Robot-based vehicle debugging method and device, electronic equipment and storage medium

Abstract

The invention provides a vehicle debugging method and device based on a robot, electronic equipment and a storage medium, and belongs to the technical field of vehicle debugging. The method comprises the steps that a trigger command input by a user is received, and an accelerator and brake pedal executing mechanism of the robot is triggered; performing stroke compensation on an accelerator and brake pedal executing mechanism according to the accelerator free stroke compensation value and the brake free stroke compensation value; in the acceleration process, triggering time and triggering force of an accelerator pedal are obtained, and accelerator parameters are adjusted according to the speed deviation between the first actual vehicle speed and the first target vehicle speed; and in the deceleration process, the triggering time and the triggering force of a brake pedal are obtained, and the brake parameters are adjusted according to the speed deviation between the second actual vehicle speed and the second target vehicle speed. Therefore, by optimizing the parameters of the robot and adjusting the triggering time of the brake pedal and the accelerator pedal, the pedal travel compensation value is increased, the repeatability of test data is improved, and the energy consumption is reduced.

Description

Technical Field

[0001] This application relates to the field of vehicle debugging technology, and in particular to a robot-based vehicle debugging method, apparatus, electronic device and storage medium. Background Technology

[0002] In existing vehicle testing technologies, the use of air conditioning heating is prohibited during vehicle range and energy consumption tests in extreme low-temperature environments such as -20℃. When a rotating wheel-driven robot operates in a low-temperature environment for extended periods, the actuator experiences a delay of 0.3-0.5 seconds. This delay can lead to a disconnect between test operations and data acquisition. For example, during deceleration, due to the braking delay, the vehicle may have already traveled 1-2 meters, making it impossible to accurately match the initial braking speed and deceleration data with the preset test conditions. This significantly reduces the timeliness of the data, making it difficult to accurately control the actual trajectory of the curve and negatively impacting the test results. Summary of the Invention

[0003] To address the aforementioned technical problems, this application provides a robot-based vehicle debugging method, apparatus, electronic device, and storage medium.

[0004] In a first aspect, the present invention provides a robot-based vehicle debugging method, applied to a robot, the method comprising: Before actually driving the vehicle to conduct energy consumption tests under vehicle driving conditions, the robot receives a trigger command input by the user and triggers the accelerator and brake pedal actuators according to the trigger command. Based on the effective travel of the accelerator and brake pedals, determine the accelerator free travel compensation value and the brake free travel compensation value, and perform travel compensation on the accelerator and brake pedal actuators based on the accelerator free travel compensation value and the brake free travel compensation value; During the acceleration process of the vehicle driving condition energy consumption test, the trigger time and trigger force of the accelerator pedal are obtained. Based on the speed deviation between the first actual vehicle speed and the first target vehicle speed, the accelerator parameters are adjusted until the similarity between the actual driving trajectory curve and the first target curve is greater than the preset similarity threshold. During the deceleration process of the vehicle driving condition energy consumption test, the trigger time and trigger force of the brake pedal are obtained. Based on the speed deviation between the second actual vehicle speed and the second target vehicle speed, the braking parameters are adjusted until the similarity between the actual driving trajectory curve and the second target curve is greater than the preset similarity threshold.

[0005] In an optional implementation, the method further includes: If the first speed deviation between the actual vehicle speed and the target vehicle speed in the first speed stage is greater than or equal to the first preset speed threshold, then the corrected high-speed throttle compensation value is obtained based on the original high-speed throttle compensation value, the first speed deviation, and the first adjustment coefficient. If the second speed deviation between the actual vehicle speed and the target vehicle speed in the first speed stage is less than or equal to the second preset speed threshold, then the corrected high-speed braking compensation value is obtained based on the original high-speed braking compensation value, the second speed deviation, and the second adjustment coefficient.

[0006] In an optional implementation, the method further includes: If the actual speed of the vehicle in the second speed stage deviates from the target speed by a third speed greater than or equal to a third preset speed threshold, then a corrected low-speed throttle compensation value is obtained based on the original low-speed throttle compensation value, the third speed deviation, and the third adjustment coefficient. If the fourth speed deviation between the actual vehicle speed and the target vehicle speed in the second speed stage is less than or equal to the fourth preset speed threshold, then the corrected low-speed braking compensation value is obtained based on the original low-speed braking compensation value, the fourth speed deviation, and the fourth adjustment coefficient.

[0007] In an optional implementation, the throttle parameters include a throttle proportional coefficient, a throttle integral coefficient, and a throttle derivative coefficient. Adjusting the throttle parameters based on the speed deviation between the first actual vehicle speed and the first target vehicle speed includes: Adjust the throttle proportional coefficient, throttle integral coefficient, and throttle derivative coefficient in the following formulas based on the actual vehicle speed following effect;

[0008]

[0009] Where u1(t) is the throttle control output, K p1 K is the throttle ratio coefficient. i1 K is the integral coefficient of the throttle; d1 The throttle differential coefficient; e1(t) represents the speed deviation between the first target vehicle speed and the first actual vehicle speed, u sj1 (t) represents the first actual vehicle speed, u mb1 (t) represents the first target vehicle speed; The braking parameters include a braking proportional coefficient, a braking integral coefficient, and a braking differential coefficient. Adjusting the braking parameters based on the speed deviation between the second actual vehicle speed and the second target vehicle speed includes: The braking proportional coefficient, braking integral coefficient, and braking differential coefficient in the following formulas are adjusted based on the actual vehicle speed deviation convergence effect.

[0010]

[0011] Where u2(t) is the brake control output; K p2 K is the braking proportional coefficient. i2 K is the braking integral coefficient; d2 e2(t) represents the braking differential coefficient; e2(t) represents the speed deviation between the second target vehicle speed and the second actual vehicle speed, u sj2 (t) represents the second actual vehicle speed, u mb2 (t) represents the second target vehicle speed.

[0012] In an optional implementation, the method further includes: The robot's compliance with debugging requirements is determined based on the driving data and energy consumption results from each vehicle driving condition energy consumption test. The robot is deemed to meet the debugging requirements if the following conditions are met; The number of times the single energy consumption curve test exceeds the tolerance is less than or equal to the preset number; The deviation distance of a single energy consumption curve test is less than or equal to the preset distance; The speed deviation range of a single energy consumption curve test falls within the preset speed fluctuation range; The deviation in energy consumption results falls within the preset energy consumption deviation range.

[0013] In an optional implementation, the method further includes: The vehicle was placed in an environmental chamber, strapped to a dynamometer, and its driving resistance was set. The robot was then installed in the driver's cab of the vehicle. The temperature of the environmental chamber is adjusted to the target temperature for immersion in the target temperature vehicle. The target temperature is below 0 degrees Celsius, and the immersion time at the target temperature is greater than or equal to the preset immersion time. Test the vehicle's energy consumption under driving conditions with the air conditioning off.

[0014] In an optional implementation, the method further includes: The vehicle's energy consumption was tested cyclically on the chassis dynamometer according to the vehicle's driving conditions until the speed deviation between the actual vehicle speed and the target speed of the energy consumption curve test was greater than or equal to the fifth preset speed threshold, at which point the test was stopped.

[0015] Secondly, the present invention provides a robot-based vehicle debugging device, the device comprising: The trigger module is used to receive a trigger command input by the user before the actual driving vehicle is used for energy consumption testing under vehicle driving conditions, and to trigger the accelerator and brake pedal actuators of the robot according to the trigger command. The compensation module is used to determine the accelerator free travel compensation value and the brake free travel compensation value based on the effective travel of the accelerator and brake pedals, and to perform travel compensation on the accelerator and brake pedal actuators based on the accelerator free travel compensation value and the brake free travel compensation value. The first adjustment module is used to obtain the trigger time and trigger force of the accelerator pedal during the acceleration process of the vehicle driving condition energy consumption test, and adjust the accelerator parameters according to the speed deviation between the first actual vehicle speed and the first target vehicle speed until the similarity between the actual driving trajectory curve and the first target curve is greater than the preset similarity threshold. The second adjustment module is used to obtain the trigger time and trigger force of the brake pedal during the deceleration process of the vehicle driving condition energy consumption test, and adjust the braking parameters according to the speed deviation between the second actual vehicle speed and the second target vehicle speed until the similarity between the actual driving trajectory curve and the second target curve is greater than the preset similarity threshold.

[0016] Thirdly, the present invention provides an electronic device including a memory and a processor, wherein the memory stores a computer program that executes the robot-based vehicle debugging method described in any of the foregoing embodiments when the processor is running.

[0017] Fourthly, the present invention provides a computer-readable storage medium storing a computer program that, when run on a processor, executes the robot-based vehicle debugging method described in any of the foregoing embodiments.

[0018] This application provides a robot-based vehicle debugging method. Before actually driving the vehicle for energy consumption testing under driving conditions, a trigger command input by the user is received, and the robot's accelerator and brake pedal actuators are triggered according to the trigger command. Based on the effective travel of the accelerator and brake pedals, accelerator free travel compensation values ​​and brake free travel compensation values ​​are determined, and travel compensation is performed on the accelerator and brake pedal actuators based on these values. During acceleration in the energy consumption test, the trigger time and force of the accelerator pedal are acquired, and the accelerator parameters are adjusted based on the speed deviation between the first actual vehicle speed and the first target vehicle speed until the similarity between the actual driving trajectory curve and the first target curve is greater than a preset similarity threshold. During deceleration in the energy consumption test, the trigger time and force of the brake pedal are acquired, and the brake parameters are adjusted based on the speed deviation between the second actual vehicle speed and the second target vehicle speed until the similarity between the actual driving trajectory curve and the second target curve is greater than a preset similarity threshold. In this way, by optimizing the parameters of the robot driving system, adjusting the trigger time of the robot's brake and accelerator pedals, increasing the brake and accelerator pedal travel compensation value, improving the actual execution force of the brake and accelerator pedals, ensuring that the actuator can guarantee the same trigger point in each test, improving the repeatability of test data, reducing the deviation distance and number of deviations between the robot driving curve and the standard curve, making the actual driving curve more closely match the standard curve, and the energy consumption of the optimized robot vehicle driving condition energy consumption test is lower. Attached Figure Description

[0019] To more clearly illustrate the technical solutions of this application, the accompanying drawings used in the embodiments will be briefly described below. It should be understood that the following drawings only show some embodiments of this application and should not be regarded as a limitation on the scope of protection of this application. In the various drawings, similar components are numbered similarly.

[0020] Figure 1 A flowchart illustrating the robot-based vehicle debugging method provided in this application is shown. Figure 2 Another flowchart illustrating the robot-based vehicle debugging method provided in this application is shown; Figure 3 This paper presents another flowchart illustrating the robot-based vehicle debugging method provided in this application. Figure 4 A schematic diagram of the structure of the robot-based vehicle debugging device provided in this application is shown. Detailed Implementation

[0021] The technical solutions of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments.

[0022] The components of this application, typically described and illustrated in the accompanying drawings, can be arranged and designed in a variety of different configurations. Therefore, the following detailed description of embodiments of this application provided in the drawings is not intended to limit the scope of the claimed application, but merely to illustrate selected embodiments of the application. All other embodiments obtained by those skilled in the art based on the embodiments of this application without inventive effort are within the scope of protection of this application.

[0023] In the following, the terms “comprising,” “having,” and their cognates, which may be used in various embodiments of this application, are intended only to indicate a particular feature, number, step, operation, element, component, or combination thereof, and should not be construed as excluding, firstly, the presence of one or more other features, numbers, steps, operations, elements, components, or combinations thereof, or adding the possibility of one or more features, numbers, steps, operations, elements, components, or combinations thereof.

[0024] Furthermore, the terms "first," "second," and "third" are used only to distinguish descriptions and should not be interpreted as indicating or implying relative importance.

[0025] Unless otherwise specified, all terms used herein (including technical and scientific terms) shall have the same meaning as commonly understood by one of ordinary skill in the art to which the various embodiments of this application pertain. Terms (such as those defined in commonly used dictionaries) shall be interpreted as having the same meaning as in their contextual meaning in the relevant technical field and shall not be construed as having an idealized or overly formal meaning, unless clearly defined in the various embodiments of this application.

[0026] Example 1 This application provides a robot-based vehicle debugging method.

[0027] See Figure 1 The robot-based vehicle debugging method includes: step S101, before the actual driving vehicle is tested for energy consumption under vehicle driving conditions, receiving a trigger command input by the user, and triggering the robot's accelerator and brake pedal actuators according to the trigger command.

[0028] Vehicle operating condition energy consumption testing can be performed for the China Light-duty Vehicle Test Cycle (CLTC). This robot, including accelerator and brake pedal actuators, can be used to perform vehicle operations in harsh environments, replacing users, to conduct relevant vehicle testing procedures.

[0029] For example, before the robot performs the CLTC energy consumption test on the actual driving vehicle, a command needs to be manually entered 5 seconds in advance to trigger the robot's accelerator and brake pedal actuators. Based on the effective travel of the brake and accelerator pedals, the accelerator free travel compensation value and the brake free travel compensation value are determined.

[0030] Step S102: Determine the throttle free travel compensation value and the brake free travel compensation value based on the effective travel of the throttle and brake pedals, and perform travel compensation on the throttle and brake pedal actuators based on the throttle free travel compensation value and the brake free travel compensation value.

[0031] It is understandable that there is mechanical free travel in the brake and accelerator pedals. If no compensation is made, the robot control commands will be delayed, causing the actual driving speed and braking timing to deviate from the target operating conditions, affecting the accuracy of energy consumption testing. After compensating the travel of the accelerator and brake pedal actuators in advance according to the accelerator free travel compensation value and the brake free travel compensation value, the accuracy of energy consumption testing can be improved.

[0032] As an example, let the total pedal travel be S_total and the effective trigger travel start point be S_start. Then the free travel compensation value C = S_start. For example, if the total accelerator pedal travel is 100mm, and the accelerator signal is only output when the pedal is depressed for 20mm, then the accelerator free travel compensation value is 20mm. When controlling the robot, this travel needs to be compensated in advance to ensure accurate command triggering timing.

[0033] Step S103: During the acceleration process of the vehicle driving condition energy consumption test, the trigger time and trigger force of the accelerator pedal are obtained. Based on the speed deviation between the first actual vehicle speed and the first target vehicle speed, the accelerator parameters are adjusted until the similarity between the actual driving trajectory curve and the first target curve is greater than the preset similarity threshold.

[0034] In this embodiment, the preset similarity threshold can be determined according to the actual situation. For example, during the acceleration process of starting the CLTC energy consumption test, the timing and force of the accelerator pedal trigger are observed. Based on the deviation between the actual vehicle speed and the target vehicle speed, the accelerator parameters are changed in real time until the actual driving trajectory curve is close to the target curve.

[0035] See Table 3, which shows a schematic table of robot parameters.

[0036]

[0037] In this embodiment, the throttle parameters include the throttle proportional coefficient (i.e., throttle parameter P in Table 3), the throttle integral coefficient (i.e., throttle parameter I in Table 3), and the throttle differential coefficient (i.e., throttle parameter D in Table 3). Step S103 includes: adjusting the throttle parameters according to the speed deviation between the first actual vehicle speed and the first target vehicle speed, including: Adjust the throttle proportional coefficient, throttle integral coefficient, and throttle derivative coefficient in the following formulas based on the actual vehicle speed following effect;

[0038]

[0039] Where u1(t) is the throttle control output, K p1 K is the throttle ratio coefficient. i1 K is the integral coefficient for throttle; d1 Here, e1(t) represents the differential coefficient of the throttle; e1(t) represents the speed deviation between the first target speed and the first actual speed; u sj1 (t) represents the first actual vehicle speed, u mb1 (t) represents the first target vehicle speed.

[0040] It should be noted that the throttle ratio coefficient K p1 The throttle integral coefficient K is used to determine the intensity of the current deviation response. i1 The throttle differential coefficient K is used to eliminate steady-state deviation. d1 Used to predict deviation trends and suppress overshoot, the corresponding controlled object is the throttle actuator. Through repeated adjustments and observation of the actual vehicle speed following effect, K is adjusted... p1 K i1 K d1 Numerical values. For example, if the actual vehicle speed is consistently lower than the target vehicle speed and the speed deviation is stable, increase K. p1 or K i1 If the vehicle speed is significantly overshoot, adjust K. d1 Enhance stability until the trajectory deviation meets the test requirements.

[0041] Step S104: During the deceleration process of the vehicle driving condition energy consumption test, the trigger time and trigger force of the brake pedal are obtained. Based on the speed deviation between the second actual vehicle speed and the second target vehicle speed, the braking parameters are adjusted until the similarity between the actual driving trajectory curve and the second target curve is greater than the preset similarity threshold.

[0042] For example, during the deceleration process at the start of the CLTC energy consumption test, the timing and force of the brake pedal trigger are observed. Based on the deviation between the actual vehicle speed and the target vehicle speed, the braking parameters are adjusted in real time until the actual trajectory curve closely approximates the target curve. In this embodiment, the braking parameters include the braking proportional coefficient (i.e., braking parameter P in Table 3), the braking integral coefficient (i.e., braking parameter I in Table 3), and the braking differential coefficient (i.e., braking parameter D in Table 3). Step S104, adjusting the braking parameters based on the speed deviation between the second actual vehicle speed and the second target vehicle speed, includes: The braking proportional coefficient, braking integral coefficient, and braking differential coefficient in the following formulas are adjusted based on the actual vehicle speed deviation convergence effect.

[0043]

[0044] Where u2(t) is the brake control output; K p2 K is the braking proportional coefficient. i2 K is the braking integral coefficient; d2 e2(t) represents the braking differential coefficient; e2(t) represents the speed deviation between the second target speed and the second actual speed. sj2 (t) represents the second actual vehicle speed, u mb2 (t) represents the second target vehicle speed.

[0045] It should be noted that the braking ratio coefficient K p2 Braking integral coefficient K is used to eliminate steady-state deviation. i2 The braking differential coefficient K is used to eliminate steady-state deviations. d2 Used to predict deviation trends and suppress overshoot, the corresponding controlled object is the brake actuator. By debugging and observing the convergence effect of the deviation between the actual vehicle speed and the target vehicle speed during deceleration, K is adjusted. p2 K i2 K d2 Numerical value. For example, if the deceleration is too slow (actual vehicle speed is higher than the target and the deviation is stable), increase K. p2 For example, if there are large fluctuations in braking force or overshoot during deceleration, adjust K. d2 Optimize stability until the vehicle's actual trajectory matches the target trajectory.

[0046] In this embodiment, after the parameters in Table 3 are determined, a complete energy consumption test is conducted. The focus is on observing the trigger time and force of the brake and accelerator during acceleration and deceleration at high speeds. If the actual driving speed deviates from the target curve speed by ≥2km / h, the accelerator and brake compensation values ​​are adjusted.

[0047] See Figure 2 The method also includes: Step S105: If the first speed deviation between the actual vehicle speed and the target vehicle speed in the first speed stage is greater than or equal to the first preset speed threshold, then the corrected high-speed throttle compensation value is obtained based on the original high-speed throttle compensation value, the first speed deviation, and the first adjustment coefficient. Step S106: If the second speed deviation between the actual vehicle speed and the target vehicle speed in the first speed stage is less than or equal to the second preset speed threshold, then the corrected high-speed braking compensation value is obtained based on the original high-speed braking compensation value, the second speed deviation, and the second adjustment coefficient.

[0048] In this embodiment, the first speed stage is the high-speed stage.

[0049] In this embodiment, the method further includes: If the actual speed of the vehicle in the second speed stage deviates from the target speed by a third speed greater than or equal to a third preset speed threshold, then a corrected low-speed throttle compensation value is obtained based on the original low-speed throttle compensation value, the third speed deviation, and the third adjustment coefficient. If the fourth speed deviation between the actual vehicle speed and the target vehicle speed in the second speed stage is less than or equal to the fourth preset speed threshold, then the corrected low-speed braking compensation value is obtained based on the original low-speed braking compensation value, the fourth speed deviation, and the fourth adjustment coefficient.

[0050] In this embodiment, the second speed stage is the low-speed stage. Please refer to Table 3 again, and set the high-speed braking compensation value to 0, the high-speed throttle compensation value to Q, the low-speed throttle compensation value to M, and the low-speed braking compensation value to N.

[0051] Taking the high-speed section as an example, if the deviation between the actual vehicle speed and the target vehicle speed is Δv=v 实际 -v 目标 When Δv ≥ 2 km / h (insufficient throttle compensation during acceleration), adjust the high-speed throttle compensation value Q. 新 =Q 原 +kQ·Δv (k is the adjustment coefficient, which needs to be calibrated according to the vehicle model and operating conditions, and is usually taken as 0.5~1); if Δv≤ If the speed is 2 km / h (insufficient brake compensation during deceleration), adjust the high-speed brake compensation value to O. 新 =O 原 +k O ·|Δv|.

[0052] At low speeds, adjust the low-speed throttle compensation value M and the low-speed braking compensation value N according to Δv, using the formula M. 新 =M 原 +kM·Δv,N 新 =N 原 +kN·|Δv|, until the vehicle speed deviation under all working conditions is <2km / h.

[0053] In this embodiment, by optimizing the parameters of the robot driving system, adjusting the trigger time of the robot's brake and accelerator pedals, increasing the brake and accelerator pedal travel compensation values, and improving the actual actuation force of the brake and accelerator pedals, the system ensures that the actuators can maintain the same trigger point in each test, thus solving the problem of poor data repeatability. This reduces the deviation distance and number of deviations between the robot's driving curve and the standard curve, making the actual driving curve closer to the standard curve. Through comparative analysis of multiple test results, the optimized robot (CLTC) has lower energy consumption than the original robot.

[0054] In this embodiment, thorough preparation is made in advance to ensure successful testing. Specifically, the preparation includes: The vehicle was placed in an environmental chamber, strapped to a dynamometer, and its driving resistance was set. The robot was then installed in the driver's cab of the vehicle. The temperature of the environmental chamber is adjusted to the target temperature for immersion in the target temperature vehicle. The target temperature is below 0 degrees Celsius, and the immersion time at the target temperature is greater than or equal to the preset immersion time. Test the vehicle's energy consumption under driving conditions with the air conditioning off.

[0055] In this embodiment, the environmental chamber can be a cryogenic environmental chamber, with a target temperature set to a pre-defined low temperature, such as -20 degrees Celsius. The target temperature immersion time can be the immersion duration, with a preset immersion time of 16 hours. For example, the robot is correctly installed in the vehicle's cab, and the clearance between the robot's accelerator and brake pedals is adjusted to avoid vibration affecting the actuators. After the robot's parameters are adjusted, the environmental chamber temperature is set to -20 degrees Celsius for cryogenic immersion, and the test can only proceed after the immersion time is ≥16 hours.

[0056] In this embodiment, after completing the experimental preparations, the experimental process is initiated, which includes: The vehicle's energy consumption was tested cyclically on the chassis dynamometer according to the vehicle's driving conditions until the speed deviation between the actual vehicle speed and the target speed of the energy consumption curve test was greater than or equal to the fifth preset speed threshold, at which point the test was stopped.

[0057] In this embodiment, the fifth preset speed threshold is 2 km / h. For example, the test process should be carried out continuously on the chassis dynamometer according to the National Light Vehicle Driving Cycle (CLTC) energy consumption test cycle until the vehicle speed cannot meet the tolerance requirements, that is, when the allowable tolerance between the actual vehicle speed and the speed specified in the test cycle is ≥2 km / h and the vehicle cannot follow the curve, the test should be stopped.

[0058] See Table 1, which shows a schematic diagram of the test conditions.

[0059]

[0060] In this embodiment, after conducting vehicle driving condition energy consumption tests, each driving process is evaluated and judged based on the recorded test data. Specifically, the method further includes: The robot's compliance with debugging requirements is determined based on the driving data and energy consumption results from each vehicle driving condition energy consumption test. The robot is deemed to meet the debugging requirements if the following conditions are met; The number of times the single energy consumption curve test exceeds the tolerance is less than or equal to the preset number; The deviation distance of a single energy consumption curve test is less than or equal to the preset distance; The speed deviation range of a single energy consumption curve test falls within the preset speed fluctuation range; The deviation in energy consumption results falls within the preset energy consumption deviation range.

[0061] To further clarify, if any of the following conditions are not met, the robot is determined to be non-compliant with the debugging requirements. The robot will then undergo parameter adjustments and secondary verification until all of the following conditions are met. The number of times the single energy consumption curve test exceeds the tolerance is less than or equal to the preset number; The deviation distance of a single energy consumption curve test is less than or equal to the preset distance; The speed deviation range of a single energy consumption curve test falls within the preset speed fluctuation range; The deviation in energy consumption results falls within the preset energy consumption deviation range.

[0062] See Table 2, which shows a schematic diagram of the result determination.

[0063]

[0064] As an example, if all of A, B, C, and D meet the target value requirements, the robot is deemed to have met the debugging requirements. If any of A, B, C, or D fails to meet the requirements (after ruling out vehicle-related issues), the robot's parameters should be adjusted and a second verification should be performed until the target value is met.

[0065] Please see Figure 3 , Figure 3 The diagram shown is another flowchart of the robot-based vehicle debugging method provided in this embodiment.

[0066] Step S301: Adjust various parameters of the robot.

[0067] It is understandable that the parameters of the robot driving system (brake and throttle response speed) can be optimized and adjusted, and the various parameters in Table 3 can be adjusted to establish a unified standard procedure for test operation. Regardless of the test period or whether the test personnel change, the robot can strictly follow the preset procedure to perform the operation, ensuring the same braking trigger speed, time point, and pedal force each time, so that the deviation rate of multiple test data is controlled within 1%, thus solving the problem of poor data repeatability.

[0068] Step S302: Begin vehicle driving condition energy consumption test.

[0069] Step S303: Output the test parameters, record and evaluate them.

[0070] In this embodiment, the test parameters include driving data, energy consumption results, etc., which are not limited here, and the driving process is evaluated and judged based on the driving data and energy consumption results.

[0071] Step S304: Determine whether the product is qualified or unqualified.

[0072] In this embodiment, if the following four conditions are met, the robot debugging requirements are deemed to be met; if any one of the following four conditions is not met, the robot debugging requirements are deemed not met. These four conditions include: the number of out-of-tolerance tests in a single energy consumption curve test is less than or equal to a preset number; the deviation distance in a single energy consumption curve test is less than or equal to a preset distance; the speed deviation range in a single energy consumption curve test falls within a preset speed fluctuation range; and the energy consumption result deviation falls within a preset energy consumption deviation range.

[0073] After calibration and optimization, the robot's data accuracy has been significantly improved. The optimized robot driving achieves millimeter-level operational precision and zero operational discrepancy, greatly enhancing the match between test data and the vehicle's actual performance. Taking a single-cycle low-temperature CLTC test as an example, the previous robot driving acceleration data deviation rate was approximately 8%-12%, while the optimized robot driving deviation rate can be reduced to 1%-3%, improving data accuracy by over 70%. Data timeliness has been greatly improved, with a 0.01-second operation response delay, enabling synchronization between test operations and data acquisition, and controlling data timestamp errors within 0.005 seconds. This avoids delays in actuators caused by data lag, ensuring that the robot's actual driving curve almost perfectly matches the standard curve. Data repeatability has been greatly improved, with the deviation rate of multiple sets of data for the same test item reduced from 5%-8% to less than 1%. This significantly reduces invalid test data and improves data application efficiency.

[0074] The robot-based vehicle debugging method provided in this embodiment receives a trigger command input by the user before the actual driving of the vehicle for energy consumption testing under driving conditions. The trigger command then triggers the robot's accelerator and brake pedal actuators. Based on the effective travel of the accelerator and brake pedals, accelerator free travel compensation values ​​and brake free travel compensation values ​​are determined. Travel compensation is then performed on the accelerator and brake pedal actuators based on these values. During acceleration in the energy consumption testing under driving conditions, the trigger time and force of the accelerator pedal are acquired. Based on the speed deviation between the first actual vehicle speed and the first target vehicle speed, the accelerator parameters are adjusted until the similarity between the actual driving trajectory curve and the first target curve is greater than a preset similarity threshold. During deceleration in the energy consumption testing under driving conditions, the trigger time and force of the brake pedal are acquired. Based on the speed deviation between the second actual vehicle speed and the second target vehicle speed, the brake parameters are adjusted until the similarity between the actual driving trajectory curve and the second target curve is greater than a preset similarity threshold. In this way, by optimizing the parameters of the robot driving system, adjusting the trigger time of the robot's brake and accelerator pedals, increasing the brake and accelerator pedal travel compensation value, improving the actual execution force of the brake and accelerator pedals, ensuring that the actuator can guarantee the same trigger point in each test, improving the repeatability of test data, reducing the deviation distance and number of deviations between the robot driving curve and the standard curve, making the actual driving curve more closely match the standard curve, and the energy consumption of the optimized robot vehicle driving condition energy consumption test is lower.

[0075] Example 2 In addition, this application provides a robot-based vehicle debugging device.

[0076] like Figure 4 As shown, the robot-based vehicle debugging device 400 includes: The trigger module 401 is used to receive a trigger command input by the user before the actual driving vehicle is used for the energy consumption test of vehicle driving conditions, and to trigger the throttle and brake pedal actuators of the robot according to the trigger command. The compensation module 402 is used to determine the throttle free travel compensation value and the brake free travel compensation value based on the effective travel of the throttle and brake pedals, and to perform travel compensation on the throttle and brake pedal actuators based on the throttle free travel compensation value and the brake free travel compensation value. The first adjustment module 403 is used to obtain the trigger time and trigger force of the accelerator pedal during the acceleration process of the vehicle driving condition energy consumption test, and adjust the accelerator parameters according to the speed deviation between the first actual vehicle speed and the first target vehicle speed until the similarity between the actual driving trajectory curve and the first target curve is greater than the preset similarity threshold. The second adjustment module 404 is used to obtain the trigger time and trigger force of the brake pedal during the deceleration process of the vehicle driving condition energy consumption test, and adjust the braking parameters according to the speed deviation between the second actual vehicle speed and the second target vehicle speed until the similarity between the actual driving trajectory curve and the second target curve is greater than the preset similarity threshold.

[0077] The robot-based vehicle debugging device 400 provided in this embodiment can implement the robot-based vehicle debugging method provided in Embodiment 1. To avoid repetition, it will not be described again here.

[0078] Example 3 In addition, this application provides an electronic device including a memory and a processor, wherein the memory stores a computer program, and the computer program executes the robot-based vehicle debugging method provided in Embodiment 1 when it is run on the processor.

[0079] The electronic device provided in this embodiment can implement the robot-based vehicle debugging method provided in Embodiment 1. To avoid repetition, it will not be described again here.

[0080] Example 4 This application also provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the robot-based vehicle debugging method provided in Embodiment 1.

[0081] In this embodiment, the computer-readable storage medium may be a read-only memory (ROM), a random access memory (RAM), a magnetic disk, or an optical disk, etc.

[0082] The computer-readable storage medium provided in this embodiment can implement the robot-based vehicle debugging method provided in Embodiment 1. To avoid repetition, it will not be described again here.

[0083] It should be noted that, in this document, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or terminal 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, article, or terminal. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or terminal that includes that element.

[0084] Through the above description of the embodiments, those skilled in the art can clearly understand that the methods of the above embodiments can be implemented by means of software plus necessary general-purpose hardware platforms. Of course, they can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of this application, 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 is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk) and includes several instructions to cause a terminal (which may be a mobile phone, computer, server, air conditioner, or network device, etc.) to execute the methods described in the various embodiments of this application.

[0085] The embodiments of this application have been described above with reference to the accompanying drawings. However, this application is not limited to the specific embodiments described above. The specific embodiments described above are merely illustrative and not restrictive. Those skilled in the art can make many other forms under the guidance of this application without departing from the spirit and scope of the claims, and all of these forms are within the protection scope of this application.

Claims

1. A robot-based vehicle commissioning method, characterized by, The method is applied to a robot, and the method comprises the following steps: Before a vehicle driving condition energy consumption test is performed on an actual driving vehicle, a user input trigger command is received, and a throttle pedal and brake pedal actuator of the robot is triggered according to the trigger command; According to effective strokes of the throttle pedal and the brake pedal, a throttle free stroke compensation value and a brake free stroke compensation value are determined, and stroke compensation is performed on the throttle pedal and brake pedal actuator according to the throttle free stroke compensation value and the brake free stroke compensation value; During acceleration of the vehicle driving condition energy consumption test, trigger time and trigger intensity of the throttle pedal are obtained, throttle parameters are adjusted according to a speed deviation between a first actual vehicle speed and a first target vehicle speed, until a similarity between an actual driving trajectory curve and a first target curve is greater than a preset similarity threshold value; During deceleration of the vehicle driving condition energy consumption test, trigger time and trigger intensity of the brake pedal are obtained, brake parameters are adjusted according to a speed deviation between a second actual vehicle speed and a second target vehicle speed, until a similarity between an actual driving trajectory curve and a second target curve is greater than a preset similarity threshold value.

2. The method of claim 1, wherein, The method further comprises the following steps: If a first speed deviation between the actual vehicle speed and the target vehicle speed in the first speed stage is greater than or equal to a first preset speed threshold value, a modified high-speed throttle compensation value is obtained according to an original high-speed throttle compensation value, the first speed deviation, a first adjustment coefficient; If a second speed deviation between the actual vehicle speed and the target vehicle speed in the first speed stage is less than or equal to a second preset speed threshold value, a modified high-speed brake compensation value is obtained according to an original high-speed brake compensation value, the second speed deviation, a second adjustment coefficient.

3. The method of claim 1, wherein, The method further comprises the following steps: If a third speed deviation between the actual vehicle speed and the target vehicle speed in the second speed stage is greater than or equal to a third preset speed threshold value, a modified low-speed throttle compensation value is obtained according to an original low-speed throttle compensation value, the third speed deviation, a third adjustment coefficient; If a fourth speed deviation between the actual vehicle speed and the target vehicle speed in the second speed stage is less than or equal to a fourth preset speed threshold value, a modified low-speed brake compensation value is obtained according to an original low-speed brake compensation value, the fourth speed deviation, a fourth adjustment coefficient.

4. The method of claim 1, wherein, The throttle parameters comprise a throttle proportional coefficient, a throttle integral coefficient and a throttle differential coefficient, and the adjustment of the throttle parameters according to the speed deviation between the first actual vehicle speed and the first target vehicle speed comprises the following steps: The throttle proportional coefficient, the throttle integral coefficient and the throttle differential coefficient in the following formula are adjusted according to actual vehicle speed following effect; wherein u1(t) is the throttle control output, K p1 is the throttle proportional coefficient, K i1 is the throttle integral coefficient; K d1 is the throttle derivative coefficient; e1(t) represents the speed deviation of the first target vehicle speed and the first actual vehicle speed, u sj1 (t) represents the first actual vehicle speed, u mb1 (t) represents the first target vehicle speed; The brake parameters comprise a brake proportional coefficient, a brake integral coefficient and a brake differential coefficient, and the adjustment of the brake parameters according to the speed deviation between the second actual vehicle speed and the second target vehicle speed comprises the following steps: The brake proportional coefficient, the brake integral coefficient and the brake differential coefficient in the following formula are adjusted according to actual vehicle speed deviation convergence effect; Wherein, u2(t) is the brake control output; K p2 is the brake proportional coefficient, K i2 is the brake integral coefficient; K d2 is the brake differential coefficient; e2(t) represents the speed deviation of the second target vehicle speed and the second actual vehicle speed, u sj2 (t) represents the second actual vehicle speed, u mb2 (t) represents the second target vehicle speed.

5. The method of claim 1, wherein, The method further comprises the following steps: Driving data and energy consumption results of each vehicle driving condition energy consumption test are used to determine whether the robot meets debugging requirements; If the following conditions are met, it is determined that the robot meets the debugging requirements; The single energy consumption curve test exceeds the preset number of times by less than or equal to a preset number of times; The single energy consumption curve test exceeds the preset distance by less than or equal to a preset distance; The single energy consumption curve test speed deviation range belongs to a preset speed fluctuation range; The energy consumption result deviation belongs to a preset energy consumption deviation range.

6. The method of claim 1, wherein, The method further comprises: Placing the vehicle in an environmental cabin, binding it to a hub dynamometer, setting the driving resistance, and installing the robot in the cab of the vehicle; Adjusting the temperature of the environmental cabin to a target temperature for target temperature immersion of the vehicle, the target temperature being lower than 0 degrees, and the target temperature immersion time being greater than or equal to a preset immersion time; Controlling the vehicle to perform vehicle driving cycle energy consumption test in the non-air conditioning mode.

7. The method of claim 6, wherein, The method further comprises: Performing a cycle test on the chassis dynamometer according to the vehicle driving cycle energy consumption test until the speed deviation between the actual speed of the vehicle and the target speed of the energy consumption curve test is greater than or equal to a fifth preset speed threshold, and stopping the test.

8. A robot-based vehicle commissioning apparatus, characterized by The device comprises: A trigger module for receiving a trigger command input by a user before an actual driving vehicle performs a vehicle driving cycle energy consumption test, and triggering the throttle and brake pedal actuator of the robot according to the trigger command; A compensation module for determining a throttle free stroke compensation value and a brake free stroke compensation value according to the effective stroke of the throttle and brake pedal, and compensating the stroke of the throttle and brake pedal actuator according to the throttle free stroke compensation value and the brake free stroke compensation value; A first adjustment module for obtaining the trigger time and trigger intensity of the throttle pedal during the acceleration process of the vehicle driving cycle energy consumption test, adjusting the throttle parameter according to the speed deviation between the first actual speed and the first target speed, until the similarity between the actual driving trajectory curve and the first target curve is greater than a preset similarity threshold; A second adjustment module for obtaining the trigger time and trigger intensity of the brake pedal during the deceleration process of the vehicle driving cycle energy consumption test, adjusting the brake parameter according to the speed deviation between the second actual speed and the second target speed, until the similarity between the actual driving trajectory curve and the second target curve is greater than a preset similarity threshold.

9. An electronic device, comprising: A memory and a processor, the memory storing a computer program, the computer program executing the robot-based vehicle debugging method of any one of claims 1-7 when the processor runs.

10. A computer-readable storage medium, characterized in that, It stores a computer program, which executes the robot-based vehicle debugging method of any one of claims 1-7 when the processor runs.

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