Brake-by-wire hardware-in-loop test method, device and equipment and storage medium

Abstract

The invention discloses a brake-by-wire hardware-in-loop test method, device and equipment and a storage medium, and relates to the field of vehicle EPS tests.The brake-by-wire hardware-in-loop test method comprises the steps that a low-adhesion road surface and a vehicle model are generated, and the action range of acceleration action or brake action of a vehicle is obtained based on test of a test bench; calculating a wheel theoretical rotation state when the vehicle model is accelerated or braked according to the motion amplitude under the low-adhesion road surface; and calculating and generating a physical wheel speed signal corresponding to the theoretical rotation state of the wheel on the test bench to verify the driving anti-skid function and the braking anti-lock function of the ESP system. The hardware-in-the-loop test architecture of calculating the theoretical state by the model and generating the physical signal by the bench is adopted, and the ESP system is activated through the real physical wheel speed signal, so that the driving anti-skid function and the braking anti-lock function of the ESP system are verified. The generation, transmission and acquisition chains of wheel speed signals in a real vehicle are reproduced, and the problem of signal feature distortion is avoided.

Description

Technical Field

[0001] This invention relates to the field of vehicle EPS testing, specifically to a method, apparatus, equipment, and storage medium for hardware-in-the-loop testing of brake-by-wire. Background Technology

[0002] With the increasing electronic and integrated development of automotive braking systems, electronic parking brakes and service brake systems have become key components of vehicle safety. To verify the reliability of related controllers, hardware-in-the-loop testing technology is widely used in laboratory environments.

[0003] Most HIL tests for braking systems focus on simulating and verifying the electronic parking brake function. These solutions typically generate slope signals and handbrake switch signals when the vehicle is stationary or at low speed using simulation models, driving the EPB controller to perform clamping or releasing actions. These solutions can only simulate static or quasi-static parking conditions and cannot effectively test the braking system during dynamic driving, especially the integrated Electronic Stability Program (ESP) system. On the other hand, some existing HIL test solutions for service brakes have the problem of insufficient signal simulation realism when simulating wheel speed signals. These solutions often directly calculate a theoretical wheel speed value in the simulation model and then directly inject it into the ESP controller in the form of a pure digital signal, bypassing the working principle of the wheel speed sensors on real vehicles. This makes it impossible to verify the real wheel speed signal, resulting in distorted test results. Summary of the Invention

[0004] This application provides a method, apparatus, device, and storage medium for hardware-in-the-loop testing of brake-by-wire, which can solve the technical problem that traditional EPS testing methods in the prior art cannot test the braking system during dynamic driving. At the same time, some driving brake HIL testing schemes directly inject the simulated wheel speed signal into the ESP controller in the form of a pure digital signal, which has the technical problem of insufficient signal simulation realism.

[0005] In a first aspect, embodiments of this application provide a hardware-in-the-loop testing method for brake-by-wire, including: Generate low-adhesion road surface and vehicle models, and obtain the magnitude of vehicle acceleration or braking actions based on test bench testing. Calculate the theoretical wheel rotation state of the vehicle model when it accelerates or brakes with the stated action range on a low-adhesion road surface. The physical wheel speed signal corresponding to the theoretical rotation state of the wheel is calculated and generated on the test bench to verify the ESP system's anti-slip function and anti-lock braking function. The test bench is equipped with a motor, a braking system, an acceleration system, and an ESP system.

[0006] In conjunction with the first aspect, in one implementation, the generation of the low-adhesion road surface and vehicle model, and the determination of the vehicle's acceleration or braking action amplitude based on test bench testing, specifically includes: A vehicle model is generated based on the model of the vehicle to be tested, a low-adhesion road surface is generated and the slipperiness of the low-adhesion road surface is configured, and a test bench is installed. The test bench is controlled to perform acceleration or braking actions to obtain the magnitude of the vehicle's acceleration or braking actions.

[0007] In one embodiment, the theoretical rotational state of the wheel includes the acceleration wheel speed, acceleration torque, and motor duty cycle corresponding to the acceleration action, as well as the braking pressure and braking wheel speed curves corresponding to the braking action.

[0008] In one embodiment, calculating the theoretical wheel rotation state of the vehicle model under low-adhesion road conditions when accelerating or braking with the stated action amplitude specifically includes: Based on the accelerator pedal opening and gear status of the acceleration system when the acceleration action is performed on the test bench, and combined with the slipperiness of the low-adhesion road surface, the acceleration torque of the vehicle model is calculated. Based on the acceleration torque, the corresponding acceleration wheel speed of the vehicle model is calculated. Based on the acceleration wheel speed, the motor duty cycle of the vehicle model is calculated in reverse. Based on the brake pedal opening of the braking system when braking is performed on the test bench, the braking pressure transmitted to the wheel cylinders on the test bench under the brake pedal opening is obtained. Combining the braking pressure and the slipperiness of the low-adhesion road surface, the braking wheel speed curve of the vehicle model is calculated.

[0009] In one implementation, the calculation and generation of physical wheel speed signals corresponding to the theoretical rotational state of the wheels on a test bench to verify the ESP system's anti-slip and anti-lock braking functions specifically includes: For acceleration scenarios, based on the motor duty cycle of the vehicle model, the motor on the test bench is controlled to output the corresponding drive torque, generating physical wheel speed signals on the test bench to verify the drive anti-slip function of the ESP system. For braking scenarios, based on the braking wheel speed curve of the vehicle model, the motor on the test bench is controlled to output the corresponding braking torque, generating the physical wheel speed signal on the test bench to verify the anti-lock braking function of the ESP system.

[0010] In one implementation, the motor duty cycle based on the vehicle model controls the motor output of the corresponding drive torque on the test bench, generating a physical wheel speed signal on the test bench to verify the anti-slip function of the ESP system, specifically including: Based on the motor duty cycle of the vehicle model, the motor on the test bench is controlled to output the corresponding drive torque, so as to drive the gear ring located at the motor output end to rotate, so that the wheel speed sensor on the gear ring generates the corresponding voltage pulse. The ESP system obtains the rotational speed of the gear ring based on the voltage pulse and issues corresponding drive torque control commands and / or brake pressure control commands to adjust the rotational speed of the gear ring; The ESP system selects to maintain or increase the current drive torque and / or braking pressure based on the speed after the gear ring is adjusted.

[0011] In one implementation, the braking wheel speed curve based on the vehicle model controls the motor on the test bench to output corresponding braking torque, generating a physical wheel speed signal on the test bench to verify the anti-lock braking function of the ESP system, specifically including: Based on the braking wheel speed curve of the vehicle model, the motor on the test bench is controlled to output the corresponding braking torque, so as to drive the gear ring located at the motor output end to rotate, so that the wheel speed sensor on the gear ring generates the corresponding voltage pulse. The ESP system obtains the rotational speed of the gear ring based on the voltage pulse and issues corresponding drive torque control commands and / or brake pressure control commands to adjust the rotational speed of the gear ring; The ESP system selects to maintain or increase the current drive torque and / or braking pressure based on the speed after the gear ring is adjusted.

[0012] Secondly, embodiments of this application provide a hardware-in-the-loop testing device for brake-by-wire, characterized in that it includes: The acquisition module is used to generate low-adhesion road surface and vehicle models, and obtain the magnitude of vehicle acceleration or braking actions based on test bench testing. The calculation module is used to calculate the theoretical wheel rotation state of the vehicle model when it accelerates or brakes with the action amplitude on a low-adhesion road surface. The generation module calculates and generates physical wheel speed signals corresponding to the theoretical rotation state of the wheels on the test bench to verify the ESP system's anti-slip and anti-lock braking functions.

[0013] Thirdly, embodiments of this application provide a wire-controlled brake hardware-in-the-loop testing device, which includes a processor, a memory, and a wire-controlled brake hardware-in-the-loop testing program stored in the memory and executable by the processor. When the wire-controlled brake hardware-in-the-loop testing program is executed by the processor, it implements the steps of the above-described wire-controlled brake hardware-in-the-loop testing method.

[0014] Fourthly, embodiments of this application provide a storage medium storing a wired brake hardware-in-the-loop test program, wherein when the wired brake hardware-in-the-loop test program is executed by a processor, the steps of the above-described wired brake hardware-in-the-loop test method are implemented.

[0015] The beneficial effects of the technical solutions provided in this application include: 1. By constructing a simulation environment of vehicle model and wet road surface, it is possible to safely and repeatably simulate the dynamic instability of vehicle when accelerating or braking on extreme low-friction road surfaces (such as ice and snow) under laboratory conditions. This solves the problem that traditional testing methods are limited by site and weather and it is difficult to reproduce complex and dangerous conditions. It realizes the full-condition verification of the intervention logic and effectiveness of ESP system in real driving process. 2. The hardware-in-the-loop test architecture of "model calculation of theoretical state → bench generation of physical signal" is adopted. The ESP system is activated by real physical wheel speed signals. This method reproduces the generation, transmission and acquisition chain of wheel speed signals in real vehicles, avoiding the signal characteristic distortion problem caused by directly injecting pure digital signals in traditional HIL test, and greatly improving the physical authenticity of the test signal and the confidence of closed-loop test. 3. This method, based on vehicle models and mass-producible test benches, can execute a large number of test cases covering different road surfaces and vehicle models, significantly improving test coverage and efficiency, and has broad engineering applicability. Attached Figure Description To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0016] Figure 1 This application provides a schematic flowchart of a hardware-in-the-loop testing method for brake-by-wire. Figure 2 A functional module schematic diagram of an embodiment of a hardware-in-the-loop testing device for brake-by-wire provided in this application; Figure 3 This is a schematic diagram of the hardware structure of a hardware-in-the-loop test device for brake-by-wire provided in an embodiment of this application. Detailed Implementation

[0017] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present application.

[0018] Firstly, the embodiments of this application provide a hardware-in-the-loop (HIL) test method for brake-by-wire, which can solve the problem that traditional EPS test methods in the prior art cannot test the braking system during dynamic driving. At the same time, some driving brake HIL test schemes directly inject the simulated wheel speed signal into the ESP controller in the form of a pure digital signal, which has the technical problem of insufficient signal simulation realism.

[0019] It should be noted that the test method in this case is mainly used to test the vehicle stability control performance of the ESP system in rainy and snowy weather, slippery roads and emergency braking. In this scenario, the road adhesion coefficient is an important influencing parameter. Therefore, it is necessary to simulate and set the road slipperiness. However, this does not mean that this case can only be used to test the slippery road scenario. It can also be used on dry roads, which can be achieved by changing the road slipperiness parameter.

[0020] Figure 1 This application provides a schematic flowchart of a hardware-in-the-loop testing method for brake-by-wire, as illustrated in the embodiments of this application. Figure 1 As shown, the hardware-in-the-loop testing method for brake-by-wire in this application includes: S1: Generate low-adhesion road surface and vehicle model, and obtain the acceleration or braking action amplitude of the vehicle based on the test bench test. This step aims to first build a virtual environment and virtual vehicle model for hardware-in-the-loop testing, and establish a test bench corresponding to the vehicle model to facilitate the virtual-real interaction of subsequent parameters. S2: Calculate the theoretical wheel rotation state of the vehicle model when accelerating or braking with the same range of motion on a low-friction surface. This step aims to establish a mapping relationship from the actual operation on the test bench to the vehicle model response. First, the actual acceleration or braking action is synchronized to the pre-established vehicle model, and combined with the pre-set road surface slippage, the quantifiable theoretical wheel rotation state that the vehicle model should exhibit according to the laws of physics when accelerating or braking with the same range of motion on the current low-friction surface is calculated. S3: Calculate and generate physical wheel speed signals corresponding to the theoretical rotation state of the wheels on the test bench to verify the ESP system's anti-slip and anti-lock braking functions. This step aims to transform the theoretical vehicle state calculated in step S2 into physical wheel speed signals on the test bench that can be directly sensed and processed by the real ESP system, thereby triggering and testing the core control functions of the ESP system. By monitoring its internal control logic, the system makes state judgments and decisions and issues corresponding control commands to complete the ESP system test. The test bench is equipped with a motor, braking system, acceleration system, and ESP system. The motor generates physical wheel speed signals, the braking and acceleration systems execute real acceleration and braking actions, and the ESP system is the test subject. During subsequent testing, the control commands issued by the ESP system can be directly read. It should be noted that, to adapt to real vehicles, four physical wheel speed signals are generated to correspond to the four wheels when performing acceleration or deceleration actions. The ESP system will adjust each physical wheel speed signal individually to verify the ESP system's anti-slip and anti-lock braking functions.

[0021] Furthermore, step S1 specifically includes: S101: Generate a vehicle model based on the model of the vehicle to be tested, generate a low-adhesion road surface and configure the slipperiness of the low-adhesion road surface, and install the test bench. The test bench system is configured with a central brain and data acquisition system. Based on the dynamic model and the functional logic of the simulated vehicle, it can realize the virtual driving of the vehicle under test. The central brain of the test bench system is based on NI (Matlab / Simulink) and uses CarSim software to run the whole vehicle dynamic model in real time. The industrial control computer deploys VeriStand software host computer. VeriStand is responsible for transmitting sensor data and vehicle status data generated by the Carsim model in real time, interacting with the hardware devices with these data, recording various data during the simulation process, and displaying the vehicle status and hardware operation status in real time through the user interface. The display is used for vehicle driving display and key vehicle information display. The test bench is equipped with a braking module, a wheel speed test module, a pressure acquisition module, a driving platform module, and a power supply module. The braking module is built using an actual vehicle braking module and consists of an electronic power booster, an ESP system, a parking brake system, brakes, and a parking motor, simulating the braking environment of a real vehicle. The wheel speed test module includes four gear rings to simulate wheel rotation, a motor (mentioned above) to drive the gear rings, a motor controller receiving control from the test bench system, and wheel speed sensors located on the gear rings. During the experiment, each motor corresponds to one gear ring, and the rotation state of each motor may be different to simulate vehicle slippage. During emergency braking, the "ESP system control" mentioned later refers to the ESP system issuing different control commands based on the rotation state of each gear ring, which will not be elaborated further. The pressure acquisition module is used to measure the brake wheel cylinder pressure in the braking system during braking. The pressure board reads the analog signal from the pressure sensor. The driving platform module simulates the cab of the vehicle under test, which includes the acceleration system, braking system, and gear controller mentioned above. The acceleration system includes the accelerator pedal, and the braking system includes the brake pedal. The power module is used to provide power to the various modules of the platform and convert 220V AC power to 12V DC power. S102: Control the test bench to perform acceleration or braking actions, obtain the amplitude of the vehicle's acceleration or braking actions, press the accelerator pedal or brake pedal on the test bench to perform acceleration or braking actions, and obtain the amplitude of the acceleration or braking actions through the central brain of the test bench system and the data acquisition system to facilitate the calculation of the subsequent theoretical rotation state of the wheels.

[0022] Among them, the theoretical rotation state of the wheel includes the acceleration wheel speed, acceleration torque, and motor duty cycle corresponding to the acceleration action, as well as the braking pressure and braking wheel speed curves corresponding to the braking action.

[0023] Furthermore, step S2 specifically includes: S201: Based on the accelerator pedal opening and gear status of the acceleration system when the acceleration action is performed on the test bench, and combined with the slipperiness of the low-adhesion road surface, the acceleration torque of the vehicle model is calculated. Based on the acceleration torque, the corresponding acceleration wheel speed of the vehicle model is calculated. Based on the acceleration wheel speed, the motor duty cycle of the vehicle model is calculated in reverse. Step S201 is used to execute the acceleration action scenario. The slipperiness of the low-adhesion road surface is the road surface adhesion coefficient. The accelerator pedal opening and gear state can be regarded as the "driver's required torque". Substituting this "driver's required torque" into the vehicle model, and combining the vehicle power model and the road surface adhesion coefficient, the actual achievable acceleration torque on the current road surface can be calculated in the vehicle model. Then, the acceleration wheel speed of the vehicle model can be deduced, and finally, the motor duty cycle of the vehicle model can be calculated. The motor duty cycle can be understood as "the rotation state of the motor in the vehicle when the vehicle is driving on a slippery road surface". S202: Based on the brake pedal opening of the braking system when braking is performed on the test bench, obtain the braking pressure transmitted to the wheel cylinders on the test bench under the brake pedal opening, and calculate the braking wheel speed curve of the vehicle model by combining the braking pressure and the slipperiness of the low-adhesion road surface.

[0024] Step S202 corresponds to the braking action scenario. During the braking action, only the braking pressure and the road surface adhesion coefficient need to be considered. Therefore, after the brake pedal is pressed, the test bench begins to build up the braking pressure. The braking pressure is transmitted to the wheel cylinder through the oil pipe. This braking pressure is input into the vehicle model. Combined with the vehicle dynamic model and the road surface adhesion coefficient, the process of the wheel speed dropping sharply when the vehicle model brakes on the current simulated road surface with the braking pressure on the test bench can be obtained, thereby generating the braking wheel speed curve.

[0025] Furthermore, step S3 includes: S301: For acceleration scenarios, based on the motor duty cycle of the vehicle model, control the motor on the test bench to output the corresponding drive torque, generate the physical wheel speed signal on the test bench, and verify the drive anti-slip function of the ESP system. This step aims to output the motor duty cycle calculated in step S201 to the motor on the test bench, control the motor on the test bench to rotate with the drive torque corresponding to the motor duty cycle, and thus activate the ESP system to start active regulation. Specifically, step S301 includes: S3011: Based on the motor duty cycle of the vehicle model, the motor on the test bench is controlled to output the corresponding drive torque to drive the gear ring located at the motor output end to rotate, so that the wheel speed sensor on the gear ring generates the corresponding voltage pulse. After the motor duty cycle of the vehicle model is determined, the target torque command for the motor on the test bench can be obtained by calculation. After receiving the torque command, the motor controller controls the motor on the test bench to start driving the gear ring located at the motor output end to rotate with the target torque, that is, with the drive torque, thereby generating voltage pulses. S3012: The ESP system obtains the rotational speed of the gear ring based on the voltage pulse, and issues corresponding drive torque control commands and / or brake pressure control commands. Based on the above description, there are four gear rings on the test bench. The rotation of the gear rings simulates the rotational state of four wheels under slippage. The ESP system obtains the rotational speed of each gear ring to simulate the ESP system reading the wheel speed of each wheel in a real car. Then the ESP system actively intervenes to control the rotation, and outputs corresponding drive torque control commands and / or brake pressure control commands according to the wheel speed status to adjust the rotational speed of the gear ring. S3013: Finally, based on the adjusted rotational speed of the gear ring, the ESP system selects to maintain or increase the current drive torque and / or braking pressure to keep it in a stable state, completing the closed loop verification of the ESP system's anti-slip function. The adjusted rotational speed is still obtained by generating corresponding voltage pulses from the aforementioned wheel speed sensors, and will not be repeated here.

[0026] Furthermore, step S3 also includes: S302: For braking action scenarios, based on the braking wheel speed curve of the vehicle model, the motor on the test bench is controlled to output the corresponding braking torque, generating a physical wheel speed signal on the test bench to verify the anti-lock braking function of the ESP system. The braking wheel speed curve can show the downward trend of the wheel speed of the vehicle model when braking with the braking pressure on the test bench. Then, the motor on the test bench is controlled to rotate to generate a physical wheel speed signal with the same downward trend, thereby activating the anti-lock braking function of the ESP system for subsequent testing. Furthermore, step S302 specifically includes: S3021: Based on the braking wheel speed curve of the vehicle model, the motor on the test bench is controlled to output the corresponding braking torque, so as to drive the gear ring located at the motor output end to rotate, so that the wheel speed sensor on the gear ring generates the corresponding voltage pulse. S3022: The ESP system obtains the rotational speed of the gear ring based on the voltage pulse and issues corresponding drive torque control commands and / or brake pressure control commands; S3023: Finally, based on the adjusted rotational speed of the gear ring, the ESP system selects to maintain or reduce the current drive torque and / or braking pressure to keep it in a stable state, thus completing the closed loop verification of the ESP system's anti-lock braking function.

[0027] The motor controller controls the motor to track the braking wheel speed curve, so that the motor outputs the corresponding braking torque during the braking process and drives the gear ring to rotate. The rotation of the gear ring replicates the wheel speed reduction trend calculated in the vehicle model, thereby activating the anti-lock braking performance regulation of the ESP system. The ESP system intervenes in real time and issues corresponding drive torque regulation commands and / or brake pressure regulation commands, thereby detecting and verifying its wheel speed recognition accuracy, decision logic and pressure regulation performance.

[0028] Secondly, embodiments of this application provide a hardware-in-the-loop testing device for brake-by-wire. Figure 2 This application provides a functional module diagram of an embodiment of a hardware-in-the-loop testing device for brake-by-wire, as shown in the following example. Figure 2 As shown, it includes: The acquisition module is used to generate low-adhesion road surface and vehicle models, and obtain the magnitude of vehicle acceleration or braking actions based on test bench testing. The calculation module is used to calculate the theoretical wheel rotation state of the vehicle model when it accelerates or brakes with a certain range of motion on a low-adhesion road surface. The generation module calculates and generates physical wheel speed signals corresponding to the theoretical rotation state of the wheels on the test bench to verify the ESP system's anti-slip and anti-lock braking functions.

[0029] Thirdly, embodiments of this application provide a hardware-in-the-loop testing device for brake-by-wire control. Figure 3 A schematic diagram of the hardware structure of a hardware-in-the-loop test device for brake-by-wire provided in this application embodiment is shown below. Figure 3 As shown, the wire brake hardware-in-the-loop test device includes a processor, a memory, and a wire brake hardware-in-the-loop test program stored in the memory and executable by the processor. When the wire brake hardware-in-the-loop test program is executed by the processor, it implements the steps of the above-described wire brake hardware-in-the-loop test method.

[0030] Fourthly, embodiments of this application provide a storage medium storing a wired brake hardware-in-the-loop test program, wherein when the wired brake hardware-in-the-loop test program is executed by a processor, the steps of the above-described wired brake hardware-in-the-loop test method are implemented.

[0031] In the description of this application, it should be noted that the terms "upper," "lower," etc., indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application. Unless otherwise expressly specified and limited, the terms "installed," "connected," and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication between two elements. For those skilled in the art, the specific meaning of the above terms in this application can be understood according to the specific circumstances.

[0032] It should be noted that in this application, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0033] The above description is merely a specific embodiment of this application, enabling those skilled in the art to understand or implement this application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this application. Therefore, this application is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features claimed herein.

Claims

1. A hardware-in-the-loop testing method for brake-by-wire, characterized in that, include: Generate low-adhesion road surface and vehicle models, and obtain the magnitude of vehicle acceleration or braking actions based on test bench testing. Calculate the theoretical wheel rotation state of the vehicle model when it accelerates or brakes with the stated action range on a low-adhesion road surface. The physical wheel speed signal corresponding to the theoretical rotation state of the wheel is calculated and generated on the test bench to verify the ESP system's anti-slip function and anti-lock braking function. The test bench is equipped with a motor, a braking system, an acceleration system, and an ESP system.

2. The hardware-in-the-loop testing method for brake-by-wire as described in claim 1, characterized in that, The generation of low-adhesion road surface and vehicle model, based on test bench testing to obtain the magnitude of vehicle acceleration or braking actions, specifically includes: A vehicle model is generated based on the model of the vehicle to be tested, a low-adhesion road surface is generated and the slipperiness of the low-adhesion road surface is configured, and a test bench is installed. The test bench is controlled to perform acceleration or braking actions to obtain the magnitude of the vehicle's acceleration or braking actions.

3. The method for hardware-in-the-loop testing of brake-by-wire as described in claim 1, characterized in that, The theoretical rotational states of the wheel include the acceleration wheel speed, acceleration torque, and motor duty cycle corresponding to the acceleration action, as well as the braking pressure and braking wheel speed curves corresponding to the braking action.

4. The hardware-in-the-loop testing method for brake-by-wire as described in claim 3, characterized in that, The calculation of the theoretical wheel rotation state of the vehicle model under low-adhesion road surface acceleration or braking with the specified action amplitude specifically includes: Based on the accelerator pedal opening and gear status of the acceleration system when the acceleration action is performed on the test bench, and combined with the slipperiness of the low-adhesion road surface, the acceleration torque of the vehicle model is calculated. Based on the acceleration torque, the corresponding acceleration wheel speed of the vehicle model is calculated. Based on the acceleration wheel speed, the motor duty cycle of the vehicle model is calculated in reverse. Based on the brake pedal opening of the braking system when braking is performed on the test bench, the braking pressure transmitted to the wheel cylinders on the test bench under the brake pedal opening is obtained. Combining the braking pressure and the slipperiness of the low-adhesion road surface, the braking wheel speed curve of the vehicle model is calculated.

5. The hardware-in-the-loop testing method for brake-by-wire as described in claim 4, characterized in that, The calculation and generation of physical wheel speed signals corresponding to the theoretical rotational state of the wheels on the test bench, in order to verify the ESP system's anti-slip and anti-lock braking functions, specifically includes: For acceleration scenarios, based on the motor duty cycle of the vehicle model, the motor on the test bench is controlled to output the corresponding drive torque, generating physical wheel speed signals on the test bench to verify the drive anti-slip function of the ESP system. For braking scenarios, based on the braking wheel speed curve of the vehicle model, the motor on the test bench is controlled to output the corresponding braking torque, generating the physical wheel speed signal on the test bench to verify the anti-lock braking function of the ESP system.

6. The hardware-in-the-loop testing method for brake-by-wire as described in claim 5, characterized in that, The motor duty cycle based on the vehicle model controls the motor output of corresponding drive torque on the test bench, generating physical wheel speed signals on the test bench to verify the drive anti-slip function of the ESP system, specifically including: Based on the motor duty cycle of the vehicle model, the motor on the test bench is controlled to output the corresponding drive torque, so as to drive the gear ring located at the motor output end to rotate, so that the wheel speed sensor on the gear ring generates the corresponding voltage pulse. The ESP system obtains the rotational speed of the gear ring based on the voltage pulse and issues corresponding drive torque control commands and / or brake pressure control commands to adjust the rotational speed of the gear ring; The ESP system selects to maintain or increase the current drive torque and / or braking pressure based on the speed after the gear ring is adjusted.

7. The hardware-in-the-loop testing method for brake-by-wire as described in claim 5, characterized in that, The braking wheel speed curve based on the vehicle model controls the motor on the test bench to output the corresponding braking torque, generating physical wheel speed signals on the test bench to verify the anti-lock braking function of the ESP system, specifically including: Based on the braking wheel speed curve of the vehicle model, the motor on the test bench is controlled to output the corresponding braking torque, so as to drive the gear ring located at the motor output end to rotate, so that the wheel speed sensor on the gear ring generates the corresponding voltage pulse. The ESP system obtains the rotational speed of the gear ring based on the voltage pulse and issues corresponding drive torque control commands and / or brake pressure control commands to adjust the rotational speed of the gear ring; The ESP system selects to maintain or increase the current drive torque and / or braking pressure based on the speed after the gear ring is adjusted.

8. A hardware-in-the-loop testing device for brake-by-wire, characterized in that, include: The acquisition module is used to generate low-adhesion road surface and vehicle models, and obtain the magnitude of vehicle acceleration or braking actions based on test bench testing. The calculation module is used to calculate the theoretical wheel rotation state of the vehicle model when it accelerates or brakes with the action amplitude on a low-adhesion road surface. The generation module calculates and generates physical wheel speed signals corresponding to the theoretical rotation state of the wheels on the test bench to verify the ESP system's anti-slip and anti-lock braking functions.

9. A hardware-in-the-loop testing device for brake-by-wire, characterized in that, The brake-in-the-loop test device includes a processor, a memory, and a brake-in-the-loop test program stored in the memory and executable by the processor, wherein when the brake-in-the-loop test program is executed by the processor, it implements the steps of the brake-in-the-loop test method as described in any one of claims 1 to 7.

10. A storage medium, characterized in that, The storage medium stores a wired braking hardware-in-the-loop test program, wherein when the wired braking hardware-in-the-loop test program is executed by a processor, it implements the steps of the wired braking hardware-in-the-loop test method as described in any one of claims 1 to 7.

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