Fault simulation method and device for steering wheel angle sensor and storage medium

Abstract

The embodiment of the invention provides a fault simulation method and device for a steering wheel angle sensor and a storage medium, and the method comprises the steps: determining a current steering wheel angle value of a to-be-detected vehicle, and converting the current steering wheel angle value into a sensor angle value outputted by the steering wheel angle sensor; setting a simulation angle according to the sensor angle value, so that the simulation angle is out of a normal detection angle range of the steering wheel angle sensor; the simulation angle is fed back to an electric power steering system of the to-be-tested vehicle, response information of the electric power steering system to the simulation angle is received, and a fault recognition simulation result of the electric power steering system is determined according to the response information. Through the fault simulation method and device, the problem that the steering wheel angle sensor cannot meet EPS system development and test requirements in a fault simulation method of the steering wheel angle sensor in the related technology is solved.

Description

Technical Field

[0001] The embodiments of the present application relate to the field of automobile technology, and in particular to a fault simulation method, device and storage medium for a steering wheel angle sensor. Background Art

[0002] The Electric Power Steering (EPS) system is a product with functional safety level B or above. The steering wheel angle sensor of the EPS steering system uses two upper and lower gears, namely 2 coarse angles with the same angle value (indicating the direction reached by rotating 296° from a certain baseline (such as the east direction)) and 2 fine angles with the same angle value (indicating the direction reached by rotating 40° from a certain baseline (such as the east direction)). The 2 same values ​​can meet the safety verification requirements, and the coarse angle and fine angle can achieve a wide range of angle measurement from -740° to 740°.

[0003] Due to the high cost of steering wheel angle sensor samples and long delivery cycle, it cannot meet the development and testing needs of EPS systems. Summary of the invention

[0004] The embodiments of the present application provide a fault simulation method, device and storage medium for a steering wheel angle sensor, so as to at least solve the problem existing in the fault simulation method for a steering wheel angle sensor in the related art that the steering wheel angle sensor cannot meet the development and testing requirements of the EPS system.

[0005] According to one aspect of the present application, a fault simulation method for a steering wheel angle sensor is provided, comprising: determining a current steering wheel angle value of a vehicle to be tested; converting the steering wheel angle value into a sensor angle value output by a steering wheel angle sensor; setting a simulation angle according to the sensor angle value so that the simulation angle is outside a normal detection angle range of the steering wheel angle sensor; feeding back the simulation angle to an electric power steering system of the vehicle to be tested, and receiving response information of the electric power steering system to the simulation angle, and determining a fault identification simulation result of the electric power steering system according to the response information.

[0006] According to another aspect of the present application, a fault simulation device for a steering wheel angle sensor is provided, comprising: a measurement module for determining a current steering wheel angle value of a vehicle to be tested; a format conversion module for converting the steering wheel angle value into a sensor angle value output by a steering wheel angle sensor; a fault simulation module for setting a simulation angle according to the sensor angle value so that the simulation angle is outside a normal detection angle range of the steering wheel angle sensor; and a fault injection module for feeding back the simulation angle to an electric power steering system of the vehicle to be tested, and receiving response information of the electric power steering system to the simulation angle, and determining a fault identification simulation result of the electric power steering system according to the response information.

[0007] According to another aspect of the embodiments of the present application, a computer-readable storage medium is provided, in which a computer program is stored, wherein the computer program is configured to execute the above-mentioned fault simulation method of the steering wheel angle sensor when running.

[0008] According to another aspect of an embodiment of the present application, an electronic device is also provided, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the fault simulation method of the steering wheel angle sensor through the computer program.

[0009] According to another embodiment of the present application, a computer program product is provided, including a computer program, which implements the steps in any of the above-mentioned steering wheel angle sensor fault simulation method embodiments when executed by a processor.

[0010] Through the embodiment of the present application, the current steering wheel angle value of the vehicle to be tested is converted into the sensor angle value output by the steering wheel angle sensor, thereby obtaining the original signal value output by the steering wheel angle sensor, providing a real value for the subsequent EPS system to identify faults, and adjusting on the basis of the original signal value to obtain a simulation signal outside the normal detection angle range of the steering wheel angle sensor, and feeding back the simulation angle to the electric power steering system of the vehicle to be tested, thereby simulating the EPS system fault injection process. During the fault injection process, the response information of the EPS system to the simulation angle signal is observed and recorded, and the fault identification simulation result of the electric power steering system is obtained according to the response information. The above-mentioned fault simulation method is used to verify the response ability and fault identification ability of the EPS of the vehicle to be tested when the steering wheel angle sensor fails, which can avoid the direct use of physical sensor prototypes and reduce testing costs. In addition, through simulation technology, a large number of simulation signals can be generated in a short time for testing, thereby speeding up the testing process and improving testing efficiency, thereby solving the problem in the related technology that the steering wheel angle sensor cannot meet the EPS system development and testing requirements. BRIEF DESCRIPTION OF THE DRAWINGS

[0011] Figure 1 It is a hardware structure block diagram of an optional fault simulation method of a steering wheel angle sensor in an embodiment of the present application;

[0012] Figure 2 is a flow chart of an optional fault simulation method for a steering wheel angle sensor according to an embodiment of the present application;

[0013] Figure 3 is a flow chart of converting a steering wheel angle value into a sensor angle value output by a steering wheel angle sensor according to an embodiment of the present application;

[0014] Figure 4 is a schematic diagram of an optional simulation test according to an embodiment of the present application;

[0015] Figure 5 is a schematic diagram of another optional simulation test according to an embodiment of the present application;

[0016] Figure 6 is a structural block diagram of an optional fault simulation device for a steering wheel angle sensor according to an embodiment of the present application;

[0017] Figure 7 It is a structural block diagram of an optional electronic device according to an embodiment of the present application. DETAILED DESCRIPTION

[0018] In order to enable those skilled in the art to better understand the solution of the present application, the technical solution in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work should fall within the scope of protection of the present application.

[0019] It should be noted that the terms "first", "second", etc. in the specification and claims of the present application and the above-mentioned drawings are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequence. It should be understood that the data used in this way can be interchangeable where appropriate, so that the embodiments of the present application described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "including" and "having" and any of their variations are intended to cover non-exclusive inclusions, for example, a process, method, system, product or device comprising a series of steps or units is not necessarily limited to those steps or units clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0020] According to one aspect of an embodiment of the present application, a fault simulation method for a steering wheel angle sensor is provided. Optionally, in this embodiment, the fault simulation method for a steering wheel angle sensor can be applied to Figure 1 In the hardware environment composed of the vehicle terminal 102 and the server 104 shown in FIG. Figure 1 As shown, the server 104 is connected to the vehicle-mounted terminal 102 via a network, and can be used to provide services (such as application services, etc.) for the terminal or a client installed on the terminal. A database can be set up on the server or independently of the server to provide data storage services for the server 104. Cloud computing and / or edge computing services can be configured on the server or independently of the server to provide data computing services for the server 104.

[0021] The above network may include but is not limited to at least one of the following: wired network, wireless network. The above wired network may include but is not limited to at least one of the following: wide area network, metropolitan area network, local area network, and the above wireless network may include but is not limited to at least one of the following: WIFI, Bluetooth.

[0022] The fault simulation method of the steering wheel angle sensor of the embodiment of the present application can be executed by the vehicle terminal 102, or can be executed by the server 104 and the vehicle terminal 102. Taking the vehicle terminal 102 executing the fault simulation method of the steering wheel angle sensor of the embodiment as an example, Figure 2 is a flow chart of an optional fault simulation method for a steering wheel angle sensor according to an embodiment of the present application, such as Figure 2 As shown, the process of the method may include the following steps:

[0023] Step S202, determining the current steering wheel angle value of the vehicle to be tested.

[0024] The vehicle under test refers to a vehicle that is specifically used to evaluate, verify or calibrate the performance and function of the Electric Power Steering (EPS) system in the current test environment. The vehicle under test is usually equipped with a complete EPS system and necessary sensors, actuators and control systems to accurately measure and analyze various EPS indicators under simulated or actual driving conditions.

[0025] The steering wheel angle value refers to the angle change of the steering wheel of the vehicle under test relative to its original (unturned) position when the driver operates the steering wheel of the vehicle under test. Generally, the steering wheel angle value is measured based on the center position (i.e. the straight-ahead position). When the steering wheel rotates to the left from the center position, its angle value is recorded as a negative number; and when the steering wheel rotates to the right from the center position, its angle value is recorded as a positive number. According to the angle range of the steering wheel that can be rotated in actual applications, the range of the steering wheel angle value is between -740° and 740°.

[0026] Optionally, the driver operates the steering wheel of the vehicle to be tested, and the on-board terminal of the vehicle to be tested collects information through a steering wheel angle sensor, and converts the original signal value output by the steering wheel angle sensor into the current steering wheel angle value of the vehicle to be tested.

[0027] Step S204: converting the steering wheel angle value into a sensor angle value output by a steering wheel angle sensor.

[0028] The steering wheel angle value is acquired by a steering wheel angle sensor, which can accurately measure the steering wheel rotation angle and convert it into a processable electrical signal.

[0029] The sensor angle value refers to the original signal value directly measured and output by the steering wheel angle sensor according to its detection accuracy. The sensor angle value reflects the amount of rotation of the steering wheel relative to a certain reference position (such as the center straight position), but it has been processed and converted internally by the sensor to meet the calculation and processing requirements of the vehicle terminal. The sensor angle value is usually a non-negative value. No matter which direction the steering wheel turns, the angle value output by the sensor is increasing, and there will be no negative numbers to indicate changes in direction. This representation method simplifies the calculation process of the vehicle terminal. The steering wheel angle value represents the direction of rotation of the steering wheel by positive and negative numbers. When the steering wheel turns from the center position to the left, the angle value is negative; when it turns to the right, the angle value is positive. This representation method intuitively reflects the direction and degree of rotation of the steering wheel.

[0030] It should be noted that due to its non-negative nature, the sensor angle value is more convenient for the vehicle terminal to perform mathematical calculations and logical processing. Although there are differences in the representation of the sensor angle value and the steering wheel angle value, there is a fixed proportional relationship between them. This proportional relationship ensures that the steering wheel angle sensor can accurately reflect the steering wheel rotation and output the steering wheel rotation in a way that the vehicle terminal can understand and process. In actual applications, the vehicle terminal can convert the sensor angle value to the steering wheel angle value, or convert the steering wheel angle value to the sensor angle value according to this fixed proportional relationship.

[0031] Optionally, the vehicle-mounted terminal converts the steering wheel angle value, which may be a negative number, into a sensor angle value output by the steering wheel angle sensor.

[0032] For example, a sufficiently large positive number may be added to the steering wheel angle value to convert the steering wheel angle value into a sensor angle value output by the steering wheel angle sensor.

[0033] For example, you can also define a mapping function to map steering wheel angle values ​​to sensor angle values.

[0034] Step S206, setting the simulation angle according to the sensor angle value so that the simulation angle is outside the normal detection angle range of the steering wheel angle sensor.

[0035] Among them, the simulation angle refers to an angle value outside the normal detection range of the steering wheel angle sensor that is deliberately adjusted based on the sensor angle value in order to simulate possible faults of the steering wheel angle sensor under normal operating conditions. The simulation angle does not truly reflect the actual rotation angle of the steering wheel, but is used for testing or verification purposes. It can be understood that the simulation angle is adjusted based on the sensor angle value to simulate non-real situations (such as fault conditions) and to verify the response and fault identification capabilities of the EPS of the vehicle under test when the steering wheel angle sensor fails. Simulation angles of different angle values ​​can be set to simulate a variety of different failure modes, such as signal distortion, loss, delay, etc., so that the test is more comprehensive and can cover more fault scenarios.

[0036] It should be noted that: in actual work, there is a certain mapping relationship between the signal output by the steering wheel angle sensor and the rotation angle of the steering wheel. If the angle value beyond the normal range is directly set for testing, it is impossible to accurately simulate the output signal characteristics of the steering wheel angle sensor under real fault conditions. Compared with directly setting the simulation angle beyond the normal range for fault testing, the embodiment of the present application converts the steering wheel angle value into a sensor angle value, and adjusts it based on the sensor angle value to obtain the simulation angle, which can ensure that the test process is closer to the actual situation, thereby improving the accuracy and effectiveness of the test.

[0037] The normal detection angle range refers to the range in which the steering wheel angle sensor can accurately and reliably detect and output the steering wheel rotation angle. The normal detection angle range is usually determined based on the design specifications of the sensor, the design parameters of the vehicle, and safety standards. For example, the normal detection angle range can be the detection range of the steering wheel angle sensor.

[0038] Optionally, the vehicle-mounted terminal adjusts the sensor angle value so that the adjusted sensor angle value is outside the normal detection angle range of the steering wheel angle sensor, and determines the adjusted sensor angle value as the simulation angle.

[0039] Step S208, feeding back the simulation angle to the electric power steering system of the vehicle to be tested, receiving response information of the electric power steering system to the simulation angle, and determining a fault identification simulation result of the electric power steering system according to the response information.

[0040] Among them, the simulation angle is fed back to the electric power steering system of the vehicle under test, indicating that a steering wheel angle sensor fault is injected into the electric power steering system of the vehicle under test. This operation means that during the test or verification process, the electric power steering system receives an abnormal steering wheel angle signal (i.e., the simulation angle) by injecting a fault. This abnormal steering wheel angle signal simulates the error value that the steering wheel angle sensor may output under a fault state, thereby triggering the electric power steering system's fault detection and response mechanism.

[0041] Response information refers to the behavior characteristics and performance of the electric power steering system when facing a simulated steering wheel angle sensor fault or abnormal input. For example, the response information includes the fault identification result and the response mechanism, where the fault identification result is used to characterize whether the signal of the steering wheel angle sensor monitored by the electric power steering system exceeds the normal range. The response mechanism is used to characterize whether the electric power steering system collects corresponding response measures when a fault is identified.

[0042] The fault identification simulation result indicates whether the electric power steering system can identify the steering wheel angle sensor fault and make correct feedback. If the response information indicates that the signal of the steering wheel angle sensor monitored by the electric power steering system does not exceed the normal range, or the signal of the steering wheel angle sensor is detected to be beyond the normal range but the corresponding response measures are not initiated, then the fault identification simulation result indicates that the electric power steering system does not identify the steering wheel angle sensor fault.

[0043] Optionally, the vehicle terminal feeds back the simulation angle to the electric power steering system of the vehicle to be tested, and the electric power steering system makes a judgment after receiving the simulation angle, generates response information according to the judgment result, and feeds back the response information to the vehicle terminal. The vehicle terminal receives the response information of the electric power steering system to the simulation angle, parses the response information, and determines the fault identification simulation result of the electric power steering system according to the response information.

[0044] Through the above steps S202 to S208, the current steering wheel angle value of the vehicle to be tested is converted into the sensor angle value output by the steering wheel angle sensor, thereby obtaining the original signal value output by the steering wheel angle sensor, providing a real value for the subsequent EPS system to identify faults, and adjusting on the basis of the original signal value to obtain a simulation signal outside the normal detection angle range of the steering wheel angle sensor, and feeding back the simulation angle to the electric power steering system of the vehicle to be tested, thereby simulating the EPS system fault injection process. During the fault injection process, the response information of the EPS system to the simulation angle signal is observed and recorded, and the fault identification simulation result of the electric power steering system is obtained according to the response information. The above-mentioned fault simulation method is used to verify the response ability and fault identification ability of the EPS of the vehicle to be tested when the steering wheel angle sensor fails, which can avoid directly using a physical sensor prototype and reduce the test cost. In addition, through simulation technology, a large number of simulation signals can be generated in a short time for testing, thereby speeding up the test process and improving the test efficiency, which solves the problem in the related technology that the steering wheel angle sensor cannot meet the EPS system development and testing requirements.

[0045] In an exemplary embodiment, the steering wheel angle value is within a first angle range; the first angle range includes an angle range covered by the steering wheel of the vehicle to be tested rotating from a left extreme position to a right extreme position.

[0046] Among them, the left limit position refers to the maximum rotation angle of the steering wheel to the left in the case of over-turning (i.e., the angle exceeding the normal rotation range), such as rotating 740° to the left. The right limit position refers to the limit of the steering wheel rotation to the right in the case of over-turning, such as rotating 740° to the right. The first angle range is based on the center position (i.e., the straight position) and uses positive and negative numbers to characterize the direction of rotation of the steering wheel, which means that the first angle range is a continuous interval with negative numbers, which is used to characterize the actual angle range of the steering wheel rotation. For example, the first angle range can be -740° to 740°.

[0047] It should be noted that the normal rotation range of the steering wheel is usually 540-630 degrees from the middle position to one side. In order to evaluate the performance and reliability of the vehicle's electric power steering system (EPS) under extreme conditions in a specific simulation environment, the left extreme position and the right extreme position are defined as the maximum rotation angle of the steering wheel in the over-turn situation, that is, 740° to the left and right respectively.

[0048] In an exemplary embodiment, the steering wheel angle sensor includes a first angle sensor pair, the sensor angle value includes two first angles of the same angle value output by the first angle sensor pair, and the first angle is acquired according to a first granularity.

[0049] Among them, the first angle sensor pair refers to the sensor in the steering wheel angle sensor that collects data according to the first granularity. The first angle sensor pair is designed to appear in pairs and is used to jointly measure or verify the rotation angle of the steering wheel, so as to improve the accuracy and redundancy of the measurement (that is, when one sensor fails, the other sensor can continue to work). In practical applications, the steering wheel angle sensor uses two upper and lower gears, which are respectively the coarse angle of 2 channels with the same angle value and the fine angle of 2 channels with the same angle value. The 2 channels with the same angle value can meet the safety verification requirements. It can be understood that the steering wheel angle sensor includes 2 coarse sensors and 2 fine sensors, wherein the 2 coarse sensors are defined as the first angle sensor pair, and the first angle sensor pair outputs the first angle with the same angle value in both channels.

[0050] The first angle of the two paths of the same angle value output by the first angle sensor pair refers to the original signal value collected and output by the first angle sensor pair according to the first granularity. It can be understood that the first angle is a coarse-grained angle.

[0051] The first granularity refers to the resolution or accuracy of the first angle sensor pair (such as the coarse resolution sensor) when collecting data. The smaller the granularity, the higher the measurement accuracy of the sensor, and the more subtle the angle changes that can be captured. The first angle is collected according to the first granularity, which means that the first angle is the rotation angle of the steering wheel measured by the first angle sensor pair according to the first granularity. Generally, the resolution of the coarse resolution sensor is 296°, that is, the first granularity is 296°.

[0052] In an exemplary embodiment, converting the steering wheel angle value into a sensor angle value output by a steering wheel angle sensor comprises the following steps:

[0053] 1. Convert the steering wheel angle value into a target angle; the target angle is in a second angle range; the second angle range is obtained by converting the first angle range according to a conversion relationship between the steering wheel angle and the sensor angle.

[0054] Among them, it can be seen from the above embodiments that the first angle range is a continuous interval with negative numbers, which is used to characterize the angle range of the actual rotation of the steering wheel. For example, the first angle range can be -740° to 740°. Since the first angle range characterizes the direction of rotation of the steering wheel by positive and negative numbers, there are negative values. In the process of solving the vehicle terminal, the negative values ​​do not meet the calculation and processing requirements of the vehicle terminal. Therefore, it is necessary to convert the first angle range to obtain the second angle range so that the second angle range is a continuous, non-negative interval. Further, since there is a fixed proportional relationship between the sensor angle value and the steering wheel angle value, the first angle range can be converted to the second angle range through the proportional relationship. It can be understood that: the second angle range is a continuous, non-negative interval obtained after mathematical conversion of the first angle range, the second angle range is another expression of the first angle range, and each angle value in the first angle range can find a unique mapping in the second angle range.

[0055] For example, the first angle range is -740° to 740°, and the corresponding second angle range is 0° to 1480°. This means that the steering wheel angle sensor maps the left and right rotation range of the steering wheel (a total rotation of 1480°) to a non-negative range. For example, when the steering wheel turns 740° to the left from the center position, the sensor angle value may reach 740° (assuming the ratio is 1:1 and the starting point is 0°); and when the steering wheel turns 740° to the right from the center position, the sensor angle value may reach 1480°. This mapping relationship ensures that the steering wheel angle sensor can continuously and uninterruptedly record the rotation of the steering wheel and provide accurate data support for the vehicle terminal.

[0056] The target angle refers to the angle of the steering wheel angle value in the first angle range that is uniquely mapped in the second angle range.

[0057] The conversion relationship between the steering wheel angle and the sensor angle refers to a mathematical or logical mapping used to convert the actual steering wheel rotation angle into an angle value that can be measured or recognized by the vehicle terminal. The conversion relationship between the steering wheel angle value and the sensor angle value can be a fixed increasing relationship, such as adding a fixed value to the steering wheel angle value to obtain a target angle corresponding to the steering wheel angle value. It can also be a fixed mapping relationship. For example, a mapping function is set, and when the steering wheel angle value is less than 0, the steering wheel angle value is converted to the target angle according to the mapping function.

[0058] Optionally, Figure 3 FIG. 1 is a flow chart of converting a steering wheel angle value into a sensor angle value output by a steering wheel angle sensor in one embodiment. Figure 3As shown, the vehicle terminal determines the conversion relationship between the steering wheel angle and the sensor angle according to a fixed incremental relationship or mapping function, and converts the first angle range into the second angle range according to the conversion relationship, and converts the steering wheel angle value in the first angle range into the target angle in the second angle range.

[0059] For example, if the steering wheel angle value is -740°, the steering wheel angle value -740° is converted to a target angle of 0° based on the steering wheel angle value -740° and in an increasing relationship of 740°; if the steering wheel angle value is 740°, the steering wheel angle value 740° is converted to a target angle of 1480° based on the steering wheel angle value 740° and in an increasing relationship of 740°, thereby converting the first angle range (-740° to 740°) into the second angle range (0° to 1480°).

[0060] 2. Divide the second angle range into a plurality of first segments according to the first granularity; each of the plurality of first segments corresponds to a unique first segment number.

[0061] Among them, the first segment refers to the continuous sub-intervals obtained by dividing the second angle range according to the first granularity. Each first segment corresponds to a unique number (i.e., the first segment number) for identifying the position of the first segment within the second angle range. It can be seen from the above embodiments that the first granularity refers to the resolution or accuracy of the first angle sensor pair (such as a coarse-division sensor) when collecting data, the second angle range refers to another way of expressing the first angle range, and each angle value within the first angle range can find a unique mapping within the second angle range. Therefore, dividing the second angle range into multiple first segments according to the first granularity can determine the specific position of the target angle within the second angle range. Taking the second angle range of 0° to 1480° and the first granularity of 296° as an example, the second angle range can be divided into 5 segments according to the first granularity.

[0062] Alternatively, if Figure 3 As shown, the vehicle-mounted terminal starts from the starting position of the second angle range, divides according to the first granularity, obtains multiple first segments, and identifies a unique first segment number for each first segment.

[0063] 3. Determine the target first segment number corresponding to the first segment where the target angle is located among the multiple first segments.

[0064] The target first segment number refers to a unique number corresponding to the first segment where the target angle is located. The target first segment number is used to identify the specific position of the target angle in the second angle range after being divided according to the first granularity.

[0065] Alternatively, if Figure 3As shown, the vehicle terminal compares the target angle with the intervals corresponding to the multiple first segments, determines the first segment where the target angle is located, and the target first segment number corresponding to the first segment where the target angle is located.

[0066] 4. Determine the first angle of the two paths with the same angle value according to the target angle, the target first segment number and the first granularity.

[0067] Among them, it can be known from the above embodiments that: the first angle refers to the original signal value collected and output by the first angle sensor according to the first granularity. The first angle is generally represented in a manner related to the first granularity. For example, the target first segment number corresponding to the first segment where the target angle is located can be used to represent the specific first segment of the first angle in the second angle range, and the specific position of the first angle in the first segment where the target angle is located is determined according to the offset between the target angle and the first segment.

[0068] Optionally, the vehicle-mounted terminal uses the target first segment number to represent the specific first segment of the first angle in the second angle range, and uses the offset between the target angle and the first segment to represent the specific position of the first angle in the first segment of the target angle, and combines the above two methods to represent the first angle.

[0069] Through this embodiment, the steering wheel angle value in the first angle range is converted into a target angle in the second angle range, wherein the first angle range is a continuous, negative interval used to characterize the angle range of actual steering wheel rotation, and the second angle range is a continuous, non-negative interval obtained by converting the first angle range according to the conversion relationship between the steering wheel angle and the sensor angle, and each angle value in the first angle range can find a unique mapping in the second angle range, and the obtained target angle is a non-negative number, which meets the calculation and processing requirements of the vehicle-mounted terminal.

[0070] In an exemplary embodiment, during the EPS product development process, it is necessary to verify the relevant functions and performance of the product on the hardware-in-the-loop device, and it is necessary to solve the problem of calculating the original signal value output by the steering wheel angle sensor on all steering system hardware-in-the-loop test equipment. It can be seen from the above embodiment that the steering wheel angle sensor includes a first angle sensor pair (such as 2 coarse-divided sensors). Therefore, the original signal value output by the steering wheel angle sensor includes 2 first angles with the same angle value (such as 2 coarse-divided angles). The method for calculating the original signal value output by the steering wheel angle sensor in this embodiment is as follows, wherein the first angle of the two same angle values ​​is determined according to the target angle, the target first segment number and the first granularity, and includes the following steps:

[0071] According to the target first segment number and the first granularity, the lower limit value corresponding to the first segment where the target angle is located is determined; the difference between the target angle and the lower limit value is determined as the first angle of the two paths with the same angle value.

[0072] Alternatively, if Figure 3 As shown, the vehicle terminal multiplies the result of subtracting 1 from the target first segment number by the first granularity to obtain the lower limit value corresponding to the first segment where the target angle is located, and determines the difference between the target angle and the lower limit value as the first angle of the two paths with the same angle value.

[0073] For example, the steering wheel angle sensor includes a first angle sensor pair (such as two coarse-division sensors), and the original signal value output by the steering wheel angle sensor includes two first angles with the same angle value (such as two coarse-division angles), and the corresponding first granularity is 296°. The calculation formula of the first angle can be expressed as: first angle (coarse-division angle) = target angle - (target first segment number - 1) * 296.

[0074] Through this embodiment, the original signal value of the first angle output by the first angle sensor is calculated based on the target angle obtained after the conversion of the steering wheel angle value, the target first segment number of the first segment where the target angle is located, and the first granularity, thereby realizing coarse angle simulation and providing the possibility of injecting coarse angle fault mode into the EPS system.

[0075] In an exemplary embodiment, the steering wheel angle sensor also includes a second angle sensor pair, and the sensor angle value also includes a second angle of two same-angle values ​​output by the second angle sensor pair, and the second angle is collected according to a second granularity, and the second granularity is smaller than the first granularity.

[0076] Among them, the second angle sensor pair refers to the sensor in the steering wheel angle sensor that collects data according to the second granularity. The second angle sensor pair is designed to appear in pairs and is used to jointly measure or verify the rotation angle of the steering wheel, so as to improve the accuracy and redundancy of the measurement (that is, when one sensor fails, the other sensor can continue to work). In practical applications, the steering wheel angle sensor uses two upper and lower gears, which are respectively the coarse angle of 2 channels with the same angle value and the fine angle of 2 channels with the same angle value. The 2 channels with the same angle value can meet the safety verification requirements. It can be understood that the steering wheel angle sensor includes 2 coarse sensors and 2 fine sensors, wherein the 2 fine sensors are defined as the second angle sensor pair, and the second angle sensor pair outputs the second angle with the same angle value in both channels.

[0077] The second angle of the two paths of the same angle value output by the second angle sensor pair refers to the original signal value collected and output by the second angle sensor pair according to the second granularity. It can be understood that the second angle is a subdivided angle.

[0078] The second granularity refers to the resolution or accuracy of the second angle sensor pair (such as the subdivision sensor) when collecting data. The smaller the granularity, the higher the measurement accuracy of the sensor, and the more subtle the angle changes that can be captured. The second angle is collected according to the second granularity, which means that the second angle is the rotation angle of the steering wheel measured by the second angle sensor pair according to the second granularity. Generally, the resolution of the subdivision sensor is 40°, that is, the second granularity is 40°.

[0079] In an exemplary embodiment, during the EPS product development process, it is necessary to verify the relevant functions and performance of the product on the hardware-in-the-loop device, and on all steering system hardware-in-the-loop test equipment, it is necessary to solve the problem of calculating the original signal value output by the steering wheel angle sensor. It can be seen from the above embodiment that the steering wheel angle sensor also includes a second angle sensor pair (such as 2 subdivided sensors). Therefore, the original signal value output by the steering wheel angle sensor also includes 2 second angles with the same angle value (such as 2 subdivided angles). The method for calculating the original signal value output by the steering wheel angle sensor in this embodiment is as follows, wherein converting the steering wheel angle value into the sensor angle value output by the steering wheel angle sensor also includes the following steps:

[0080] 1. Divide the second angle range into a plurality of second segments according to a second granularity; each second segment in the plurality of second segments corresponds to a unique second segment number.

[0081] Among them, the second segment refers to the continuous sub-intervals obtained by dividing the second angle range according to the second granularity. Each second segment corresponds to a unique number (i.e., the second segment number) for identifying the position of the second segment within the second angle range. It can be seen from the above embodiments that the second granularity refers to the resolution or accuracy of the second angle sensor pair (such as a coarse-dividing sensor) when collecting data, the second angle range refers to another way of expressing the first angle range, and each angle value within the first angle range can find a unique mapping within the second angle range. Therefore, dividing the second angle range into multiple second segments according to the first granularity can determine the specific position of the target angle within the second angle range. Taking the second angle range of 0° to 1480° and the second granularity of 40° as an example, the second angle range can be divided into 37 segments according to the first granularity.

[0082] Alternatively, if Figure 3 As shown, the vehicle-mounted terminal starts from the starting position of the second angle range, divides according to the second granularity, obtains multiple second segments, and identifies a unique second segment number for each second segment.

[0083] 2. Determine the target second segment number corresponding to the second segment where the target angle is located among the multiple second segments.

[0084] The target second segment number refers to a unique number corresponding to the second segment where the target angle is located. The target second segment number is used to identify the specific position of the target angle in the second angle range after being divided according to the second granularity.

[0085] Alternatively, if Figure 3 As shown, the vehicle terminal compares the target angle with the intervals corresponding to the multiple second segments, determines the second segment where the target angle is located, and the target second segment number corresponding to the second segment where the target angle is located.

[0086] 3. Determine the second angle of the two paths with the same angle value according to the target angle, the target second segment number and the second granularity.

[0087] Among them, it can be known from the above embodiments that: the second angle refers to the original signal value collected and output by the second angle sensor according to the second granularity. Therefore, the second angle is generally represented in a manner related to the second granularity. For example, the target second segment number corresponding to the second segment where the target angle is located can be used to represent the specific second segment of the second angle in the second angle range, and the specific position of the second angle in the second segment where the target angle is located can be determined based on the offset between the target angle and the second segment.

[0088] Optionally, the vehicle-mounted terminal uses the target second segment number to represent the specific second segment of the second angle in the second angle range, and uses the offset between the target angle and the second segment to represent the specific position of the second angle in the second segment of the target angle, and combines the above two methods to represent the second angle.

[0089] In an exemplary embodiment, determining the second angles of two paths with the same angle value according to the target angle, the target second segment number and the second granularity includes the following steps:

[0090] According to the target second segment number and the second granularity, the lower limit value corresponding to the second segment where the target angle is located is determined; the difference between the target angle and the lower limit value corresponding to the second segment where the target angle is located is determined as the second angle with the same angle value in two paths.

[0091] Alternatively, if Figure 3 As shown, the vehicle terminal multiplies the result of subtracting 1 from the target second segment number by the second granularity to obtain the lower limit value corresponding to the second segment where the target angle is located, and determines the difference between the target angle and the lower limit value corresponding to the second segment where the target angle is located as the second angle with the same angle value in two paths.

[0092] For example, the steering wheel angle sensor also includes a second angle sensor pair (such as 2 subdivision sensors), and the original signal value output by the steering wheel angle sensor includes 2 second angles with the same angle value (such as 2 subdivision angles), and the corresponding second granularity is 40°. The calculation formula of the second angle can be expressed as: second angle (subdivision angle) = target angle - (target second segment number - 1) * 40.

[0093] Through this embodiment, the sensor angle value is set on the basis of the first angle, and also includes the second angle of two paths of the same angle value output by the second angle sensor pair, wherein the second angle is acquired according to the second granularity, the second granularity is smaller than the first granularity, and the original signal value of the second angle output by the second angle sensor pair is calculated according to the target angle obtained after the steering wheel angle value is converted, the target second segment number of the second segment where the target angle is located, and the second granularity, thereby realizing the simulation of the subdivided angle, and the above method of calculating the first angle and the second angle is applicable to all hardware-in-the-loop (HLL) test equipment, and can calculate the sensor angle value (including the coarse angle and the fine angle) output by the steering wheel sensor according to the steering wheel angle value in actual application, which provides a basis for injecting the fault mode of the coarse sensor and / or the fine sensor into the EPS system, and can verify the fault identification and response capabilities of the EPS system to the coarse sensor and / or the fine sensor.

[0094] In an exemplary embodiment, the normal detection angle range includes a detection range covered by a minimum detection angle to a maximum detection angle of the steering wheel angle sensor.

[0095] The minimum detection angle refers to the minimum angle value of the steering wheel rotation that the steering wheel angle sensor can detect. The minimum detection angle marks the starting point where the sensor begins to respond and accurately record the steering wheel rotation.

[0096] The maximum detection angle refers to the maximum angle of the steering wheel rotation that the steering wheel angle sensor can detect. The maximum detection angle limits the range of steering wheel rotation that the sensor can record.

[0097] It can be understood that: the detection range is an angle range. In order to facilitate the calculation of the vehicle-mounted terminal, before setting the simulation angle, the detection range can also be converted into a coding value range that is easy for the vehicle-mounted terminal to calculate, that is, the detection range is converted into a coding range covered by the coding value of the minimum detection angle to the coding value of the maximum detection angle. Among them, the coding value corresponding to the minimum detection angle refers to the quantized value obtained by the sensor encoding the minimum detection angle according to the internal processing mechanism. The coding value corresponding to the maximum detection angle refers to the quantized value obtained by the sensor encoding the maximum detection angle according to the internal processing mechanism. The coding value of the minimum detection angle and the coding value of the maximum detection angle are both used to convert the physical rotation of the steering wheel into an electrical signal or a digital signal, which can directly or indirectly reflect the angle information of the steering wheel rotation, and does not directly correspond to a specific angle value.

[0098] Taking the steering wheel angle sensor including the first angle sensor pair (such as 2 coarse-division sensors) and the second angle sensor pair (such as 2 fine-division sensors) as an example, the encoding value of the minimum detection angle of the first angle sensor pair and the second angle sensor pair is 1, and the encoding value of the maximum detection angle is 4093. Therefore, the normal detection angle range of the steering wheel angle sensor includes the encoding range of 1-4093. It should be noted that the encoding range of 1-4093 means that the steering wheel rotation angle that the sensor can detect is divided into 4093 levels (or "quantization levels"), represented from 1 to 4093, and does not directly correspond to a specific angle value (such as 1 degree or 4093 degrees).

[0099] It should be noted that in actual applications, the manufacturer will provide detailed specifications on how to convert the raw output value of the sensor into the actual angle value. These conversion parameters may include scale factors, offsets, and any necessary correction functions. By applying these parameters, the raw value output by the sensor (such as 1-4093) can be converted to the actual angle value of the steering wheel rotation (such as 0°-360° or a larger range).

[0100] In an exemplary embodiment, setting the simulation angle according to the sensor angle value includes:

[0101] The difference between the sensor angle value and the boundary value of the detection range is determined; a first offset greater than the difference is added to the sensor angle value to obtain a simulation angle.

[0102] The boundary values ​​of the detection range refer to the upper limit value and the lower limit value of the detection range, that is, the minimum detection angle and the maximum detection angle of the steering wheel angle sensor.

[0103] The first offset refers to a specific amount added or subtracted based on the sensor angle value, and the absolute value of this amount is greater than the difference between the sensor angle value and the boundary value of the detection range.

[0104] Optionally, the vehicle-mounted terminal determines the current sensor angle value and detection range of the sensor, converts the current sensor angle value into a corresponding 12-bit digital quantity, obtains the encoding value of the current sensor angle value, converts the detection range into a encoding range covered by the encoding value of the minimum detection angle to the encoding value of the maximum detection angle, determines the boundary value of the encoding range, and then calculates the difference between the encoding value of the sensor angle value and any boundary value of the encoding range corresponding to the detection range, and selects an offset greater than the difference as a first offset, and adds the first offset greater than the difference to the encoding value of the sensor angle value to obtain the encoding value of the simulation angle.

[0105] For example, the coding range corresponding to the detection range is 1-4093, and the sensor angle value includes a coarse angle and a fine angle. The method of adjusting the coarse angle and the fine angle to obtain the simulation angle is the same. Therefore, taking the coarse angle as an example, the coding value corresponding to the coarse angle is 100, and the difference between the coarse angle and the lower limit value of the coding range corresponding to the detection range (ie 1) is 99. Therefore, the first offset greater than 99 (such as 100) is reduced on the basis of the coding value of the coarse angle to obtain the coding value of the simulation angle of 0.

[0106] Through this embodiment, the simulation signal is set to a value outside the detection range covered by the coding value of the minimum detection angle to the coding value of the maximum detection angle of the steering wheel angle sensor, thereby simulating a range value out-of-limit fault, which can quickly and accurately verify the EPS system's recognition and response to the range value out-of-limit fault.

[0107] In an exemplary embodiment, the steering wheel angle sensor includes a second angle sensor pair, the sensor angle value includes two second angles with the same angle value output by the second angle sensor pair; and the normal detection angle range includes a normal offset range between the two second angles with the same angle value.

[0108] It can be seen from the above embodiments that the second angle sensor pair refers to a sensor in the steering wheel angle sensor that collects data according to the second granularity, such as two subdivision sensors. The second angle sensor pair outputs two second angles with the same angle value. It can be understood that the second angle is a subdivision angle. In theory, the two signal values ​​output by the second angle sensor pair should be equal. However, in actual application, due to installation errors, errors inside the subdivision sensor, errors introduced in the transmission process, etc., the two signal values ​​output by the second angle sensor pair will be unequal, and there will be an offset between the two signal values. If this offset is within the normal offset range, it is determined that the offset does not affect the sensor detection result, and the second angle sensor pair is normal. Otherwise, it is determined that the second angle sensor pair is faulty. Therefore, the normal offset range between the two second angles with the same angle value refers to the range determined comprehensively based on the design accuracy, installation conditions, environmental factors and application requirements of the second angle sensor pair. The normal offset range should be less than or equal to the sum of the design accuracy of the sensor and the installation and environmental errors, and meet the application requirements.

[0109] For example, a normal offset range between the encoding values ​​of the second angles of two paths of the same angle value output by the second angle sensor pair (such as two subdivision sensors) is 0 to 240.

[0110] In an exemplary embodiment, setting the simulation angle according to the sensor angle value includes:

[0111] A second offset is added to any one of the two second angles with the same angle value, and the two obtained angles with different angle values ​​are determined as simulation angles; the second offset is greater than the upper limit of the normal offset range.

[0112] The second offset refers to an additional, artificially set offset, which is added to any of the original two second angles, in order to simulate a cross-validation failure to test the EPS system's response to the abnormal offset.

[0113] Optionally, the vehicle-mounted terminal determines a normal offset range between two second angles with the same angle value, converts the normal offset range into a corresponding coding range, determines an upper limit value of the coding range corresponding to the normal offset range, and sets a second offset greater than the upper limit value of the coding range. The second offset is added based on the coding value of any one of the two second angles with the same angle value, and the other second angle remains unchanged, thereby obtaining two angles with different angle values, and determining the two angles as simulation angles.

[0114] For example, the normal offset range between the second angles of the same angle value output by the second angle sensor pair (such as two subdivision sensors) corresponds to a coding range of 0 to 240. Based on the coding value of any one of the two second angles with the same angle value, 241 is added or subtracted to obtain two different coding values. The coding values ​​are converted into two angles with different angle values, and the two angles are determined as simulation angles.

[0115] Through this embodiment, the steering wheel angle sensor is set to include a second angle sensor pair, the sensor angle value includes two second angles of the same angle value output by the second angle sensor pair, the normal detection angle range includes a normal offset range between the two second angles of the same angle value, and a second offset is added on the basis of any one of the two second angles of the same angle value, and the two angles with different angle values ​​obtained are determined as simulation angles, thereby simulating the cross-validation failure mode of the second angle sensor pair, and being able to quickly and accurately verify the EPS system's recognition and response capabilities to cross-validation failures of subdivided sensors.

[0116] In an exemplary embodiment, determining a fault identification simulation result of an electric power steering system according to the response information includes:

[0117] When the response information indicates that the electric power steering system does not respond, it is determined that the fault identification simulation result is that the electric power steering system does not identify a steering wheel angle sensor fault.

[0118] Among them, it can be known from the above embodiments that the simulation angle is outside the normal detection angle range of the steering wheel angle sensor, so various failure modes of the steering wheel angle sensor can be simulated by the simulation angle. It can be understood that the simulation angles of the electric power steering system sent to the vehicle to be tested are all angle values ​​of the steering wheel angle sensor in a faulty state. If the electric power steering system does not respond to the simulation angle, it indicates that the electric power steering system does not recognize or respond to the steering wheel angle sensor failure.

[0119] Optionally, the vehicle-mounted terminal parses the response information, and when the response information indicates that the electric power steering system does not respond, determines that the fault identification simulation result is that the electric power steering system does not identify a steering wheel angle sensor fault; when the response information indicates that the electric power steering system responds correctly, determines that the fault identification simulation result is that the electric power steering system identifies a steering wheel angle sensor fault.

[0120] For example, Figure 4 FIG. 1 is a schematic diagram of a simulation test in an embodiment. Figure 4As shown, the normal detection angle range includes the detection range covered by the minimum detection angle to the maximum detection angle of the steering wheel angle sensor, and the sensor angle value includes the first angle (such as the coarse angle) of the two-way same angle value output by the first angle sensor pair, and the second angle (such as the fine angle) of the two-way same angle value output by the second angle sensor pair, wherein the coding range corresponding to the detection range covered by the minimum detection angle to the maximum detection angle of the first angle sensor pair and the second angle sensor pair is 1-4093; the coding value of the simulation angle is obtained by adding the first offset on the basis of the coding value corresponding to the first angle and / or the second angle. If the coding value of the simulation angle is set to 0 or 4094, and the coding value of the simulation angle (0 or 4094) is fed back to the electric power steering system, if the response information of the electric power steering system represents the response of the electric power steering system, it is determined that the fault identification simulation result is that the electric power steering system identifies the steering wheel angle sensor fault; otherwise, it is determined that the fault identification simulation result is that the electric power steering system does not identify the steering wheel angle sensor fault. If the coding value of the simulation angle is set to 1 or 4093, and the coding value of the simulation angle (1 or 4093) is fed back to the electric power steering system, the electric power steering system recognizes that the steering wheel angle sensor is not faulty.

[0121] For example, Figure 5 FIG. 1 is a schematic diagram of a simulation test in another embodiment. Figure 5 As shown, the sensor angle value includes the second angle (such as the subdivided angle) of the two paths of the same angle value output by the second angle sensor pair, and the normal detection angle range includes the normal offset range between the two paths of the same angle value, wherein the normal offset range between the two paths of the same angle value corresponds to the coding range of 0-240. If the coding value corresponding to the second offset added on the basis of the coding value of any one of the two paths of the same angle value is 241, the angle between the two paths of the coding value is determined as the simulation angle, and the coding value of the simulation angle is fed back to the electric power steering system. When the response information of the electric power steering system represents the response of the electric power steering system, it is determined that the fault identification simulation result is that the electric power steering system identifies the steering wheel angle sensor fault, otherwise, it is determined that the fault identification simulation result is that the electric power steering system does not identify the steering wheel angle sensor fault. If the coding value corresponding to the second offset added to the coding value of any one of the two second angles with the same angle value is 240, the angle between the two coding values ​​differs by 240, and the angle is determined as the simulation angle, the coding value of the simulation angle is obtained, and the coding value of the simulation angle is fed back to the electric power steering system, then the electric power steering system recognizes that the steering wheel angle sensor is normal.

[0122] Through this embodiment, when the response information indicates that the electric power steering system is not responding, the fault identification simulation result is determined to be that the electric power steering system does not identify the steering wheel angle sensor fault. It can be determined through simulation that the electric power steering system does not identify the steering wheel angle sensor fault, and the problem can be accurately located, thereby improving test efficiency.

[0123] In a detailed embodiment, a fault simulation method for a steering wheel angle sensor includes the following steps:

[0124] 1. Determine the current steering wheel angle value of the vehicle to be tested; the steering wheel angle value is within a first angle range; the first angle range includes the angle range covered by the steering wheel of the vehicle to be tested rotating from the left extreme position to the right extreme position.

[0125] 2. Converting the steering wheel angle value into a sensor angle value output by a steering wheel angle sensor, wherein the steering wheel angle sensor includes a first angle sensor pair and a second angle sensor pair; the sensor angle value includes a first angle of two same angle values ​​output by the first angle sensor pair, and a second angle of two same angle values ​​output by the second angle sensor pair; specifically including the following steps:

[0126] Convert the steering wheel angle value into a target angle; the target angle is in a second angle range; the second angle range is obtained by converting the first angle range according to a conversion relationship between the steering wheel angle and the sensor angle;

[0127] Divide the second angle range into a plurality of first segments according to the first granularity; each of the plurality of first segments corresponds to a unique first segment number; determine a target first segment number corresponding to the first segment where the target angle is located in the plurality of first segments; determine a lower limit value corresponding to the first segment where the target angle is located according to the target first segment number and the first granularity; determine the difference between the target angle and the lower limit value as the first angle of the same angle value in two paths;

[0128] The second angle range is divided into multiple second segments according to the second granularity; each second segment in the multiple second segments corresponds to a unique second segment number; the target second segment number corresponding to the second segment where the target angle is located in the multiple second segments is determined; based on the target angle, the target second segment number and the second granularity, two second angles with the same angle value are determined.

[0129] 3. determining a difference between the sensor angle value and a boundary value of the detection range; adding a first offset greater than the difference to the sensor angle value to obtain a simulation angle; the simulation angle is outside a normal detection angle range of the steering wheel angle sensor, and the normal detection angle range includes a detection range from a minimum detection angle to a maximum detection angle of the steering wheel angle sensor;

[0130] Alternatively, a second offset is added to the basis of any one of the two second angles with the same angle value, and the two angles with different angle values ​​obtained are determined as simulation angles; the second offset is greater than the upper limit value of the normal offset range; the simulation angle is outside the normal detection angle range of the steering wheel angle sensor, and the normal detection angle range includes the normal offset range between the two second angles with the same angle value.

[0131] 4. Feedback the simulation angle to the electric power steering system of the vehicle to be tested, and receive response information of the electric power steering system to the simulation angle. When the response information indicates that the electric power steering system does not respond, determine that the fault identification simulation result is that the electric power steering system does not identify the steering wheel angle sensor fault.

[0132] Through this embodiment, the current steering wheel angle value of the vehicle to be tested is converted into the sensor angle value output by the steering wheel angle sensor, thereby obtaining the original signal value output by the steering wheel angle sensor, providing a real value for the subsequent EPS system to identify faults, and adjusting on the basis of the original signal value to obtain a simulation signal outside the normal detection angle range of the steering wheel angle sensor, and feeding back the simulation angle to the electric power steering system of the vehicle to be tested, thereby simulating the EPS system fault injection process. During the fault injection process, the response information of the EPS system to the simulation angle signal is observed and recorded, and the fault identification simulation result of the electric power steering system is obtained according to the response information. The above-mentioned fault simulation method is used to verify the response ability and fault identification ability of the EPS of the vehicle to be tested when the steering wheel angle sensor fails, which can avoid directly using a physical sensor prototype and reduce the test cost. In addition, through simulation technology, a large number of simulation signals can be generated in a short time for testing, thereby accelerating the test process and improving the test efficiency, solving the problem in the related technology that the steering wheel angle sensor cannot meet the EPS system development and testing requirements.

[0133] It should be noted that, for the aforementioned method embodiments, for the sake of simplicity, they are all expressed as a series of action combinations, but those skilled in the art should be aware that the present application is not limited by the described order of actions, because according to the present application, certain steps can be performed in other orders or simultaneously. Secondly, those skilled in the art should also be aware that the embodiments described in the specification are all preferred embodiments, and the actions and modules involved are not necessarily required by the present application.

[0134] Through the description of the above implementation methods, those skilled in the art can clearly understand that the method according to the above embodiment can be implemented by means of software plus a necessary general hardware server, and of course it can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of the present application is essentially or the part that contributes to the prior art can be embodied in the form of a software product, which is stored in a storage medium (such as ROM (Read-Only Memory) / RAM (Random Access Memory), a disk, or an optical disk), and includes a number of instructions for a terminal device (which can be a mobile phone, a computer, a server, or a network device, etc.) to execute the methods of each embodiment of the present application.

[0135] According to another aspect of the embodiments of the present application, a fault simulation device for a steering wheel angle sensor is also provided, and the device is used to implement the fault simulation method of the steering wheel angle sensor provided in the above-mentioned embodiments, which has been described and will not be repeated here. As used below, the term "module" can be a combination of software and / or hardware that implements a predetermined function. Although the devices described in the following embodiments are preferably implemented in software, the implementation of hardware, or a combination of software and hardware, is also possible and conceivable.

[0136] Figure 6 is a structural block diagram of an optional fault simulation device for a steering wheel angle sensor according to an embodiment of the present application, such as Figure 6 As shown, the device may include:

[0137] The measuring module 601 is used to determine the current steering wheel angle value of the vehicle to be tested;

[0138] A format conversion module 602, used to convert the steering wheel angle value into a sensor angle value output by the steering wheel angle sensor;

[0139] A fault simulation module 603 is used to set a simulation angle according to the sensor angle value so that the simulation angle is outside the normal detection angle range of the steering wheel angle sensor;

[0140] The fault injection module 604 is used to feed back the simulation angle to the electric power steering system of the vehicle to be tested, and receive the response information of the electric power steering system to the simulation angle, and determine the fault identification simulation result of the electric power steering system according to the response information.

[0141] Through the embodiment of the present application, the current steering wheel angle value of the vehicle to be tested is converted into the sensor angle value output by the steering wheel angle sensor, thereby obtaining the original signal value output by the steering wheel angle sensor, providing a real value for the subsequent EPS system to identify faults, and adjusting on the basis of the original signal value to obtain a simulation signal outside the normal detection angle range of the steering wheel angle sensor, and feeding back the simulation angle to the electric power steering system of the vehicle to be tested, thereby simulating the EPS system fault injection process. During the fault injection process, the response information of the EPS system to the simulation angle signal is observed and recorded, and the fault identification simulation result of the electric power steering system is obtained according to the response information. The above-mentioned fault simulation method is used to verify the response ability and fault identification ability of the EPS of the vehicle to be tested when the steering wheel angle sensor fails, which can avoid the direct use of physical sensor prototypes and reduce testing costs. In addition, through simulation technology, a large number of simulation signals can be generated in a short time for testing, thereby speeding up the testing process and improving testing efficiency, thereby solving the problem in the related technology that the steering wheel angle sensor cannot meet the EPS system development and testing requirements.

[0142] In an exemplary embodiment, the steering wheel angle value is in a first angle range; the first angle range includes the angle range covered by the steering wheel of the vehicle to be tested rotating from the left extreme position to the right extreme position; the steering wheel angle sensor includes a first angle sensor pair, and the sensor angle value includes the first angle of two same-angle values ​​output by the first angle sensor pair, and the first angle is acquired according to the first granularity; the format conversion module 602 is also used to convert the steering wheel angle value into a target angle; the target angle is in a second angle range; the second angle range is obtained by converting the first angle range according to the conversion relationship between the steering wheel angle and the sensor angle; the second angle range is divided into multiple first segments according to the first granularity; each first segment in the multiple first segments corresponds to a unique first segment number; determine the target first segment number corresponding to the first segment where the target angle is located in the multiple first segments; determine the first angle of the two same-angle values ​​according to the target angle, the target first segment number and the first granularity.

[0143] In an exemplary embodiment, the format conversion module 602 is further used to determine the lower limit value corresponding to the first segment where the target angle is located according to the target first segment number and the first granularity; and determine the difference between the target angle and the lower limit value as the first angle of the two paths with the same angle value.

[0144] In an exemplary embodiment, the steering wheel angle sensor also includes a second angle sensor pair, and the sensor angle value also includes a second angle of two paths of the same angle value output by the second angle sensor pair, and the second angle is collected according to a second granularity, and the second granularity is smaller than the first granularity; the format conversion module 602 is also used to divide the second angle range into multiple second segments according to the second granularity; each second segment in the multiple second segments corresponds to a unique second segment number; determine the target second segment number corresponding to the second segment where the target angle is located in the multiple second segments; determine the second angle of the two paths of the same angle value according to the target angle, the target second segment number and the second granularity.

[0145] In an exemplary embodiment, the normal detection angle range includes the detection range covered by the minimum detection angle to the maximum detection angle of the steering wheel angle sensor; the fault simulation module 603 is also used to determine the difference between the sensor angle value and the boundary value of the detection range; and a first offset greater than the difference is added to the sensor angle value to obtain a simulation angle.

[0146] In an exemplary embodiment, the steering wheel angle sensor includes a second angle sensor pair, the sensor angle value includes two second angles of the same angle value output by the second angle sensor pair, and the normal detection angle range includes a normal offset range between the two second angles of the same angle value; the fault simulation module 603 is also used to add a second offset based on the second angle of any one of the two second angles of the same angle value, and determine the two angles with different angle values ​​obtained as simulation angles; the second offset is greater than the upper limit value of the normal offset range.

[0147] In an exemplary embodiment, the fault injection module 604 is further configured to determine that the fault identification simulation result is that the electric power steering system does not identify a steering wheel angle sensor fault when the response information indicates that the electric power steering system does not respond.

[0148] It should be noted that the examples and application scenarios implemented by the above modules and corresponding steps are the same, but are not limited to the contents disclosed in the above embodiments. It should be noted that the above modules as part of the device can be run in Figure 1 In the hardware environment shown, it can be implemented by software or by hardware, wherein the hardware environment includes a network environment.

[0149] According to another aspect of the embodiments of the present application, a storage medium is further provided. Optionally, in this embodiment, the storage medium can be used to execute the program code of any of the above-mentioned methods for simulating the fault of a steering wheel angle sensor in the embodiments of the present application.

[0150] Optionally, in this embodiment, the storage medium may be located on at least one network device among a plurality of network devices in the network shown in the above embodiment.

[0151] Optionally, in this embodiment, the storage medium is configured to store program codes for executing the following steps:

[0152] S1, determining the current steering wheel angle value of the vehicle to be tested;

[0153] S2, converting the steering wheel angle value into a sensor angle value output by a steering wheel angle sensor;

[0154] S3, setting a simulation angle according to the sensor angle value so that the simulation angle is outside a normal detection angle range of the steering wheel angle sensor;

[0155] S4, feeding back the simulation angle to the electric power steering system of the vehicle to be tested, receiving response information of the electric power steering system to the simulation angle, and determining a fault identification simulation result of the electric power steering system according to the response information.

[0156] Optionally, the specific examples in this embodiment may refer to the examples described in the above embodiments, which will not be described in detail in this embodiment.

[0157] Optionally, in this embodiment, the storage medium may include but is not limited to: a U disk, a ROM, a RAM, a mobile hard disk, a magnetic disk or an optical disk, and other media that can store program codes.

[0158] According to another aspect of an embodiment of the present application, an electronic device for implementing the above-mentioned fault simulation method of the steering wheel angle sensor is also provided. The electronic device may be a smart device, a server, a terminal, or a combination thereof.

[0159] Figure 7 is a structural block diagram of an optional electronic device according to an embodiment of the present application, such as Figure 7 As shown, it includes a processor 702, a communication interface 704, a memory 706 and a communication bus 708, wherein the processor 702, the communication interface 704 and the memory 706 communicate with each other through the communication bus 708, wherein,

[0160] Memory 706, used to store computer programs;

[0161] The processor 702 is used to implement the following steps when executing the computer program stored in the memory 706:

[0162] S1, determining the current steering wheel angle value of the vehicle to be tested;

[0163] S2, converting the steering wheel angle value into a sensor angle value output by a steering wheel angle sensor;

[0164] S3, setting a simulation angle according to the sensor angle value so that the simulation angle is outside a normal detection angle range of the steering wheel angle sensor;

[0165] S4, feeding back the simulation angle to the electric power steering system of the vehicle to be tested, receiving response information of the electric power steering system to the simulation angle, and determining a fault identification simulation result of the electric power steering system according to the response information.

[0166] Optionally, the communication bus may be a PCI (Peripheral Component Interconnect) bus, or an EISA (Extended Industry Standard Architecture) bus, etc. The communication bus may be divided into an address bus, a data bus, a control bus, etc. For ease of representation, Figure 7 The communication interface is used for communication between the above electronic device and other devices.

[0167] The memory may include RAM, or may include non-volatile memory, such as at least one disk memory. Optionally, the memory may also be at least one storage device located away from the aforementioned processor.

[0168] As an example, the memory 706 may include, but is not limited to, the measurement module 601, the format conversion module 602, the fault simulation module 603, and the fault injection module 604 in the fault simulation device for the steering wheel angle sensor. In addition, other module units in the fault simulation device for the steering wheel angle sensor may also be included but are not limited to, which will not be described in detail in this example.

[0169] The above-mentioned processor can be a general-purpose processor, which can include but not be limited to: CPU (Central Processing Unit), NP (Network Processor), etc.; it can also be DSP (Digital Signal Processing), ASIC (Application Specific Integrated Circuit), FPGA (Field-Programmable Gate Array) or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components.

[0170] Optionally, the specific examples in this embodiment may refer to the examples described in the above embodiments, and this embodiment will not be described in detail here.

[0171] It can be understood by those skilled in the art that Figure 7 The structure shown is for illustration only. The device for implementing the above-mentioned fault simulation method of the steering wheel angle sensor may be a vehicle-mounted terminal, which may be a smart phone (such as an Android phone, an iOS phone, etc.), a tablet computer, a PDA, a mobile Internet device (Mobile Internet Devices, MID), a PAD, or other vehicle-mounted terminals. Figure 7 The structure of the electronic device is not limited. Figure 7 More or fewer components (such as network interfaces, display devices, etc.) shown in, or having Figure 7 Different configurations shown.

[0172] An embodiment of the present application further provides a computer program product, which includes a computer program. When the computer program is executed by a processor, the steps in any of the above method embodiments are implemented.

[0173] An embodiment of the present application further provides another computer program product, including a non-volatile computer-readable storage medium, wherein the non-volatile computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the steps in any of the above method embodiments are implemented.

[0174] The embodiments of the present application also provide a computer program, which includes computer instructions, which are stored in a computer-readable storage medium; a processor of a computer device reads the computer instructions from the computer-readable storage medium, and the processor executes the computer instructions, so that the computer device executes the steps in any one of the above method embodiments.

[0175] A person of ordinary skill in the art may understand that all or part of the steps in the various methods of the above-mentioned embodiments may be completed by instructing the hardware related to the vehicle terminal through a program, and the program may be stored in a computer-readable storage medium, which may include: a flash drive, ROM, RAM, a magnetic disk or an optical disk, etc.

[0176] The serial numbers of the above-mentioned embodiments of the present application are for description only and do not represent the advantages or disadvantages of the embodiments.

[0177] If the integrated units in the above embodiments are implemented in the form of software functional units and sold or used as independent products, they can be stored in the above computer-readable storage medium. Based on this understanding, the technical solution of the present application, or the part that contributes to the prior art, or all or part of the technical solution can be embodied in the form of a software product, which is stored in a storage medium and includes several instructions for enabling one or more computer devices (which may be personal computers, servers, or network devices, etc.) to execute all or part of the steps of the methods described in the various embodiments of the present application.

[0178] In the above embodiments of the present application, the description of each embodiment has its own emphasis. For parts that are not described in detail in a certain embodiment, please refer to the relevant description of other embodiments.

[0179] In the several embodiments provided in the present application, it should be understood that the disclosed client can be implemented in other ways. Among them, the device embodiments described above are only schematic. For example, the division of the units is only a logical function division. There may be other division methods in actual implementation. For example, multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of units or modules, which can be electrical or other forms.

[0180] The units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed on multiple network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution provided in this embodiment.

[0181] In addition, each functional unit in each embodiment of the present application may be integrated into one processing unit, each unit may exist physically separately, or at least two units may be integrated into one unit. The above integrated unit may be implemented in the form of hardware or in the form of software functional units.

[0182] The above is only a preferred implementation of the present application. It should be pointed out that for ordinary technicians in this technical field, several improvements and modifications can be made without departing from the principles of the present application. These improvements and modifications should also be regarded as the scope of protection of the present application.

Claims

1. A fault simulation method for a steering wheel angle sensor, characterized in that: include: Determine the current steering wheel angle value of the vehicle to be tested; Converting the steering wheel angle value into a sensor angle value output by a steering wheel angle sensor; According to the sensor angle value, setting a simulation angle so that the simulation angle is outside a normal detection angle range of the steering wheel angle sensor; The simulation angle is fed back to the electric power steering system of the vehicle to be tested, and response information of the electric power steering system to the simulation angle is received, and a fault identification simulation result of the electric power steering system is determined according to the response information.

2. The method according to claim 1, characterized in that The steering wheel angle value is in a first angle range; the first angle range includes the angle range covered by the steering wheel of the vehicle to be tested rotating from the left extreme position to the right extreme position; the steering wheel angle sensor includes a first angle sensor pair, the sensor angle value includes a first angle of two same angle values ​​output by the first angle sensor pair, and the first angle is acquired according to a first granularity; The step of converting the steering wheel angle value into a sensor angle value output by a steering wheel angle sensor comprises: Converting the steering wheel angle value into a target angle; the target angle is in a second angle range; the second angle range is obtained by converting the first angle range according to a conversion relationship between the steering wheel angle and the sensor angle; Dividing the second angle range into a plurality of first segments according to the first granularity; each first segment in the plurality of first segments corresponds to a unique first segment number; Determine a target first segment number corresponding to a first segment in which the target angle is located among the plurality of first segments; The first angle of two paths with the same angle value is determined according to the target angle, the target first segment number and the first granularity.

3. The method according to claim 2, characterized in that Determining the first angle of two paths with the same angle value according to the target angle, the target first segment number and the first granularity includes: Determine, according to the target first segment number and the first granularity, a lower limit value corresponding to the first segment where the target angle is located; The difference between the target angle and the lower limit is determined as the first angle of the two paths with the same angle value.

4. The method according to claim 2, characterized in that: The steering wheel angle sensor further includes a second angle sensor pair, the sensor angle value further includes a second angle of two paths of same angle values ​​output by the second angle sensor pair, the second angle is acquired according to a second granularity, and the second granularity is smaller than the first granularity; The step of converting the steering wheel angle value into a sensor angle value output by a steering wheel angle sensor further comprises: Dividing the second angle range into a plurality of second segments according to the second granularity; each second segment in the plurality of second segments corresponds to a unique second segment number; Determine a target second segment number corresponding to the second segment where the target angle is located among the plurality of second segments; The second angles of two paths with the same angle value are determined according to the target angle, the target second segment number and the second granularity.

5. The method according to claim 1, characterized in that: The normal detection angle range includes the detection range covered by the minimum detection angle to the maximum detection angle of the steering wheel angle sensor; The step of setting the simulation angle according to the sensor angle value comprises: Determining a difference between the sensor angle value and a boundary value of the detection range; The simulation angle is obtained by adding a first offset greater than the difference to the sensor angle value.

6. The method according to claim 1, characterized in that The steering wheel angle sensor includes a second angle sensor pair, the sensor angle value includes two second angles with the same angle value output by the second angle sensor pair, and the normal detection angle range includes a normal offset range between the two second angles with the same angle value; The step of setting the simulation angle according to the sensor angle value comprises: A second offset is added to the basis of any one of the second angles with the same angle value in two paths, and the two angles with different angle values ​​obtained are determined as the simulation angles; the second offset is greater than the upper limit value of the normal offset range.

7. The method according to claim 1, characterized in that Determining the fault identification simulation result of the electric power steering system according to the response information includes: When the response information indicates that the electric power steering system does not respond, it is determined that the fault identification simulation result is that the electric power steering system does not identify the steering wheel angle sensor fault.

8. A fault simulation device for a steering wheel angle sensor, characterized in that: include: A measurement module, used to determine the current steering wheel angle value of the vehicle to be tested; a format conversion module, used for converting the steering wheel angle value into a sensor angle value output by a steering wheel angle sensor; a fault simulation module, configured to set a simulation angle according to the sensor angle value, so that the simulation angle is outside a normal detection angle range of the steering wheel angle sensor; The fault injection module is used to feed back the simulation angle to the electric power steering system of the vehicle to be tested, receive response information of the electric power steering system to the simulation angle, and determine the fault identification simulation result of the electric power steering system according to the response information.

9. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores a computer program, wherein the computer program implements the steps of any one of the methods of claims 1 to 7 when executed by a processor.

10. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that: When the processor executes the computer program, the steps of the method according to any one of claims 1 to 7 are implemented.

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