Method and system for testing vehicle's ability to recover from off-tracking based on lateral impact

Abstract

The application relates to the technical field of vehicle dynamic performance testing, and particularly discloses a method and system for testing the tracking recovery capability of a vehicle based on lateral impact. The method comprises the following steps: collecting position information of a tested vehicle in real time during tracking driving of the tested vehicle on a test road; if the tested vehicle reaches an impact triggering area, controlling lateral movement of a road simulation plate laid on the test road to simulate an impact working condition; when the tested vehicle reaches the impact triggering area, rear wheels of the tested vehicle are located on the road simulation plate; acquiring an instantaneous yaw angle of the tested vehicle during lateral movement of the road simulation plate; and in response to the instantaneous yaw angle being greater than a first set threshold for the first time, testing the tracking recovery capability of the vehicle according to driving performance of the tested vehicle under control of an electronic stability system. The application overcomes the technical bottleneck that interference in a traditional control test is uncontrollable and data is not quantified, and realizes repeatable testing, controllable parameters and quantitative evaluation.

Description

Technical Field

[0001] This application relates to the field of vehicle dynamic performance testing technology, and in particular to a testing method and system for testing a vehicle's tracking recovery capability based on lateral impact. Background Technology

[0002] Vehicle dynamic stability, especially the ability to recover from tracking failures under extreme conditions, is one of the core indicators for measuring the active safety performance of modern automobiles.

[0003] Currently, the industry's testing and evaluation of this type of performance mainly relies on traditional real-vehicle road testing methods, with the "moose test" and low-traction road handling tests being the most typical. These testing methods assess the vehicle's attitude recovery ability after intervention by electronic stability systems (ESC) by simulating vehicle handling under emergency obstacle avoidance or low-traction road conditions. However, these traditional methods inherently depend on the driver's subjective operation on specific road surfaces. The testing process and results are significantly affected by various human factors such as the road friction coefficient, steering input angle and speed, and accelerator and brake operation, resulting in many uncontrollable interference variables in the testing conditions.

[0004] In view of the above, this application is hereby submitted. Summary of the Invention

[0005] The purpose of this application is to provide a test method and system for evaluating a vehicle's tracking recovery capability based on lateral impact, which simulates impact conditions through the lateral movement of a road simulation board, thereby evaluating the vehicle's tracking recovery capability.

[0006] To achieve the above objectives, this application adopts the following technical solution: Firstly, this application provides a testing method for a vehicle's tracking recovery capability based on a lateral impact, comprising: During the test vehicle's trajectory-following journey on the test road, the vehicle's location information is collected in real time; wherein the test vehicle is equipped with an electronic stability system. If the vehicle under test reaches the impact triggering zone, the road simulation slab laid on the test road is controlled to move laterally to simulate the impact condition; wherein, when the vehicle under test reaches the impact triggering zone, the rear wheels of the vehicle under test are located on the road simulation slab; the lateral movement is a direction perpendicular to the vehicle's direction of travel. During the lateral movement of the road simulation board, the instantaneous yaw angle of the vehicle under test is obtained; In response to the instantaneous yaw angle being greater than a first set threshold for the first time, the vehicle's tracking recovery capability is tested based on the driving performance of the vehicle under the control of the electronic stability system.

[0007] Secondly, this application provides a testing system for a vehicle's tracking recovery capability based on a lateral impact, comprising: A positioning device is used to collect the location information of the vehicle under test in real time while the vehicle under test is driving along a test road; wherein the vehicle under test is equipped with an electronic stability system. A control device is used to control the lateral movement of a road simulation slab laid on the test road to simulate an impact condition if the vehicle under test reaches the impact triggering zone; wherein, when the vehicle under test reaches the impact triggering zone, the wheels of the vehicle under test are located on the road simulation slab; the lateral movement is a direction perpendicular to the vehicle's direction of travel. An inertial measurement unit mounted on the vehicle under test is used to acquire the instantaneous yaw angle of the vehicle under test during the lateral movement of the road simulation board. The control device is used to test the vehicle's tracking recovery capability based on the vehicle's driving performance under the control of the electronic stability system in response to the instantaneous yaw angle being greater than a first set threshold for the first time.

[0008] Compared with the prior art, the technical effects of this application are as follows: This application utilizes multi-source data fusion technology combining a grating sensor array and an onboard positioning device to accurately determine the moment a vehicle enters the impact trigger zone, thereby triggering the lateral movement of the road simulation board. The lateral movement of the road simulation board is precisely controlled by a transmission mechanism, completely eliminating random errors introduced by driver input variations in traditional moose tests. This achieves a high degree of standardization and reproducibility of the timing, force, and direction of the interference input to the vehicle, ensuring consistency of initial conditions from the source of testing, and thus greatly improving the accuracy, reliability, and comparability of the test data.

[0009] This application abandons the traditional evaluation model that relies on the subjective feelings of experienced evaluators and innovatively develops a quantitative test model for the tracking recovery index. Based on real-time dynamic data of the vehicle after an impact (such as yaw rate and trajectory deviation), the model calculates an objective and quantifiable score through a specific algorithm, providing a unified and fair benchmark for comparing the performance of different vehicle models and greatly promoting the scientific development of vehicle stability control technology evaluation standards. Attached Figure Description

[0010] To more clearly illustrate the technical solutions in the specific embodiments of this application or the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0011] Figure 1 This is a flowchart illustrating a test method for a vehicle's tracking recovery capability based on a lateral impact, provided in an embodiment of this application. Figure 2 This is a schematic diagram of the driving trajectory provided in the embodiments of this application; Figure 3 This is a schematic diagram of the structure of a test system for the recovery capability of a vehicle's tracking ability based on a lateral impact, provided in an embodiment of this application. Figure 4 This is a schematic diagram of the transmission system provided in the embodiments of this application. Detailed Implementation

[0012] To make the objectives, technical solutions, and advantages of this application clearer, the technical solutions of this application will be clearly and completely described below. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of them. Based on the embodiments in this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0013] This application provides a testing method for a vehicle's tracking recovery capability based on a lateral impact. It is applicable to scenarios where a vehicle equipped with an electronic stability control (ESC) undergoes a simulated lateral impact, and the tracking recovery capability after the impact is tested. Specifically, in a laboratory or dedicated test track environment, when a simulated vehicle encounters a sudden lateral disturbance (such as crosswind or a collision with another vehicle) and loses control due to tail-swing, its electronic stability control system (ESC) intervenes and uses strategies such as torque control or suspension control to guide the vehicle back to its original trajectory and continue tracking. This embodiment tests the vehicle's tracking recovery capability.

[0014] Figure 1 This is a flowchart illustrating a test method for a vehicle's tracking recovery capability based on a lateral impact, provided in an embodiment of this application. Figure 3 This is a schematic diagram of the structure of a test system for assessing a vehicle's tracking recovery capability based on a lateral impact, provided in an embodiment of this application. See also... Figure 1 and Figure 3 The method provided in this embodiment is executed by a control device and includes the following steps: S110. During the process of the vehicle under test following the track on the test road, the location information of the vehicle under test is collected in real time.

[0015] First, prepare a vehicle to be tested, equipped with an electronic stability system (ESC), and the vehicle is under standard load.

[0016] An array of grating sensors is laid along the test road. When one grating in the array moves a tiny scribe line distance (e.g., 1 micrometer) relative to another, the moiré fringes will shift a large distance (e.g., 1 millimeter). This optical magnification effect enables the system to measure extremely small displacements with high precision and high resolution. In this embodiment, the local position information of the vehicle under test is detected in real time using the grating sensor array.

[0017] The vehicle being tested is equipped with positioning devices, such as GPS or BeiDou positioning devices, which can collect the vehicle's global location information in real time.

[0018] The test vehicle travels in a straight line along the test road at a constant target speed (e.g., 60 km / h). When the front wheels of the test vehicle run over the array of laid-out optical sensors, the array immediately sends a position data to the control device. The positioning device also transmits global positioning information to the control device in real time via wireless communication.

[0019] The control device determines the position of the vehicle in real time based on the position data and information from the grating sensor array. The position data from the grating sensor array is used to precisely locate the front wheels. The precise location of the center of gravity can be calculated based on the longitudinal distance between the front wheels and the center of gravity. Assuming that when the front wheels pass over the grating sensor array, the precisely located center of the front wheels is sensed as two-dimensional coordinates (a, b), and the distance B from the center of the front wheels to the vehicle's center of gravity (i.e., the installation position of the positioning device) is known, the precise location of the center of gravity (a, b+B) can be calculated. At this point, the position sent by the positioning device inside the vehicle is (a1, b1, c1). Ignoring vertical displacement, the positioning deviation (a1-a, b1-bB) is calculated based on the calculated precise location. This deviation is subtracted from subsequent positions sent by the positioning device to obtain a more accurate center of gravity position. Finally, based on the distance between the center of gravity and the rear wheel center, the real-time, precise position of the rear wheel center is calculated.

[0020] S120. If the vehicle under test reaches the impact trigger zone, control the lateral movement of the road simulation slab laid on the test road to simulate the impact condition.

[0021] The impact trigger zone is a pre-defined area on the test road, slightly larger than the wheel diameter but smaller than the wheelbase between the front and rear axles. The vehicle is considered to have reached the impact trigger zone when the center of the rear wheel is located within it and the front wheels have already passed through it.

[0022] After obtaining the real-time precise position of the rear wheel center based on the record of S120, the control device determines that the position has reached the impact trigger zone and immediately controls the lateral movement of the road simulation slab laid on the test road to simulate the impact condition.

[0023] The road simulation panel completely covers the impact-triggered zone and is a rigid panel with a certain load-bearing capacity that can move relative to the ground. The surface of the road simulation panel (i.e., the side in contact with the wheel) simulates the road adhesion coefficient. For example, standard asphalt / concrete test blocks are attached to the road simulation panel to simulate high-adhesion road surfaces. Ceramic tiles or ice surface simulation materials are placed on the road simulation panel to simulate low-adhesion road surfaces.

[0024] When the control device controls the lateral movement of the road simulation board, it will cause the rear wheels to move laterally, and the vehicle body will generate a certain yaw rate, thereby simulating the state of the vehicle being subjected to a lateral impact.

[0025] Optionally, the control device sends a motion signal to the transmission system. Specifically, it determines the yaw angle requirement and the speed of the vehicle under test based on the current test case; it determines the lateral movement speed of the road simulation board based on the yaw angle requirement; and it encapsulates the lateral movement speed into a motion signal and sends it to the transmission system so that the transmission system responds to the motion signal and drives the road simulation board to move laterally.

[0026] In one specific implementation, multiple test cases are pre-set, and one test case is selected for this test. The test case specifies the correspondence between the vehicle's speed, road adhesion coefficient, yaw angle requirement, and the lateral movement speed of the road simulation board. The autonomous driving system in the vehicle under test follows the trajectory based on the vehicle's speed. The corresponding road simulation board is laid in the impact trigger area according to the road adhesion coefficient specified in the test case. The corresponding lateral movement speed is determined based on the current yaw angle requirement, and the transmission system drives the road simulation board to move at this "lateral movement speed," causing the vehicle to meet the "yaw angle requirement."

[0027] The correspondences in the test cases need to be calibrated experimentally beforehand. Specifically, the calibration vehicle drives over a road simulation board at a certain speed, while simultaneously driving the road simulation board laterally via the transmission system and recording the lateral movement speed. The maximum yaw angle is detected by the inertial measurement unit on the calibration vehicle. For example, if the calibration vehicle's speed is 50 km / h, the road simulation board will generate a lateral movement speed of 1.6 m / s, achieving a maximum yaw angle of 3°. The driving speed, road adhesion coefficient, yaw angle requirement (i.e., maximum yaw angle), and lateral movement speed of the road simulation board obtained from this calibration are recorded in the test cases. The weight of the calibration vehicle should be the same as the weight of the vehicle under test.

[0028] S130. During the lateral movement of the road simulation board, the instantaneous yaw angle of the vehicle under test is obtained.

[0029] The vehicle under test is equipped with an inertial measurement unit that collects the vehicle's instantaneous yaw angle in real time and transmits it to the control device via wireless communication. After the vehicle reaches the impact trigger zone, the control device stores the instantaneous yaw angle in a queue according to the timestamp sequence.

[0030] In the queue, the instantaneous yaw angle is compared with a first preset threshold. The first preset threshold is a benchmark for determining whether the tested vehicle is affected by the lateral movement of the road simulation board, distinguishing it from minor lateral movements of the vehicle, and can be calibrated experimentally. If the instantaneous yaw angle is greater than the first preset threshold for the first time, it indicates that the tested vehicle is affected by the lateral movement of the road simulation board, and this serves as the starting point for testing tracking recovery capability.

[0031] S140. In response to the instantaneous yaw angle being greater than a first set threshold for the first time, the vehicle tracking recovery capability is tested based on the driving performance of the vehicle under the control of the electronic stability system.

[0032] This process includes the following three steps: Step 1: Based on the real-time position of the vehicle under test, calculate the vehicle's trajectory relative to the original planned path under the control of the electronic stability system (see...). Figure 2 and Figure 3 The area of ​​the trajectory offset (the dashed line in the diagram).

[0033] After being subjected to a lateral impact, the electronic stability system is triggered, which controls the vehicle to return to its original driving trajectory (i.e., the track it is following). Figure 2 This is a schematic diagram of the driving trajectory provided in this application embodiment, with the position of the center of gravity as a reference. The real-time position of the vehicle under test (e.g., position information sent by the in-vehicle positioning device) is sent to the control device. The control device draws the vehicle's driving trajectory ( Figure 2 The solid line in the middle), and the starting point is the moment when the instantaneous yaw angle first exceeds the set threshold ( Figure 2 The black dots in the diagram are used to calculate the driving trajectory relative to the original driving trajectory. Figure 2 The trajectory offset area (shown as the dashed line in the diagram, see the red shaded area) is calculated until the tested vehicle returns to its original driving trajectory, at which point the area calculation ends. The larger the trajectory offset area, the worse the vehicle's path correction capability.

[0034] Step 2: Based on the yaw rate of the vehicle under test, calculate the time from the end of the impact to when the yaw rate first falls below the second set threshold.

[0035] An inertial measurement unit inside the vehicle under test detects the yaw rate in real time and transmits it to a control device via wireless communication. The control device stores the yaw rate in a queue. The impact ends at the moment t1 when the lateral simulation plate stops moving laterally. From t1, the yaw rate is compared with a second preset threshold. The second preset threshold can be the same as or slightly greater than the first preset threshold. The second preset threshold characterizes the yaw rate at which the vehicle returns to a stable control state after a lateral impact, and this can be obtained through experimental calibration.

[0036] In the queue, the yaw rate is compared with a second preset threshold. The moment the yaw rate first falls below the second preset threshold after the impact is recorded as t2. The duration T between t1 and t2 is calculated. R This reflects the timeliness of the track recovery of the tested vehicle.

[0037] Step 3: Input the trajectory offset area and duration into the test model to obtain the tracking recovery index, and evaluate the vehicle's tracking recovery capability based on the tracking recovery index.

[0038] To test the vehicle's tracking recovery capability, this embodiment provides an innovative test model: ; Wherein, TRI is the tracking recovery index. and These are empirical coefficients, all positive, used to balance timeliness and path repair capabilities. It is the time from the end of the impact to the first time the yaw rate falls below the second preset threshold, where S is the trajectory offset area. and These are all empirical values ​​used for control. And the reduction ratio of S.

[0039] The calculations obtained in the first and second steps Substituting S into the above test model, TRI is calculated. If TRI is greater than the threshold, it indicates that the tested vehicle has poor tracking recovery ability and fails the test.

[0040] This application utilizes multi-source data fusion technology combining a grating sensor array and an onboard positioning device to accurately determine the moment a vehicle enters the impact trigger zone, thereby triggering the lateral movement of the road simulation board. The lateral movement of the road simulation board is precisely controlled by a transmission mechanism, completely eliminating random errors introduced by driver input variations in traditional moose tests. This achieves a high degree of standardization and reproducibility of the timing, force, and direction of the interference input to the vehicle, ensuring consistency of initial conditions from the source of testing, and thus greatly improving the accuracy, reliability, and comparability of the test data.

[0041] This application abandons the traditional evaluation model that relies on the subjective feelings of experienced evaluators and innovatively develops a quantitative test model for the tracking recovery index. Based on real-time dynamic data of the vehicle after an impact (such as yaw rate and trajectory deviation), the model calculates an objective and quantifiable score through a specific algorithm, providing a unified and fair benchmark for comparing the performance of different vehicle models and greatly promoting the scientific development of vehicle stability control technology evaluation standards.

[0042] This application also provides a testing system for a vehicle's tracking recovery capability based on a lateral impact, see [link to relevant documentation]. Figure 3 It includes: a positioning device (not shown), a control device, and an inertial measurement unit mounted on the vehicle under test.

[0043] A positioning device is used to collect the location information of the vehicle under test in real time while the vehicle under test is driving along a test road; wherein the vehicle under test is equipped with an electronic stability system.

[0044] A control device is used to control the lateral movement of a road simulation slab laid on a test road to simulate an impact condition if the vehicle under test reaches the impact triggering zone; wherein, when the vehicle under test reaches the impact triggering zone, the wheels of the vehicle under test are located on the road simulation slab; the lateral movement is a direction perpendicular to the vehicle's direction of travel.

[0045] An inertial measurement unit mounted on the vehicle under test is used to acquire the instantaneous yaw angle of the vehicle under test during the lateral movement of the road simulation board.

[0046] The control device is used to test the vehicle's tracking recovery capability based on the vehicle's driving performance under the control of the electronic stability system in response to the instantaneous yaw angle being greater than a first set threshold for the first time.

[0047] Optionally, the positioning device includes an array of optical grating sensors laid along the test roadside and positioning equipment inside the vehicle.

[0048] Optionally, the test system for assessing a vehicle's tracking recovery capability based on a lateral impact further includes a transmission system for laterally moving a road simulation plate in response to a motion signal. The motion signal is sent by the control device to the transmission system when the vehicle under test reaches the impact trigger zone. See also Figure 4 The transmission system includes: a counterweight device, a power unit connected to the counterweight device, a connecting rod connected to the power unit, and the connecting rod being rigidly connected to the road simulation board.

[0049] Specifically, the road simulation plate, as the final action element, is rigidly connected to the connecting rod via a flange or high-strength bolts. This connection method ensures no flexible deformation or gaps during power transmission, guaranteeing the immediacy and accuracy of the impact. The connecting rod, as the direct force transmission member, is rigidly connected at one end to the road simulation plate and at the other end to the output end of the power unit. This connecting rod is designed with sufficient bending and compressive strength to withstand enormous axial thrust without instability. The power unit is the system's power source. It is fixed to the ground or a supporting structure via a robust mounting base. The output shaft of the power unit (such as the piston rod of a hydraulic cylinder or the lead screw of an electric servo motor) is connected to the aforementioned connecting rod. The counterweight device is connected to the main body of the power unit via a mechanical structure (such as a wire rope, chain, or a rodless chamber directly mounted on the hydraulic cylinder), providing balance and compensation for the power unit and ensuring the stability of the entire transmission system.

[0050] Optionally, the in-vehicle positioning device transmits location information to the host computer via wireless communication, the inertial measurement unit transmits the yaw angle (i.e., the time integral of the yaw rate) to the host computer via wireless communication, and the vehicle under test transmits its speed (calculated from wheel speed) to the host computer via wireless communication. This testing system based on the vehicle's tracking recovery capability in lateral impact also includes: an in-vehicle camera for capturing in-vehicle video and transmitting it to the host computer via wireless communication. The host computer is equipped with a human-machine interface that displays the transmitted position, yaw angle, speed, and in-vehicle video of the vehicle under test for monitoring by testing personnel.

[0051] The system provided in this embodiment can perform the above-described test method for vehicle tracking recovery capability based on the lateral device, and has the corresponding technical effect, which will not be elaborated here.

[0052] It should be noted that the terminology used in this application is for the purpose of describing specific embodiments only and is not intended to limit the scope of this application. As shown in this specification, unless the context clearly indicates otherwise, words such as "a," "an," "an," and / or "the" do not specifically refer to the singular and may include the plural. The terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, or apparatus. Without further limitations, an element defined by the phrase "comprising an..." does not exclude the presence of other identical elements in the process, method, or apparatus that includes said element.

[0053] It should also be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation on this application. Unless otherwise expressly specified and limited, the terms "installed," "connected," "linked," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication between two elements. For those skilled in the art, the specific meaning of the above terms in this application can be understood according to the specific circumstances.

[0054] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the technical solutions of the embodiments of this application.

Claims

1. A test method for assessing a vehicle's tracking recovery capability in the event of a lateral impact, characterized in that, The method for evaluating a vehicle's attitude recovery capability under electronic stability system intervention includes: The system collects position data from an array of optical grating sensors laid along the test road and position information sent by an in-vehicle positioning device; based on the position data from the optical grating sensor array and the position information, it determines the position information of the vehicle under test in real time; wherein the vehicle under test is equipped with an electronic stability system. If the vehicle under test reaches the impact trigger zone, the road simulation board laid on the test road is controlled to move laterally to simulate the impact condition. This includes: determining the yaw angle requirement and the vehicle speed under test according to the current test case; determining the lateral movement speed of the road simulation board according to the yaw angle requirement; encapsulating the lateral movement speed into a motion signal and sending it to the transmission system so that the transmission system responds to the motion signal to drive the road simulation board to move laterally. When the vehicle's front wheel passes over the grating sensor array, the precise positioning of the front wheel center is detected as two-dimensional coordinates (a, b). Given the distance B from the front wheel center to the vehicle's center of mass, the precise positioning of the center of mass (a, b+B) can be calculated. At this time, the position sent by the positioning device inside the vehicle is (a1, b1, c1). Ignoring vertical displacement, the positioning deviation (a1-a, b1-bB) is calculated based on the calculated precise positioning. This deviation is subtracted from subsequent positions sent by the positioning device to obtain a more accurate center of mass position. Finally, based on the distance between the center of mass and the rear wheel center, the real-time precise position of the rear wheel center is calculated. After obtaining the real-time precise position of the rear wheel center, it is determined that the real-time precise position has reached the impact trigger zone, and the lateral movement of the road simulation slab laid on the test road is immediately controlled to simulate the impact condition. The test cases specify the correspondence between the test vehicle's speed, road adhesion coefficient, yaw angle requirement, and the lateral movement speed of the road simulation board. Calibrating this correspondence involves: driving the calibration vehicle over the road simulation board at a certain speed, simultaneously moving the road simulation board laterally via the transmission system and recording the lateral movement speed; detecting the maximum yaw angle using an inertial measurement unit mounted on the calibration vehicle; recording the obtained speed, road adhesion coefficient, yaw angle requirement (i.e., maximum yaw angle), and lateral movement speed of the road simulation board in the test cases; the calibration vehicle has the same weight as the test vehicle; the surface of the simulation board is used to simulate the road adhesion coefficient. When the vehicle under test reaches the impact triggering zone, the rear wheels of the vehicle under test are located on the road simulation board; the lateral direction is perpendicular to the vehicle's direction of travel. During the lateral movement of the road simulation board, the instantaneous yaw angle of the vehicle under test is obtained; In response to the instantaneous yaw angle initially exceeding a first preset threshold, the vehicle's tracking recovery capability is tested based on the vehicle's driving performance under the control of the electronic stability system, including: Based on the real-time position of the vehicle under test, calculate the area of ​​trajectory deviation of the vehicle under test relative to the original driving trajectory under the control of the electronic stability system. Based on the yaw rate of the vehicle under test, calculate the time from the end of the impact to the first time the yaw rate is less than the second set threshold. The trajectory offset area and duration are input into the test model to obtain the tracking recovery index, and the vehicle's tracking recovery capability is evaluated based on the tracking recovery index. The test model is: ; Wherein, TRI is the tracking recovery index. and These are empirical coefficients, all positive, used to balance timeliness and path repair capabilities. It is the time from the end of the impact to the first time the yaw rate falls below the second preset threshold, where S is the trajectory offset area. and These are all empirical values ​​used for control. And the reduction ratio of S.

2. A testing system for a vehicle's tracking recovery capability based on lateral impact, characterized in that, The system is used to evaluate the attitude recovery capability of a vehicle under the intervention of an electronic stability system, and includes: A positioning device is used to collect position data from a grating sensor array laid along the test road and position information sent by an in-vehicle positioning device; based on the position data from the grating sensor array and the position information, the position information of the vehicle under test is determined in real time; wherein, the vehicle under test is equipped with an electronic stability system; A control device is used to control the lateral movement of a road simulation slab laid on a test road to simulate an impact condition if the vehicle under test reaches the impact triggering zone. The control device includes: determining the yaw angle requirement and the vehicle speed of the vehicle under test based on the current test case; determining the lateral movement speed of the road simulation slab based on the yaw angle requirement; encapsulating the lateral movement speed into a motion signal and sending it to the transmission system so that the transmission system responds to the motion signal to drive the road simulation slab to move laterally. When the vehicle's front wheel passes over the grating sensor array, the precise positioning of the front wheel center is detected as two-dimensional coordinates (a, b). Given the distance B from the front wheel center to the vehicle's center of mass, the precise positioning of the center of mass (a, b+B) can be calculated. At this time, the position sent by the positioning device inside the vehicle is (a1, b1, c1). Ignoring vertical displacement, the positioning deviation (a1-a, b1-bB) is calculated based on the calculated precise positioning. This deviation is subtracted from subsequent positions sent by the positioning device to obtain a more accurate center of mass position. Finally, based on the distance between the center of mass and the rear wheel center, the real-time precise position of the rear wheel center is calculated. After obtaining the real-time precise position of the rear wheel center, it is determined that the real-time precise position has reached the impact trigger zone, and the lateral movement of the road simulation slab laid on the test road is immediately controlled to simulate the impact condition. The test cases specify the correspondence between the test vehicle's speed, road adhesion coefficient, yaw angle requirement, and the lateral movement speed of the road simulation board. Calibrating this correspondence involves: driving the calibration vehicle over the road simulation board at a certain speed, simultaneously moving the road simulation board laterally via the transmission system and recording the lateral movement speed; detecting the maximum yaw angle using an inertial measurement unit mounted on the calibration vehicle; recording the obtained speed, road adhesion coefficient, yaw angle requirement (i.e., maximum yaw angle), and lateral movement speed of the road simulation board in the test cases; the calibration vehicle has the same weight as the test vehicle; the surface of the simulation board is used to simulate the road adhesion coefficient. When the vehicle under test reaches the impact trigger zone, the wheels of the vehicle under test are located on the road simulation board; the lateral direction is perpendicular to the vehicle's direction of travel. An inertial measurement unit mounted on the vehicle under test is used to acquire the instantaneous yaw angle of the vehicle under test during the lateral movement of the road simulation board. The control device is used to test the vehicle tracking recovery capability based on the driving performance of the vehicle under the control of the electronic stability system in response to the instantaneous yaw angle being greater than a first set threshold for the first time. The test model is: ; Wherein, TRI is the tracking recovery index. and These are empirical coefficients, all positive, used to balance timeliness and path repair capabilities. It is the time from the end of the impact to the first time the yaw rate falls below the second preset threshold, where S is the trajectory offset area. and These are all empirical values ​​used for control. And the reduction ratio of S; The positioning device includes an array of optical grating sensors laid along the test road and a positioning device inside the vehicle.

3. The testing system for vehicle tracking recovery capability based on lateral impact as described in claim 2, characterized in that, The transmission system includes: a counterweight device, a power device connected to the counterweight device, and a connecting rod connected to the power device, wherein the connecting rod is rigidly connected to the road simulation board.

4. The testing system for vehicle tracking recovery capability based on lateral impact as described in claim 3, characterized in that, Also includes: A host computer configured with a human-computer interaction interface; The host computer receives the position, yaw angle, vehicle speed, and in-vehicle video transmitted by the vehicle under test via wireless communication and displays them on the human-machine interface.

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