Air suspension controller function automation test system and test method

Abstract

The invention relates to an air suspension controller function automation test system and a test method. The air suspension controller function automation test system comprises a cabinet which comprises a board card assembly and a real-time processor, and the board card assembly comprises an IO board card and a load board card; a tested air suspension controller; a real load; a CANoe software, a Notepad + + software and a MATLAB / Simulink software are operated on the upper computer; during working, the upper computer generates a control signal to trigger a test, the real-time processor sends an analog sensor signal, the controller calculates a target current, the shunt drives a real load and model update, and the controller generates an observation signal and returns the observation signal to the upper computer after a model state is fed back. The system and the method can realize full-working-condition automatic testing and improve the efficiency and the coverage range.

Description

Technical Field

[0001] This invention relates to the field of automotive electronic control technology, and in particular to an automated testing system and method for air suspension controller functions. Background Technology

[0002] As a crucial component of the vehicle chassis, the air suspension system, through the coordinated operation of air springs and shock absorbers, achieves vehicle height adjustment and damping control, directly impacting vehicle comfort, handling, and safety. The air suspension controller (ECU), as the core control unit of the system, requires rigorous testing and verification to ensure its functional reliability.

[0003] In existing technologies, the testing of air suspension controllers has the following main drawbacks:

[0004] 1. Testing often relies on real vehicle environments or semi-physical simulation platforms, resulting in high testing costs, long testing cycles, and difficulty in reproducing extreme operating conditions and failure scenarios;

[0005] 2. The coordination between the real load and the virtual model was poor during the test, making it impossible to accurately simulate the dynamic response of the vehicle;

[0006] 3. The test scripts have low reusability, requiring repeated development for different controller models, resulting in low efficiency;

[0007] 4. Fault injection and functional testing are disconnected, making it difficult to fully verify the controller's fault diagnosis and fault tolerance capabilities.

[0008] Therefore, there is a need for a testing system and method that can integrate real loads with virtual models, automate testing processes, and cover various operating conditions to improve the testing efficiency and reliability of air suspension controllers. Summary of the Invention

[0009] To address the aforementioned problems in the prior art, this invention proposes an automated testing system and method for air suspension controller functions, enabling automated testing of air suspension controllers under all operating conditions, thereby improving testing efficiency and coverage.

[0010] Specifically, this invention proposes an automated testing system for the function of an air suspension controller, comprising:

[0011] The cabinet includes board components and a real-time processor, wherein the board components include I / O boards and load boards;

[0012] The tested air suspension controller;

[0013] The actual load includes a five-way valve, an air pump valve, and a CDC solenoid valve. The actual load is connected to the air suspension controller under test via the board assembly.

[0014] The host computer runs CANoe, Notepad++, and MATLAB / Simulink software. CANoe and Notepad++ are used to write automated test scripts for the air suspension controller under test. MATLAB / Simulink is used to build the vehicle ASM model and IO model. The vehicle ASM model and IO model run on the real-time processor and interact with each other.

[0015] The host computer generates control signals based on the automated test script. These control signals trigger test case operations for the air suspension controller under test. The sensor signals simulated by the real-time processor are sent to the air suspension controller under test. The air suspension controller under test calculates a target current based on the control signals and sensor signals. This target current drives the real load through the load board and is transmitted to the real-time processor through the IO board to control the update status of the vehicle ASM model and IO model. The status changes of the vehicle ASM model and IO model are fed back to the air suspension controller under test. The air suspension controller under test generates observation signals based on the control signals and feedback signals and sends them to the host computer.

[0016] According to one embodiment of the present invention, the board assembly further includes a bus communication board and a fault injection board. The bus communication board is used to realize bus communication between the cabinet and external devices, and the fault injection board is used to simulate the fault states of the sensor, the actual load, and the load board.

[0017] According to one embodiment of the present invention, the CANoe software has a CAPL Browser module and a Test Module module. The CAPL Browser module is used to write step-by-step test functions for the functional test cases of the air suspension ECU under test, and the Test Module module is used to execute the functional automated test script.

[0018] According to one embodiment of the present invention, the Notepad++ software is used to group different test functions into a test group using the XML programming language, so as to realize all the operation steps of a complete functional test case.

[0019] According to one embodiment of the present invention, the host computer also runs Configuration Desk software, which is used to compile the vehicle ASM model and IO model built by the MATLAB / Simulink software into real-time code, and configure the corresponding pin assignments of the board components.

[0020] According to one embodiment of the present invention, the vehicle ASM model includes a lateral and longitudinal vehicle kinematics model, a chassis dynamics model, a semi-active suspension damper model, and a single / dual-chamber air spring dynamics model; the IO model includes an up / down switch model, a sensor and actuator model, a vehicle CANFD configuration model, and a data interaction model.

[0021] According to an embodiment of the present invention, the automated testing system for the air suspension controller further includes a CAN box and a PSI5 box. The CAN box is used to establish a communication connection between the host computer and the air suspension controller under test, and the PSI5 box is used to establish a signal transmission link between the cabinet and the air suspension controller under test, transmitting the height sensor signal and acceleration sensor signal simulated by the real-time processor to the air suspension controller under test, and simultaneously transmitting the feedback signal generated by the air suspension controller under test based on the sensor signals to the I / O board of the cabinet.

[0022] This invention also provides an automated testing method for air suspension controller functions, applied to the aforementioned automated testing system for air suspension controller functions, comprising the following steps:

[0023] S1: Connect the cabinet, the air suspension controller under test, the actual load, and the host computer to form an automated testing environment;

[0024] S2: Use the CANoe software to write the functional automated test script for the air suspension controller under test; use the MATLAB / Simulink software to build the vehicle ASM model and IO model, and run them on the real-time processor;

[0025] S3: The host computer generates a control signal based on the automated test script of the function, and the control signal triggers the test case operation of the air suspension controller under test;

[0026] S4: The real-time processor simulates and generates sensor signals and sends them to the air suspension controller under test;

[0027] S5: The air suspension controller under test calculates the target current based on the control signal and sensor signal. The target current drives the real load through the load board and is transmitted to the real processor through the IO board to control the update status of the vehicle ASM model and IO model.

[0028] S6: The state changes of the vehicle ASM model and IO model are fed back to the air suspension controller under test. The air suspension controller under test generates observation signals based on the control signals and feedback signals and sends them to the host computer.

[0029] S7: The host computer receives the observation signal and compares the observation signal with the expected result.

[0030] According to an embodiment of the present invention, the writing of the functional automated test script includes the following steps:

[0031] The step-by-step control function for test cases is written using the CAPL Browser module of the CANoe software. The control function includes the parameterized definition of the control signal and the threshold determination logic for the observed signal.

[0032] Using Notepad++ software and XML language, the step-by-step control functions are combined into reusable test groups according to the test scenarios. The test groups are configured with tags to map signal names between different test items.

[0033] According to an embodiment of the present invention, in step S6, the state change feedback process of the whole vehicle ASM model and IO model also includes the preset fault injected by the cabinet;

[0034] The air suspension controller under test generates an observation signal based on a signal containing the preset fault, and the host computer compares the observation signal with the expected result under the fault condition in step S7.

[0035] According to one embodiment of the present invention, if the BLE communication connection is disconnected, the UWB base station will put the base station anchor point into hibernation.

[0036] This invention provides an automated testing system and method for air suspension controllers, which integrates real loads with virtual simulation models to achieve automated testing of air suspension controllers under all operating conditions, thereby improving testing efficiency and coverage.

[0037] It should be understood that the above general description and the following detailed description of the invention are exemplary and illustrative, and are intended to provide further explanation of the invention as described in the claims. Attached Figure Description

[0038] The accompanying drawings are included to provide further explanation of the invention. They are incorporated into and constitute a part of this application. The drawings illustrate embodiments of the invention and, together with this specification, serve to explain the principles of the invention.

[0039] In the attached image:

[0040] Figure 1 A schematic diagram of an automated testing system for the function of an air suspension controller according to an embodiment of the present invention is shown.

[0041] Figure 2This illustration shows an interface for writing automated functional test functions in the CAPL Browser component of the CANoe software according to an embodiment of the present invention.

[0042] Figure 3 This diagram illustrates a software interface diagram of a test group formed by calling CAPL automated test functions in Notepad++, according to an embodiment of the present invention.

[0043] Figure 4 A schematic diagram of the visual manual control interface of Control Desk according to an embodiment of the present invention is shown.

[0044] Figure 5 A schematic diagram of node control (TRC) in Control Desk according to an embodiment of the present invention is shown.

[0045] Figure 6 A flowchart of an automated testing method for the function of an air suspension controller according to an embodiment of the present invention is shown. Detailed Implementation

[0046] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other.

[0047] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of them. The following description of at least one exemplary embodiment is merely illustrative and is in no way intended to limit this application or its application or use. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the scope of protection of this application.

[0048] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the exemplary embodiments according to this application. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0049] Unless otherwise specifically stated, the relative arrangement, numerical expressions, and values ​​of the components and steps described in these embodiments do not limit the scope of this application. It should also be understood that, for ease of description, the dimensions of the various parts shown in the drawings are not drawn to actual scale. Techniques, methods, and devices known to those skilled in the art may not be discussed in detail, but where appropriate, such techniques, methods, and devices should be considered part of the specification. In all examples shown and discussed herein, any specific values ​​should be interpreted as merely exemplary and not as limitations. Therefore, other examples of exemplary embodiments may have different values. It should be noted that similar reference numerals and letters in the following drawings denote similar items; therefore, once an item is defined in one drawing, it need not be further discussed in subsequent drawings.

[0050] In the description of this application, it should be understood that the orientation or positional relationship indicated by directional terms such as "front, back, up, down, left, right", "horizontal, vertical, horizontal" and "top, bottom" is usually based on the orientation or positional relationship shown in the accompanying drawings, and is only for the convenience of describing this application and simplifying the description. Unless otherwise stated, these directional terms do not indicate or imply that the device or element referred to must have a specific orientation or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation on the scope of protection of this application; the directional terms "inner" and "outer" refer to the inner and outer contours relative to the outline of each component itself.

[0051] Furthermore, it should be noted that the use of terms such as "first" and "second" to define components is merely for the purpose of distinguishing the corresponding components. Unless otherwise stated, these terms have no special meaning and therefore should not be construed as limiting the scope of protection of this application. In addition, although the terminology used in this application is selected from commonly known and used terms, some terms mentioned in this application's specification may have been chosen by the applicant according to his or her judgment, and their detailed meanings are explained in the relevant sections of this description. Moreover, this application should be understood not only through the actual terms used, but also through the meaning implied by each term.

[0052] Figure 1 A schematic diagram of an automated testing system 100 for an air suspension controller according to an embodiment of the present invention is shown. As shown, the automated testing system 100 for an air suspension controller provided by the present invention achieves automated verification of the air suspension controller function by constructing a closed-loop testing architecture through the collaboration of hardware and software. The automated testing system 100 mainly includes a cabinet 101, an air suspension controller under test 102, a real load 103, and a host computer 104.

[0053] The cabinet 101 integrates a board assembly 105 and a real-time processor 106. The board assembly 105 includes an I / O board and a load board. The I / O board primarily handles signal transmission and conversion, transmitting the control signals output by the air suspension controller 102 under test to the real-time processor 106, and simultaneously transmitting the feedback signals generated by the real-time processor 106 back to the air suspension controller 102 under test. The load board connects the real load 103 to the air suspension controller 102 under test, converting the control commands from the air suspension controller 102 to the drive signals from the real load 103. The real-time processor 106 serves as the virtual simulation platform, loading and running the vehicle ASM model and I / O model. Through high-speed computation, it simulates the vehicle's dynamic response, providing a virtual environment close to the real vehicle for testing, and ensuring real-time synchronization between model state updates and hardware signal transmission.

[0054] The real load 103 includes a five-way valve, an air pump valve, and a CDC solenoid valve. These load components are directly connected to the board assembly 105 and can realistically respond to the control commands of the air suspension controller 102 under test. Specifically, the five-way valve switches air paths to inflate and deflate the air springs, thereby adjusting the vehicle height; the air pump valve controls the start and stop of the air pump, providing a stable compressed air source for the air suspension system; and the CDC solenoid valve adjusts the damper damping coefficient according to the PWM signal output by the controller, simulating the damping effect under different operating conditions. These three components together constitute the physical simulation unit of the air suspension actuator system, ensuring that the response characteristics of the actuators are consistent with those of the actual vehicle during testing.

[0055] The host computer 104 serves as the system's control center and software platform, running CANoe, Notepad++, and MATLAB / Simulink software, which respectively handle test script development, model building, and test control. MATLAB / Simulink is used to visually build the vehicle ASM model and IO model. The vehicle ASM model accurately simulates attitude changes during vehicle movement, while the IO model is responsible for generating virtual sensor signals, converting actuator instructions, and facilitating data interaction between models. After these models are built, they need to be loaded into the real-time processor 106 in rack 101 for execution, maintaining real-time data interaction between models to ensure the dynamic consistency of the virtual environment. CANoe and Notepad++ software collaborate to develop test scripts. CANoe is used to write the step-by-step control logic of test cases, while Notepad++ uses a structured language to combine disparate test steps into a complete test flow, forming directly executable functional automation test scripts.

[0056] In the signal interaction phase of the testing process, the host computer 104 generates control signals based on the automated test script. These control signals trigger specific test case operations of the air suspension controller 102 under test, such as simulating conditions like activating the convenient cargo-carrying function and switching driving modes. Simultaneously, the real-time processor 106 sends sensor signals generated through the IO model simulation to the air suspension controller 102 under test, providing input parameters for its control algorithm. After receiving the control and sensor signals, the air suspension controller 102 under test calculates the target current for each actuator using its internal control algorithm. This target current is transmitted in two paths: one path is converted into a drive signal via the load board, directly driving the real load 103 to perform corresponding actions; the other path is transmitted via the IO board to the real-time processor 106, used to control the update status of the vehicle's ASM model and IO model, such as adjusting the inflation amount of the virtual air springs based on the target current to simulate changes in vehicle height.

[0057] As the vehicle's ASM and IO models are updated, the models generate feedback signals reflecting changes in vehicle attitude (such as changes in vehicle height and acceleration detected by virtual sensors). These feedback signals need to be transmitted back to the air suspension ECU under test, forming a test closed loop. After receiving the feedback signals, the air suspension ECU under test performs comprehensive processing in conjunction with the initial control signals to generate observation signals containing actual execution effects and system status, such as actual vehicle height, ECAS system status, and target height feedback. This observation signal is then transmitted back to the host computer 104. After receiving the observation signals through CANoe software, the host computer 104 automatically compares them with preset expected results, ultimately determining whether the air suspension controller 102 under test is functionally qualified, thus achieving automated testing and verification of the air suspension controller's function.

[0058] In some examples, board assembly 105 also includes a bus communication board and a fault injection board to enhance the system's communication capabilities and test coverage. The bus communication board serves as the interface between the cabinet 101 and external devices, responsible for enabling bus communication between the cabinet 101 and the host computer 104, the ECU under test, and other external test equipment, ensuring efficient transmission of various control commands and status signals according to standard protocols. The fault injection board is specifically designed to simulate potential fault scenarios during testing. It can apply faults to sensor signals, the drive signals of the real load 103, and the transmission links of the load board, such as simulating abnormal states like sensor open circuits, actuator short circuits, and signal interference, thereby verifying the diagnostic and fault-tolerant capabilities of the air suspension ECU under test under fault conditions.

[0059] In some examples, board component 105 also includes a programmable control component. This component is used to dynamically adjust and control the test environment, working in conjunction with I / O boards, load boards, etc., to improve the system's adaptability to complex test scenarios. The main function of the programmable control component is to dynamically adjust key auxiliary parameters during the test process through programmed instructions, especially for the requirements of physical parameters such as power supply environment and air pressure conditions in air suspension system testing. For example, it can integrate a programmable power supply module to automatically adjust the output voltage and current according to test case requirements, accurately simulating the power supply state under different vehicle operating conditions, providing a power environment close to that of a real vehicle for the air suspension controller 102 under test. Simultaneously, this component can also be associated with an air pressure control unit, controlling the air pump output pressure and air path switching through programming, working with actuators such as the five-way valve and air pump valve in the real load 103 to achieve precise control of the air spring inflation and deflation pressure, ensuring the stability and repeatability of pneumatic parameters during testing. Furthermore, the programmable control component establishes a communication link with the host computer 104 software, receiving control instructions from automated test scripts to achieve synchronous linkage with the test process. When test cases need to switch to specific operating conditions (such as suspension response testing in low-temperature environments), the host computer 104 can trigger the programmable control component to adjust relevant parameters through script commands, so that the test environment can quickly adapt to the operating condition requirements. At the same time, the component can also provide real-time feedback of the current control status (such as actual output voltage and air pressure values) to the real-time processor 106 in the cabinet 101, participate in the status update of the whole vehicle ASM model, ensure the consistency between virtual simulation and physical test environment, and thus improve the accuracy and reliability of test results.

[0060] In some examples, the CANoe software forms a closed loop for test script development and execution through its built-in CAPLBrowser and TestModule modules. The CAPLBrowser module provides a professional script editing environment, allowing developers to write step-by-step test functions for test cases using the CAPL language. These functions can precisely define the triggering conditions, signal parameters, and expected result judgment logic for each test step. The TestModule module, as the execution carrier, is responsible for loading and running these test functions, automatically executing test cases according to a preset process. This achieves fully automated operation from signal sending and status monitoring to result recording, significantly reducing manual intervention.

[0061] Figure 2This diagram illustrates the interface for writing automated test functions in the CAPLBrowser component of the CANoe software, according to an embodiment of the present invention. As shown in the figure, the left navigation bar displays categories such as "Variables," "Functions," and "Test Cases." In the "Variables" area, several variables are defined, such as "floaterr_Value = 5;", indicating a left-right error difference of 5 for the actual target height; "floatCurrent_t0;", defining a time-related variable; and "charLogFile

[500] ;" and "charTestCaseName

[500] ;", defining character arrays for recording log files and test case names, respectively. The code editing area below displays the definitions of several test case functions. For example, "@testcaseCtrlHeightEstNewTest(charTrgtLHeightSet[],charTrgtRHeightSet[],chartestStep06[])", a function used to determine whether the actual height of the air suspension reaches the target height; "@testcaseRearaxlewithTaildoor()", a test case related to convenient cargo loading (associated with the tailgate), etc. These test case functions, written in code, define the logic and parameters for different test steps, providing specific execution content for the automated functional testing of air suspension controllers.

[0062] In some examples, to achieve structured management and reuse of test cases, Notepad++ software integrates test functions using the XML programming language, combining multiple scattered, step-by-step test functions into a complete test group according to specific test scenarios. This combination method uses tags to describe the execution order, dependencies, and parameter mapping rules of test steps, enabling a complete functional test case to cover all operational stages from initialization to result verification, while also facilitating the modification, expansion, and cross-project reuse of test cases.

[0063] Figure 3 This diagram illustrates a software interface diagram of calling CAPL automated test functions to form a test group in Notepad++, according to an embodiment of the present invention. As shown in the figure, the Notepad++ software interface displays a specific code example of calling CAPL automated test functions to form a test group using XML. The code uses… <testmodule>The tag, serving as the root node, defines the test module's title as "ECAS Air Suspension System Comprehensive Qualification Test and Test Report and Log," and its version as "00.10.00." <testmodule>The tag contains multiple <testgroup>Tags, each <testgroup>This represents a test group, for example, one of which is titled "After Suspension Height Adjustment". Each <testgroup>The tag contains multiple <capltestcase>Tags represent specific test cases. For example, the "Convenient Carrying (Associated with Trunk)" test group includes test cases such as "Log_Start," "Rearrange with Taildoor," and "TestHeightSet." Taking the "TestHeightSet" test case as an example, it uses... <caplparam>The tag defines relevant parameters, such as the "TgHeightSet" parameter, which is a string with a value of 70, indicating that the requested target height of the spring is the high digit. This structured organization using XML clearly groups the various CAPL automated test functions into test groups according to test scenarios, achieving structured management of test cases. This facilitates testers' understanding of the test process and logic, and also makes it easier to modify, expand, and reuse test cases in different projects.

[0064] In some examples, for the deployment and hardware adaptation of the virtual model, the host computer 104 also runs the ConfigurationDesk software, which undertakes the dual functions of model compilation and hardware configuration. On the one hand, it converts the whole vehicle ASM model and IO model built by MATLAB / Simulink into real-time code that can run on the real-time processor 106, ensuring the real-time performance and accuracy of the model calculation; on the other hand, according to the hardware characteristics of the board component 105, it assigns corresponding board pins to the model signals, establishes the signal mapping relationship between the virtual model and the physical hardware, so that the virtual signals generated by the model can be transmitted to the air suspension controller 102 under test through the board component 105, and at the same time, the output signal of the air suspension controller 102 under test is accurately fed back to the model, realizing the signal closed loop between the virtual and physical layers.

[0065] In some examples, the host computer 104 also runs ControlDesk software. ControlDesk, as a manual control and status monitoring auxiliary tool during the testing process, complements software such as CANoe and MATLAB / Simulink, further ensuring the smooth implementation of automated testing and the completeness of preliminary preparations. It mainly undertakes two tasks:

[0066] On the one hand, it provides a visual manual control interface during the preparation phase before the start of automated testing. Figure 4 A schematic diagram of the visual manual control interface of ControlDesk according to an embodiment of the present invention is shown. As shown in the figure, the upper left area of ​​the interface is equipped with a programmable (battery) power control module, in which the "VoltageOutput[V]" knob is used to adjust the voltage output, and the "CurrentLimit[A]" knob is used to limit the current. The current voltage and current values ​​are displayed in real time below, which allows the tester to accurately control the power output. The right area is the power-on and power-off control module for K15 and K30. The corresponding buttons can be used to realize the power-on and power-off operations of K15 and K30, so as to configure the power supply logic according to the actual vehicle standard, such as the timing control of K15 wake-up and K30 main power supply. The central section of the interface features a graphical interface for the single and dual-chamber air suspension, intuitively displaying the structure and operating status of the system. "Spring Displacement" indicates the spring displacement direction, and the four suspension positions (FrontLeft, FrontRight, RearLeft, RearRight) display the current pressure value (e.g., 9.94 bar) and spring displacement (e.g., -18 mm, -23 mm). The on / off status of each valve (TankValve, ExhaustValve, FLValve, etc.) is also shown. This information visually demonstrates changes in vehicle height and suspension extension / retraction, allowing verification of the air suspension system's basic adjustability and ensuring the initial test environment is functioning correctly. The right side of the interface includes a CANFD bus communication monitoring module for monitoring bus communication information.

[0067] On the other hand, ControlDesk software also supports the management and control of analog ECU nodes, and its TRC control sub-interface can clearly present relevant information. Figure 5 A schematic diagram of node control (TRC) in ControlDesk according to an embodiment of the present invention is shown. As shown in the figure, the top of the interface displays node-related information. "BusNavigatorArray_152388:BodyCAN-FLZCU_1(0x23B)" indicates the bus navigation array, bus type, node name, and ID. Below "MESSAGE:FLZCU_1ID:0x23B", there are several setting options. The "GlobalEnable" and "GlobalEnableTX" checkboxes are checked, indicating that global enable and global send enable are enabled. The "ECUEnable" checkbox is not checked. This is an operation that testers need to perform on all simulated ECU nodes before the formal execution of automated testing, i.e., unchecking to disable redundant message transmission, preventing interference with the signal reception and calculation of the air suspension controller 102 under test, and ensuring the purity of the test logic. The "Enable" and "Cyclic" checkboxes are checked, indicating that the enable and cyclic send functions are enabled. In the "TXTiming" section, "CycleTime(s)" is set to 0.02, "DelayTime" is set to 0.000, and there is a "Kickout" button. This section is used to set the time parameters for sending messages, such as the cycle period and delay time. The "RXTimes" section displays "RXTime" and "RXDeltaTime", which are 1480... and 0.0200 respectively, used to present time-related information for receiving messages. The "Signals" area below lists several signal names and their related attributes. For example, signals such as "LHFDoorLockSts," "HoodSts," and "LHFdoorSts" all have "Input" as their "Source," indicating that these signals originate from input signals. The "Constant" column displays the corresponding values; for example, "Constant" for "LHFDoorLockSts" is 3, while "Constant" for "HoodSts" and "LHFdoorSts" is 0. The "Constant(Text)" column provides text descriptions for these values, such as "3" corresponding to "Unknown" and "0" corresponding to "Close." The "SignalValue" and "SignalValue(Text)" columns display the current signal value and its corresponding text description. Furthermore, when automated testing encounters anomalies or when a specific function needs to be verified individually, the ControlDesk software can also be used as a manual testing tool through this interface. This allows for the manual sending of specific signals and individual control of actuators, providing a convenient entry point for troubleshooting and functional debugging, further enhancing the flexibility and reliability of system testing.

[0068] In some examples, the overall vehicle ASM model includes lateral and longitudinal vehicle kinematics models, chassis dynamics models, semi-active suspension damper models, and single / dual-chamber air spring dynamics models. These sub-models work together to accurately simulate the vehicle's motion and posture under acceleration, braking, and steering conditions, as well as the mechanical characteristics during air spring inflation / deflation and damper damping adjustment. The IO model encompasses power switch models, sensor and actuator models, automotive CANFD configuration models, and data interaction models. These models are responsible for simulating the on / off control of the vehicle's power system, the generation of sensor signals and the conversion of actuator commands, the configuration of the CANFD bus communication protocol, and data exchange between the model's internal and external hardware, ensuring that the virtual simulation environment can realistically reproduce the vehicle's electrical and control characteristics.

[0069] In some examples, the automated testing system 100 for air suspension controller functions also includes a CAN box 107 and a PSI5 box 108. The CAN box 107 establishes a CAN bus communication link between the host computer 104 and the air suspension controller 102 under test, ensuring accurate transmission of control signals from the test script to the air suspension controller 102 under test, and real-time feedback of observation signals from the air suspension controller 102 under test to the host computer 104. A preferred model of the CAN box 107 is the VectorCANoeVN1640A. The PSI5 box 108 serves as the signal transmission channel between the cabinet 101 and the air suspension controller 102 under test. It adapts and transmits signals using the PSI5 protocol, such as those from height sensors and acceleration sensors. It accurately transmits the sensor signals simulated by the real-time processor 106 to the air suspension controller 102 under test, providing input for the control algorithm of the air suspension controller 102 under test. It also sends the feedback signals generated by the air suspension controller 102 under test based on these sensor signals back to the I / O board of the cabinet 101 to participate in the state update of the virtual model. This ensures the professionalism of signal transmission while strengthening the integrity of the test closed loop.

[0070] The automated testing system for air suspension controller functions provided by this invention can be directly applied to the system qualification testing of air suspension controllers. Specifically, the "convenient cargo carrying (linked to trunk)" function test will be used as an example:

[0071] First, based on the system requirements specification, write control signal modification functions using CANoe's CAPLBrowser module (such as setting "Convenient cargo function activation signal ICC_ASURearaxlewithTaildoor to 0x1:ON" and "Vehicle gear signal VCU_PRNDGearAct to 0x1:P"), and combine them into a complete test group using Notepad++ in XML format.

[0072] Before testing, the enable conditions must be verified through ControlDesk (such as power mode FLZCU_9_PowerMode being 0x1 or 0x2, air springs being fault-free ASU_1_ECASErrSts = 0x0, and all four doors and one cover being closed, etc.).

[0073] After the test is started, the host computer sends control signals to the controller under test through the CAN box, the real-time processor sends height / accelerometer sensor signals through the PSI5 box, and the controller under test calculates the target current (such as the left rear target height ASU_3_TgLRHeight=-50mm) and drives the real load and the virtual model.

[0074] Finally, the observation signal is received via CANoe to determine whether the actual height is within ±5mm of the target and whether the ECAS system feedback is normal, thereby verifying the qualification of the "convenient cargo carrying" function. This method can cover the qualification testing of the air suspension controller during the development and mass production stages, replacing manual testing.

[0075] Figure 6 A flowchart illustrating an embodiment of the automated testing method for air suspension controller functions according to the present invention is shown. As shown, the present invention also provides an automated testing method for air suspension controller functions, applied to the aforementioned hardware and software architecture of the automated testing system for air suspension controller functions. Through multi-stage signal interaction and coordinated control, closed-loop automated verification of the functions of the air suspension controller under test is achieved. This testing method includes the following steps:

[0076] S1: Complete the test environment setup, connecting the cabinet, the air suspension controller under test, the actual load, and the host computer via adapter harnesses to ensure smooth signal transmission paths between hardware modules. Flash the integrated air spring and shock absorber control algorithm software into the air suspension controller under test. The cabinet's circuit boards must establish physical connections with the controller under test and the actual load, and the host computer must form a communication link with the cabinet and the controller under test. Ultimately, this builds an automated test environment capable of supporting signal generation, execution control, and result feedback.

[0077] S2: Develop automated test scripts for the air suspension controller under test using CANoe software. This includes creating a new blank project in CANoe, configuring the baud rate and sampling rate of the hardware channels, CANFD arbitration segment, and data segment, loading the modified DBC file, and synchronizing other relevant nodes (such as BMS, OBC, etc.) besides the air suspension controller node under test to achieve control signal transmission. Simultaneously, build a vehicle ASM model and IO model using MATLAB / Simulink software. The vehicle ASM model simulates the vehicle motion and dynamic characteristics of the suspension system, while the IO model simulates the electrical characteristics of sensor signal generation, actuator command conversion, and bus communication. After the model is built, it needs to be loaded into the real-time processor in the cabinet to ensure real-time collaboration between the virtual simulation environment and the hardware system, providing a dynamic response basis close to that of a real vehicle for testing.

[0078] S3: The host computer generates specific control signals based on the functional automation test script. The control signals correspond to the triggering conditions of the test cases, such as the switching of simulated driving mode and the activation of the convenient cargo carrying function. The signals are transmitted to the air suspension controller under test through the communication link, directly triggering the controller to execute the corresponding test case operation and start the controller's control algorithm operation process.

[0079] S4: The real-time processor simulates and generates the sensor signals required by the air suspension system through the IO model. These mainly include height sensor signals that reflect the vehicle body posture and acceleration sensor signals that reflect the vehicle motion state. These simulated signals are sent to the air suspension controller under test through a dedicated transmission link to provide the necessary environmental perception input for the controller's control algorithm and ensure that the controller's operation logic is consistent with the decision-making process under real vehicle conditions.

[0080] S5: The air suspension controller under test calculates the target current based on control signals and sensor signals. The target current is transmitted in two ways: one way is converted into a drive signal by the load board in the cabinet, which directly drives the real load to perform corresponding actions, simulating the physical response of the actuator in the real vehicle; the other way is transmitted to the real processor through the IO board as a control command for the virtual model, driving the whole vehicle ASM model and IO model to update the state according to the target current, such as adjusting the inflation amount of the virtual air spring to simulate the change of vehicle height, so as to achieve synchronous response between physical execution and virtual simulation.

[0081] S6: As the vehicle ASM model and IO model are updated, the model generates feedback signals reflecting changes in the virtual vehicle's attitude. These signals are transmitted back to the air suspension controller under test via a transmission link, forming a test closed loop. The air suspension controller under test combines the initially received control signals and model feedback signals to further process and generate observation signals containing actual control effects, such as actual vehicle height, system operating status, and actuator feedback information. Subsequently, the observation signals are sent to the host computer via a communication link to complete the data collection of the test results.

[0082] S7: The host computer receives the observation signal and automatically analyzes it against the expected results corresponding to the test cases using preset comparison logic to determine whether the function of the air suspension controller under test meets the design requirements. If the observation signal matches the expected result, the test case is deemed to have passed; if there is a deviation, the deviation data is recorded to provide a basis for subsequent troubleshooting and controller optimization, ultimately achieving automated verification of the controller's function.

[0083] In some examples, writing functional automated test scripts includes the following steps:

[0084] By using the CAPLBrowser module of the CANoe software to write step-by-step control functions for test cases, not only are specific parameters of the control signals (such as signal values ​​and transmission periods) defined in the functions, but threshold judgment logic for observed signals is also embedded to ensure the accuracy of each test operation. At the same time, using Notepad++ software and XML language, these step-by-step control functions are combined into complete test groups according to test scenarios. The test groups achieve signal name mapping between different test items through tag configuration. This allows for adaptation to different models of air suspension controllers without modifying the core function logic, which can significantly reduce the development cost of cross-project testing.

[0085] In some examples, in step S6, to comprehensively verify the fault handling capability of the air suspension controller under test, preset faults can be injected into the signal link through the fault injection board in the cabinet during the state change feedback process of the vehicle ASM model and IO model. These faults can simulate abnormal states such as sensor open circuit, actuator short circuit, and signal interference. After receiving the signal containing the preset fault, the air suspension controller under test generates the corresponding observation signal based on its internal fault diagnosis algorithm. During the result comparison stage, the host computer compares the observation signal with the expected result under the fault condition to verify the diagnostic accuracy and fault-tolerant control capability of the controller in the fault scenario, thereby further improving the test coverage.

[0086] The automated testing system and method for air suspension controller functions provided by this invention have the following beneficial effects:

[0087] 1. This invention integrates real loads (five-way valve, air pump valve, CDC solenoid valve) with virtual simulation models (vehicle ASM model and IO model) to achieve a "hardware-in-the-loop" test architecture, which not only retains the physical characteristics of the real actuators, but also expands the coverage of the test scenarios through the virtual model.

[0088] 2. Test scripts were co-written using CANoe and Notepad++, and the parameterized design of CAPL functions and the tag-based combination of XML were combined to achieve cross-project reuse of test scripts, which greatly reduced the cost of repetitive development.

[0089] 3. By introducing a fault injection board, various fault states of sensors, actuators and transmission links can be simulated during the test. Combined with the analysis of observed signals under fault conditions, the fault diagnosis and fault-tolerant control capabilities of the air suspension controller are fully verified.

[0090] 4. High-speed computation of the virtual model is achieved through a real-time processor. Combined with the signal transmission link built by the PSI5 box and CAN box, the real-time performance and signal closed-loop accuracy of the test system are ensured, and the test results are closer to the real vehicle environment.

[0091] It will be apparent to those skilled in the art that various modifications and variations can be made to the exemplary embodiments described above without departing from the spirit and scope of the invention. Therefore, it is intended that this invention cover modifications and variations falling within the scope of the appended claims and their equivalents.< / caplparam> < / capltestcase> < / testgroup> < / testgroup> < / testgroup> < / testmodule> < / testmodule>

Claims

1. An automated testing system for the function of an air suspension controller, comprising: The cabinet includes board components and a real-time processor, wherein the board components include I / O boards and load boards; The tested air suspension controller; The actual load includes a five-way valve, an air pump valve, and a CDC solenoid valve. The actual load is connected to the air suspension controller under test via the board assembly. The host computer runs CANoe, Notepad++, and MATLAB / Simulink software. CANoe and Notepad++ are used to write automated test scripts for the air suspension controller under test. MATLAB / Simulink is used to build the vehicle ASM model and IO model. The vehicle ASM model and IO model run on the real-time processor and interact with each other. The host computer generates control signals based on the automated test script. These control signals trigger test case operations for the air suspension controller under test. The sensor signals simulated by the real-time processor are sent to the air suspension controller under test. The air suspension controller under test calculates a target current based on the control signals and sensor signals. This target current drives the real load through the load board and is transmitted to the real-time processor through the IO board to control the update status of the vehicle ASM model and IO model. The status changes of the vehicle ASM model and IO model are fed back to the air suspension controller under test. The air suspension controller under test generates observation signals based on the control signals and feedback signals and sends them to the host computer.

2. The automated testing system for the function of the air suspension controller as described in claim 1, characterized in that, The board assembly also includes a bus communication board and a fault injection board. The bus communication board is used to enable bus communication between the cabinet and external devices, and the fault injection board is used to simulate the fault states of sensors, the actual load, and load boards.

3. The automated testing system for the function of the air suspension controller as described in claim 1, characterized in that, The CANoe software has a CAPL Browser module and a Test Module module. The CAPL Browser module is used to write step-by-step test functions for the functional test cases of the air suspension ECU under test, and the Test Module module is used to execute the automated test scripts for the function.

4. The automated testing system for the function of the air suspension controller as described in claim 3, characterized in that, The Notepad++ software is used to group different test functions into a test group using the XML programming language, so as to realize all the operation steps of a complete functional test case.

5. The automated testing system for the function of the air suspension controller as described in claim 4, characterized in that, The host computer also runs Configuration Desk software, which is used to compile the vehicle ASM model and IO model built by the MATLAB / Simulink software into real-time code and configure the corresponding pin assignments of the board components.

6. The automated testing system for the function of an air suspension controller as described in claim 1, characterized in that, The vehicle ASM model includes lateral and longitudinal vehicle kinematics models, chassis dynamics models, semi-active suspension damper models, and single and dual-chamber air spring dynamics models; the IO model includes power switch models, sensor and actuator models, vehicle CANFD configuration models, and data interaction models.

7. The automated testing system for the function of the air suspension controller as described in claim 1, characterized in that, It also includes a CAN box and a PSI5 box. The CAN box is used to establish a communication connection between the host computer and the air suspension controller under test. The PSI5 box is used to establish a signal transmission link between the cabinet and the air suspension controller under test, transmitting the height sensor signal and acceleration sensor signal generated by the real-time processor to the air suspension controller under test, and transmitting the feedback signal generated by the air suspension controller under test based on the sensor signal to the IO board of the cabinet.

8. An automated testing method for the function of an air suspension controller, applied to the automated testing system for the function of an air suspension controller as described in any one of claims 1-7, characterized in that, Includes the following steps: S1: Connect the cabinet, the air suspension controller under test, the actual load, and the host computer to form an automated testing environment; S2: Use the CANoe software to write the functional automated test script for the air suspension controller under test; use the MATLAB / Simulink software to build the vehicle ASM model and IO model, and run them on the real-time processor; S3: The host computer generates a control signal based on the automated test script of the function, and the control signal triggers the test case operation of the air suspension controller under test; S4: The real-time processor simulates and generates sensor signals and sends them to the air suspension controller under test; S5: The air suspension controller under test calculates the target current based on the control signal and sensor signal. The target current drives the real load through the load board and is transmitted to the real processor through the IO board to control the update status of the vehicle ASM model and IO model. S6: The state changes of the vehicle ASM model and IO model are fed back to the air suspension controller under test. The air suspension controller under test generates observation signals based on the control signals and feedback signals and sends them to the host computer. S7: The host computer receives the observation signal and compares the observation signal with the expected result.

9. The automated testing method for the function of an air suspension controller as described in claim 8, characterized in that, The writing of the functional automated test script includes the following steps: The step-by-step control function for test cases is written using the CAPL Browser module of the CANoe software. The control function includes the parameterized definition of the control signal and the threshold determination logic for the observed signal. Using Notepad++ software and XML language, the step-by-step control functions are combined into reusable test groups according to the test scenarios. The test groups are configured with tags to map signal names between different test items.

10. The automated testing method for the function of an air suspension controller as described in claim 8, characterized in that, In step S6, the state change feedback process of the whole vehicle ASM model and IO model also includes the preset fault injected by the cabinet; The air suspension controller under test generates an observation signal based on a signal containing the preset fault, and the host computer compares the observation signal with the expected result under the fault condition in step S7.

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