Temperature control method and device for low-temperature test road

Abstract

The invention provides a temperature control method and device for a low-temperature test road, and the method comprises the steps: regulating and controlling the cold plate power of each wheel track unit based on the test requirement of a continuous test task for the road surface temperature, and determining a target wheel track unit corresponding to the test task based on the test range of the test task of a current test vehicle, and determining an associated wheel track unit corresponding to the associated test task based on the test range of the associated test task, and in the test process of the current test vehicle, determining the associated wheel track unit. Determining a thermal disturbance unit in the target wheel track unit based on the target wheel track unit, the associated wheel track unit, the real-time planned path of the current test vehicle in the future preset time period and the historical path of the vehicle corresponding to the associated test task in the past preset time period, according to the method, the temperature influence value of the associated test task on the thermal disturbance unit and the additional cooling capacity demand are determined, so that the cold plate power of the thermal disturbance unit is adjusted based on the additional cooling capacity demand, and the road surface can be maintained at the uniform target temperature in a multi-vehicle continuous test scene.

Description

Technical Field

[0001] This invention relates to the field of temperature control technology, and in particular to a temperature control method and apparatus for a low-temperature test road. Background Technology

[0002] In the research and development and testing of intelligent automated vehicles, low-temperature road surface testing is a crucial step in ensuring the safe operation and stable performance of the entire vehicle under complex climatic conditions. Typically, test tracks use temperature control facilities such as cold plates, spray systems, and sensors to simulate icy and snowy road conditions. However, in actual testing, due to the large number of test vehicles and high operating frequency, multiple vehicles often drive through the same area consecutively within a short period. In this situation, the wheel track unit, as the core area of ​​interaction between the vehicle and the road surface, is highly susceptible to heat disturbances from the vehicles. For example, when a vehicle passes over a wheel track unit, the friction between its tires and the icy / snowy road surface, as well as the heat conduction from the tires themselves, releases a significant amount of heat to the road surface, causing the surface temperature of that wheel track unit to rise significantly in a short time. Because the wheel track unit has a large area, and most existing sensors are primarily single-point installations, they cannot comprehensively monitor the temperature distribution of the entire unit. Therefore, when heat is injected from the preceding vehicle, the sensors are prone to lag or monitoring errors, failing to accurately reflect the dynamic changes in the overall road surface temperature.

[0003] In this scenario, if the time interval between the preceding vehicle and the current test vehicle is short, the thermal disturbance caused by the preceding vehicle may not be fully offset by natural cooling or external cooling devices, and will be directly superimposed on the test environment of the current vehicle. If the sensors fail to effectively capture the actual temperature change of the wheel track unit, the cooling system cannot compensate for the cooling shortfall caused by the heat injection in time, resulting in the road surface temperature conditions deviating from the preset target when the target test vehicle is driving. For example, if the target conditions require the wheel track unit to be maintained within a specific low-temperature range to simulate icy road conditions, but due to insufficient cooling compensation, the actual road surface temperature may have exceeded the threshold, or even partially melted. This not only distorts the test results and reduces the reliability of the test data, but may also cause deviations in the verification of the vehicle's dynamic performance in low-adhesion environments.

[0004] Therefore, in multi-vehicle continuous operation scenarios, a temperature control scheme is needed that can accurately predict and compensate for the impact of thermal disturbances generated by the preceding vehicle on the test conditions of subsequent vehicles, so as to ensure the accuracy of vehicle low-temperature performance evaluation and the repeatability of experimental results. Summary of the Invention

[0005] This invention provides a temperature control method and apparatus for low-temperature test roads, which addresses the shortcomings of existing technologies that fail to consider the heat disturbance caused by preceding vehicles in multi-vehicle continuous operation scenarios, leading to a decrease in the accuracy of low-temperature condition test evaluation.

[0006] This invention provides a temperature control method for a low-temperature test road, comprising: Step 110: Divide the test road surface into multiple wheel track units, with each wheel track unit corresponding to a cold plate; Step 120: Based on the test requirements of the continuous test task for road surface temperature, adjust the power of the cold plate of each wheel track unit. Step 130: Receive the test task of the current test vehicle, determine the target wheel track unit corresponding to the test task based on the test range of the test task, and determine the associated wheel track unit corresponding to the associated test task based on the test range of the associated test task. Step 140: During the testing process of the current test vehicle, based on the target wheel track unit, the associated wheel track unit, the real-time planned path of the current test vehicle in the future preset time period, and the historical path of the vehicle corresponding to the associated test task in the past preset time period, determine the thermal disturbance unit in the target wheel track unit, determine the temperature impact value and additional cooling requirement of the associated test task on the thermal disturbance unit, and adjust the cold plate power of the thermal disturbance unit based on the additional cooling requirement; Step 150: Repeat step 140 at preset time intervals until the current test vehicle completes the test task.

[0007] According to a temperature control method for a low-temperature test road provided by the present invention, the method for determining a thermal disturbance unit in the target wheel track unit based on the target wheel track unit, the associated wheel track unit, the real-time planned path of the current test vehicle in a future preset time period, and the historical path of the vehicle corresponding to the associated test task in the past preset time period includes: Determine the intersection between the set formed by each target wheel track unit and the set formed by each associated wheel track unit; Based on the planned path of the current test vehicle in a future preset time period, determine the expected time points when the planned path passes through the wheel track units in the intersection; Based on the historical path of the vehicle corresponding to the associated test task in the past preset time period, the passing time points of the historical path through the wheel track units in the intersection are determined; The wheel track units in the intersection whose estimated passage time of the current test vehicle through the corresponding wheel track unit is less than a time threshold compared to the passage time of the vehicle corresponding to the associated test task through the same wheel track unit are selected as the thermal disturbance units.

[0008] According to a temperature control method for a low-temperature test road provided by the present invention, determining the temperature impact value and additional cooling requirement of the associated test task on the thermal disturbance unit includes: For any thermal disturbance unit, calculate the injected heat caused by the vehicle corresponding to each associated test task passing through the thermal disturbance unit, and form an injected heat sequence sorted by time based on the passing time point and injected heat of the vehicle corresponding to each associated test task passing through the thermal disturbance unit. The injected heat sequence, the initial temperature of the thermal disturbance unit, the current ambient temperature, and the initial cold plate power are used as inputs to the temperature prediction module to predict the temperature impact of each associated test task on the thermal disturbance unit. The additional cooling requirement is calculated based on the temperature impact values ​​of each associated test task on the thermal disturbance unit.

[0009] According to a temperature control method for a low-temperature test road provided by the present invention, the calculation of the injected heat caused by vehicles corresponding to each associated test task passing through the thermal disturbance unit includes: For any associated test task, the instantaneous friction power is calculated based on the speed of the vehicle passing through the thermal disturbance unit, the vehicle axle load, the friction coefficient of the thermal disturbance unit, and the road surface absorption ratio. The injected heat caused by the vehicle passing through the thermal disturbance unit is obtained by integrating within the vehicle contact time window of the vehicle corresponding to the associated test task.

[0010] According to a temperature control method for a low-temperature test road provided by the present invention, the step of calculating the additional cooling demand based on the temperature impact value of each associated test task on the thermal disturbance unit includes: Based on the temperature impact value of each associated test task on the thermal disturbance unit, and the time difference between the passing time of the last associated test task and the expected passing time of the current test vehicle on the thermal disturbance unit, the temperature of the thermal disturbance unit when the current test vehicle passes the thermal disturbance unit is determined. The additional cooling requirement is calculated based on the equivalent heat capacity of the thermal disturbance unit and the temperature difference between the temperature of the thermal disturbance unit and the target temperature when the current test vehicle passes through the thermal disturbance unit.

[0011] According to a temperature control method for a low-temperature test road provided by the present invention, adjusting the power of the cold plate of the thermal disturbance unit based on the additional cooling demand includes: Determine the control time window and divide the control time window into multiple time sub-windows; Based on the number of time sub-windows and the additional cooling requirement, calculate the cooling capacity that needs to be released for each time sub-window; Based on the amount of cooling that needs to be released in each time sub-window and the length of each time sub-window, the cold plate power of the thermal disturbance unit within each time sub-window is calculated.

[0012] The present invention also provides a temperature control device for a low-temperature test road, comprising: The division unit is used to divide the test road surface into multiple wheel track units, with each wheel track unit corresponding to a cold plate. The initial control unit is used to adjust the cooling plate power of each wheel track unit based on the test requirements of road surface temperature in continuous test tasks. The association unit is used to receive the test task of the current test vehicle, determine the target wheel track unit corresponding to the test task based on the test range of the test task, and determine the associated wheel track unit corresponding to the associated test task based on the test range of the associated test task. The cooling capacity replenishment unit is used to determine the thermal disturbance unit in the target wheel track unit, the associated wheel track unit, the real-time planned path of the current test vehicle in the future preset time period, and the historical path of the vehicle corresponding to the associated test task in the past preset time period during the current test vehicle test process, determine the temperature impact value and additional cooling capacity requirement of the associated test task on the thermal disturbance unit, and adjust the cooling plate power of the thermal disturbance unit based on the additional cooling capacity requirement; An iterative unit is used to call the cooling replenishment unit at preset time intervals until the current test vehicle completes the test task.

[0013] The present invention also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the temperature control method for the low-temperature test path as described above.

[0014] The present invention also provides a non-transitory computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the temperature control method for the low-temperature test path as described above.

[0015] The present invention also provides a computer program product, including a computer program that, when executed by a processor, implements the temperature control method for the low-temperature test path as described above.

[0016] This invention provides a temperature control method and apparatus for a low-temperature test road. By dividing the test road surface into multiple wheel track units, and adjusting the cooling plate power of each wheel track unit based on the temperature requirements of continuous test tasks, the method receives the test task of the current test vehicle. It determines the target wheel track unit corresponding to the test task based on the test range of the test task, and determines the associated wheel track units corresponding to the associated test tasks based on the test range of the associated test tasks. During the test of the current test vehicle, based on the target wheel track unit, associated wheel track units, the real-time planned path of the current test vehicle in a future preset time period, and the historical path of the vehicle corresponding to the associated test task in the past preset time period, the method determines the thermal disturbance units in the target wheel track unit, the temperature impact value of the associated test tasks on the thermal disturbance units, and the additional cooling capacity requirement. Based on the additional cooling capacity requirement, the cooling plate power of the thermal disturbance units is adjusted. In multi-vehicle continuous test scenarios, before the target vehicle enters, it can promptly identify which wheel track units have a risk of temperature anomalies and proactively allocate additional cooling capacity to compensate for the temperature anomalies, ensuring that the road surface is always maintained at a uniform target temperature. This improves the repeatability and comparability of intelligent vehicle experiments and avoids experimental errors caused by inconsistent temperature control. Attached Figure Description

[0017] Figure 1 This is a schematic flowchart of the temperature control method for low-temperature test roads provided by the present invention; Figure 2 This is a flowchart illustrating the method for determining thermal disturbance units provided by the present invention; Figure 3 This is a flowchart illustrating the method for determining temperature influence values ​​and additional cooling requirements provided by the present invention. Figure 4 This is a schematic diagram of the temperature control device for the low-temperature test road provided by the present invention; Figure 5 This is a schematic diagram of the structure of the electronic device provided by the present invention. Detailed Implementation

[0018] To make the objectives, technical solutions, and advantages of this invention clearer, the technical solutions of this invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of this invention. All other embodiments obtained by those skilled in the art based on the embodiments of this invention without creative effort are within the scope of protection of this invention.

[0019] Providing a stable, controllable, and repeatable low-temperature road surface environment in the testing area has always been a critical issue that the industry urgently needs to address when verifying the performance of intelligent vehicles in low-temperature environments. Existing practices typically rely on uniform temperature control through a single cooling plate or spray system, but this approach is often coarse-grained and cannot accurately handle the thermal disturbance effects in localized areas. Especially in scenarios where multiple vehicles enter the testing area consecutively, the heat left on the road by the preceding vehicle will be superimposed on the testing environment of the following vehicles, thereby disrupting the original temperature control conditions and leading to distorted test results.

[0020] In response, this invention provides a method for low-temperature road surface temperature control based on thermal disturbance prediction. Figure 1 This is a schematic flowchart of the temperature control method for low-temperature test roads provided by the present invention, as shown below. Figure 1 As shown, the method includes: Step 110: Divide the test road surface into multiple wheel track units, with each wheel track unit corresponding to a cold plate; Step 120: Based on the test requirements of the continuous test task for road surface temperature, adjust the power of the cold plate of each wheel track unit. Step 130: Receive the test task of the current test vehicle, determine the target wheel track unit corresponding to the test task based on the test range of the test task, and determine the associated wheel track unit corresponding to the associated test task based on the test range of the associated test task. Step 140: During the testing process of the current test vehicle, based on the target wheel track unit, the associated wheel track unit, the real-time planned path of the current test vehicle in the future preset time period, and the historical path of the vehicle corresponding to the associated test task in the past preset time period, determine the thermal disturbance unit in the target wheel track unit, determine the temperature impact value and additional cooling requirement of the associated test task on the thermal disturbance unit, and adjust the cold plate power of the thermal disturbance unit based on the additional cooling requirement; Step 150: Repeat step 140 at preset time intervals until the current test vehicle completes the test task.

[0021] Here, the test surface can be divided first. Unlike traditional monolithic cooling, this embodiment divides the entire test area into multiple wheel track units based on the coverage area of ​​the vehicle's wheel tracks. Each wheel track unit corresponds to an independently controllable cooling plate. The reason for this division is that the interaction between the vehicle and the road surface is relatively concentrated in the wheel track area, and the spatial distribution of thermal disturbance has strong locality. Through modular division, the cooling plate control can be highly matched with the vehicle's thermal disturbance, thus providing a physical basis for subsequent accurate prediction and dynamic compensation, ensuring the spatial accuracy of temperature control.

[0022] Upon receiving a continuous testing task request, the power of the cooling plates in each wheel track unit is adjusted according to the road surface temperature requirements of the continuous testing task. When different testing tasks require different temperature conditions, such as the braking test of one vehicle needing to be conducted on a road surface at -10℃ while the acceleration test of another vehicle may require -15℃, the temperature of different areas can be maintained according to their respective task requirements by differentially adjusting the power of the cooling plates.

[0023] Next, when a test vehicle enters the testing area, the system receives the test task for that vehicle and determines the target wheel track unit corresponding to that task based on its test range. The target wheel track unit refers to the set of all wheel track units that the vehicle might traverse during the actual test. Simultaneously, it can identify prior test tasks that have spatial and temporal connections with the current test task as associated test tasks, thereby determining the associated wheel track units traversed by these associated test tasks. The reason for considering association here is that in multi-vehicle continuous testing scenarios, the path of the preceding vehicle may partially overlap with that of the following vehicle; these overlapping areas are precisely where the impact of thermal disturbance is most significant. Without identifying these associated units, it is impossible to accurately predict the cumulative effect of thermal disturbance, and therefore, it is impossible to provide effective cooling compensation in subsequent stages.

[0024] During the actual testing of the current test vehicle, thermal disturbance units can be predicted by combining the future planned path of the current test vehicle with the historical path information of vehicles corresponding to related test tasks, as well as the target wheel track units and related wheel track units. Thermal disturbance units refer to those units that the current test vehicle will pass through in the future, but which have already been passed by other vehicles in the past. That is, thermal disturbance units are both affected by the heat injection from preceding vehicles and will directly impact the testing environment of the current test vehicle.

[0025] In some embodiments, such as Figure 2 As shown, the thermal disturbance element in the target wheel track element can be determined based on the following method: Step 210: Determine the intersection between the set formed by each target wheel track unit and the set formed by each associated wheel track unit; Step 220: Based on the planned path of the current test vehicle in a future preset time period, determine the expected passing time points of the planned path through the wheel track units in the intersection; Step 230: Based on the historical path of the vehicle corresponding to the associated test task in the past preset time period, determine the time point when the historical path passes through the wheel track unit in the intersection. Step 240: Select wheel track units in the intersection where the time difference between the estimated passage time of the current test vehicle through the corresponding wheel track unit and the passage time of the vehicle corresponding to the associated test task through the same wheel track unit is less than a time threshold, and use them as the thermal disturbance units.

[0026] This process involves determining the intersection between the set of target wheel track units and the set of associated wheel track units. After obtaining the intersection, based on the planned path of the current test vehicle over a preset future time period, the estimated transit time (e.g., the time of departure from the corresponding wheel track unit) for each wheel track unit in the intersection is determined. This planned path can originate from the vehicle's control system. Simultaneously, based on the historical paths of vehicles corresponding to associated test tasks over past preset time periods, the actual transit time (e.g., the time of departure from the corresponding wheel track unit) for each wheel track unit in the intersection is determined. Historical path data can originate from the site's positioning system or the vehicle's built-in trajectory recording device, accurately reflecting the passage time of preceding vehicles in each wheel track unit. Next, by comparing the estimated transit time of the current test vehicle with the transit time of preceding vehicles, thermal disturbance units requiring focused compensation are identified. Specifically, for any wheel track unit in the intersection, if the time difference between the estimated transit time of the current test vehicle and the transit time of the vehicle corresponding to the associated test task is less than a time threshold, that wheel track unit is identified as a thermal disturbance unit. By introducing a time threshold, units with overlapping paths but long time intervals can be effectively filtered out, thus avoiding overcompensation.

[0027] To quantify the impact of the preceding vehicle on the thermal disturbance unit, a temperature prediction mechanism can be established to determine the temperature impact value of the associated test task on the thermal disturbance unit and convert it into the additional cooling demand that needs to be compensated. Based on the additional cooling demand, the power of the cooling plate of the thermal disturbance unit can be dynamically adjusted so that when the current test vehicle arrives at the thermal disturbance unit, the temperature of the thermal disturbance unit will recover to the target temperature required by the corresponding test task.

[0028] In some embodiments, such as Figure 3 As shown, the temperature impact and additional cooling requirements of the associated test task on the thermal disturbance unit can be determined based on the following methods: Step 310: For any thermal disturbance unit, calculate the injected heat caused by the vehicle corresponding to each associated test task passing through the thermal disturbance unit, and form an injected heat sequence sorted by time based on the passing time point and injected heat of the vehicle corresponding to each associated test task passing through the thermal disturbance unit. Step 320: The injected heat sequence, the initial temperature of the thermal disturbance unit, the current ambient temperature, and the initial cold plate power are used as inputs to the temperature prediction module to predict the temperature impact value of each associated test task on the thermal disturbance unit. Step 330: Calculate the additional cooling requirement based on the temperature impact values ​​of each associated test task on the thermal disturbance unit.

[0029] Specifically, for any given thermal disturbance unit, the injected heat generated when vehicles corresponding to each associated test task pass through that unit is calculated. During vehicle passage, friction between the tires and the cold road surface, the kinetic energy carried by the rotating wheels, and heat conduction from the tires' contact with the air all release energy to the road surface. This energy is injected into the road surface as heat, causing the temperature of the thermal disturbance unit to rise. The amount of injected heat varies among different vehicles due to differences in speed, mass, tire characteristics, and other factors. Therefore, it is necessary to calculate the injected heat for each vehicle corresponding to each associated test task, taking into account its operating parameters as it passes through the thermal disturbance unit, to accurately reflect the disturbance intensity of each vehicle to the same thermal disturbance unit at the physical level.

[0030] In some embodiments, when calculating the injected heat caused by a vehicle passing through a thermal disturbance unit for any associated test task, key operating parameters of the vehicle when passing through the thermal disturbance unit are extracted. These parameters include the vehicle's speed when passing through the thermal disturbance unit, the vehicle's axle load, the coefficient of friction of the thermal disturbance unit, and the proportion of heat absorbed by the road surface. These parameters directly determine the energy exchange between the vehicle and the road surface. The higher the vehicle speed, the greater the frictional power per unit time; the heavier the vehicle's axle load, the greater the normal force between the tire and the road surface, and thus the greater the frictional force; the coefficient of friction affects the degree of energy consumption between the tire and the road surface; and the proportion of heat absorbed by the road surface reflects how much of the frictional energy actually enters the road surface as heat. By combining these factors, the energy injection situation when the vehicle passes through can be reflected more comprehensively.

[0031] Based on these parameters, instantaneous frictional power can be calculated. Instantaneous frictional power refers to the rate at which energy is transferred from the vehicle to the road surface per unit time due to friction, and its calculation formula can be expressed as: P(t) = μ × Fz × v × α Where μ is the friction coefficient, Fz is the vehicle axle load of the vehicle corresponding to the associated test task on the thermal disturbance unit, v is the vehicle speed, and α is the road surface absorption ratio.

[0032] Considering that the vehicle gradually passes through the thermal disturbance unit within a limited contact time window, the total heat injected by the vehicle into the thermal disturbance unit is obtained by integrating the instantaneous frictional power over the entire contact time window during which the vehicle passes through the thermal disturbance unit. Here, the upper and lower limits of the integration are the moments when the vehicle enters and leaves the thermal disturbance unit.

[0033] After obtaining the heat injection amounts caused by the vehicles corresponding to each associated test task passing through the thermal disturbance unit through the above steps, an injection heat amount sequence sorted by time is formed based on the passing time points and injection heat amounts of the vehicles corresponding to each associated test task passing through the thermal disturbance unit. For example, if two vehicles pass through the thermal disturbance unit successively, the injection heat amounts Q1 and Q2 caused by the corresponding vehicles are calculated respectively, and the time points t1 and t2 (t1 < t2) when they leave the thermal disturbance unit are recorded. Then the injection heat amount sequence can be expressed as { (t1, Q1), (t2, Q2)}. This injection heat amount sequence depicts the heat input process received by the unit over a period of time. For example, a vehicle injects Q1 heat at time t1, and another vehicle injects Q2 heat at time t2, then the entire sequence is shown as { (t1, Q1), (t2, Q2)}. Through such serialization processing, the cumulative effect of thermal disturbance can be traced on the time axis. Especially in the scenario where multiple vehicles pass through continuously, this sequence can reflect the dynamic process of heat superposition, providing basic data for subsequent temperature prediction.

[0034] Then, the injection heat amount sequence, the initial temperature of the thermal disturbance unit (i.e., the temperature of the thermal disturbance unit after step 120 is completed), the current ambient temperature, and the initial cold plate power (i.e., the cold plate power set in step 120) are used as inputs to the temperature prediction module. The design of the temperature prediction module is based on the principles of heat conduction and energy conservation. Its basic idea is: the initial temperature of the thermal disturbance unit is used as the initial condition, the injection heat amount sequence is used as the external input, the cold plate power is used as the continuous cooling term, and the ambient temperature is used as the background boundary condition. The module will comprehensively consider these factors to simulate the process of heat accumulation and decay in the thermal disturbance unit, so as to predict the temperature of the thermal disturbance unit after all the vehicles corresponding to all associated test tasks have passed through the thermal disturbance unit, that is, the temperature influence values of each associated test task on the thermal disturbance unit. In some embodiments, the temperature prediction module can be constructed based on a long short-term memory network and can be pre-trained based on experimental simulation values (including sample injection heat amount sequences, the current temperature of the sample thermal disturbance unit, sample ambient temperature, sample cold plate power, and the actual temperature of the unit after all vehicles have passed through the sample thermal disturbance unit).

[0035] Based on the temperature impact values ​​of each associated test task on the thermal disturbance unit, the additional cooling capacity requirement corresponding to the thermal disturbance unit can be calculated for cooling compensation. Specifically, based on the temperature impact values ​​of each associated test task on the thermal disturbance unit, and the time difference between the passage time of the last associated test task and the estimated passage time of the current test vehicle, the temperature of the thermal disturbance unit when the current test vehicle passes through it is determined. For example, the temperature of the thermal disturbance unit when the current test vehicle passes through it can be calculated using the following formula:

[0036] Where t1 and t2 are the transit times of the last associated test task passing through the thermal disturbance unit and the estimated transit time of the current test vehicle passing through the thermal disturbance unit, respectively. residual (t2) represents the temperature of the thermal disturbance unit when the test vehicle passes through it, T. rise P represents the temperature impact value of each associated test task on the thermal disturbance unit. cooling (t) represents the cold plate power of the thermal disturbance unit at time t (which is essentially equal to the initial cold plate power), and C represents the equivalent heat capacity of the thermal disturbance unit (the product of the mass of the thermal disturbance unit in contact with the tire and the specific heat capacity of the road material).

[0037] Subsequently, based on the equivalent heat capacity of the thermal disturbance unit and the temperature difference between the temperature of the thermal disturbance unit and the target temperature when the test vehicle passes over it, the additional cooling requirement is calculated. For example, the additional cooling requirement corresponding to the thermal disturbance unit can be calculated based on the following formula:

[0038] Among them, T target The target temperature.

[0039] Using the above method, temperature prediction results can be directly converted into actionable cooling compensation targets. Subsequently, the cooling plate power of the thermal disturbance unit is adjusted according to the additional cooling demand corresponding to the thermal disturbance unit, ensuring that the road surface temperature can recover to the set low temperature conditions when the current test vehicle arrives.

[0040] In other embodiments, a control time window can be determined and divided into multiple sub-time windows. Based on the number of sub-time windows and the additional cooling demand corresponding to the thermal disturbance unit, the cooling capacity to be released in each sub-time window is calculated. Subsequently, based on the cooling capacity to be released in each sub-time window and the length of each sub-time window, the cold plate power of the thermal disturbance unit within each sub-time window is calculated. This method ensures that the cooling capacity is not distributed all at once, but rather allocated over a time window from the current moment to the arrival time of the current test vehicle, and gradually distributed to the cold plate in the form of segmented power. This avoids the impact of excessive instantaneous power on the refrigeration system, and also makes the cooling capacity release process smoother, allowing the temperature of the thermal disturbance unit to recover to the target temperature before the arrival of the current test vehicle.

[0041] In summary, the method provided by this invention divides the test road surface into multiple wheel track units. Based on the test requirements of continuous test tasks for road surface temperature, it adjusts the cooling plate power of each wheel track unit. Then, it receives the test task of the current test vehicle, determines the target wheel track unit corresponding to the test task based on the test range of the test task, and determines the associated wheel track units corresponding to the associated test tasks based on the test range of the associated test tasks. During the test of the current test vehicle, based on the target wheel track unit, associated wheel track units, the real-time planned path of the current test vehicle in a future preset time period, and the historical path of the vehicle corresponding to the associated test task in the past preset time period, it determines the thermal disturbance unit in the target wheel track unit, determines the temperature impact value and additional cooling requirement of the associated test task on the thermal disturbance unit, and adjusts the cooling plate power of the thermal disturbance unit based on the additional cooling requirement. In multi-vehicle continuous test scenarios, before the target vehicle enters, it can identify which wheel track units have abnormal temperature risks in time and pre-allocate additional cooling to actively complete cooling compensation, so that the road surface is always maintained at a uniform target temperature. This improves the repeatability and comparability of intelligent vehicle experiments and avoids experimental errors caused by inconsistent temperature control.

[0042] Figure 4 This is a schematic diagram of the temperature control device for the low-temperature test road provided by the present invention, as shown below. Figure 4 As shown, the device includes: Dividing unit 410 is used to divide the test road surface into multiple wheel track units, with each wheel track unit corresponding to a cold plate; The initial control unit 420 is used to control the power of the cold plate of each wheel track unit based on the test requirements of the road surface temperature in the continuous test task. The association unit 430 is used to receive the test task of the current test vehicle, determine the target wheel track unit corresponding to the test task based on the test range of the test task, and determine the associated wheel track unit corresponding to the associated test task based on the test range of the associated test task. The cooling capacity supplement unit 440 is used to determine the thermal disturbance unit in the target wheel track unit, the associated wheel track unit, the real-time planned path of the current test vehicle in the future preset time period, and the historical path of the vehicle corresponding to the associated test task in the past preset time period during the current test vehicle test process, and to determine the temperature impact value and additional cooling capacity requirement of the associated test task on the thermal disturbance unit, and to adjust the cooling plate power of the thermal disturbance unit based on the additional cooling capacity requirement; The iteration unit 450 is used to call the cooling replenishment unit at preset time intervals until the current test vehicle completes the test task.

[0043] The apparatus provided in this invention divides the test road surface into multiple wheel track units. Based on the test requirements of continuous test tasks for road surface temperature, it adjusts the cooling plate power of each wheel track unit. Then, it receives the test task of the current test vehicle, determines the target wheel track unit corresponding to the test task based on the test range of the test task, and determines the associated wheel track units corresponding to the associated test tasks based on the test range of the associated test tasks. During the test of the current test vehicle, based on the target wheel track unit, associated wheel track units, the real-time planned path of the current test vehicle in a future preset time period, and the historical path of the vehicle corresponding to the associated test task in the past preset time period, it determines the thermal disturbance unit in the target wheel track unit, determines the temperature impact value and additional cooling requirement of the associated test task on the thermal disturbance unit, and adjusts the cooling plate power of the thermal disturbance unit based on the additional cooling requirement. In multi-vehicle continuous test scenarios, before the target vehicle enters, it can identify which wheel track units have a risk of temperature abnormality in time and pre-allocate additional cooling to actively complete the cooling compensation, so that the road surface is always maintained at a uniform target temperature. This improves the repeatability and comparability of intelligent vehicle experiments and avoids experimental errors caused by inconsistent temperature control.

[0044] Based on any of the above embodiments, determining the thermal disturbance unit in the target wheel track unit based on the target wheel track unit, the associated wheel track unit, the real-time planned path of the current test vehicle in a future preset time period, and the historical path of the vehicle corresponding to the associated test task in the past preset time period includes: Determine the intersection between the set formed by each target wheel track unit and the set formed by each associated wheel track unit; Based on the planned path of the current test vehicle in a future preset time period, determine the expected time points when the planned path passes through the wheel track units in the intersection; Based on the historical path of the vehicle corresponding to the associated test task in the past preset time period, the passing time points of the historical path through the wheel track units in the intersection are determined; The wheel track units in the intersection whose estimated passage time of the current test vehicle through the corresponding wheel track unit is less than a time threshold compared to the passage time of the vehicle corresponding to the associated test task through the same wheel track unit are selected as the thermal disturbance units.

[0045] Based on any of the above embodiments, determining the temperature impact value and additional cooling requirement of the associated test task on the thermal disturbance unit includes: For any thermal disturbance unit, calculate the injected heat caused by the vehicle corresponding to each associated test task passing through the thermal disturbance unit, and form an injected heat sequence sorted by time based on the passing time point and injected heat of the vehicle corresponding to each associated test task passing through the thermal disturbance unit. The injected heat sequence, the initial temperature of the thermal disturbance unit, the current ambient temperature, and the initial cold plate power are used as inputs to the temperature prediction module to predict the temperature impact of each associated test task on the thermal disturbance unit. The additional cooling requirement is calculated based on the temperature impact values ​​of each associated test task on the thermal disturbance unit.

[0046] Based on any of the above embodiments, the calculation of the injected heat caused by the vehicle passing through the thermal disturbance unit for each associated test task includes: For any associated test task, the instantaneous friction power is calculated based on the speed of the vehicle passing through the thermal disturbance unit, the vehicle axle load, the friction coefficient of the thermal disturbance unit, and the road surface absorption ratio. The injected heat caused by the vehicle passing through the thermal disturbance unit is obtained by integrating within the vehicle contact time window of the vehicle corresponding to the associated test task.

[0047] Based on any of the above embodiments, calculating the additional cooling requirement based on the temperature impact values ​​of each associated test task on the thermal disturbance unit includes: Based on the temperature impact value of each associated test task on the thermal disturbance unit, and the time difference between the passing time of the last associated test task and the expected passing time of the current test vehicle on the thermal disturbance unit, the temperature of the thermal disturbance unit when the current test vehicle passes the thermal disturbance unit is determined. The additional cooling requirement is calculated based on the equivalent heat capacity of the thermal disturbance unit and the temperature difference between the temperature of the thermal disturbance unit and the target temperature when the current test vehicle passes through the thermal disturbance unit.

[0048] Based on any of the above embodiments, adjusting the cold plate power of the thermal disturbance unit based on the additional cooling capacity requirement includes: Determine the control time window and divide the control time window into multiple time sub-windows; Based on the number of time sub-windows and the additional cooling requirement, calculate the cooling capacity that needs to be released for each time sub-window; Based on the amount of cooling that needs to be released in each time sub-window and the length of each time sub-window, the cold plate power of the thermal disturbance unit within each time sub-window is calculated.

[0049] Figure 5 This is a schematic diagram of the structure of the electronic device provided by the present invention, such as... Figure 5 As shown, the electronic device may include: a processor 510, a memory 520, a communication interface 530, and a communication bus 540, wherein the processor 510, memory 520, and communication interface 530 communicate with each other through the communication bus 540. The processor 510 can call logical instructions in the memory 520 to execute a temperature control method for a low-temperature test road, the method including: step 110, dividing the test road surface into multiple wheel track units, each wheel track unit corresponding to a cold plate; step 120, adjusting the power of the cold plate of each wheel track unit based on the test requirements of the continuous test task for the road surface temperature; step 130, receiving the test task of the current test vehicle, determining the target wheel track unit corresponding to the test task based on the test range of the test task, and determining the associated wheel track unit corresponding to the associated test task based on the test range of the associated test task; Step 140: During the testing process of the current test vehicle, based on the target wheel track unit, the associated wheel track unit, the real-time planned path of the current test vehicle in the future preset time period, and the historical path of the vehicle corresponding to the associated test task in the past preset time period, determine the thermal disturbance unit in the target wheel track unit, determine the temperature impact value and additional cooling requirement of the associated test task on the thermal disturbance unit, and adjust the cooling plate power of the thermal disturbance unit based on the additional cooling requirement; Step 150: Repeat step 140 every preset time interval until the current test vehicle completes the test task.

[0050] Furthermore, the logical instructions in the aforementioned memory 520 can be implemented as software functional units and, when sold or used as independent products, can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, essentially, 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 described in the various embodiments of the present 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.

[0051] On the other hand, the present invention also provides a computer program product, the computer program product comprising a computer program stored on a non-transitory computer-readable storage medium, the computer program comprising program instructions, wherein when the program instructions are executed by a computer, the computer is able to execute the temperature control method for the low-temperature test road provided by the above methods, the method comprising: step 110, dividing the test road surface into multiple wheel track units, each wheel track unit corresponding to a cold plate; step 120, adjusting the power of the cold plate of each wheel track unit based on the test requirements of the continuous test task for the road surface temperature; step 130, receiving the test task of the current test vehicle, and determining the target wheel corresponding to the test task based on the test range of the test task. Step 140: During the testing process of the current test vehicle, based on the target wheel track unit, the associated wheel track unit, the real-time planned path of the current test vehicle in a future preset time period, and the historical path of the vehicle corresponding to the associated test task in the past preset time period, determine the thermal disturbance unit in the target wheel track unit, determine the temperature impact value and additional cooling requirement of the associated test task on the thermal disturbance unit, and adjust the cooling plate power of the thermal disturbance unit based on the additional cooling requirement; Step 150: Repeat step 140 every preset time interval until the current test vehicle completes the test task.

[0052] In another aspect, the present invention also provides a non-transitory computer-readable storage medium storing a computer program thereon, which, when executed by a processor, implements the temperature control methods for the low-temperature test road provided above. The method includes: step 110, dividing the test road surface into multiple wheel track units, each wheel track unit corresponding to a cold plate; step 120, adjusting the power of the cold plate in each wheel track unit based on the test requirements of the continuous test task for the road surface temperature; step 130, receiving the test task of the current test vehicle, determining the target wheel track unit corresponding to the test task based on the test range of the test task, and determining the target wheel track unit based on the test range of the associated test task. Step 140: During the testing process of the current test vehicle, based on the target wheel track unit, the associated wheel track unit, the real-time planned path of the current test vehicle in a future preset time period, and the historical path of the vehicle corresponding to the associated test task in the past preset time period, determine the thermal disturbance unit in the target wheel track unit, determine the temperature impact value and additional cooling requirement of the associated test task on the thermal disturbance unit, and adjust the cooling plate power of the thermal disturbance unit based on the additional cooling requirement; Step 150: Repeat step 140 every preset time interval until the current test vehicle completes the test task.

[0053] The device embodiments described above are merely illustrative. 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 modules can be selected to achieve the purpose of this embodiment according to actual needs. Those skilled in the art can understand and implement this without any creative effort.

[0054] Through the above description of the embodiments, those skilled in the art can clearly understand that each embodiment can be implemented by means of software plus necessary general-purpose hardware platforms, and of course, it can also be implemented by hardware. Based on this understanding, the above technical solutions, in essence or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product can be stored in a computer-readable storage medium, such as ROM / RAM, magnetic disk, optical disk, etc., and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute the methods described in the various embodiments or some parts of the embodiments.

[0055] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention 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 of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A temperature control method for a cryogenic test road, characterized by, The method comprises: Step 110, dividing the test road surface into a plurality of wheel trace units, each wheel trace unit corresponding to a cold plate; Step 120, based on the test requirements of the continuous test task on the road surface temperature, regulating the cold plate power of each wheel trace unit; Step 130, receiving a test task of a current test vehicle, determining a target wheel trace unit corresponding to the test task based on the test range of the test task, and determining an associated wheel trace unit corresponding to an associated test task based on the test range of the associated test task; Step 140, during the test process of the current test vehicle, based on the target wheel trace unit, the associated wheel trace unit, the real-time planned path of the current test vehicle in the future preset time period and the historical path of the vehicle corresponding to the associated test task in the past preset time period, determining a thermal disturbance unit in the target wheel trace unit, determining the temperature influence value of the thermal disturbance unit on the associated test task and the additional cooling demand, and adjusting the cold plate power of the thermal disturbance unit based on the additional cooling demand; Step 150, repeating step 140 every preset time interval until the current test vehicle completes the test task.

2. The temperature control method of a cryogenic test track according to claim 1, characterized in that, The method comprises: Determining the intersection between the set formed by each target wheel trace unit and the set formed by each associated wheel trace unit; Based on the planned path of the current test vehicle in the future preset time period, determining the predicted passing time point of the wheel trace unit in the intersection through which the planned path passes; Based on the historical path of the vehicle corresponding to the associated test task in the past preset time period, determining the passing time point of the wheel trace unit in the intersection through which the historical path passes; Filtering the wheel trace units in the intersection whose time difference between the predicted passing time point of the corresponding wheel trace unit through which the current test vehicle passes and the passing time point of the same wheel trace unit through which the vehicle corresponding to the associated test task passes is less than a time threshold, as the thermal disturbance units.

3. The temperature control method of a cryogenic test track according to claim 1 or 2, characterized in that, The method comprises: For any thermal disturbance unit, calculating the injected heat caused by the vehicle corresponding to each associated test task passing through the thermal disturbance unit, and based on the passing time point and the injected heat of the vehicle corresponding to each associated test task passing through the thermal disturbance unit, forming an injected heat sequence sorted by time; Taking the injected heat sequence, the initial temperature of the thermal disturbance unit, the current environment temperature and the initial cold plate power as the input of a temperature prediction module, predicting the temperature influence value of each associated test task on the thermal disturbance unit; Based on the temperature influence value of each associated test task on the thermal disturbance unit, calculating the additional cooling demand.

4. The temperature control method of a cryogenic test track according to claim 3, characterized in that, The method comprises: For any correlation test task, based on the speed of the vehicle passing through the thermal disturbance unit, the vehicle axle load, and the friction coefficient and road absorption ratio of the thermal disturbance unit corresponding to the correlation test task, the instantaneous friction power is calculated; The injected heat caused by the vehicle passing through the thermal disturbance unit corresponding to the correlation test task is obtained by integrating the vehicle contact time window of the vehicle passing through the thermal disturbance unit corresponding to the correlation test task.

5. The temperature control method of a cryogenic test track according to claim 3, characterized by, The calculation of the additional cooling demand based on the temperature influence value of the thermal disturbance unit for each correlation test task comprises: Based on the temperature influence value of the thermal disturbance unit for each correlation test task, and the time difference between the passing time point of the last correlation test task through the thermal disturbance unit and the expected passing time point of the current test vehicle through the thermal disturbance unit, the temperature of the thermal disturbance unit when the current test vehicle passes through the thermal disturbance unit is determined; Based on the equivalent heat capacity of the thermal disturbance unit and the temperature difference between the temperature of the thermal disturbance unit when the current test vehicle passes through the thermal disturbance unit and the target temperature, the additional cooling demand is calculated.

6. The temperature control method of a cryogenic test track according to claim 1 or 2, characterized in that, The adjustment of the cold plate power of the thermal disturbance unit based on the additional cooling demand comprises: Determine the regulation time window, and divide the regulation time window into multiple time sub-windows; Based on the number of time sub-windows and the additional cooling demand, the cooling amount required to be released in each time sub-window is calculated; Based on the cooling amount required to be released in each time sub-window and the length of each time sub-window, the cold plate power of the thermal disturbance unit in each time sub-window is calculated.

7. A temperature control device for cryogenic test roads, characterized in that Comprise: The division unit is used to divide the test road into multiple track units, and each track unit corresponds to a cold plate; The initial regulation unit is used to regulate the cold plate power of each track unit based on the test requirements of the continuous test tasks on the road temperature; The correlation unit is used to receive the test task of the current test vehicle, determine the target track unit corresponding to the test task based on the test range of the test task, and determine the correlation track unit corresponding to the correlation test task based on the test range of the correlation test task; The cooling amount supplement unit is used to determine the thermal disturbance unit in the target track unit, determine the temperature influence value and additional cooling demand of the thermal disturbance unit for the correlation test task, and adjust the cold plate power of the thermal disturbance unit based on the additional cooling demand during the test process of the current test vehicle based on the target track unit, the correlation track unit, the real-time planning path of the current test vehicle in the future preset time period, and the historical path of the vehicle corresponding to the correlation test task in the past preset time period. The iteration unit is used to call the cooling amount supplement unit every preset time interval until the current test vehicle completes the test task.

8. An electronic device comprising a memory, a processor, and a computer program stored on the memory and executable on the processor, characterized in that, The processor executes the program to implement the temperature control method of the low-temperature test road according to any one of claims 1-6. 9.A non-transitory computer-readable storage medium having stored thereon a computer program, characterized in that, The computer program is executed by the processor to implement the temperature control method of the low-temperature test road according to any one of claims 1-6.

10. A computer program product comprising a computer program, characterized in that, The computer program is executed by the processor to implement the temperature control method of the low-temperature test road according to any one of claims 1-6.

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