the computer device implements the vehicle speed control method for vehicle roller experiments as described in any one of claims 1 to 9.

12. A vehicle, characterized in that, It includes the electronic device as described in claim 11.

Images