A method of measuring the clearance between brake flexible pipes, a measuring system and a storage medium
Patent Information
- Application Number
- CN202610905852.8
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2026-06-23
- Publication Date
- 2026-09-11
AI Technical Summary
当前制动软管路径测试依赖测试人员通过肉眼观察、手动测量间距参数，导致制动软管的最小间隙测量方法自动化程度低，费时费力
[0005]This technical solution has at least the following beneficial effects: The brake hose gap measurement method provided by this invention transforms the brake hose gap measurement problem into an extreme value search problem based on particle swarm optimization, realizing a fully automated closed-loop measurement process: an initial particle swarm is established using the actual gap value obtained from the simulated test bench, and the global optimal position is output as the minimum gap value through iterative control testing, comparison and substitution. This method requires no manual intervention, which improves testing efficiency, significantly reduces the number of test personnel and equipment wear, and lowers testing costs compared to traditional methods of visual observation and manual measurement. At the same time, automated operation reduces human error, reduces the deviation of results from repeated tests, and significantly improves the consistency and repeatability of measurement results. In addition, this method not only outputs the minimum gap value, but also accurately locates the target test condition that generates the minimum gap, providing a clear quantitative basis for brake hose path optimization, and can be seamlessly connected with subsequent equivalence judgment, path rationality judgment and other steps to form a complete testing and evaluation technology chain, effectively solving the problems of existing technologies that rely on manual labor, have low automation, are time-consuming and labor-intensive, have poor result consistency and are difficult to accurately locate path defects.
Smart Images
Figure CN122729907A_ABST
Abstract
Description
Technical Field
[0001] This invention relates to the field of vehicles, and in particular to a method, system and storage medium for measuring the gap in brake flexible lines. Background Technology
[0002] As a critical component of the automotive braking system, the brake hose's path layout directly determines the reliability, safety, and durability of the braking system. An improperly designed brake hose path can easily lead to dynamic interference between the hose and surrounding components, and even cause hose rupture and brake failure, endangering driving safety. Therefore, before mass production, brake hoses require bench testing to measure the minimum clearance between the brake hose and surrounding components under different driving conditions. This minimum clearance must be greater than the minimum permissible clearance between the brake hose and surrounding components. Currently, brake hose path testing relies on manual measurement of spacing parameters by testers through visual observation, resulting in low automation and being time-consuming and labor-intensive. Summary of the Invention
[0003] The present invention aims to solve the technical problems existing in the above-mentioned related technologies, and proposes a method, measurement system and storage medium for measuring the gap of a brake flexible pipeline.
[0004] In a first aspect, the present invention provides a method for measuring the gap in a brake flexible conduit, comprising: A simulation test bench is provided, and based on the test conducted on the simulation test bench, multiple actual brake hose clearance values of the vehicle under different operating conditions are obtained from the peripheral device. Using one of the actual brake hose gap values as an initial particle, an initial particle swarm is established with multiple initial particles, and the initial optimal position of each initial particle is obtained; The simulation test bench is controlled to perform tests to obtain multiple test brake hose gap values under different working conditions. The test brake hose gap values are used as test particles to obtain the initial information of the test particles. The test particle is compared with the initial optimal position of the initial particle. When the test particle is smaller than the initial optimal position of the initial particle, the test particle replaces the initial optimal position of the initial particle to obtain the final particle. After comparing the initial optimal positions of all the test particles with the initial particles, a final particle swarm is obtained from all the final particles, and the global optimal position in the final particle swarm is determined as the minimum value of the brake hose gap.
[0005] This technical solution has at least the following beneficial effects: The brake hose gap measurement method provided by this invention transforms the brake hose gap measurement problem into an extreme value search problem based on particle swarm optimization, realizing a fully automated closed-loop measurement process: an initial particle swarm is established using the actual gap value obtained from the simulated test bench, and the global optimal position is output as the minimum gap value through iterative control testing, comparison and substitution. This method requires no manual intervention, which improves testing efficiency, significantly reduces the number of test personnel and equipment wear, and lowers testing costs compared to traditional methods of visual observation and manual measurement. At the same time, automated operation reduces human error, reduces the deviation of results from repeated tests, and significantly improves the consistency and repeatability of measurement results. In addition, this method not only outputs the minimum gap value, but also accurately locates the target test condition that generates the minimum gap, providing a clear quantitative basis for brake hose path optimization, and can be seamlessly connected with subsequent equivalence judgment, path rationality judgment and other steps to form a complete testing and evaluation technology chain, effectively solving the problems of existing technologies that rely on manual labor, have low automation, are time-consuming and labor-intensive, have poor result consistency and are difficult to accurately locate path defects.
[0006] As a further improvement to the above technical solution, replacing the initial optimal position of the initial particle with the test particle further includes: Once the test particle meets the iteration conditions, the test particle is output.
[0007] The iteration conditions include: The current iteration count is equal to the preset maximum iteration count; Alternatively, the rate of change between the test particles obtained in this iteration and the test particles obtained in the previous iteration is less than the preset convergence threshold.
[0008] As a further improvement to the above technical solution, obtaining the initial information of the test particle further includes: Obtain the initial velocity and initial position of the test particle; Replacing the initial optimal position of the initial particle with the test particle further includes: When the test particle no longer meets the iteration conditions, a new velocity of the test particle is calculated based on its current velocity, a preset inertia factor, a preset random number, its individual historical best position, its current position, its global best position, and its current position. Then, a new position of the test particle is calculated based on the new velocity and its current position. The test particle is updated based on its new velocity and new position before the next iteration.
[0009] As a further improvement to the above technical solution, the inertia factor is calculated based on the current iteration number, the maximum iteration number, the preset initial inertia weight, and the inertia weight at the preset maximum iteration number.
[0010] As a further improvement to the above technical solution, the step of establishing an initial particle swarm using multiple initial particles includes: The initial particle swarm includes the initial left front particle swarm and the initial left rear particle swarm; The step of using the test brake hose gap value as the test particle includes: The test particles include the test left front particle and the test left rear particle; The step of obtaining a final particle swarm from all the final particles, and determining the globally optimal position in the final particle swarm as the minimum brake hose clearance, includes: The final particle swarm includes the final left front particle swarm and the final left rear particle swarm. The final left front particle swarm and the final left rear particle swarm are obtained through iteration, and the minimum gap of the left front brake hose and the minimum gap of the left rear brake hose are obtained from them.
[0011] As a further improvement to the above technical solution, after obtaining the minimum clearance values of the left front brake hose and the left rear brake hose, the following is also included: The working conditions corresponding to the final left front particle positions in the last iteration are applied to the vehicle for testing, and multiple right front brake hose gap values are obtained. The first average relative error between the right front gap value and the left front brake hose gap value under the corresponding working conditions is calculated. The working conditions corresponding to the final left rear particle positions in the last iteration are applied to the vehicle for testing, and multiple right rear brake hose clearance values are obtained. The second average relative error between the right rear clearance value and the left rear clearance value under the corresponding working conditions is calculated. If the first average relative error is less than or equal to a preset equivalent threshold and the second average relative error is less than or equal to a preset equivalent threshold, then the test environment of the left and right wheels is determined to be symmetrical and equivalent. The minimum value of the left front brake hose gap is output as the minimum value of the right front brake hose gap, and the minimum value of the left rear brake hose gap is output as the minimum value of the right rear brake hose gap.
[0012] As a further improvement to the above technical solution, if the first average relative error is less than or equal to a preset equivalent threshold and the second average relative error is less than or equal to a preset equivalent threshold, it is determined that the left and right wheel environments are not equivalent, and the minimum value of the right front brake hose clearance and the minimum value of the right rear brake hose clearance are remeasured.
[0013] As a further improvement to the above technical solution, determining the global optimal position in the final particle swarm as the minimum value of the brake hose gap also includes: The minimum clearance values of the left front brake hose, left rear brake hose, right front brake hose, and right rear brake hose are compared with the preset minimum allowable clearance values. If the minimum clearance values of the left front brake hose, left rear brake hose, right front brake hose, and right rear brake hose are all less than or equal to the minimum allowable clearance value, the current brake hose path arrangement is deemed unreasonable, and the brake hose path needs to be optimized and the clearance measurement re-performed.
[0014] Secondly, this application also provides a brake flexible pipeline clearance measurement system, comprising: The simulation test bench includes: multiple lifting platforms for simulating vehicle suspension bounce, a steering actuator for simulating vehicle steering, a braking actuator for simulating vehicle braking, and multiple rangefinders for collecting the gap values between the brake hose and surrounding components. A control component is connected to the plurality of lifting platforms, the steering actuator, the braking actuator, and the plurality of rangefinders via signals. The control component is configured to implement a brake flexible pipeline gap measurement method as described in the first aspect.
[0015] Since the brake flexible pipeline gap measurement system provided in the second aspect of this application includes all the technical solutions of the brake flexible pipeline gap measurement method provided in the first aspect of this application, it has all the technical effects of the brake flexible pipeline gap measurement method provided in the first aspect of this application, and therefore will not be described further.
[0016] Thirdly, this application also provides a computer-readable storage medium storing a computer program that is used to perform the braking flexible pipeline gap measurement method described in the first aspect. Attached Figure Description
[0017] Figure 1 This is a schematic diagram of the structure of a brake flexible pipeline gap measurement system according to the present invention.
[0018] Figure 2 This is a schematic diagram of the overall process of a method for measuring the gap in a flexible braking pipeline according to the present invention. Detailed Implementation
[0019] Embodiments of the present invention are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and should not be construed as limiting the present invention.
[0020] In the description of this invention, it should be understood that the orientation descriptions, such as up, down, front, back, left, right, etc., are based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this invention 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. Therefore, they should not be construed as limiting this invention.
[0021] In the description of this invention, "several" means one or more, "more than" means two or more, "greater than," "less than," and "exceeding" are understood to exclude the stated number, while "above," "below," and "within" are understood to include the stated number. The use of "first" and "second" in the description is merely for distinguishing technical features and should not be construed as indicating or implying relative importance, or implicitly indicating the number of indicated technical features, or implicitly indicating the order of the indicated technical features.
[0022] In the description of this invention, unless otherwise explicitly defined, terms such as "set up," "install," and "connect" should be interpreted broadly, and those skilled in the art can reasonably determine the specific meaning of the above terms in this invention in conjunction with the specific content of the technical solution.
[0023] Firstly, such as Figure 1 As shown in the figure, this embodiment provides a braking flexible pipeline gap measurement system, which includes a simulation test bench and a control component.
[0024] The simulation test bench mainly includes: a base fixed to the ground, a lift for lifting and fixing the whole vehicle, four lifting platforms that contact the left front, right front, left rear, and right rear wheels respectively, including the left front lifting platform, right front lifting platform, left rear lifting platform, and right rear lifting platform, and four distance measuring instruments for measuring the gap between the brake hoses and surrounding components near each wheel, including the left front distance measuring instrument, right front distance measuring instrument, left rear distance measuring instrument, and right rear distance measuring instrument, the test vehicle integrating an electric power steering system (EPS) and an integrated brake control system (IBC), and the test bench controller.
[0025] The lift is a four-post hydraulic lift, fixed to the ground on both sides of the base. Each support post is equipped with an adjustable support seat. During use, the support seat contacts the preset lifting point on the vehicle chassis, lifting the entire vehicle to a height of approximately 500mm off the ground and locking it in place. The lift's design allows the wheels to contact the lifting platform independently, preventing the vehicle's own weight from interfering with the suspension bounce simulation.
[0026] The left front lift, right front lift, left rear lift, and right rear lift are all fixedly mounted on the base, corresponding to the positions of the four wheels of the vehicle. Each lift consists of the following sub-components: Actuator cylinder: An electro-hydraulic servo actuator cylinder is used, which can accurately simulate the upward and downward movements of the suspension.
[0027] Contact plate: Mounted at the top of the piston rod of the actuating cylinder, the surface of the contact plate is covered with polyurethane elastic material, used to contact the tire tread and transmit vertical force. The contact plate adopts an arc-shaped design to accommodate the change in tire contact angle at different suspension heights.
[0028] Each lifting platform is equipped with an independent servo controller, which is connected to the test bench controller via a bus to receive target position commands and feed back actual position signals.
[0029] This embodiment utilizes the electric power steering (EPS) system integrated into the vehicle under test as the steering actuator. The EPS system has an automatic driving mode interface, which can receive the target steering wheel angle command sent by the external controller and automatically drive the steering motor to achieve front wheel steering.
[0030] The EPS (Electric Power Steering) system connects to the test bench controller via a CAN bus. After receiving the target steering wheel angle signal from the test bench controller, the EPS's internal steering control unit calculates the target current for the power steering motor based on the angle deviation, drives the motor to rotate, and through a reduction mechanism, drives the steering column and steering gear, ultimately changing the front wheel angle. Simultaneously, the EPS sends the actual achieved steering wheel angle back to the test bench controller as a feedback signal.
[0031] This embodiment utilizes the integrated brake control system (IBC) of the vehicle under test as the brake actuator. IBC is a brake-by-wire system that integrates a master cylinder, booster pump, accumulator, solenoid valve assembly, and control unit, enabling precise active pressure build-up and brake pressure control.
[0032] The IBC also features an autonomous driving mode interface, connecting to the test bench controller via a CAN bus. After receiving the target braking pressure signal from the test bench controller, the IBC's internal braking control unit activates the booster pump motor, increasing the accumulator pressure. Through PWM control of the high-speed switching solenoid valves, it precisely regulates the pressure within the brake cylinders of all four wheels. Simultaneously, the IBC sends the actual achieved braking pressure back to the test bench controller as a feedback signal.
[0033] The left front rangefinder, right front rangefinder, left rear rangefinder, and right rear rangefinder are all fixedly mounted on the base, and the position of each rangefinder corresponds to the expected movement area of the brake hose on that side.
[0034] In existing technologies, laser triangulation rangefinders can be used, with a measurement range of 50mm to 300mm, a measurement accuracy of ±0.1mm, and a sampling frequency of up to 100Hz. Each rangefinder includes a laser emitter and a CMOS receiver. The laser emitter emits a visible red laser beam that illuminates the surface of the brake hose. The receiver receives the scattered light reflected from the hose surface. Based on the change in the position of the light spot on the CMOS sensor, the built-in processor calculates the distance from the hose to the rangefinder. The rangefinder is connected to the test bench controller via an RS485 bus and continuously transmits distance data at a period of 100ms.
[0035] To ensure the reliability of measurement results, each rangefinder is calibrated during installation, and measurement accuracy is verified using standard gauge blocks. The laser power of the rangefinder is controlled below Class 2 to ensure operator safety.
[0036] The control component internally stores a test control program, the program architecture of which includes the following functional modules: a lifting platform control module, a steering control module, a braking control module, a distance acquisition module, an optimization algorithm module, and a data recording module. The control component is configured to implement a braking flexible pipeline gap measurement method as described in the second aspect of this embodiment.
[0037] Secondly, this application provides a method for measuring the gap in a brake flexible conduit, referring to... Figure 2 The flowchart shown illustrates a method for measuring the gap in a flexible braking pipeline, which includes the following specific implementation steps.
[0038] Step 100: Provide a simulation test bench to obtain multiple actual brake hose clearance values under different working conditions.
[0039] The operator drives the vehicle to the test bench, aligning each of the four wheels with the center of the contact platform on one of the four lifting platforms. The lift is activated, raising the vehicle to the predetermined height and locking it. It is confirmed that the contact platforms on the four lifting platforms are in good contact with the tire treads. The electrical connections of the EPS and IBC, as well as the CAN communication, are checked for proper functioning, ensuring both respond to the automatic driving mode commands issued by the controller. The laser spots of the four rangefinders are checked to ensure they are aligned with the center of the brake hoses within the expected range of motion; manual adjustments are made if necessary.
[0040] On the test bench controller's operating interface, input the boundary conditions according to the technical parameters of the vehicle being tested: suspension bounce range H is -100mm to +100mm, steering wheel angle... The range is -500° to +500°, with a maximum braking pressure. It is 120 bar.
[0041] Right now .
[0042] The control components send commands through the lifting platform control module, steering control module, and braking control module to sequentially place the vehicle in several preset initial operating conditions. For example, the first operating condition: left front lifting platform height -100mm, right front lifting platform height -100mm, steering wheel angle -500°, brake pressure 0 bar; the second operating condition: left front lifting platform height -80mm, right front lifting platform height -80mm, steering wheel angle -400°, brake pressure 10 bar; and so on, generating a total of 10 initial operating conditions. Under each condition, the distance measuring instrument collects the corresponding actual brake hose clearance value and records it. 1, 2,…, 10.
[0043] Step 200: Establish the initial particle swarm and obtain the initial optimal position of each initial particle.
[0044] An initial particle is established using one actual brake hose clearance value as an initial particle, and multiple initial particles are used to create an initial particle swarm. In this embodiment, the 10 actual brake hose clearance values measured in step 100 are used as the fitness values of 10 initial particles, and the position of each initial particle corresponds to the test parameter combination for the corresponding working condition (left front lift platform height, right front lift platform height, steering wheel angle, and brake pressure). The initial optimal position of each initial particle is its initial position, and the initial optimal clearance value is its initial fitness value.
[0045] For the left front brake hose, establish a left front particle swarm. For the left rear brake hose, establish a left rear particle swarm. The position of each particle in the left front particle swarm depends on four factors: the height of the left front lift, the height of the right front lift, the steering wheel angle, and the braking pressure. The position of each particle in the left rear particle swarm xr depends on three factors: the height of the left rear elevator, the height of the right rear elevator, and the braking pressure. The initial velocity of each particle is set to zero.
[0046] In the initial particle information, the positions of the N particles in the particle swarm are: ; ; The velocities of the N particles in the two initial particle swarms are: and ,, The best historical output value of each particle in the two initial particle swarms and For a sufficiently large value, The historical best position for each initial particle is: and , The global optimal position of the initial particle swarm is: and
[0047] Step 300: Control the simulation test bench to conduct tests and obtain multiple test brake hose clearance values under different working conditions.
[0048] The control component, based on the iterative requirements of the particle swarm optimization algorithm, controls the simulation test bench to conduct a new round of testing. Specifically, for each particle in the left front particle swarm, the left front lift, right front lift, EPS, and IBC are controlled according to the four factor values contained in its position, so that the vehicle enters the corresponding simulated working condition. After all actuators stabilize, the brake hose clearance value under this working condition is collected by the left front rangefinder and recorded as a test particle (i.e., the test brake hose clearance value). The above operation is performed sequentially on all particles in the left front particle swarm to obtain multiple test particles and obtain the initial information of the test particles.
[0049] Similarly, by performing a test on the left rear particle swarm, multiple test particles were obtained on the left rear side.
[0050] Step 400: Compare the initial optimal position of the test particle with that of the initial particle. If the test particle is smaller than the initial optimal position of the initial particle, replace the initial optimal position of the initial particle with the test particle.
[0051] For the left-front particle swarm, the gap value of each test particle obtained in the current iteration is compared with the corresponding particle's historical best gap value. If the gap value of the test particle is less than the historical best gap value, the historical best gap value of the particle is updated to the current test particle's gap value, and the historical best position of the particle is updated to the current test particle's position. Otherwise, the historical best value remains unchanged.
[0052] For example, suppose the initial optimal gap value of the first particle is 35.2 mm, and the gap value obtained after the first iteration is 28.6 mm. Since 28.6 < 35.2, the historical optimal gap value of the particle is updated to 28.6 mm, and the historical optimal position is updated to the current parameter combination.
[0053] Step 500: Determine whether the iteration conditions are met.
[0054] The iteration conditions include two cases: Condition 1: The current iteration count has reached the preset maximum iteration count (e.g., 100 times). At this point, the algorithm has completed all preset iterations and directly outputs the result.
[0055] Condition 2: The rate of change between the globally optimal gap value obtained in this iteration and the globally optimal gap value obtained in the previous iteration is less than the preset convergence threshold. At this point, it indicates that the result has converged, and continuing the iteration is not meaningful, so it can be terminated early.
[0056] If any of the above conditions are met, proceed to step 700 to output the result; otherwise, proceed to step 600.
[0057] Step 600: After updating the particle's velocity and position, return to step 300 for the next iteration.
[0058] When the iteration termination condition is not met, the control component updates the velocity and position of each particle according to the particle swarm optimization algorithm.
[0059] First, calculate the inertia factor for the current iteration number using the linear decreasing formula. :
[0060] in, This represents the current iteration number. The maximum number of iterations, The initial inertia weight is set to 0.8. The inertia weight is 0.4 when the maximum number of iterations is reached.
[0061] Then, for each particle, the new velocity is calculated according to the following formula: New speed = Inertia factor * Current speed + Self-learning factor * Random number * (Individual historical best position - Current position) + Social learning factor * Random number * (Global best position - Current position) For the left anterior side:
[0062] For the right anterior side:
[0063] in, The self-learning factor is set to a constant value of 2. The social learning factor is set to a constant value of 2. It is a random number between 0 and 1.
[0064] Next, calculate the new position using the following formula.
[0065] New position = current position + new speed, that is:
[0066] After updating the position, a boundary check is performed: if any parameter in the new position exceeds the preset value range (for example, the height of the left front lifting platform is less than -100mm or greater than 100mm), the parameter is adjusted to the nearest boundary value of the value range. For example, if the calculated height of the left front lifting platform is -105mm, it is forcibly set to -100mm; if it is 110mm, it is forcibly set to 100mm.
[0067] After updating the velocity and position of all particles, increment the iteration count by 1, then return to step 300 to begin the next round of iteration testing.
[0068] Step 700: Obtain the final particle swarm and determine the global optimal position as the minimum value of the brake hose gap.
[0069] Once the iteration termination condition is met, the control component outputs the final result. For the left front particle swarm, the historical best gap values of all particles are compared, and the minimum value is taken as the minimum gap value of the left front brake hose. The particle position corresponding to this minimum value is the target test condition that generates this minimum gap (including the height of the left front lift platform, the height of the right front lift platform, the steering wheel angle, and the brake pressure). Similarly, for the left rear particle swarm, the minimum gap value of the left rear brake hose and its corresponding target test condition (the height of the left rear lift platform, the height of the right rear lift platform, and the brake pressure) are output.
[0070] When acquiring data for the right wheel of a vehicle, since the arrangement of components on the left and right sides of the vehicle is usually symmetrical, after obtaining the minimum gap between the left front and left rear brake hoses, the data for the right brake hose can be derived based on the principle of symmetry, thus saving testing time.
[0071] Specifically, the control component extracts the historical best position of each particle in the left front particle swarm during the last iteration (a total of 10 conditions). Four factors (left front lift platform height, right front lift platform height, steering wheel angle, and brake pressure) for these 10 conditions are sequentially applied to the vehicle for testing. Ten right front brake hose clearance values are obtained using the right front rangefinder. Meanwhile, the clearance value of the left front side under the same working conditions was extracted from previous test records. Calculate the first mean relative error: First average relative error:
[0072] Similarly, the historical optimal position of each particle in the last iteration of the left rear particle swarm (a total of 10 working conditions) is extracted. For each working condition, three factor values (left rear lift platform height, right rear lift platform height, and brake pressure) are sequentially applied to the vehicle for testing, resulting in 10 right rear brake hose clearance values. And the clearance value of the left rear side under the same working conditions. Calculate the second average relative error.
[0073] Second average relative error:
[0074] If the first average relative error is less than or equal to the equivalent threshold and the second average relative error is less than or equal to the equivalent threshold, then the test environments for the left and right wheels are determined to be symmetrical and equivalent. In this case, the minimum clearance of the left front brake hose is output as the minimum clearance of the right front brake hose, and the minimum clearance of the left rear brake hose is output as the minimum clearance of the right rear brake hose.
[0075] If the first average relative error is greater than 10% or the second average relative error is greater than the equivalent threshold, it is determined that the left and right wheel environments are not equivalent. Steps 100 to 700 need to be performed independently on the right front side and / or the right rear side to remeasure the minimum value of the right front brake hose clearance and the minimum value of the right rear brake hose clearance.
[0076] After obtaining the minimum clearance values of the four brake hoses (left front, left rear, right front, and right rear), the control component also performs a path rationality determination.
[0077] The preset minimum allowable gap value in this embodiment is 20mm. The control component compares four minimum values with 20mm respectively: If the minimum clearance of the left front brake hose is greater than 20mm, the minimum clearance of the left rear brake hose is greater than 20mm, the minimum clearance of the right front brake hose is greater than 20mm, and the minimum clearance of the right rear brake hose is greater than 20mm, then the current brake hose path layout is determined to be reasonable, and the operation interface will display "Path layout qualified" and show a green indicator light.
[0078] If any minimum value is ≤20mm, the current brake hose path layout is deemed unreasonable, requiring optimization of the brake hose path and re-measurement of the clearance. The operation interface displays "Path layout is unqualified and needs optimization" in a red indicator light, and lists the wheel positions that do not meet the requirements.
[0079] Thirdly, this application also provides a computer-readable storage medium storing a computer program that is used to perform the braking flexible pipeline gap measurement method described in the first aspect.
[0080] The preferred embodiments of the present invention have been described in detail above, but the present invention is not limited to the embodiments described. Those skilled in the art can make various equivalent modifications or substitutions without departing from the spirit of the present invention, and these equivalent modifications or substitutions are all included within the scope defined by the claims of this application.
Claims
1. A method for measuring the gap in a brake flexible conduit, characterized in that, include: A simulation test bench is provided, and based on the test conducted on the simulation test bench, multiple actual brake hose clearance values of the vehicle under different operating conditions are obtained from the peripheral device. Using one of the actual brake hose gap values as an initial particle, an initial particle swarm is established with multiple initial particles, and the initial optimal position of each initial particle is obtained; The simulation test bench is controlled to perform tests to obtain multiple test brake hose gap values under different working conditions. The test brake hose gap values are used as test particles to obtain the initial information of the test particles. The test particle is compared with the initial optimal position of the initial particle. When the test particle is smaller than the initial optimal position of the initial particle, the test particle replaces the initial optimal position of the initial particle to obtain the final particle. After comparing the initial optimal positions of all the test particles with the initial particles, a final particle swarm is obtained from all the final particles, and the global optimal position in the final particle swarm is determined as the minimum value of the brake hose gap.
2. The method for measuring the gap in a flexible braking pipeline according to claim 1, characterized in that, Replacing the initial optimal position of the initial particle with the test particle further includes: Once the test particle meets the iteration conditions, the test particle is output. The iteration conditions include: The current iteration count is equal to the preset maximum iteration count; Alternatively, the rate of change between the test particles obtained in this iteration and the test particles obtained in the previous iteration is less than the preset convergence threshold.
3. The method for measuring the gap in a flexible braking pipeline according to claim 2, characterized in that, Obtaining the initial information of the test particle further includes: Obtain the initial velocity and initial position of the test particle; Replacing the initial optimal position of the initial particle with the test particle further includes: When the test particle no longer meets the iteration conditions, a new velocity of the test particle is calculated based on its current velocity, a preset inertia factor, a preset random number, its individual historical best position, its current position, its global best position, and its current position. Then, a new position of the test particle is calculated based on the new velocity and its current position. The test particle is updated based on its new velocity and new position before the next iteration.
4. The method for measuring the gap in a brake flexible pipeline according to claim 3, characterized in that, The inertia factor is calculated based on the current iteration number, the maximum iteration number, the preset initial inertia weight, and the inertia weight at the preset maximum iteration number.
5. The method for measuring the gap in a flexible braking pipeline according to claim 1, characterized in that, The establishment of an initial particle swarm using multiple initial particles includes: The initial particle swarm includes the initial left front particle swarm and the initial left rear particle swarm; The step of using the test brake hose gap value as the test particle includes: The test particles include the test left front particle and the test left rear particle; The step of obtaining a final particle swarm from all the final particles, and determining the globally optimal position in the final particle swarm as the minimum brake hose clearance, includes: The final particle swarm includes the final left front particle swarm and the final left rear particle swarm. The final left front particle swarm and the final left rear particle swarm are obtained through iteration, and the minimum gap of the left front brake hose and the minimum gap of the left rear brake hose are obtained from them.
6. The method for measuring the gap in a flexible braking pipeline according to claim 5, characterized in that, After obtaining the minimum clearance values for the left front brake hose and the left rear brake hose, the following steps are also included: The working conditions corresponding to the final left front particle positions in the last iteration are applied to the vehicle for testing, and multiple right front brake hose gap values are obtained. The first average relative error between the right front gap value and the left front brake hose gap value under the corresponding working conditions is calculated. The working conditions corresponding to the final left rear particle positions in the last iteration are applied to the vehicle for testing, and multiple right rear brake hose clearance values are obtained. The second average relative error between the right rear clearance value and the left rear clearance value under the corresponding working conditions is calculated. If the first average relative error is less than or equal to a preset equivalent threshold and the second average relative error is less than or equal to a preset equivalent threshold, then the test environment of the left and right wheels is determined to be symmetrical and equivalent. The minimum value of the left front brake hose gap is output as the minimum value of the right front brake hose gap, and the minimum value of the left rear brake hose gap is output as the minimum value of the right rear brake hose gap.
7. The method for measuring the gap in a flexible braking pipeline according to claim 6, characterized in that, If the first average relative error is less than or equal to a preset equivalent threshold and the second average relative error is less than or equal to a preset equivalent threshold, it is determined that the left and right wheel environments are not equivalent, and the minimum value of the right front brake hose clearance and the minimum value of the right rear brake hose clearance are remeasured.
8. The method for measuring the gap in a flexible braking pipeline according to claim 6, characterized in that, Determining the global optimal position in the final particle swarm as the minimum brake hose clearance also includes: The minimum clearance values of the left front brake hose, left rear brake hose, right front brake hose, and right rear brake hose are compared with the preset minimum allowable clearance values. If the minimum clearance values of the left front brake hose, left rear brake hose, right front brake hose, and right rear brake hose are all less than or equal to the minimum allowable clearance value, the current brake hose path arrangement is deemed unreasonable, and the brake hose path needs to be optimized and the clearance measurement re-performed.
9. A braking flexible pipeline clearance measurement system, characterized in that, include: The simulation test bench includes: multiple lifting platforms for simulating vehicle suspension bounce, a steering actuator for simulating vehicle steering, a braking actuator for simulating vehicle braking, and multiple rangefinders for collecting the gap values between the brake hose and surrounding components. A control component is connected to the lifting platform, the steering actuator, the braking actuator, and the plurality of rangefinders, and the control component is configured to implement a brake flexible pipeline gap measurement method according to any one of claims 1-8.
10. A computer-readable storage medium storing a computer program, characterized in that, The computer program is used to perform the brake flexible pipeline gap measurement method according to any one of claims 1 to 8.