A vehicle brake test method, device, medium and equipment of a corner module architecture
By constructing test surfaces and collecting various braking data, and calculating multiple indicators, the problem that existing technologies cannot fully verify the corner module architecture braking system was solved, achieving comprehensiveness and accuracy in full-condition testing.
Patent Information
- Application Number
- CN202611535092.2
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2026-09-30
- Publication Date
- 2026-11-03
AI Technical Summary
Existing braking test methods cannot comprehensively and accurately verify the braking performance, coordination accuracy, thermal stability, extreme adhesion adaptability and anti-interference robustness of corner module architecture composite braking systems, which seriously restricts the research and development and verification of next-generation drive-by-wire chassis and corner module technology.
A vehicle braking test method with a corner module architecture is provided. By building a test road surface and preparing a test vehicle, various braking data are collected, and basic braking performance indicators, braking heat fade and recovery performance indicators, adhesion limit braking stability indicators, and anti-interference and robustness indicators are calculated to comprehensively verify braking performance.
The system enables full-condition testing of the braking system of vehicles with a diagonal modular architecture, fully verifying braking performance, thermal fade and recovery, adhesion limit stability and anti-interference robustness, thus improving the comprehensiveness and accuracy of the test.
Smart Images
Figure CN123028836A_ABST
Abstract
Description
Technical Field
[0001] This application relates to the field of vehicle testing technology, specifically to a vehicle braking testing method, apparatus, medium, and equipment based on a corner module architecture. Background Technology
[0002] With the rapid development of distributed drive and drive-by-wire chassis technologies, electric vehicles are transitioning from centralized drive and braking to a four-wheel independent corner module architecture. The corner module highly integrates suspension, drive, braking, and steering actuators at the wheel end, and adopts a composite braking scheme that combines electric braking and mechanical friction braking. This enables independent adjustment, rapid response, precise distribution, and energy recovery of braking force in all four wheels, significantly improving braking safety, handling stability, and energy efficiency.
[0003] The corner module relies on independent torque control of four wheels and real-time coupling between the electric motor and the brake motor. Traditional testing only focuses on the vehicle's deceleration and braking distance, neglecting key characteristics such as the consistency of four-wheel braking force distribution, the smoothness of electric motor switching, and the suppression of coupling conflicts. This fails to verify the core advantages of the distributed architecture. The corner module's brake motor and friction pair are located close together. Continuous braking easily leads to localized high temperatures at the wheel ends and uneven natural temperature rise between the left and right wheels, resulting in unbalanced braking force. Traditional testing only assesses overall thermal fade, neglecting to test inter-wheel temperature differences, braking force deviation compensation accuracy, and performance recovery capability after thermal fade. This fails to verify the active compensation and robustness of the control system. Furthermore, the adaptability verification for complex adhesion conditions is insufficient. Under extreme road conditions such as high-low adhesion, sudden adhesion changes, low adhesion, and wet / slippery surfaces, the corner module needs to quickly adjust the electric motor braking ratio and the four-wheel braking force distribution. Traditional testing relies on auxiliary systems such as ESC, failing to independently assess the directional stability, slip ratio control, and extreme adhesion adaptability of the composite braking system itself, leading to distorted test results. Corner modules rely on high real-time vehicle communication, sensor signals, and power supply. Signal disturbances, power fluctuations, and sensor noise can all affect braking safety. Traditional braking tests do not include system-level anti-interference verification and cannot assess the reliability of composite braking in the vehicle electrical environment.
[0004] In summary, existing braking test methods cannot comprehensively and accurately verify the braking performance, coordination accuracy, thermal stability, extreme adhesion adaptability, and anti-interference robustness of corner module architecture composite braking systems, severely restricting the research, verification, and implementation of next-generation drive-by-wire chassis and corner module technology. Therefore, there is an urgent need to propose a complete, dedicated, and quantifiable braking test method for corner module architecture electric vehicles. Summary of the Invention
[0005] To address the aforementioned technical problems, this application is proposed. Embodiments of this application provide a vehicle braking test method, apparatus, medium, and device based on a corner module architecture.
[0006] According to one aspect of this application, a vehicle braking test method based on a corner module architecture is provided, comprising: constructing a test road surface and preparing a test vehicle; wherein the test road surface includes a straight performance road, a dynamic plaza, a high-low attachment split road surface, and a high-low attachment docking road surface, and the test vehicle is equipped with a corner module braking system; controlling the test vehicle to perform constant torque braking on the straight performance road and collecting first braking data of the test vehicle; controlling the test vehicle to perform emergency braking after continuously traveling at a constant speed along a curve on the dynamic plaza for a first duration, and collecting second braking data of the test vehicle; controlling the test vehicle to perform multiple consecutive emergency brakings on a dry high-attachment section of the straight performance road and collecting third braking data of the test vehicle; controlling the test vehicle to perform emergency braking multiple times. The vehicle brakes on the high-low adjacent road surface and the high-low adjacent adjacent road surface, and the fourth braking data of the test vehicle is collected; an interference signal is input to the test vehicle and the braking of the test vehicle is controlled, and the fifth braking data of the test vehicle is collected; based on the first braking data, the second braking data, the third braking data, the fourth braking data, and the fifth braking data, the basic braking performance index, the braking heat fade and recovery performance index, the adhesion limit braking stability index, and the anti-interference and robustness index of the test vehicle are calculated respectively; based on the basic braking performance index, the braking heat fade and recovery performance index, the adhesion limit braking stability index, and the anti-interference and robustness index, the braking performance result of the test vehicle is determined.
[0007] In one embodiment, controlling the braking of the test vehicle on the high-low attachment split road surface and the high-low attachment connecting road surface includes: controlling the test vehicle to perform emergency braking on a wet and slippery road surface; controlling the test vehicle to perform emergency braking on a split road surface with left high attachment and right low attachment; controlling the test vehicle to perform constant torque braking on a connecting road surface with front low attachment and rear high attachment; controlling the test vehicle to perform constant torque braking and emergency braking on an icy / snowy straight road surface; and controlling the test vehicle to perform emergency braking on a low attachment road surface and steer at a set steering angle.
[0008] In one embodiment, inputting an interference signal to the test vehicle and controlling the braking of the test vehicle includes: simulating wheel speed / braking torque signal fluctuations and frame drops and controlling the test vehicle to perform light and medium braking; simulating voltage drops / fluctuations and controlling the test vehicle to perform medium braking; and simulating temperature / pedal travel noise and controlling the test vehicle to perform medium braking.
[0009] In one embodiment, the first braking data includes: braking command initiation time, braking execution start time, braking force, longitudinal braking distance, lateral offset distance, braking deceleration, and braking torque; wherein, the calculation of the basic braking performance index, braking heat fade and recovery performance index, adhesion limit braking stability index, and anti-interference and robustness index of the test vehicle based on the first braking data, the second braking data, the third braking data, the fourth braking data, and the fifth braking data includes: calculating the braking response time, braking force deviation rate, braking offset, braking impact, relative deviation of braking distance, and completeness of braking torque output of the test vehicle based on the braking command initiation time, the braking execution start time, the braking force, the longitudinal braking distance, the lateral offset distance, the braking deceleration, and the braking torque.
[0010] In one embodiment, the second and third braking data include: corner module motor temperature, braking force compensation initiation time, braking force compensation start time, hot braking distance, hot braking force, and hot fade braking force; wherein, the calculation of the basic braking performance index, braking thermal fade and recovery performance index, adhesion limit braking stability index, and anti-interference and robustness index of the test vehicle based on the first, second, third, fourth, and fifth braking data includes: calculating the inter-wheel motor temperature rise deviation, braking force compensation response time, braking distance deviation after hot fade, braking performance retention rate, braking recovery rate, and braking force distribution deviation of the test vehicle based on the corner module motor temperature, braking force compensation initiation time, braking force compensation start time, hot braking distance, hot braking force, and hot fade braking force.
[0011] In one embodiment, the fourth braking data includes: braking torque, vehicle speed, wheel speed, longitudinal braking distance, and lateral offset distance; wherein, the calculation of the basic braking performance index, braking heat fade and recovery performance index, adhesion limit braking stability index, and anti-interference and robustness index of the test vehicle based on the first braking data, the second braking data, the third braking data, the fourth braking data, and the fifth braking data includes: calculating the braking force distribution deviation, wheel slip ratio, and braking offset of the test vehicle based on the braking torque, the vehicle speed, the wheel speed, the longitudinal braking distance, and the lateral offset distance.
[0012] In one embodiment, the fifth braking data includes: braking force, longitudinal braking distance, and lateral offset distance; wherein, the calculation of the basic braking performance index, braking heat fade and recovery performance index, adhesion limit braking stability index, and anti-interference and robustness index of the test vehicle based on the first braking data, the second braking data, the third braking data, the fourth braking data, and the fifth braking data includes: calculating the braking force fluctuation rate and braking offset of the test vehicle based on the braking force, the longitudinal braking distance, and the lateral offset distance.
[0013] According to another aspect of this application, a vehicle braking test device with a corner module architecture is provided, comprising: a test condition preparation module for setting up a test road surface and preparing a test vehicle; wherein the test road surface includes a straight performance road, a dynamic plaza, a high-low attachment split road surface and a high-low attachment docking road surface, and the test vehicle is equipped with a corner module braking system; a first data acquisition module for controlling the test vehicle to perform constant torque braking on the straight performance road and acquiring first braking data of the test vehicle; a second data acquisition module for controlling the test vehicle to perform emergency braking after continuously traveling at a constant speed along a curve on the dynamic plaza for a first duration, and acquiring second braking data of the test vehicle; a third data acquisition module for controlling the test vehicle to perform multiple consecutive emergency brakings on the dry high attachment section of the straight performance road and acquiring third braking data of the test vehicle; and a fourth data acquisition module. The system comprises: a first braking module for controlling the braking of the test vehicle on the high-low contact road surface and the high-low contact road surface, and collecting the fourth braking data of the test vehicle; a fifth data acquisition module for inputting interference signals to the test vehicle and controlling the braking of the test vehicle, and collecting the fifth braking data of the test vehicle; a test index calculation module for calculating the basic braking performance index, braking heat fade and recovery performance index, adhesion limit braking stability index, and anti-interference and robustness index of the test vehicle based on the first braking data, the second braking data, the third braking data, the fourth braking data, and the fifth braking data; and a braking performance determination module for determining the braking performance result of the test vehicle based on the basic braking performance index, the braking heat fade and recovery performance index, the adhesion limit braking stability index, and the anti-interference and robustness index.
[0014] According to another aspect of this application, a computer-readable storage medium is provided, the storage medium storing a computer program for performing any of the methods described above.
[0015] According to another aspect of this application, an electronic device is provided, comprising: a processor; a memory for storing processor-executable instructions; the processor being configured to perform any of the methods described above.
[0016] This application provides a vehicle braking test method, apparatus, medium, and equipment based on a corner module architecture. The method involves constructing a test road surface and preparing a test vehicle. The test road surface includes a straight performance road, a dynamic plaza, a high-low boundary road section, and a high-low boundary road section with connecting sections. The test vehicle is equipped with a corner module braking system. The method involves controlling the test vehicle to perform constant torque braking on the straight performance road and collecting the first braking data. Then, the method involves controlling the test vehicle to perform emergency braking after continuously traveling at a constant speed along a curve on the dynamic plaza for a first duration, and collecting the second braking data. Finally, the method involves controlling the test vehicle to perform multiple consecutive emergency braking maneuvers on the dry high-low boundary section of the straight performance road and collecting the third braking data. The method also includes controlling the test vehicle to brake on the high-low boundary road section and the high-low boundary road section with connecting sections. The test system collects fourth braking data from the test vehicle; it inputs interference signals to the test vehicle and controls its braking, collecting fifth braking data; based on the first, second, third, fourth, and fifth braking data, it calculates the test vehicle's basic braking performance index, braking heat fade and recovery performance index, adhesion limit braking stability index, and anti-interference and robustness index; based on these indices, the system determines the test vehicle's braking performance results; covering all operating conditions, it comprehensively verifies braking performance, heat fade and recovery, adhesion limit stability, and anti-interference robustness, providing a more comprehensive test. Attached Figure Description
[0017] The above and other objects, features, and advantages of this application will become more apparent from the more detailed description of the embodiments of this application in conjunction with the accompanying drawings. The drawings are provided to further illustrate the embodiments of this application and form part of the specification. They are used together with the embodiments of this application to explain this application and do not constitute a limitation thereof. In the drawings, the same reference numerals generally represent the same components or steps.
[0018] Figure 1 This is a flowchart illustrating a vehicle braking test method based on a corner module architecture provided in an exemplary embodiment of this application.
[0019] Figure 2 This is a schematic diagram of the structure of a vehicle braking test device with a corner module architecture provided in an exemplary embodiment of this application.
[0020] Figure 3 This is a structural diagram of an electronic device provided in an exemplary embodiment of this application. Detailed Implementation
[0021] Hereinafter, exemplary embodiments according to this application will be described in detail with reference to the accompanying drawings. Obviously, the described embodiments are merely some embodiments of this application, and not all embodiments of this application. It should be understood that this application is not limited to the exemplary embodiments described herein.
[0022] Figure 1 This is a flowchart illustrating a vehicle braking test method using a corner module architecture provided in an exemplary embodiment of this application. Figure 1 As shown, the vehicle braking test method for this corner module architecture includes: Step 110: Set up the test road surface and prepare the test vehicle.
[0023] The test road surface includes a straight performance road, a dynamic plaza, a high-low adhesion split road surface, and a high-low adhesion docking road surface. The test vehicle is equipped with a corner module braking system. This application selects a straight performance road, a dynamic plaza, a high-low adhesion split road surface, and a high-low adhesion docking road surface, and configures high adhesion (adhesion coefficient μ≥0.8), wet high adhesion (μ=0.6±0.05), and low adhesion (μ≤0.3) road surfaces, with smooth surfaces and uniform medium. Furthermore, this application prepares a test vehicle that is unloaded, with the corner module brake motor temperature at 20±5℃, wheel temperature deviation ≤3℃, standard tire pressure, qualified brake pedal characteristics, no sticking or abnormal noise in the corner module braking system, and calibrated independent activation and dormancy of the pure electric / pure friction single system. Active compensation functions such as steer-by-wire, active suspension, ESC, and torque vectoring are disabled, retaining only the basic mechanical state. Simultaneously, environmental parameters were set: core operating temperature 20±5℃, wind speed ≤5m / s, wetland water depth 5mm±2mm, and anti-interference test to control external electromagnetic interference within the normal range. Accuracy verification and time synchronization were completed by installing a driving robot, multi-channel data acquisition unit, wheel-end force / torque sensors, temperature sensors, GPS / IMU, and signal / power / sensor noise simulator.
[0024] Step 120: Control the test vehicle to perform constant torque braking on a straight performance road and collect the first braking data of the test vehicle.
[0025] This application employs a driving robot in an electronically controlled direct-connect mode to activate pure electric braking, pure friction braking, and compound braking respectively. The robot controls the test vehicle to maintain a constant speed of 30km / h, 60km / h, and 100km / h, performing light braking (0.2g), medium braking (0.5g), and emergency braking to a stop without applying active steering. Each sub-condition is repeated 3 times with an interval of ≥2min and a single system switching rest time of ≥1min. The robot collects the first braking data of the test vehicle in real time during the test vehicle's operation to complete the basic braking performance test of the test vehicle.
[0026] Step 130: After controlling the test vehicle to travel at a constant speed along the curve on the dynamic plaza for a first duration, perform emergency braking and collect the second braking data of the test vehicle.
[0027] This application controls a test vehicle to drive continuously at 60 km / h along a curve with a radius of 50 m in a dynamic square for 5 minutes to create a thermal load and a temperature rise difference between the wheels. Then, the vehicle accelerates to 100 km / h after exiting the curve and brakes suddenly. During the operation of the test vehicle, the second braking data of the test vehicle is collected in real time to complete the test of the braking thermal decay performance of the test vehicle after continuous curve driving.
[0028] Step 140: Control the test vehicle to perform multiple emergency braking maneuvers on the dry, high-adjacent section of the straight performance road, and collect the third braking data of the test vehicle.
[0029] This application involves controlling a test vehicle on a straight, dry, high-adjacent section of a road, performing 20 consecutive full-stroke emergency braking maneuvers at an initial speed of 60 km / h, followed by 10 minutes of idling and cooling before performing 3 recovery braking maneuvers. During the test vehicle's operation, the third braking data is collected in real time to complete a high-frequency brake fade test.
[0030] Step 150: Control the test vehicle to brake on the high-low adjacent road surface and the high-low adjacent adjacent connecting road surface, and collect the fourth braking data of the test vehicle.
[0031] This application controls the braking of the test vehicle on both high-low adhesion parallel road surfaces and high-low adhesion parallel road surfaces, and collects the fourth braking data of the test vehicle in real time during the operation of the test vehicle, so as to complete the adhesion limit braking stability test of the test vehicle.
[0032] Step 160: Input an interference signal to the test vehicle and control the braking of the test vehicle, and collect the fifth braking data of the test vehicle.
[0033] This application completes the anti-interference and robustness test of the test vehicle by inputting interference signals to the test vehicle and controlling the braking of the test vehicle, and by collecting the fifth braking data of the test vehicle in real time during the operation of the test vehicle.
[0034] Step 170: Based on the first braking data, the second braking data, the third braking data, the fourth braking data, and the fifth braking data, calculate the basic braking performance index, braking heat fade and recovery performance index, adhesion limit braking stability index, and anti-interference and robustness index of the test vehicle, respectively.
[0035] This application combines the first, second, third, fourth, and fifth braking data to calculate the basic braking performance index, braking heat fade and recovery performance index, adhesion limit braking stability index, and anti-interference and robustness index of the test vehicle, and evaluates the braking performance of the test vehicle from multiple angles and dimensions.
[0036] Step 180: Based on the basic braking performance index, braking heat fade and recovery performance index, adhesion limit braking stability index, and anti-interference and robustness index, determine the braking performance results of the test vehicle.
[0037] This application combines basic braking performance indicators, braking heat fade and recovery performance indicators, adhesion limit braking stability indicators, and anti-interference and robustness indicators to achieve full-condition testing, thereby improving the accuracy and comprehensiveness of the braking performance results of the test vehicle.
[0038] This application provides a vehicle braking test method based on a corner module architecture. The method involves constructing a test road surface and preparing a test vehicle. The test road surface includes a straight performance road, a dynamic plaza, a high-low access road with separate sections, and a high-low access road with connecting sections. The test vehicle is equipped with a corner module braking system. The method involves controlling the test vehicle to perform constant torque braking on the straight performance road and collecting first braking data. Then, the method involves controlling the test vehicle to perform emergency braking after continuously traveling at a constant speed along a curve on the dynamic plaza for a first duration, and collecting second braking data. Finally, the method involves controlling the test vehicle to perform multiple consecutive emergency braking maneuvers on the dry high-access section of the straight performance road and collecting third braking data. Finally, the method involves controlling the test vehicle to brake on the high-low access road with separate sections and connecting sections, and collecting braking data. The test vehicle's fourth braking data is collected; an interference signal is input to the test vehicle and its braking is controlled, and the fifth braking data is collected; based on the first, second, third, fourth, and fifth braking data, the test vehicle's basic braking performance index, braking heat fade and recovery performance index, adhesion limit braking stability index, and anti-interference and robustness index are calculated respectively; based on the basic braking performance index, braking heat fade and recovery performance index, adhesion limit braking stability index, and anti-interference and robustness index, the braking performance results of the test vehicle are determined; covering all working condition test scenarios, the braking performance, heat fade and recovery, adhesion limit stability, and anti-interference robustness are fully verified, making the test more comprehensive.
[0039] In one embodiment, step 150 can be implemented as follows: controlling the test vehicle to perform emergency braking on a wet and slippery road surface; controlling the test vehicle to perform emergency braking on a road surface with left high attachment and right low attachment; controlling the test vehicle to perform constant torque braking on a road surface with front low attachment and rear high attachment; controlling the test vehicle to perform constant torque braking and emergency braking on an icy / snowy straight road surface; and controlling the test vehicle to perform emergency braking on a low attachment road surface and turn at a set steering angle.
[0040] This application controls the test vehicle to perform emergency braking at speeds of 60 km / h and 80 km / h on wet and slippery surfaces (μ=0.4~0.6) to achieve wet braking tests; controls the test vehicle to perform emergency braking at speeds of 30 km / h and 60 km / h on split surfaces with left high adhesion (μ≥0.8) and right low adhesion (μ≤0.3) to achieve split surface braking tests; controls the test vehicle to perform constant torque (deceleration of 0.5g) braking at speed of 60 km / h on a connecting surface with front low adhesion and rear high adhesion to achieve connecting surface braking tests; controls the test vehicle to perform constant torque (deceleration of 0.5g) braking and emergency braking on icy / snowy straight surfaces (μ≤0.3) to achieve low adhesion surface braking tests; and controls the test vehicle to perform emergency braking at speed of 60 km / h and steer at a set steering angle (≤15°) on low adhesion straight surfaces to achieve extreme braking and steering tests.
[0041] In one embodiment, step 160 can be implemented by: simulating wheel speed / braking torque signal fluctuations and frame drops, and controlling the test vehicle to perform light and medium braking; simulating voltage drops / fluctuations and controlling the test vehicle to perform medium braking; and simulating temperature / pedal travel noise and controlling the test vehicle to perform medium braking.
[0042] This application simulates wheel speed / braking torque signal fluctuations and frame drops, controlling a test vehicle at 60 km / h to perform light braking (a set first braking torque) and medium braking (a set second braking torque, the second braking torque being greater than the first braking torque) to achieve signal disturbance testing; simulates voltage drops / fluctuations, controlling the test vehicle at 60 km / h to perform medium braking to achieve power fluctuation testing; and simulates temperature / pedal travel noise, controlling the test vehicle at 60 km / h to perform medium braking to achieve sensor noise testing. Each condition is repeated three times, and the average value is calculated to obtain test data for each condition.
[0043] In one embodiment, the first braking data includes: braking command initiation time, braking execution start time, braking force, longitudinal braking distance, lateral offset distance, braking deceleration, and braking torque; wherein, the specific implementation of the above step 170 may be: calculating the braking response time, braking force deviation rate, braking offset, braking jerk, relative deviation of braking distance, and braking torque output completeness of the test vehicle based on the braking command initiation time, braking execution start time, braking force, longitudinal braking distance, lateral offset distance, braking deceleration, and braking torque.
[0044] Specifically, the braking response time (qualified if ≤80ms) = braking execution start time - braking command initiation time, the braking force deviation rate (qualified if ≤8.0%) = (maximum braking force - minimum braking force) / average braking force, the braking offset (qualified if ≤0.8m / 100m) = (lateral offset distance × 100) / longitudinal braking distance, which represents the lateral offset per 100 meters traveled, and the braking jerk is equal to the derivative of braking deceleration with respect to time (qualified if ≤1.5m / s 3 ), the relative deviation of braking distance (qualified if within ±10%) = (longitudinal braking distance - target braking distance) / target braking distance, and the braking torque output completeness (qualified if ≥95%) = braking torque / target torque.
[0045] In one embodiment, the second braking data and the third braking data include: corner module motor temperature, braking force compensation initiation time, braking force compensation start time, thermal braking distance, thermal braking force, and fade braking force; wherein, the specific implementation of the above step 170 may be: calculating the inter-wheel motor temperature rise deviation, braking force compensation response time, post-fade braking distance deviation, braking force performance retention rate, braking recovery rate, and braking force distribution deviation of the test vehicle based on the corner module motor temperature, braking force compensation initiation time, braking force compensation start time, thermal braking distance, thermal braking force, and fade braking force.
[0046] Specifically, the inter-wheel motor temperature rise deviation (qualified if ≤10°C) = maximum value of corner module motor temperature - minimum value of corner module motor temperature, the braking force compensation response time (qualified if ≤0.2s) = braking force compensation start time - braking force compensation initiation time, the post-fade braking distance deviation (qualified if ≤10%) = (thermal braking distance - basic braking distance) / basic braking distance, the braking force performance retention rate (qualified if ≥90%) = thermal braking force / basic braking force, the braking recovery rate (qualified if ≥90%) = fade braking force / basic braking force, and the braking force distribution deviation (qualified if within ±6%) = |single-wheel braking force - single-wheel target braking force| / single-wheel target braking force.
[0047] In one embodiment, the fourth braking data includes: braking torque, vehicle speed, wheel speed, longitudinal braking distance, and lateral offset distance; wherein, the specific implementation of the above step 170 may be: based on the braking torque, vehicle speed, wheel speed, longitudinal braking distance, and lateral offset distance, calculate the braking force distribution deviation, wheel slip ratio, and braking offset of the test vehicle.
[0048] Specifically, the braking force distribution deviation (within ±8% is acceptable) = |single motor output braking force - single motor target braking force| / single motor target braking force; the wheel slip ratio (within 10%~25% is acceptable) = (vehicle speed - left wheel speed) / vehicle speed; and the braking offset (≤1.0m / 100m is acceptable) = (lateral offset distance × 100) / longitudinal braking distance.
[0049] In one embodiment, the fifth braking data includes: braking force, longitudinal braking distance, and lateral offset distance; wherein, the specific implementation of the above step 170 may be: calculating the braking force fluctuation rate and braking offset of the test vehicle based on the braking force, longitudinal braking distance, and lateral offset distance.
[0050] Specifically, the braking force fluctuation rate (≤5.0% is acceptable) = (maximum braking force - average braking force) / target braking force, and the braking offset (≤0.46m / 100m is acceptable) = (lateral offset distance × 100) / longitudinal braking distance.
[0051] After calculating the basic braking performance index, brake fade and recovery performance index, adhesion limit braking stability index, and anti-interference and robustness index, the braking performance results of the test vehicle are determined based on multiple indicators. Specifically, the braking performance results of the test vehicle are determined according to the following criteria: (1) System status judgment: There is no jamming, failure or abnormal noise in the brake motor and friction system under all working conditions, no fault code in the control system, and no coordination conflict between the electric motor and the brake.
[0052] (2) Criteria for abnormal temperature rise: The temperature rise deviation between wheels is ≤10℃ and there is no continuous abnormality.
[0053] (3) Criteria for deviation and instability: Deviation amount ≤ 1.0m / 100m, no tail swing, no sideslip, and no 3 invalid tests.
[0054] (4) Criterion for reversibility of thermal decay: performance retention rate ≥90%, recovery rate ≥90%, no irreversible thermal decay.
[0055] (5) Site environment criteria: The road surface medium is uniform and there is no crosswind interference.
[0056] (6) Data validity criteria: All data are complete and no core parameters are missing.
[0057] If all of the above (1)-(6) are satisfied, then the braking performance of the test vehicle is deemed to be qualified.
[0058] Figure 2 This is a schematic diagram of the structure of a vehicle braking test device with a corner module architecture provided in an exemplary embodiment of this application. Figure 2 As shown, the vehicle braking test device 20 with the corner module architecture includes: a test condition preparation module 21, used to build the test road surface and prepare the test vehicle; wherein, the test road surface includes a straight performance road, a dynamic square, a high-low attachment split road surface and a high-low attachment docking road surface, and the test vehicle is equipped with a corner module braking system; a first data acquisition module 22, used to control the test vehicle to perform constant torque braking on the straight performance road and collect the first braking data of the test vehicle; a second data acquisition module 23, used to control the test vehicle to perform emergency braking after continuously driving at a constant speed along the curve on the dynamic square for a first duration, and collect the second braking data of the test vehicle; a third data acquisition module 24, used to control the test vehicle to perform multiple consecutive emergency brakings on the dry high attachment section of the straight performance road and collect the third braking data of the test vehicle; and a fourth data acquisition module 25, used to control the test vehicle to perform multiple consecutive emergency brakings on the dry high attachment section of the straight performance road and collect the third braking data of the test vehicle; and a fourth data acquisition module 26, used to control the test vehicle to perform multiple emergency brakings on the dry high attachment section of the straight performance road. Module 25 is used to control the braking of the test vehicle on both high-low adjacent road surfaces and high-low adjacent connected road surfaces, and to collect the fourth braking data of the test vehicle; the fifth data acquisition module 26 is used to input interference signals to the test vehicle and control the braking of the test vehicle, and to collect the fifth braking data of the test vehicle; the test index calculation module 27 is used to calculate the basic braking performance index, braking heat fade and recovery performance index, adhesion limit braking stability index, and anti-interference and robustness index of the test vehicle based on the first braking data, the second braking data, the third braking data, the fourth braking data, and the fifth braking data; the braking performance determination module 28 is used to determine the braking performance result of the test vehicle based on the basic braking performance index, braking heat fade and recovery performance index, adhesion limit braking stability index, and anti-interference and robustness index.
[0059] This application provides a vehicle braking test device with a corner module architecture. The test condition preparation module 21 constructs the test road surface and prepares the test vehicle. The test road surface includes a straight performance road, a dynamic plaza, a high-low access road, and a high-low access road with connecting sections. The test vehicle is equipped with a corner module braking system. A first data acquisition module 22 controls the test vehicle to perform constant torque braking on the straight performance road and collects the first braking data of the test vehicle. A second data acquisition module 23 controls the test vehicle to perform emergency braking after continuously traveling at a constant speed along a curve on the dynamic plaza for a first duration, and collects the second braking data of the test vehicle. A third data acquisition module 24 controls the test vehicle to perform multiple consecutive emergency braking operations on the dry high-access section of the straight performance road and collects the third braking data of the test vehicle. A fourth data acquisition module 25 controls the test vehicle to perform emergency braking on the high-low access road and the high-low access road with connecting sections. The test vehicle is subjected to road braking and its fourth braking data is collected. The fifth data acquisition module 26 inputs an interference signal to the test vehicle and controls the braking of the test vehicle, and collects the fifth braking data of the test vehicle. The test index calculation module 27 calculates the basic braking performance index, braking heat fade and recovery performance index, adhesion limit braking stability index, and anti-interference and robustness index of the test vehicle based on the first, second, third, fourth, and fifth braking data. The braking performance determination module 28 determines the braking performance result of the test vehicle based on the basic braking performance index, braking heat fade and recovery performance index, adhesion limit braking stability index, and anti-interference and robustness index. The test covers all working condition test scenarios, fully verifies braking performance, heat fade and recovery, adhesion limit stability and anti-interference robustness, and provides a more comprehensive test.
[0060] In one embodiment, the fourth data acquisition module 25 can be further configured to: control the test vehicle to perform emergency braking on a wet and slippery road surface; control the test vehicle to perform emergency braking on a split road surface with left high attachment and right low attachment; control the test vehicle to perform constant torque braking on a connecting road surface with front low attachment and rear high attachment; control the test vehicle to perform constant torque braking and emergency braking on an icy / snowy straight road surface; and control the test vehicle to perform emergency braking on a low attachment road surface and turn at a set steering angle.
[0061] In one embodiment, the fifth data acquisition module 26 can be further configured to: simulate wheel speed / braking torque signal fluctuations and frame drops, and control the test vehicle to perform light and medium braking; simulate voltage drops / fluctuations and control the test vehicle to perform medium braking; simulate temperature / pedal travel noise and control the test vehicle to perform medium braking.
[0062] In one embodiment, the first braking data includes: braking command initiation time, braking execution start time, braking force, longitudinal braking distance, lateral offset distance, braking deceleration, and braking torque; wherein, the aforementioned test index calculation module 27 can be further configured to: calculate the braking response time, braking force deviation rate, braking offset, braking impact, relative deviation of braking distance, and completeness of braking torque output of the test vehicle based on the braking command initiation time, braking execution start time, braking force, longitudinal braking distance, lateral offset distance, braking deceleration, and braking torque.
[0063] In one embodiment, the second and third braking data include: corner module motor temperature, braking force compensation initiation time, braking force compensation start time, hot braking distance, hot braking force, and hot braking force decay; wherein, the above-mentioned test index calculation module 27 can be further configured to: calculate the inter-wheel motor temperature rise deviation, braking force compensation response time, braking distance after hot braking force decay, braking performance retention rate, braking recovery rate, and braking force distribution deviation of the test vehicle based on the corner module motor temperature, braking force compensation initiation time, braking force compensation start time, hot braking distance, hot braking force, and hot braking force decay.
[0064] In one embodiment, the fourth braking data includes: braking torque, vehicle speed, wheel speed, longitudinal braking distance, and lateral offset distance; wherein, the above-mentioned test index calculation module 27 can be further configured to: calculate the braking force distribution deviation, wheel slip ratio, and braking offset of the test vehicle based on the braking torque, vehicle speed, wheel speed, longitudinal braking distance, and lateral offset distance.
[0065] In one embodiment, the fifth braking data includes: braking force, longitudinal braking distance, and lateral offset distance; wherein, the above-mentioned test index calculation module 27 can be further configured to: calculate the braking force fluctuation rate and braking offset of the test vehicle based on the braking force, longitudinal braking distance, and lateral offset distance.
[0066] Below, for reference Figure 3 This application describes an electronic device according to embodiments thereof. The electronic device may be either or both of a first device and a second device, or a standalone device independent of them, which may communicate with the first device and the second device to receive acquired input signals from them.
[0067] Figure 3 A block diagram of an electronic device according to an embodiment of this application is illustrated.
[0068] like Figure 3 As shown, the electronic device 10 includes one or more processors 11 and memory 12.
[0069] The processor 11 may be a central processing unit (CPU) or other form of processing unit with data processing capabilities and / or instruction execution capabilities, and may control other components in the electronic device 10 to perform desired functions.
[0070] The memory 12 may include one or more computer program products, which may include various forms of computer-readable storage media, such as volatile memory and / or non-volatile memory. The volatile memory may include, for example, random access memory (RAM) and / or cache memory. The non-volatile memory may include, for example, read-only memory (ROM), hard disk, flash memory, etc. One or more computer program instructions may be stored on the computer-readable storage medium, and the processor 11 may execute the program instructions to implement the methods of the various embodiments of this application described above and / or other desired functions. Various contents such as input signals, signal components, and noise components may also be stored in the computer-readable storage medium.
[0071] In one example, the electronic device 10 may also include an input device 13 and an output device 14, which are interconnected via a bus system and / or other forms of connection mechanism (not shown).
[0072] When the electronic device is a standalone device, the input device 13 can be a communication network connector for receiving the collected input signals from the first device and the second device.
[0073] In addition, the input device 13 may also include, for example, a keyboard, a mouse, etc.
[0074] The output device 14 can output various information to the outside, including determined distance information, direction information, etc. The output device 14 may include, for example, a display, a speaker, a printer, and a communication network and its connected remote output devices, etc.
[0075] Of course, for the sake of simplicity, Figure 3 Only some of the components of the electronic device 10 relevant to this application are shown in this illustration; components such as buses, input / output interfaces, etc., are omitted. In addition, the electronic device 10 may include any other suitable components depending on the specific application.
[0076] In addition to the methods and apparatus described above, embodiments of this application may also be computer program products, which include computer program instructions that, when executed by a processor, cause the processor to perform the steps in the methods according to various embodiments of this application described in the "Exemplary Methods" section above.
[0077] The computer program product can be written in any combination of one or more programming languages to perform the operations of the embodiments of this application. The programming languages include object-oriented programming languages such as Java and C++, as well as conventional procedural programming languages such as C or similar languages. The program code can be executed entirely on the user's computing device, partially on the user's computing device, as a standalone software package, partially on the user's computing device and partially on a remote computing device, or entirely on a remote computing device or server.
[0078] Furthermore, embodiments of this application may also be computer-readable storage media storing computer program instructions thereon, which, when executed by a processor, cause the processor to perform the steps in the methods according to various embodiments of this application described in the "Exemplary Methods" section above.
[0079] The computer-readable storage medium may be any combination of one or more readable media. A readable medium may be a readable signal medium or a readable storage medium. A readable storage medium may be, for example, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination thereof. More specific examples of readable storage media (a non-exhaustive list) include: an electrical connection having one or more wires, a portable disk, a hard disk, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), optical storage device, magnetic storage device, or any suitable combination thereof.
[0080] The basic principles of this application have been described above with reference to specific embodiments. However, it should be noted that the advantages, benefits, and effects mentioned in this application are merely examples and not limitations, and should not be considered as essential features of each embodiment of this application. Furthermore, the specific details disclosed above are for illustrative and facilitative purposes only, and are not limitations. These details do not limit the application to the necessity of employing the aforementioned specific details for implementation.
[0081] The block diagrams of devices, apparatuses, devices, and systems involved in this application are merely illustrative examples and are not intended to require or imply that they must be connected, arranged, or configured in the manner shown in the block diagrams. As those skilled in the art will recognize, these devices, apparatuses, devices, and systems can be connected, arranged, and configured in any manner. Words such as “comprising,” “including,” “having,” etc., are open-ended terms meaning “including but not limited to,” and are used interchangeably with them. The terms “or” and “and” as used herein refer to the terms “and / or,” and are used interchangeably with them unless the context clearly indicates otherwise. The term “such as” as used herein refers to the phrase “such as but not limited to,” and is used interchangeably with it.
[0082] It should also be noted that in the apparatus, equipment, and methods of this application, the components or steps can be disassembled and / or recombined. These disassemblies and / or recombinations should be considered as equivalent solutions of this application.
[0083] The above description of the disclosed aspects is provided to enable any person skilled in the art to make or use this application. Various modifications to these aspects will be readily apparent to those skilled in the art, and the general principles defined herein can be applied to other aspects without departing from the scope of this application. Therefore, this application is not intended to be limited to the aspects shown herein, but rather to be accorded the widest scope consistent with the principles and novel features disclosed herein.
[0084] The above description has been given for purposes of illustration and description. Furthermore, this description is not intended to limit the embodiments of this application to the forms disclosed herein. Although numerous exemplary aspects and embodiments have been discussed above, those skilled in the art will recognize certain variations, modifications, alterations, additions, and sub-combinations thereof.
Claims
1. A vehicle braking test method with a corner module architecture, characterized in that, include: The test road surface is constructed and the test vehicle is prepared; wherein, the test road surface includes a straight performance road, a dynamic square, a high-low boundary road surface and a high-low boundary road surface, and the test vehicle is equipped with an angle module braking system; The test vehicle is controlled to perform constant torque braking on the straight performance road, and the first braking data of the test vehicle is collected; After controlling the test vehicle to continuously travel at a constant speed along the curve on the dynamic square for a first duration, an emergency braking is performed, and the second braking data of the test vehicle is collected. The test vehicle was controlled to perform multiple emergency braking maneuvers on a dry, high-adhesion section of the straight performance road, and the third braking data of the test vehicle was collected. The test vehicle is controlled to brake on the high-low parallel road surface and the high-low parallel connecting road surface, and the fourth braking data of the test vehicle is collected. An interference signal is input to the test vehicle and the test vehicle is controlled to brake, and the fifth braking data of the test vehicle is collected; Based on the first braking data, the second braking data, the third braking data, the fourth braking data, and the fifth braking data, the basic braking performance index, braking heat fade and recovery performance index, adhesion limit braking stability index, and anti-interference and robustness index of the test vehicle are calculated respectively. Based on the aforementioned basic braking performance index, the braking heat fade and recovery performance index, the adhesion limit braking stability index, and the anti-interference and robustness index, the braking performance results of the test vehicle are determined.
2. The vehicle braking test method based on the corner module architecture according to claim 1, characterized in that, The method of controlling the braking of the test vehicle on the high-low boundary road surface and the high-low boundary connecting road surface includes: Control the test vehicle to perform emergency braking on a slippery road surface; Control the test vehicle to perform emergency braking on a split road surface with left high-adhesion and right low-adhesion; The test vehicle is controlled to perform constant torque braking on the docking road surface with low front and high rear adhesion; The test vehicle was controlled to perform constant torque braking and emergency braking on an icy / snowy straight road surface; The test vehicle was controlled to brake suddenly on a low-friction surface and steered at a set steering angle.
3. The vehicle braking test method based on the corner module architecture according to claim 1, characterized in that, The step of inputting an interference signal to the test vehicle and controlling the braking of the test vehicle includes: Simulate wheel speed / braking torque signal fluctuations and frame drops, and control the test vehicle to perform light and medium braking. Simulate voltage drops / fluctuations and control the test vehicle to perform intermediate braking; Simulate temperature / pedal travel noise and control the test vehicle to perform intermediate braking.
4. The vehicle braking test method based on the corner module architecture according to claim 1, characterized in that, The first braking data includes: braking command initiation time, braking execution start time, braking force, longitudinal braking distance, lateral offset distance, braking deceleration, and braking torque; wherein, the calculation of the basic braking performance index, braking heat fade and recovery performance index, adhesion limit braking stability index, and anti-interference and robustness index of the test vehicle based on the first braking data, the second braking data, the third braking data, the fourth braking data, and the fifth braking data includes: Based on the braking command initiation time, the braking execution start time, the braking force, the longitudinal braking distance, the lateral offset distance, the braking deceleration, and the braking torque, the braking response time, braking force deviation rate, braking offset, braking impact, relative deviation of braking distance, and completeness of braking torque output of the test vehicle are calculated.
5. The vehicle braking test method based on the corner module architecture according to claim 1, characterized in that, The second and third braking data include: corner module motor temperature, braking force compensation initiation time, braking force compensation start time, thermal braking distance, thermal braking force, and thermal fade braking force; wherein, the calculation of the basic braking performance index, braking thermal fade and recovery performance index, adhesion limit braking stability index, and anti-interference and robustness index of the test vehicle based on the first, second, third, fourth, and fifth braking data respectively includes: Based on the angle module motor temperature, the braking force compensation initiation time, the braking force compensation start time, the thermal braking distance, the thermal braking force, and the thermal fade braking force, the wheel-to-wheel motor temperature rise deviation, braking force compensation response time, braking distance deviation after thermal fade, braking force performance retention rate, braking recovery rate, and braking force distribution deviation of the test vehicle are calculated.
6. The vehicle braking test method based on the corner module architecture according to claim 1, characterized in that, The fourth braking data includes: braking torque, vehicle speed, wheel speed, longitudinal braking distance, and lateral offset distance; wherein, the calculation of the basic braking performance index, braking heat fade and recovery performance index, adhesion limit braking stability index, and anti-interference and robustness index of the test vehicle based on the first braking data, the second braking data, the third braking data, the fourth braking data, and the fifth braking data includes: Based on the braking torque, vehicle speed, wheel speed, longitudinal braking distance, and lateral offset distance, the braking force distribution deviation, wheel slip ratio, and braking offset of the test vehicle are calculated.
7. The vehicle braking test method based on the corner module architecture according to claim 1, characterized in that, The fifth braking data includes: braking force, longitudinal braking distance, and lateral offset distance; wherein, the calculation of the basic braking performance index, braking heat fade and recovery performance index, adhesion limit braking stability index, and anti-interference and robustness index of the test vehicle based on the first braking data, the second braking data, the third braking data, the fourth braking data, and the fifth braking data includes: Based on the braking force, the longitudinal braking distance, and the lateral offset distance, the braking force fluctuation rate and braking offset of the test vehicle are calculated.
8. A vehicle braking test device with a corner module architecture, characterized in that, include: The test condition preparation module is used to build the test road surface and prepare the test vehicle; wherein, the test road surface includes a straight performance road, a dynamic square, a high-low boundary road surface, and a high-low boundary road surface, and the test vehicle is equipped with an angle module braking system; The first data acquisition module is used to control the test vehicle to perform constant torque braking on the straight performance road and to acquire the first braking data of the test vehicle. The second data acquisition module is used to control the test vehicle to perform emergency braking after it has been driving at a constant speed along the curve on the dynamic square for a first period of time, and to collect the second braking data of the test vehicle. The third data acquisition module is used to control the test vehicle to perform multiple emergency braking operations on the dry, high-adhesion section of the straight performance road, and to acquire the third braking data of the test vehicle. The fourth data acquisition module is used to control the test vehicle to brake on the high-low parallel road surface and the high-low parallel connecting road surface, and to acquire the fourth braking data of the test vehicle. The fifth data acquisition module is used to input interference signals to the test vehicle and control the braking of the test vehicle, and to acquire the fifth braking data of the test vehicle. The test index calculation module is used to calculate the basic braking performance index, braking heat fade and recovery performance index, adhesion limit braking stability index, and anti-interference and robustness index of the test vehicle based on the first braking data, the second braking data, the third braking data, the fourth braking data, and the fifth braking data, respectively. The braking performance determination module is used to determine the braking performance results of the test vehicle based on the basic braking efficiency index, the braking heat fade and recovery performance index, the adhesion limit braking stability index, and the anti-interference and robustness index.
9. A computer-readable storage medium, characterized in that, The storage medium stores a computer program for performing the method described in any one of claims 1-7.
10. An electronic device, characterized in that, include: processor; Memory used to store the processor's executable instructions; The processor is used to execute the method described in any one of claims 1-7.