Climbing test method, device and equipment for vehicle trailer load and medium

Abstract

The invention relates to a climbing test method, device and equipment for a vehicle trailer load and a medium, the method is applied to an upper computer, the upper computer is connected with a tested vehicle and a chassis dynamometer, the tested vehicle is arranged on the chassis dynamometer, and the method comprises the following steps: obtaining a target test condition; wherein the target test working condition comprises a gradient, the mass of a trailer load and a wind resistance coefficient; determining the output torque of the chassis dynamometer under the target test working condition according to the gradient, the mass of the trailer load and the wind resistance coefficient in the target test working condition; the chassis dynamometer is controlled to output the output torque to act on the tested vehicle; and obtaining test data from the chassis dynamometer and the tested vehicle, and generating a test result according to the test data. According to the invention, the convenience of the vehicle trailer load climbing test can be improved.

Description

Technical Field

[0001] This invention relates to the field of vehicle testing technology, and specifically to a method, apparatus, equipment, and medium for testing the hill-climbing capacity of a vehicle with a towed load. Background Technology

[0002] With the development of new energy vehicles, they can be used to tow loads such as RVs. However, when new energy vehicles are towing loads and climbing hills, it has a significant impact on the vehicle's power, thermal management, and other performance characteristics. Therefore, it is necessary to test the performance of new energy vehicles when towing loads and climbing hills.

[0003] In related technologies, the test vehicle is often used to actually tow the towed vehicle uphill to achieve the uphill test of the vehicle towing the load. However, this method requires the actual towing of the towed vehicle and cannot flexibly control the weight of the load, resulting in poor test convenience. Summary of the Invention

[0004] One objective of this invention is to provide a method for testing the uphill performance of a vehicle towing load, thereby solving the problem of poor convenience in the existing technology for testing the uphill performance of a vehicle towing load; a second objective is to provide a device for testing the uphill performance of a vehicle towing load; a third objective is to provide an electronic device; a fourth objective is to provide a computer-readable storage medium; and a fifth objective is to provide a computer program product.

[0005] To achieve the above objectives, the technical solution adopted by the present invention is as follows:

[0006] A method for hill-climbing testing of a vehicle towing load, the method being applied to a host computer, the host computer being connected to both the vehicle under test and a chassis dynamometer, the vehicle under test being mounted on the chassis dynamometer, comprising:

[0007] Obtain the target test conditions; wherein, the target test conditions include the slope, the mass of the towed load, and the drag coefficient;

[0008] Based on the slope, the mass of the towed load, and the drag coefficient in the target test condition, determine the output torque of the chassis dynamometer under the target test condition; and control the chassis dynamometer to output the output torque to the vehicle under test;

[0009] Test data is obtained from the chassis dynamometer and the vehicle under test, and test results are generated based on the test data.

[0010] Further, determining the output torque of the chassis dynamometer under the target test condition based on the slope, the mass of the towed load, and the drag coefficient includes:

[0011] Obtain the mass of the vehicle under test;

[0012] Based on the slope and the mass of the vehicle under test, determine the slope resistance and rolling resistance of the vehicle under test; and based on the slope and the mass of the towed load, determine the slope resistance and rolling resistance of the towed load.

[0013] Determine the air resistance based on the aforementioned drag coefficient;

[0014] The output torque of the chassis dynamometer under the target test condition is determined based on the slope resistance and rolling resistance of the tested vehicle, the slope resistance and rolling resistance of the towed load, and the air resistance.

[0015] Further, determining the output torque of the chassis dynamometer under the target test condition based on the gradient resistance and rolling resistance of the tested vehicle, the gradient resistance and rolling resistance of the towed load, and the air resistance includes:

[0016] Based on the slope resistance and rolling resistance of the vehicle under test, the slope resistance and rolling resistance of the towed load, the air resistance, and the simulation method of the towed load, the output torque of the chassis dynamometer under the target test condition is determined; wherein, the simulation method is a rigid connection or roller loading.

[0017] Further, determining the output torque of the chassis dynamometer under the target test condition based on the slope resistance and rolling resistance of the tested vehicle, the slope resistance and rolling resistance of the towed load, the air resistance, and the simulation method of the towed load includes:

[0018] If the simulation method is a rigid connection, then the wheel radius of the vehicle under test and the transmission efficiency of the rigid connection are obtained; wherein, the transmission efficiency characterizes the degree of energy loss in the power transmission path;

[0019] The first torque is determined based on the slope resistance and rolling resistance of the tested vehicle, the rolling resistance of the towed load, the air resistance, and the wheel radius.

[0020] The second torque is determined based on the slope resistance of the towed load and the transmission efficiency;

[0021] The output torque of the chassis dynamometer is determined based on the first torque and the second torque.

[0022] Further, determining the output torque of the chassis dynamometer under the target test condition based on the slope resistance and rolling resistance of the tested vehicle, the slope resistance and rolling resistance of the towed load, the air resistance, and the simulation method of the towed load includes:

[0023] If the simulation method is roller loading, then the roller rotational inertia and roller angular acceleration of the chassis dynamometer, as well as the wheel radius of the vehicle under test, are obtained.

[0024] The total resistance is determined based on the slope resistance and rolling resistance of the tested vehicle, the slope resistance and rolling resistance of the towed load, and the air resistance.

[0025] The output torque of the chassis dynamometer is determined based on the roller's moment of inertia, the angular acceleration, the wheel radius, and the total resistance.

[0026] Furthermore, controlling the chassis dynamometer to output the output torque applied to the vehicle under test includes:

[0027] Based on the output torque of the chassis dynamometer, a control command is generated and sent to the chassis dynamometer; wherein, the control command is used to control the chassis dynamometer to simulate the target test condition and apply it to the vehicle under test.

[0028] Further, generating test results based on the test data includes:

[0029] Based on the test data, key performance indicators were determined;

[0030] Test results are generated based on the aforementioned key performance indicators.

[0031] Furthermore, the method also includes:

[0032] When the simulated towed load is in a rigid connection mode, a disengagement command is output to the chassis dynamometer; wherein, the disengagement command is used to simulate the working condition of the towed load being uncoupled.

[0033] A hill-climbing test device for a vehicle towing load, the device being applied to a host computer, the host computer being connected to the vehicle under test and a chassis dynamometer, the vehicle under test being mounted on the chassis dynamometer, comprising:

[0034] The acquisition module is used to acquire the target test conditions; wherein, the target test conditions include the slope, the mass of the towed load, and the drag coefficient.

[0035] The determination module is used to determine the output torque of the chassis dynamometer under the target test condition based on the slope, the mass of the towed load, and the drag coefficient; and to control the chassis dynamometer to output the output torque to the vehicle under test.

[0036] The generation module is used to acquire test data from the chassis dynamometer and the vehicle under test, and generate test results based on the test data.

[0037] An electronic device includes: a memory and a processor;

[0038] The memory stores computer-executed instructions;

[0039] The processor executes computer execution instructions stored in the memory, causing the processor to execute a hill-climbing test method for a vehicle towing load.

[0040] A computer-readable storage medium includes: computer-executable instructions stored in the computer-readable storage medium, which, when executed by a processor, are used to implement a hill-climbing test method for a vehicle towing load.

[0041] A computer program product includes: a computer program that, when executed by a processor, implements a method for testing the uphill load of a vehicle towing vehicle.

[0042] The beneficial effects of this invention are:

[0043] (1) This invention can simulate different slopes and different towing loads by controlling the output torque of the chassis dynamometer, without the need for actual towing of the towing load, thus improving the convenience of testing.

[0044] (2) The present invention can accurately control the slope of the hill and the mass of the towed load in a laboratory environment, which improves the convenience and controllability of the test, while also improving the test efficiency and reducing the test cost. Attached Figure Description

[0045] Figure 1 A schematic diagram illustrating an application scenario provided by the present invention;

[0046] Figure 2 A flowchart of a method for testing a vehicle-trailed load for hill climbing according to an embodiment of the present invention;

[0047] Figure 3 A flowchart of a method for testing a vehicle-trailed load for hill climbing according to an embodiment of the present invention;

[0048] Figure 4 A schematic diagram illustrating an application scenario provided by an embodiment of the present invention;

[0049] Figure 5 This is a schematic diagram of the structure of a vehicle-towed load climbing test device according to an embodiment of the present invention.

[0050] Figure 6 This is a schematic diagram of the structure of an electronic device provided in an embodiment of the present invention. Detailed Implementation

[0051] The embodiments of the present invention will be described below with reference to the accompanying drawings and preferred embodiments. Those skilled in the art can easily understand other advantages and effects of the present invention from the content disclosed in this specification. The present invention can also be implemented or applied through other different specific embodiments, and various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of the present invention. It should be understood that the preferred embodiments are only for illustrating the present invention and not for limiting the scope of protection of the present invention.

[0052] In related technologies, the test vehicle typically tows the towed vehicle uphill to achieve the uphill test of the vehicle towing the load. However, this method requires actual towing of the towed vehicle and cannot flexibly control the load mass, resulting in poor testing convenience. Therefore, this invention provides a method for testing the uphill performance of a vehicle towing a load. Based on the current test conditions, the resistance during vehicle uphill driving and towing the load can be determined, and this resistance is applied to the test vehicle using a chassis dynamometer. This simulates the scenario of the vehicle towing a load uphill and performs the test, eliminating the need for actual towing and uphill testing, thus improving testing convenience.

[0053] Figure 1 This is a schematic diagram illustrating an application scenario provided by the present invention. For example... Figure 1 As shown, the specific application scenario of this invention is as follows: the host computer is connected to the vehicle under test and the chassis dynamometer, and the vehicle under test is set on the chassis dynamometer.

[0054] A chassis dynamometer mainly consists of a roller assembly, a loading device, and a measurement and control system. When simulating hill climbing, the loading device applies resistance to the rollers to simulate the gravitational force and other resistance forces that a vehicle needs to overcome when climbing, making the vehicle's movement on the chassis dynamometer feel like climbing a hill on a real road. Specifically, when a vehicle is moving on the rollers of the chassis dynamometer, the loading device adjusts the applied resistance in real time according to the set slope and the vehicle's driving status. For example, setting a certain slope will generate corresponding resistance, requiring the vehicle to output more power to maintain its movement, thus simulating the vehicle climbing a hill on that slope.

[0055] In some possible implementations, similar to slope simulation, the towed load can be simulated by applying resistance through rollers, and different towed load masses can be simulated by applying different resistances. Specifically, resistance can be applied to the rollers by the loading device to simulate the resistance when a vehicle is towing a load. Combining the slope resistance simulated by the rollers, the resistance when a vehicle is towing a load and climbing a slope can be simulated, thus simulating the scenario of a vehicle towing a load and climbing a slope.

[0056] In some possible implementations, chassis dynamometers can simulate towed loads through rigid connections using connecting devices. For example, a reverse force can be directly applied to the tow interface of the vehicle under test using rigid linkages or other connecting devices to simulate the working conditions of a towed load. Specifically, the tow interface of the vehicle under test can be rigidly connected to the loading device of the chassis dynamometer using connecting devices such as chains, wire ropes, or linkage shafts. The chassis dynamometer can then apply a reverse pulling force to tow the vehicle under test using the loading device to simulate a towed load, and the magnitude of the reverse pulling force can be controlled to simulate towed loads of different masses. In this method, the reverse pulling force acts directly on the tow interface of the vehicle under test during rigid connection, and its force path is consistent with the force path during actual towing, enabling a more accurate simulation of the working conditions of a real towed load.

[0057] The host computer is used for acquiring test conditions, real-time control, test data acquisition and analysis, etc. This host computer can be an electronic device with processing capabilities, such as a computer or server; however, this embodiment of the invention is not limited to this.

[0058] The vehicle under test refers to the vehicle used for testing. This vehicle under test can communicate with the host computer, receive driving instructions from the host computer, or return test data to the host computer.

[0059] Figure 2 This is a flowchart illustrating a method for testing the hill-climbing load of a vehicle-trailer according to an embodiment of the present invention. (See reference...) Figure 2 As shown, the method includes:

[0060] S101. Obtain the target test conditions.

[0061] For example, the target test condition refers to the test condition under the current operating parameters, which may include multiple operating parameters, such as slope, the mass of the towed load, and the drag coefficient. Therefore, the target test condition includes slope, the mass of the towed load, and the drag coefficient. Among them, the slope represents the climbing angle of the vehicle under test; the drag coefficient represents a dimensionless parameter of the vehicle's aerodynamic characteristics, which is related to the frontal area and the shape of the vehicle body.

[0062] In one example, the host computer can provide a visual interface to receive user input of the target test conditions; alternatively, the host computer can preset multiple test conditions and automatically trigger the execution of the target test conditions through a scheduled task.

[0063] S102. Determine the output torque of the chassis dynamometer under the target test conditions based on the slope, the mass of the towed load, and the drag coefficient.

[0064] For example, the output torque of the chassis dynamometer refers to the output torque of the loading device of the chassis dynamometer, which may include, for example, the rotational torque applied to the roller by the loading device, the torque of the rigidly connected connecting device, etc., to simulate the resistance experienced by the load towed by the vehicle under test at a preset slope.

[0065] In one example, the host computer can determine the total resistance under the target test condition based on the slope, the mass of the towed load, and the drag coefficient. Then, based on the relationship between resistance and torque, the total resistance is converted into the output torque of the chassis dynamometer. It can be understood that a force analysis can be performed on the test vehicle towing a load uphill. The total resistance can include slope resistance (the component of gravity when the test vehicle is towing the load), rolling resistance, and air resistance. Therefore, the total resistance can be determined based on the slope, the mass of the towed load, and the drag coefficient under the target test condition.

[0066] S103, control the chassis dynamometer to output the output torque to the vehicle being tested.

[0067] For example, the host computer can generate control commands based on the determined output torque of the chassis dynamometer and send them to the chassis dynamometer to control the chassis dynamometer to output the output torque to the vehicle under test.

[0068] Optionally, the host computer can acquire the torque output value of the chassis dynamometer in real time, and adjust the torque output value of the chassis dynamometer based on the torque output value and a preset proportional-integral-derivative control algorithm.

[0069] S104. Obtain test data from the chassis dynamometer and the vehicle under test, and generate test results based on the test data.

[0070] For example, test data refers to data including vehicle operating parameters and chassis dynamometer status parameters, used for vehicle performance evaluation. This test data may include the wheel speed of the vehicle under test, parameters of the range extender, battery parameters, etc., as well as the torque output value of the chassis dynamometer, the motor power of the loading device, the rotational speed of the rollers, etc. This embodiment of the invention does not limit the content of the test data; it can be set according to testing requirements. Test results represent quantitative indicators based on the processed and analyzed test data. These results can be presented in the form of charts or reports, which is not limited in this embodiment of the invention.

[0071] In one example, the host computer can obtain the status parameters of the chassis dynamometer, such as the drum speed, output torque, and power consumption, from the chassis dynamometer. Then, based on the status parameters of the chassis dynamometer, the key indicators of the chassis dynamometer can be determined. For example, the ramp power curve of the chassis dynamometer can be obtained based on the output torque of the chassis dynamometer. Alternatively, vehicle operating parameters can be obtained from the vehicle under test, such as the motor output torque, throttle opening, wheel speed, emission parameters, battery current and voltage, remaining battery charge, and battery temperature. These parameters can then be used to calculate key indicators such as the vehicle's climbing speed attenuation rate, energy consumption per unit mileage, yaw rate, battery cooling efficiency, and battery energy consumption rate. Alternatively, the state parameters of the chassis dynamometer and the vehicle's operating parameters can be combined for analysis to obtain key indicators. For example, by combining the motor output torque, speed, power, efficiency curve, and motor temperature of the vehicle under test, as well as the output torque and roller speed of the chassis dynamometer, key indicators such as the peak efficiency range of the motor during climbing under different towing load conditions, the rate of temperature rise under high load, and power attenuation can be determined. Test results can then be generated based on these key indicators. This embodiment of the invention does not limit the content of the key indicators; they can be set according to actual testing needs.

[0072] The hill-climbing test method for vehicle-trailer loads provided in this invention allows the host computer to determine the output torque of a chassis dynamometer based on the slope, load mass, and drag coefficient of the target test condition after acquiring the data. The dynamometer then applies this output torque to the vehicle under test, simulating its hill-climbing behavior under the target test condition. This allows for the acquisition and analysis of test data under the target test condition. In this method, the host computer can simulate different slopes and loads by controlling the output torque of the chassis dynamometer, without actually towing the load. Furthermore, it allows for precise control of the slope and load mass in a laboratory environment, improving testing convenience and controllability, as well as increasing testing efficiency and reducing testing costs.

[0073] Figure 3 This is a flowchart of a method for testing the hill-climbing load of a vehicle-trailer according to an embodiment of the present invention. Figure 4 This is a schematic diagram illustrating an application scenario provided by an embodiment of the present invention, with reference to... Figure 3 and Figure 4 As shown, in this embodiment... Figure 2 Based on the illustrated embodiments, the method for testing the hill-climbing load of a vehicle trailer provided by the present invention will be further described. The method includes:

[0074] S201. Obtain the target test conditions.

[0075] It should be noted that this step is similar to the aforementioned step S101, and will not be repeated here.

[0076] S202. Obtain the mass of the vehicle being tested.

[0077] For example, the host computer can receive the mass of the vehicle under test input by the user through a visual interface; alternatively, the chassis dynamometer can measure the mass of the vehicle under test and send it to the host computer; or the host computer can obtain the pre-stored mass of the vehicle under test from the electronic control unit of the vehicle under test.

[0078] S203. Determine the slope resistance and rolling resistance of the tested vehicle based on the slope and the mass of the tested vehicle; and determine the slope resistance and rolling resistance of the towed load based on the slope and the mass of the towed load.

[0079] For example, slope resistance characterizes the component of gravity acting on the tested vehicle or towed load along the slope direction. Rolling resistance characterizes the resistance generated by tire-road friction, which can be simulated using the rollers of a chassis dynamometer.

[0080] In one example, the gradient resistance of the tested vehicle can be calculated using the following formula (1):

[0081] F veh-slope =Mgsinθ, (1)

[0082] Among them, F veh-slope The slope resistance of the vehicle under test is represented by M, the mass of the vehicle under test is represented by g, and the slope is represented by θ.

[0083] Similarly, the gradient resistance of the towed load can be calculated using the following formula (2):

[0084] F load-slope =mgsinθ, (2)

[0085] Among them, F load-slope The slope resistance of the towed load is represented by m, and the mass of the towed load is represented by m.

[0086] The rolling resistance of the tested vehicle can be calculated using the following formula (3):

[0087] F veh-roll =μMg, (3)

[0088] Among them, F veh-roll μ represents the rolling resistance of the vehicle being tested, and μ represents the rolling friction coefficient.

[0089] Similarly, the rolling resistance of the towed load can be calculated using the following formula (4):

[0090] F load-roll =μmg, (4)

[0091] Among them, F load-roll This indicates the rolling resistance of the towed load.

[0092] S204. Determine air resistance based on the drag coefficient.

[0093] For example, air resistance can be calculated using the following formula (5):

[0094]

[0095] Among them, F wind C represents air resistance, ρ represents air density, and C represents air density. d This represents the drag coefficient, and A represents the frontal area. This indicates the speed of the vehicle being measured.

[0096] It should be noted that air density and frontal area can be preset values, and the speed of the vehicle being tested can be obtained by the host computer collecting the speed of the vehicle in real time.

[0097] S205. Based on the slope resistance and rolling resistance of the vehicle under test, the slope resistance and rolling resistance of the towed load, and the air resistance, determine the output torque of the chassis dynamometer under the target test conditions.

[0098] For example, the host computer can determine the total resistance based on the slope resistance and rolling resistance of the vehicle under test, the slope resistance and rolling resistance of the towed load, and the air resistance, and then convert the total resistance into the output torque of the chassis dynamometer.

[0099] In some possible implementations, the output torque of the chassis dynamometer under the target test conditions can be determined based on the slope resistance and rolling resistance of the vehicle under test, the slope resistance and rolling resistance of the towed load, air resistance, and the simulation method of the towed load; wherein the simulation method is a rigid connection or roller loading.

[0100] For example, a chassis dynamometer can simulate the towing load condition using different simulation methods. For instance, it can directly simulate the resistance experienced when towing the load by applying it through the rollers of the chassis dynamometer (roller loading simulation); or it can simulate the towing load by applying a reverse pulling force to the vehicle under test through a rigid connection using the loading device of the chassis dynamometer (rigid connection simulation). Because the simulation methods for the towing load differ, the calculation method for the output torque of the chassis dynamometer also differs. Different calculations are required based on different simulation methods to improve the accuracy of the output torque calculation, thereby enabling a more accurate simulation of the target test condition.

[0101] One possible implementation involves obtaining the wheel radius of the vehicle under test and the transmission efficiency of the rigid connection if the simulation method is a rigid connection. A first torque is determined based on the slope resistance and rolling resistance of the vehicle under test, the rolling resistance of the towed load, air resistance, and the wheel radius. A second torque is determined based on the slope resistance and transmission efficiency of the towed load. The output torque of the chassis dynamometer is then determined based on the first and second torques. The transmission efficiency characterizes the degree of energy loss in the power transmission path.

[0102] For example, the host computer can receive the wheel radius and transmission efficiency of the rigid connection of the vehicle under test input by the user through a visual interface. Then, based on the following formula (6), it can calculate the first torque using the slope resistance and rolling resistance of the vehicle under test, the rolling resistance of the towed load, the air resistance, and the wheel radius. The first torque is used to characterize the torque applied to the roller by the loading device of the chassis dynamometer. In other words, the chassis dynamometer can simulate the slope resistance and rolling resistance of the vehicle under test, the rolling resistance of the towed load, and the air resistance based on the roller loading. At the same time, based on the following formula (7), the second torque can be determined using the slope resistance and transmission efficiency of the towed load. In other words, the chassis dynamometer can apply the second torque in a rigid connection manner to pull the towed load in the opposite direction to simulate the slope resistance of the towed load. The sum of the first torque and the second torque can then be used as the output torque of the chassis dynamometer.

[0103] T1=(F veh-slope +F veh-roll +F load-roll +F wind )×R, (6)

[0104] Where T1 represents the first torque and R represents the wheel radius of the vehicle being tested;

[0105] T2 = F load-slope ×R×η, (7)

[0106] Where T2 represents the second torque and η represents the transmission efficiency.

[0107] In this way, the reverse tension (slope resistance of the towed load) during rigid connection acts directly on the towing interface of the vehicle under test. Its force path is consistent with the force path when actually towing a load, which can more accurately simulate the working conditions when towing a load. Furthermore, considering the transmission efficiency during rigid connection, the output torque of the chassis dynamometer can be determined more accurately.

[0108] One possible implementation, if the simulation method is roller loading, is to obtain the roller rotational inertia and roller angular acceleration of the chassis dynamometer, as well as the wheel radius of the vehicle under test; determine the total resistance based on the slope resistance and rolling resistance of the vehicle under test, the slope resistance and rolling resistance of the towed load, and the air resistance; and determine the output torque of the chassis dynamometer based on the roller rotational inertia, angular acceleration, wheel radius, and total resistance.

[0109] For example, the moment of inertia of the roller represents the inertial parameter of the roller itself when it rotates; the angular acceleration of the roller represents the rate of change of the roller angular velocity with time; the host computer can obtain the preset moment of inertia of the roller and the real-time measured angular acceleration of the roller from the chassis dynamometer, and obtain the preset wheel radius from the vehicle under test or receive the wheel radius input by the user. The total resistance is the sum of the slope resistance and rolling resistance of the vehicle under test, the slope resistance and rolling resistance of the towed load, and the air resistance, and the output torque of the chassis dynamometer is determined based on the following formula (8) using the moment of inertia of the roller, the angular acceleration, the wheel radius and the total resistance.

[0110] T total =F total ×R+J×α, (8)

[0111] Among them, T total The output torque of the chassis dynamometer is represented by J, the moment of inertia of the drum is represented by F. total Let α represent the total drag force and α represent the angular acceleration.

[0112] Optionally, the calculation method of the first torque mentioned above can also refer to the calculation method shown in formula (8), and the first torque can be compensated by the rotational inertia and angular acceleration of the roller to obtain a more accurate first torque.

[0113] S206. Based on the output torque of the chassis dynamometer, generate control commands and send them to the chassis dynamometer.

[0114] For example, the control command is used to control the chassis dynamometer to simulate the target test condition applied to the vehicle under test. When the aforementioned simulation method is a rigid connection, the control command may carry information including a first torque and a second torque. Thus, when the chassis dynamometer receives the control command, it can control the loading torque of the loading device on the roller based on the first torque, and control the loading torque of the loading device on the rigid connection device based on the second torque.

[0115] S207. Based on the test data, determine the key performance indicators.

[0116] For example, key performance indicators represent parameters for quantitatively evaluating vehicle performance, such as driving range, power response time, etc. This embodiment of the invention does not limit these parameters, and they can be set based on testing requirements.

[0117] In one example, the host computer can preset multiple key performance indicators and the calculation method of these key performance indicators, and then calculate multiple key performance indicators based on the acquired test data and the calculation method of the key performance indicators.

[0118] S208. Generate test results based on key performance indicators.

[0119] For example, test reports can be automatically generated based on key performance indicators and a pre-defined large language model, including indicator comparisons, chart analysis, and conclusions and recommendations.

[0120] Optionally, the test results may include performance analysis of the power system of the vehicle under test when towing a load and climbing a hill, such as the motor drive efficiency and energy loss of the transmission system; performance analysis of the energy management system of the vehicle under test when towing a load and climbing a hill, such as battery discharge efficiency and range simulation, and efficiency of the energy recovery system; performance analysis of the electronic control system and dynamic response of the vehicle under test when towing a load and climbing a hill, such as verification of the motor control strategy and performance of the stability control system; and effectiveness analysis of the thermal management system of the vehicle under test when towing a load and climbing a hill, such as the thermal management efficiency of the motor and battery.

[0121] In some embodiments, the vehicle towing load climbing test method provided by the present invention can also simulate extreme scenarios. For example, the chassis dynamometer can be placed in an environmental chamber, and the climbing conditions of the towing load under different temperature environments can be simulated by controlling the temperature of the environmental chamber, such as extreme environmental conditions such as low temperature and high temperature. Then the host computer can obtain test data and test results under different environments, such as analyzing the degree of battery range degradation of the vehicle under test under low temperature conditions.

[0122] In some embodiments, during a simulated hill-climbing test with a towed load, a temperature disturbance signal is injected into the battery of the vehicle under test to trigger the cooling system of the vehicle under test to operate, thereby acquiring test data such as the response time and energy consumption of the cooling system and obtaining the performance test results of the thermal management system. For example, the battery of the vehicle under test can be heated by a heating device to inject the temperature disturbance signal.

[0123] In some embodiments, when the vehicle under test is subjected to a simulated hill-climbing test with a towed load, the chassis dynamometer can simulate a downhill condition by dragging the wheels in the opposite direction to obtain test data such as the electrical energy recovered by regenerative braking. The efficiency of the energy recovery system can then be determined based on the ratio of the electrical energy recovered by regenerative braking to the theoretical kinetic energy loss.

[0124] In some embodiments, when the simulated towed load is a rigid connection, a disengagement command is output to the chassis dynamometer.

[0125] For example, the uncoupling command represents a control signal that can trigger an instantaneous unloading of the rigidly connected connection device, which can be used to simulate the uncoupling of a towed load. The host computer can receive the uncoupling command input by the user, or trigger the uncoupling command through a timed task, and output the uncoupling command to the chassis dynamometer. After receiving the uncoupling command, the chassis dynamometer can control the loading device to disconnect from the vehicle under test, thus simulating the unexpected uncoupling of the towed load. Furthermore, after uncoupling, the host computer can obtain test data during and after uncoupling, and through analysis of the test data, obtain key performance indicators, and thus test results. These key performance indicators may include, for example, the response delay time of the vehicle's stability control system to uncoupling, peak yaw rate, the braking pressure ratio of the inner and outer wheels, and the vehicle body lateral deviation, etc., which can be specifically set based on actual needs. Simulating the situation of unexpected uncoupling of a towed load through a rigid connection can more accurately simulate the situation, resulting in more accurate test results.

[0126] In this way, after receiving the target test conditions input by the user, the host computer can automatically perform hill climbing tests on the vehicle under test with towing load, generate test results including test curves and chart analysis, and support multiple cyclic simulations of test conditions, as well as simulations of extreme conditions, thereby improving test efficiency and convenience while reducing test costs.

[0127] The hill-climbing test method for vehicle-trailer loads provided in this invention involves a host computer decomposing the resistance under the target test conditions based on the slope, the mass of the towed load, and the drag coefficient. This decomposes the slope resistance and rolling resistance of the vehicle under test, the slope resistance and rolling resistance of the towed load, and the air resistance. Based on the simulation method of the towed load, a more accurate output torque of the chassis dynamometer is calculated. After the chassis dynamometer applies this output torque to the vehicle under test, test data under the target test conditions is obtained, leading to key performance indicators. Test results are then derived based on these key performance indicators. This method allows the host computer to more accurately simulate the hill-climbing conditions of the vehicle under test with a towed load using resistance decomposition, thereby obtaining more accurate key performance indicators and more accurate test results. This improves test accuracy and enables control of the towed load mass in a laboratory environment, enhancing testing convenience and efficiency while reducing testing costs.

[0128] Figure 5 This is a schematic diagram of the structure of a vehicle-towed load climbing test device according to an embodiment of the present invention, as shown below. Figure 5 As shown, the vehicle towing load climbing test device 300 of this embodiment includes:

[0129] The acquisition module 301 is used to acquire the target test conditions; wherein, the target test conditions include the slope, the mass of the towed load, and the wind resistance coefficient;

[0130] The determining module 302 is used to determine the output torque of the chassis dynamometer under the target test condition based on the slope, the mass of the towed load, and the drag coefficient; and to control the chassis dynamometer to output the output torque to the vehicle under test.

[0131] The generation module 303 is used to acquire test data from the chassis dynamometer and the vehicle under test, and generate test results based on the test data.

[0132] In some possible implementations, the determining module 302 is specifically used for:

[0133] Obtain the mass of the vehicle under test;

[0134] Based on the slope and the mass of the vehicle under test, determine the slope resistance and rolling resistance of the vehicle under test; and based on the slope and the mass of the towed load, determine the slope resistance and rolling resistance of the towed load.

[0135] Determine the air resistance based on the aforementioned drag coefficient;

[0136] The output torque of the chassis dynamometer under the target test condition is determined based on the slope resistance and rolling resistance of the tested vehicle, the slope resistance and rolling resistance of the towed load, and the air resistance.

[0137] In some possible implementations, the determining module 302 is specifically used for:

[0138] Based on the slope resistance and rolling resistance of the vehicle under test, the slope resistance and rolling resistance of the towed load, the air resistance, and the simulation method of the towed load, the output torque of the chassis dynamometer under the target test condition is determined; wherein, the simulation method is a rigid connection or roller loading.

[0139] In some possible implementations, the determining module 302 is specifically used for:

[0140] If the simulation method is a rigid connection, then the wheel radius of the vehicle under test and the transmission efficiency of the rigid connection are obtained; wherein, the transmission efficiency characterizes the degree of energy loss in the power transmission path;

[0141] The first torque is determined based on the slope resistance and rolling resistance of the tested vehicle, the rolling resistance of the towed load, the air resistance, and the wheel radius.

[0142] The second torque is determined based on the slope resistance of the towed load and the transmission efficiency;

[0143] The output torque of the chassis dynamometer is determined based on the first torque and the second torque.

[0144] In some possible implementations, the determining module 302 is specifically used for:

[0145] If the simulation method is roller loading, then the roller rotational inertia and roller angular acceleration of the chassis dynamometer, as well as the wheel radius of the vehicle under test, are obtained.

[0146] The total resistance is determined based on the slope resistance and rolling resistance of the tested vehicle, the slope resistance and rolling resistance of the towed load, and the air resistance.

[0147] The output torque of the chassis dynamometer is determined based on the roller's moment of inertia, the angular acceleration, the wheel radius, and the total resistance.

[0148] In some possible implementations, the determining module 302 is specifically used for:

[0149] Based on the output torque of the chassis dynamometer, a control command is generated and sent to the chassis dynamometer; wherein, the control command is used to control the chassis dynamometer to simulate the target test condition and apply it to the vehicle under test.

[0150] In some possible implementations, the generation module 303 is specifically used for:

[0151] Based on the test data, key performance indicators were determined;

[0152] Test results are generated based on the aforementioned key performance indicators.

[0153] In some possible implementations, the device further includes an output module for:

[0154] When the simulated towed load is in a rigid connection mode, a disengagement command is output to the chassis dynamometer; wherein, the disengagement command is used to simulate the working condition of the towed load being uncoupled.

[0155] The apparatus of this invention can be used to execute the technical solutions of any of the method embodiments shown above. Its implementation principle and technical effect are similar, and will not be repeated here.

[0156] Figure 6 This is a schematic diagram of the structure of an electronic device provided according to an embodiment of the present invention. Figure 6 As shown, the electronic device 400 provided in this embodiment includes at least one processor 401 and a memory 402. Optionally, the electronic device 400 further includes a communication component 403. The processor 401, memory 402, and communication component 403 are connected via a bus. This electronic device can be the aforementioned host computer.

[0157] In a specific implementation, at least one processor 401 executes computer execution instructions stored in memory 402, causing at least one processor 401 to perform the above-described method.

[0158] The specific implementation process of processor 401 can be found in the above method embodiments, and its implementation principle and technical effect are similar. It will not be repeated here.

[0159] In the above embodiments, it should be understood that the processor can be a Central Processing Unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), etc. The general-purpose processor can be a microprocessor or any conventional processor. The steps of the method disclosed in this invention can be directly implemented by a hardware processor, or implemented by a combination of hardware and software modules within the processor.

[0160] The memory may include random access memory (RAM) and may also include non-volatile memory (NVM), such as at least one disk storage device.

[0161] The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. Buses can be categorized as address buses, data buses, control buses, etc. For ease of illustration, the buses shown in the accompanying drawings are not limited to a single bus or a single type of bus.

[0162] This application also provides a computer program product, including a computer program that, when executed by a processor, implements the above-described method.

[0163] This application also provides a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, implement the above-described method.

[0164] The aforementioned readable storage medium can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic storage, flash memory, magnetic disk, or optical disk. The readable storage medium can be any available medium accessible to a general-purpose or special-purpose computer.

[0165] An exemplary readable storage medium is coupled to a processor, enabling the processor to read information from and write information to the readable storage medium. Of course, the readable storage medium can also be a component of the processor. The processor and the readable storage medium can reside in an Application Specific Integrated Circuit (ASIC). Alternatively, the processor and the readable storage medium can exist as discrete components in the device.

[0166] The division of units is merely a logical functional division; in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be indirect coupling or communication connection through some interfaces, devices, or units, and may be electrical, mechanical, or other forms.

[0167] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0168] In addition, the functional units in the various embodiments of the present invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit.

[0169] If a function is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this invention, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of the various embodiments of this invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0170] Those skilled in the art will understand that all or part of the steps of the above-described method embodiments can be implemented by hardware related to program instructions. The aforementioned program can be stored in a computer-readable storage medium. When executed, the program performs the steps of the above-described method embodiments; and the aforementioned storage medium includes various media capable of storing program code, such as ROM, RAM, magnetic disks, or optical disks.

[0171] Finally, it should be noted that other embodiments of the invention will readily occur to those skilled in the art upon consideration of the specification and practice of the invention disclosed herein. This invention is intended to cover any variations, uses, or adaptations of the invention that follow the general principles of the invention and include common knowledge or customary techniques in the art not disclosed herein, and is not limited to the precise structures described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of the invention is limited only by the appended claims.

Claims

1. A method for testing the hill-climbing capacity of a vehicle with a towed load, characterized in that, The method is applied to a host computer, which is connected to both the vehicle under test and a chassis dynamometer. The vehicle under test is mounted on the chassis dynamometer. The method includes: Obtain the target test conditions; wherein, the target test conditions include the slope, the mass of the towed load, and the drag coefficient; Based on the slope, the mass of the towed load, and the drag coefficient in the target test condition, determine the output torque of the chassis dynamometer under the target test condition; and control the chassis dynamometer to output the output torque to the vehicle under test; Test data is obtained from the chassis dynamometer and the vehicle under test, and test results are generated based on the test data.

2. The method according to claim 1, characterized in that, The step of determining the output torque of the chassis dynamometer under the target test condition based on the slope, the mass of the towed load, and the drag coefficient includes: Obtain the mass of the vehicle under test; Based on the slope and the mass of the vehicle under test, determine the slope resistance and rolling resistance of the vehicle under test; and based on the slope and the mass of the towed load, determine the slope resistance and rolling resistance of the towed load. Determine the air resistance based on the aforementioned drag coefficient; The output torque of the chassis dynamometer under the target test condition is determined based on the slope resistance and rolling resistance of the tested vehicle, the slope resistance and rolling resistance of the towed load, and the air resistance.

3. The method according to claim 2, characterized in that, The step of determining the output torque of the chassis dynamometer under the target test condition based on the gradient resistance and rolling resistance of the tested vehicle, the gradient resistance and rolling resistance of the towed load, and the air resistance includes: Based on the slope resistance and rolling resistance of the vehicle under test, the slope resistance and rolling resistance of the towed load, the air resistance, and the simulation method of the towed load, the output torque of the chassis dynamometer under the target test condition is determined; wherein, the simulation method is a rigid connection or roller loading.

4. The method according to claim 3, characterized in that, The step of determining the output torque of the chassis dynamometer under the target test condition based on the slope resistance and rolling resistance of the tested vehicle, the slope resistance and rolling resistance of the towed load, the air resistance, and the simulation method of the towed load includes: If the simulation method is a rigid connection, then the wheel radius of the vehicle under test and the transmission efficiency of the rigid connection are obtained; wherein, the transmission efficiency characterizes the degree of energy loss in the power transmission path; The first torque is determined based on the slope resistance and rolling resistance of the tested vehicle, the rolling resistance of the towed load, the air resistance, and the wheel radius. The second torque is determined based on the slope resistance of the towed load and the transmission efficiency; The output torque of the chassis dynamometer is determined based on the first torque and the second torque.

5. The method according to claim 3, characterized in that, The step of determining the output torque of the chassis dynamometer under the target test condition based on the slope resistance and rolling resistance of the tested vehicle, the slope resistance and rolling resistance of the towed load, the air resistance, and the simulation method of the towed load includes: If the simulation method is roller loading, then the roller rotational inertia and roller angular acceleration of the chassis dynamometer, as well as the wheel radius of the vehicle under test, are obtained. The total resistance is determined based on the slope resistance and rolling resistance of the tested vehicle, the slope resistance and rolling resistance of the towed load, and the air resistance. The output torque of the chassis dynamometer is determined based on the roller's moment of inertia, the angular acceleration, the wheel radius, and the total resistance.

6. The method according to claim 1, characterized in that, The control of the chassis dynamometer to output the output torque applied to the vehicle under test includes: Based on the output torque of the chassis dynamometer, a control command is generated and sent to the chassis dynamometer; wherein, the control command is used to control the chassis dynamometer to simulate the target test condition and apply it to the vehicle under test.

7. The method according to any one of claims 1-6, characterized in that, The step of generating test results based on the test data includes: Based on the test data, key performance indicators were determined; Test results are generated based on the aforementioned key performance indicators.

8. The method according to any one of claims 1-6, characterized in that, The method further includes: When the simulated towed load is in a rigid connection mode, a disengagement command is output to the chassis dynamometer; wherein, the disengagement command is used to simulate the working condition of the towed load being uncoupled.

9. A hill-climbing test device for vehicle towing load, characterized in that, The device is applied to a host computer, which is connected to both the vehicle under test and a chassis dynamometer. The vehicle under test is mounted on the chassis dynamometer. The acquisition module is used to acquire the target test conditions; wherein, the target test conditions include the slope, the mass of the towed load, and the drag coefficient. The determination module is used to determine the output torque of the chassis dynamometer under the target test condition based on the slope, the mass of the towed load, and the drag coefficient; and to control the chassis dynamometer to output the output torque to the vehicle under test. The generation module is used to acquire test data from the chassis dynamometer and the vehicle under test, and generate test results based on the test data.

10. An electronic device, characterized in that, include: Memory, processor; The memory stores computer-executed instructions; The processor executes computer execution instructions stored in the memory, causing the processor to perform the method as described in any one of claims 1-8.

11. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer-executable instructions, which, when executed by a processor, are used to implement the method as described in any one of claims 1-8.

12. A computer program product, characterized in that, Includes a computer program that, when executed by a processor, implements the method as described in any one of claims 1-8.

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