A test method, equipment and storage medium for vehicle dynamic control functions

Abstract

The application discloses a kind of vehicle dynamic control function test method, equipment and storage medium, belong to automobile chassis electric control system technical field, including high adhesion road surface acceleration relative adjustment test, high adhesion road surface deceleration relative adjustment test, low adhesion road surface steady-state relative adjustment test and steering wheel angle step adjustment test;The test method couples vehicle longitudinal and lateral dynamics, designs out including high adhesion low adhesion, steady-state dynamic, acceleration deceleration The test scene of considering longitudinal and lateral control, more accurately fits real vehicle working condition;In addition, the application introduces the concept of steering control mode, and is decomposed into path following closed-loop steering control, open-loop steering angle control, open-loop steering torque control three modes, so that the test scene can be switched online quickly, shorten the test cycle and be conducive to the modification and optimization of automatic test program scene.

Description

TECHNICAL FIELD

[0001] The application belongs to the technical field of automobile chassis electronic control system, and particularly relates to a test method, device and storage medium for vehicle dynamic control function. BACKGROUND

[0002] With the development of automobile chassis electronic control system and automatic driving technology, more and more vehicles are configured with vehicle dynamic control function (referred to as VDC). The VDC function controls the longitudinal and lateral dynamics of the vehicle, and can keep the vehicle posture stable after the driving condition changes. The VDC function is integrated in the electronic stability program (ESC) sample, which needs to be tested in the multi-physical-in-loop test bench under the whole vehicle network environment to verify the performance of the chassis control in advance.

[0003] The test bench is a multi-physical-in-loop test bench for the brake system, and the test bench controller adopts a HIL simulator, which is the central control center of the whole test bench. The driver control module sends gear, throttle opening, steering control mode, additional engine torque and other operating signals to the vehicle dynamics module. Among them, the default state of the additional engine torque is 0, and only when the VDC intervenes, the additional engine torque value is activated, which is the engine torque value of the VDC function demand sent by the ESC from the CAN minus the engine output torque value output by the vehicle model in real time. The road control module sends road adhesion coefficient, road shape, road shape switching and other road signals to the vehicle dynamics module. Among them, multiple road shapes are set, including circular road, straight road, square road and the like, and the switching of different road shapes is realized through the road shape switching signal. The driver control module sends the booster push rod stroke control signal to the actuator cylinder in the test bench to push the booster push rod forward, simulates the operation of the driver stepping on the brake pedal, generates brake pressure, and sends the wheel cylinder hydraulic signal to the vehicle dynamics module by the pressure sensor in the test bench. The vehicle dynamics module sends gear, throttle opening, steering wheel angle, four wheel speeds, longitudinal acceleration signals and other whole vehicle environment signals to the CAN for use by the ESC sample, and sends the vehicle attitude signals such as center of mass side slip angle, yaw angular velocity, steering wheel angle and vehicle speed to the performance result evaluation module for calculation and evaluation. The specific device is shown in Figure 1 .

[0004] The existing test method has the following problems: the VDC function is artificially divided into longitudinal control and lateral control for separate tests, but due to the characteristics of the tire itself, the longitudinal and lateral control of the vehicle is coupled, and the hard decoupling does not conform to the actual state of the vehicle. Therefore, there is an urgent need to provide a test method for vehicle dynamic control function to solve the above problems. SUMMARY

[0005] To address the problem that the rigid decoupling of longitudinal and lateral control in existing technologies does not reflect the actual state of the vehicle, this invention provides a testing method, equipment, and storage medium for vehicle dynamic control functions. This allows the test scenario to include coupled longitudinal and lateral movements of the vehicle. By creating multiple steering control modes, different test scenarios are seamlessly spliced ​​together, accurately reflecting the actual vehicle operating conditions.

[0006] This invention is achieved through the following technical solution:

[0007] A test method for vehicle dynamic control functions includes:

[0008] S1: Test of relative acceleration adjustment on high-adhesion road surfaces:

[0009] S101: Test of Acceleration Steady-State Relative Adjustment on High-Adhesion Road Surfaces:

[0010] Set up the test environment and define the moment before VDC intervention as t2. Read the yaw rate γ1 and steering wheel angle δ at time t2. sw1 When the throttle opening increases to 0.6 and remains so for 1 second, the current time is set to t3. The vehicle's sideslip angle β1 at time t3 is read, and the change in yaw rate γ2 at time t3 relative to yaw rate γ1 at time t2 is read and calculated as Δγ1, where Δγ1 = γ2 - γ1. The vehicle's steering wheel angle is collected in real time. When the angle value just reaches a stable state, the current time is set to t4, and the vehicle's steering wheel angle δ at time t4 is read and calculated. sw2 The steering wheel angle δ relative to time t2 sw1 The change Δδ sw1 ,Δδ sw1 =δ sw2 -δ sw1 Calculate the change Δδ sw1 The average rate of change of steering wheel angle Δω during the time interval between time t4 and time t2 sw1 ,Δω sw1 =Δδ sw1 / (t4-t2), calculate if the following conditions are met: |β1|<5deg and |Δγ1|<5deg / s and |Δδ sw1 |<30deg and|Δω sw1 If | < 90 deg / s, then the VDC will have an effect on the steady-state relative adjustment of acceleration on high-adhesion road surfaces; otherwise, it will have no effect.

[0011] S102: Test of dynamic relative adjustment of acceleration on high-adhesion road surfaces:

[0012] Unlike the test environment in step S101, the ESC power supply pressure is set to 0V. When the throttle opening increases to 0.6 and remains there for 1 second before decreasing to 0.1, the current time is set to t1. After waiting for a period of time until the current time is t3, the change in the sideslip angle β2 at time t3 relative to the sideslip angle β1 at time t3 in step S101 is read and calculated as Δβ1, where Δβ1 = β2 - β1. The change in the yaw rate γ3 at time t3 relative to the yaw rate γ2 at time t3 in step S101 is also read and calculated as Δγ2, where Δγ2 = γ3 - γ2. After waiting for a period of time until the current time is t4, the vehicle steering wheel angle δ at time t4 is read and calculated. sw3 The steering wheel angle δ at time t4 in step S101 sw2 The change Δδ sw2 ,Δδ sw2 =δ sw3 -δ sw2 Calculate the change Δδ sw2 The average rate of change of steering wheel angle Δω during the time interval between time t4 and time t2 sw2 ,Δω sw2 =Δδ sw2 / (t4-t2), calculate if the following conditions are met: |Δβ1|>3deg and |Δγ2|>5deg / s and |Δδ sw2 |>20deg and|Δω sw2 If |>90deg / s, the VDC's high-adhesion road surface acceleration dynamic relative adjustment will have an effect; otherwise, it will have no effect.

[0013] S2: Test of relative deceleration adjustment on high-adhesion road surfaces:

[0014] S201: Test of steady-state relative adjustment of deceleration on high-adhesion road surfaces:

[0015] Similar to the test environment in step S101, when the vehicle's steering control mode is switched to open-loop steering angle control, the gear is shifted to N, and the current steering wheel angle remains unchanged, braking is applied. The booster pushrod travel increases at a rate of 80 mm / s to 2 / 3 of the total booster master cylinder travel and remains there for 1 second, then decreases to 0. The vehicle then moves inward in a centripetal motion. The subsequent process is the same as in step S101. Calculations are performed if the following conditions are met: β1 < 5 degrees and Δγ1 < 5 degrees / s and Δδ sw1 <30deg and Δω sw1 If the speed is less than 90 deg / s, then the VDC will have an effect on the steady-state relative adjustment of deceleration on the high-adhesion road surface; otherwise, it will have no effect.

[0016] S202: Test of dynamic relative adjustment for deceleration on high-adhesion road surfaces:

[0017] The test environment is set as in step S101, and the supply voltage of the ESC is set to 0 V. When the steering control mode of the vehicle is switched to open-loop steering angle control, the gear is shifted to N, the current steering wheel angle is kept unchanged, braking is performed, the booster push rod stroke is increased to 2 / 3 of the total stroke of the booster master cylinder at a speed of 80 mm / s, and then is kept for 1 s, and then is reduced to 0. The vehicle moves centripetally inward, and the subsequent process is the same as in step S102. If the following conditions are met: |Δβ1|>3 deg and |Δγ2|>5 deg / s and |Δδ sw2 |>20 deg and |Δω sw2 |>90 deg / s, the high-μ road deceleration dynamic relative adjustment of the VDC has an effect, otherwise it has no effect.

[0018] S3: Test of low-μ road steady-state relative adjustment

[0019] S301: Test of low-μ road acceleration steady-state relative adjustment

[0020] The test environment is set, and the time t5 before the VDC intervention is defined. The yaw rate γ4 at the time t5 and the vehicle speed v1 are read. When the accelerator opening degree is increased to 0.8 and kept for 1 s, the current time t6 is set. The yaw rate γ5 at the time t6 is read and calculated relative to the yaw rate γ4 at the time t5. Δγ3=γ5-γ4. The steering wheel angle value of the vehicle is collected in real time. When the angle value just reaches the steady state, the current time t7 is set. The vehicle speed v2 at the time t7 is read and calculated relative to the vehicle speed v1 at the time t5. Δv1=v2-v1. If the following conditions are met: |Δγ1|<10 deg / s and |Δv1|<10 km / h, the low-μ road acceleration steady-state relative adjustment of the VDC has an effect, otherwise it has no effect.

[0021] S302: Test of low-μ road deceleration steady-state relative adjustment

[0022] The test environment is the same as in step S301. When the steering control mode of the vehicle is switched to open-loop steering angle control, the gear is shifted to N, the current steering wheel angle is kept unchanged, braking is performed, the booster push rod stroke is increased to 2 / 3 of the total stroke of the booster master cylinder at a speed of 80 mm / s, and then is kept for 1 s, and then is reduced to 0. The vehicle moves centripetally inward, and the subsequent process is the same as in step S301. If the following conditions are met: |Δγ1|<14 deg / s and |Δv1|<15 km / h, the low-μ road deceleration steady-state relative adjustment of the VDC has an effect, otherwise it has no effect.

[0023] S4: Test of steering wheel angle step adjustment

[0024] S401: Test of steering wheel angle step adjustment

[0025] The test environment is set as follows: when the steering control mode of the vehicle is switched to open-loop steering angle control, the steering wheel angle is kept at 0 until the vehicle speed reaches 100 km / h; the gear is shifted to N, and the steering wheel angle is increased to 90 deg at a steering wheel angle change rate of 180 deg / s; after 3 s, the vehicle mass center side slip angle β5 at this time is read, and if the following condition is met: |β5| < 5 deg, the steering wheel angle step adjustment of the VDC has effect, otherwise, it has no effect.

[0026] S402: Test of steering wheel sinusoidal standstill adjustment

[0027] The test environment is consistent with the setting of step S401: when the steering control mode of the vehicle is switched to open-loop steering angle control, the steering wheel angle is kept at 0 until the vehicle speed reaches 100 km / h; the current time is defined as the zero time, the gear is shifted to N, and the steering wheel angle δ sw6 The curve of the yaw rate with different time t is obtained, and the maximum value γ6 of the yaw rate in the time period (0.8 s≤t<2.2 s) is calculated; when (t=4 s), the yaw rate γ7 at this time is collected, and if the following condition is met: |γ7-γ6| / γ6<15%, the steering wheel sinusoidal standstill adjustment of the VDC has effect, otherwise, it has no effect.

[0028] Further, the test environment in step S101 is set as follows:

[0029] The supply voltage of the ESC is set to 12 V, the path is set to a circular path with a road adhesion coefficient of 1.0 and a radius of 100 m, the steering control mode of the vehicle is set to path following closed-loop steering control, the gear is set to D, the initial speed of the vehicle is set to 0, and the throttle opening is set to 0.2; the vehicle accelerates to drive in a circle; when the collected lateral acceleration is greater than 0.6 g, the steering control mode of the vehicle is switched to open-loop steering angle control, the current steering wheel angle is kept unchanged, the throttle opening is increased to 0.6 and then decreased to 0.1 after 1 s, the vehicle moves outward in a centrifugal motion, and the current time is set to t1.

[0030] Further, the test environment in step S301 is set as follows:

[0031] The power supply voltage of the ESC is set to 12V, the path is set to a round path with a road adhesion coefficient of 0.2 and a radius of 100 m, the steering control mode of the vehicle is path following closed loop steering control, the gear is D, the initial speed of the vehicle is 0, and the throttle opening is 0.2; the vehicle accelerates to drive in a circle; when the collected vehicle speed is greater than 40 km / h, the steering control mode of the vehicle is switched to open loop steering angle control, the current steering wheel angle is kept unchanged, the throttle opening is increased to 0.8 and then reduced to 0.1 after 1 s, and the vehicle moves outward in a centrifugal motion.

[0032] Further, the test environment in step S401 is set as follows:

[0033] The power supply voltage of the ESC is set to 12V, the path is set to a round path with a road adhesion coefficient of 0.2 and a radius of 100 m, the steering control mode of the vehicle is path following closed loop steering control, the gear is D, the initial speed of the vehicle is 0, and the throttle opening is 0.2; the vehicle accelerates to drive in a circle; when the collected vehicle speed is greater than 40 km / h, the steering control mode of the vehicle is switched to open loop steering angle control, the current steering wheel angle is kept unchanged, the throttle opening is increased to 0.8 and then reduced to 0.1 after 1 s, and the vehicle moves outward in a centrifugal motion.

[0034] Further, the steering wheel angle δ in step S402 is set as follows: sw6 The curve changes with time t, and is specifically as follows:

[0035] δ sw6 = sin(1.25πt) (0≤t<1.2s) :

[0036] δ sw6 =-1 (1.2s≤t<1.8s) :

[0037] δ sw6 =sin(1.25π(t-0.6)) (1.8s≤t<2.2s) ;

[0038] δ sw6 =0 (t≥2.2s).

[0039] Further, the flag of the steady state is that the change amount of the steering wheel angle value within 1 s is less than 1.5 degrees.

[0040] Further, the tests are all carried out under the working condition of simulating that a driver is out of control of the steering wheel, and the working condition of simulating that the driver is out of control of the steering wheel is as follows: during the intervention of the VDC, the throttle opening is set to 0, the additional engine torque value is activated, the steering control mode of the vehicle is switched to open loop steering torque control, and the steering torque target value is 0.

[0041] In a second aspect, the present application also provides a computer device, which comprises a memory, a processor, and a computer program stored in the memory and capable of running on the processor, and the processor implements the test method of the vehicle dynamic control function according to any one of the embodiments of the present application when executing the program.

[0042] In a third aspect, the present application also provides a computer readable storage medium having stored thereon a computer program which, when executed by a processor, implements the test method of a vehicle dynamic control function according to any of the embodiments of the present application.

[0043] Compared with the prior art, the present application has the following advantages:

[0044] The test method of a vehicle dynamic control function according to the present application couples the longitudinal and lateral dynamics of a vehicle, designs a test scenario that takes into account longitudinal and lateral control including high and low adhesion, steady-state dynamics, acceleration and deceleration, and more accurately fits real vehicle working conditions. In addition, the present application introduces the concept of steering control mode, which is divided into three modes: path following closed-loop steering control, open-loop steering angle control and open-loop steering torque control. The test scenario can be quickly switched online, which shortens the test period and is conducive to the modification and optimization of the test scenario for automated testing. BRIEF DESCRIPTION OF DRAWINGS

[0045] In order to more clearly illustrate the technical solutions in the specific embodiments of the present application or the prior art, the drawings needed in the specific embodiments or prior art description will be briefly introduced below. In all the drawings, similar elements or parts are generally identified by similar reference numerals. In the drawings, the elements or parts are not necessarily drawn according to the actual proportions.

[0046] Figure 1 Schematic diagram of a multi-physical-in-loop test bench for a brake system;

[0047] Figure 2 Flowchart of the test method of a vehicle dynamic control function according to the present application;

[0048] Figure 3 Structure diagram of an electronic device according to Embodiment 3 of the present application. DETAILED DESCRIPTION

[0049] In order to more clearly illustrate the technical solutions in the specific embodiments of the present application or the prior art, the drawings needed in the specific embodiments or prior art description will be briefly introduced below. In all the drawings, similar elements or parts are generally identified by similar reference numerals. In the drawings, the elements or parts are not necessarily drawn according to the actual proportions.

[0050] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0051] Example 1

[0052] like Figure 2 The diagram shown is a flowchart illustrating a test method for a vehicle dynamic control function according to this embodiment. The test method includes:

[0053] S1: Test of relative acceleration adjustment of high-adhesion road surface: including test of steady-state relative acceleration adjustment of high-adhesion road surface and test of dynamic relative acceleration adjustment of high-adhesion road surface.

[0054] S2: Test of relative adjustment of deceleration on high-adhesion pavement: including test of steady-state relative adjustment of deceleration on high-adhesion pavement and test of dynamic relative adjustment of deceleration on high-adhesion pavement.

[0055] S3: Test of steady-state relative adjustment of low-friction road surface: including tests of steady-state relative adjustment during acceleration and steady-state relative adjustment during deceleration of low-friction road surface.

[0056] S4: Steering wheel angle step adjustment test: including the steering wheel angle step adjustment test and the steering wheel sine stop adjustment test.

[0057] All the tests described above were conducted under conditions simulating the driver taking off steering wheel control. The conditions simulating the driver taking off steering wheel control are as follows: during the period when VDC intervenes, the throttle opening is set to 0, the additional engine torque value is activated, the vehicle's steering control mode is switched to open-loop steering torque control, and the steering torque target value is 0.

[0058] Example 2

[0059] like Figure 2 As shown below, a test method for a vehicle dynamic control function according to this embodiment is described in detail, including:

[0060] S1: Test of relative acceleration adjustment on high-adhesion road surfaces:

[0061] S101: Test of Acceleration Steady-State Relative Adjustment on High-Adhesion Road Surfaces:

[0062] In this embodiment, the test environment is set up as follows:

[0063] Set the ESC power supply voltage to 12V, set the path to a circular road surface with a road adhesion coefficient of 1.0 and a radius of 100m, set the vehicle's steering control mode to path-following closed-loop steering control, set the gear to D, set the initial vehicle speed to 0, and the throttle opening to 0.2; the vehicle accelerates in a circle; when the collected lateral acceleration is greater than 0.6g, the vehicle's steering control mode switches to open-loop steering angle control, keeping the current steering wheel angle unchanged, and when the throttle opening increases to 0.6 and remains there for 1 second before decreasing to 0.1, the vehicle moves outward in a centrifugal motion, and the current time is set to t1;

[0064] Simultaneously, define the moment before VDC intervention as t2, and read the yaw rate γ1 and steering wheel angle δ at time t2. sw1 When the throttle opening increases to 0.6 and remains so for 1 second, the current time is set to t3. The vehicle's sideslip angle β1 at time t3 is read, and the change in yaw rate γ2 at time t3 relative to yaw rate γ1 at time t2 is read and calculated as Δγ1, where Δγ1 = γ2 - γ1. The vehicle's steering wheel angle is collected in real time. When the angle value just reaches a stable state, the current time is set to t4. The stable state is indicated by a change in steering wheel angle less than 1.5 degrees within 1 second. The vehicle's steering wheel angle δ at time t4 is read and calculated. sw2 The steering wheel angle δ relative to time t2 sw1 The change Δδ sw1 ,Δδ sw1 =δ sw2 -δ sw1 Calculate the change Δδ sw1 The average rate of change of steering wheel angle Δω during the time interval between time t4 and time t2 sw1 ,Δω sw1 =Δδ sw1 / (t4-t2), calculate if the following conditions are met: |β1|<5deg and |Δγ1|<5deg / s and |Δδ sw1 |<30deg and|Δω sw1 If | < 90 deg / s, then the VDC will have an effect on the steady-state relative adjustment of acceleration on high-adhesion road surfaces; otherwise, it will have no effect.

[0065] S102: Test of dynamic relative adjustment of acceleration on high-adhesion road surfaces:

[0066] The supply voltage of the ESC is set to 0V, the throttle opening is increased to 0.6 and maintained for 1s and then decreased to 0.1, the current time is set to t1, a period of time is waited until the current time is t3, the change amount Δβ1 of the centroid side slip angle β2 at the time t3 relative to the centroid side slip angle β1 at the time t3 in step S101 is read and calculated, Δβ1 = β2 - β1, the change amount Δγ2 of the yaw rate γ3 at the time t3 relative to the yaw rate γ2 at the time t3 in step S101 is read and calculated, Δγ2 = γ3 - γ2, a period of time is waited until the current time is t4, the change amount Δδ of the steering wheel angle δ at the time t4 relative to the steering wheel angle δ at the time t3 in step S101 is read and calculated, Δδ = δ - δ, the average change rate Δω of the steering wheel angle in the time period between the time t4 and the time t2 is calculated, Δω = Δδ / (t4 - t2), and if the following conditions are met: |Δβ1| > 3deg and |Δγ2| > 5deg / s and |Δδ | > 20deg and |Δω | > 90deg / s, the high-μ road surface acceleration dynamic relative adjustment of the VDC has an effect, otherwise, the high-μ road surface acceleration dynamic relative adjustment of the VDC has no effect. sw3 The change amount Δδ of the steering wheel angle δ at the time t4 relative to the steering wheel angle δ at the time t3 in step S101 is calculated, Δδ = δ - δ. sw2 sw2 The change amount Δδ of the steering wheel angle δ at the time t4 relative to the steering wheel angle δ at the time t3 in step S101 is calculated, Δδ = δ - δ. sw2 sw3 The change amount Δδ of the steering wheel angle δ at the time t4 relative to the steering wheel angle δ at the time t3 in step S101 is calculated, Δδ = δ - δ. sw2 The average change rate Δω of the steering wheel angle in the time period between the time t4 and the time t2 is calculated, Δω = Δδ / (t4 - t2). sw2 sw2 sw2 sw2 sw2 sw2 sw1 sw1

[0067] S2: Test of high-μ road surface deceleration relative adjustment

[0068] S201: Test of high-μ road surface deceleration steady-state relative adjustment

[0069] The steering control mode of the vehicle is switched to open-loop steering angle control, the gear is shifted to N, the current steering wheel angle is maintained unchanged, braking is performed, the booster push rod stroke is increased to 2 / 3 of the total stroke of the booster master cylinder at a speed of 80mm / s and then maintained for 1s, and then decreased to 0, the vehicle performs centripetal motion inward, and the subsequent process is consistent with that in step S101, and if the following conditions are met: β1 < 5deg and Δγ1 < 5deg / s and Δδ < 30deg and Δω < 90deg / s and, the high-μ road surface deceleration steady-state relative adjustment of the VDC has an effect, otherwise, the high-μ road surface deceleration steady-state relative adjustment of the VDC has no effect. sw1 sw1

[0070] S202: Test of high-μ road surface deceleration dynamic relative adjustment

[0071] ​​​​​​​​The supply voltage of the ESC is set to 0V, and the steering control mode of the vehicle is switched to open-loop steering angle control, the gear is switched to N, the current steering wheel angle is kept unchanged, braking is performed, the booster push rod stroke is increased to 2 / 3 of the total stroke of the booster master cylinder at a speed of 80mm / s and then maintained for 1s, and then decreased to 0. The vehicle moves centripetally inward, and the subsequent process is the same as that in step S102. If the following conditions are met: |Δβ1|>3deg and |Δγ2|>5deg / s and |Δδ sw2 |>20deg and |Δω sw2 |>90deg / s, the high-μ road deceleration dynamic relative adjustment of the VDC has an effect, and otherwise, the effect is not achieved.

[0072] S3: Test of low-μ road steady-state relative adjustment

[0073] S301: Test of low-μ road acceleration steady-state relative adjustment

[0074] The test environment is set as follows: the supply voltage of the ESC is set to 12V, the path is set to a circular road surface with a road surface adhesion coefficient of 0.2 and a radius of 100m, the steering control mode of the vehicle is path-following closed-loop steering control, the gear is D, the initial speed of the vehicle is 0, and the throttle opening is 0.2. The vehicle accelerates and travels in a circle. When the collected vehicle speed is greater than 40km / h, the steering control mode of the vehicle is switched to open-loop steering angle control, the current steering wheel angle is kept unchanged, the throttle opening is increased to 0.8 and then decreased to 0.1 after 1s, and the vehicle moves centrifugally outward.

[0075] At the same time, t5 is defined as the moment before the VDC intervention, γ4 and v1 are read at t5, the throttle opening is increased to 0.8 and then decreased to 0.1 after 1s, t6 is set as the current moment, γ5 is read and calculated at t6, Δγ3=γ5-γ4, the steering wheel angle value of the vehicle is collected in real time, and when the steering wheel angle value just reaches a steady state, the steady state is indicated by the fact that the steering wheel angle value changes by less than 1.5 degrees within 1s. t7 is set as the current moment, v2 is read and calculated at t7, Δv1=v2-v1, and if the following conditions are met: |Δγ1|<10deg / s and |Δv1|<10km / h, the low-μ road acceleration steady-state relative adjustment of the VDC has an effect, and otherwise, the effect is not achieved.

[0076] S302: Test of low-μ road deceleration steady-state relative adjustment

[0077] The test environment is consistent with the setting of step S301, when the steering control mode of the vehicle is switched to open-loop steering angle control, the gear is switched to N, the current steering wheel angle is kept unchanged, braking is performed, the booster push rod stroke is increased to 2 / 3 of the total stroke of the booster master cylinder at a speed of 80 mm / s, and then kept for 1 s, and then reduced to 0, the vehicle moves centripetally inward, and the subsequent process is consistent with that in step S301. If the following conditions are met: |Δγ1|<14 deg / s and |Δv1|<15 km / h, the low adhesion road deceleration steady-state relative adjustment of VDC has an effect, otherwise it has no effect.

[0078] S4: Test of steering wheel angle step adjustment:

[0079] S401: Test of steering wheel angle step adjustment:

[0080] The test environment is set as follows in this embodiment: the supply pressure of the ESC is set to 12V, the path is set to a road surface with a road surface adhesion coefficient of 1.0 and a 100m*100m square road surface, the gear is set to D, the initial speed of the vehicle is 0, and the throttle opening is 0.4.

[0081] When the steering control mode of the vehicle is switched to open-loop steering angle control, the steering wheel angle is kept unchanged at 0 until the vehicle speed reaches 100 km / h; the gear is switched to N, and the steering wheel angle is increased to 90 deg at a steering wheel angle change rate of 180 deg / s; after 3 s, the vehicle mass side slip angle β5 at this time is read, and if the following conditions are met: |β5|<5 deg, the steering wheel angle step adjustment of VDC has an effect, otherwise it has no effect.

[0082] S402: Test of steering wheel sinusoidal standstill adjustment:

[0083] The test environment is consistent with the setting of step S401, when the steering control mode of the vehicle is switched to open-loop steering angle control, the steering wheel angle is kept unchanged at 0 until the vehicle speed reaches 100 km / h; the current time is defined as the zero time, the gear is switched to N, and the steering wheel angle δ sw6 The curve changes with time t as follows:

[0084] δ sw6 = sin(1.25πt) (0≤t<1.2s);

[0085] δ sw6 =-1 (1.2s≤t<1.8s);

[0086] δ sw6 =sin(1.25π(t-0.6)) (1.8s≤t<2.2s);

[0087] δ sw6 =0 (t≥2.2s).

[0088] The yaw rate is collected within the time interval (0.8s≤t<2.2s) and the maximum value γ6 is calculated. When (t=4s), the yaw rate γ7 at this moment is collected. If the following condition is met: |γ7-γ6| / γ6<15%, then the VDC steering wheel sinusoidal stop adjustment will have an effect; otherwise, it will have no effect.

[0089] Example 3

[0090] Figure 3 This is a schematic diagram of the structure of a computer device in Embodiment 3 of the present invention. Figure 3 A block diagram of an exemplary computer device 12 suitable for implementing embodiments of the present invention is shown. Figure 3 The computer device 12 shown is merely an example and should not impose any limitation on the functionality and scope of use of the embodiments of the present invention.

[0091] like Figure 3 As shown, the computer device 12 is represented in the form of a general-purpose computing device. The components of the computer device 12 may include, but are not limited to: one or more processors or processing units 16, system memory 28, and a bus 18 connecting different system components (including system memory 28 and processing unit 16).

[0092] Bus 18 represents one or more of several bus architectures, including a memory bus or memory controller, a peripheral bus, a graphics acceleration port, a processor, or a local bus using any of the various bus architectures. For example, these architectures include, but are not limited to, the Industry Standard Architecture (ISA) bus, the Micro Channel Architecture (MAC) bus, the Enhanced ISA bus, the Video Electronics Standards Association (VESA) local bus, and the Peripheral Component Interconnect (PCI) bus.

[0093] Computer device 12 typically includes a variety of computer system readable media. These media can be any available media that can be accessed by computer device 12, including volatile and non-volatile media, removable and non-removable media.

[0094] System memory 28 may include computer system readable media in the form of volatile memory, such as random access memory (RAM) 30 and / or cache memory 32. Computer device 12 may further include other removable / non-removable, volatile / non-volatile computer system storage media. By way of example only, storage system 34 may be used to read and write non-removable, non-volatile magnetic media (…). Figure 3 Not shown; usually referred to as a "hard drive"). AlthoughFigure 3 As shown in FIG. 1, computer device 12 in some embodiments can also include a user-accessible memory storage 28, such as a disk drive, a Flash memory device, or any other storage device capable of storing data. Such storage 28 can comprise volatile, nonvolatile, removable, and / or non-removable storage components, such as EEP-ROM, EEPROM, RAM, DRAM, SRAM, PRAM, MRAM, ROM, PROM, EPROM, EEPROM, Flash, NVRAM, NOSRAM, and / or the like. For example, storage 28 can be used to store various software and / or programs, such as an operating system, one or more applications, other program modules, and program data.

[0095] Program / utility 40 having a set (at least one) of program modules 42 can be stored in, for example, storage 28 by way of example, and can include an operating system, one or more application programs, other program modules, and program data, and have various embodiments of the application. Each of the operating system, one or more application programs, other program modules, and program data or some combination thereof, can include an implementation of a networking environment.

[0096] Computer device 12 can also communicate with one or more external devices 14 such as a keyboard or a pointing device, display 24, etc.; one or more devices that enable a user to interact with computer device 12; and / or one or more devices that enable computer device 12 to communicate with one or more other computing devices. Such communication can be via input / output (I / O) interfaces 22. Additionally, in some embodiments, display 24 is not present as a separate entity, but is embedded in a mirror, and the display surface of display 24 is visually integrated with the mirror surface when the display surface of display 24 is not in use. Still yet, computer device 12 can communicate with one or more networks, such as a local area network (LAN), a general wide area network (WAN), and / or a public network such as the Internet, via network adapter 20. As depicted, network adapter 20 communicates with the other components of computer device 12 via bus 18. It should be appreciated that although not shown, other hardware and / or software components that can be deployed, can include but are not limited to microcode, device drivers, redundant processing units, external disk drive arrays, RAID systems, tape drives, and data archival storage systems, etc.

[0097] Processing unit 16 can execute various functions and / or methods of embodiments of the application by running programs stored in system memory 28.

[0098] Embodiment 4

[0099] Embodiment 4 of the present application provides a computer readable storage medium, having stored thereon a computer program, which, when executed by a processor, implements a test method of a vehicle dynamic control function as provided by all the embodiments of the present application.

[0100] Any combination of one or more computer readable medium can be employed. The computer readable medium can be a computer readable signal medium or a computer readable storage medium. A computer readable storage medium can be, for example, but not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any suitable combination of the foregoing. More specific examples (a non-exhaustive list) of the computer readable storage medium include an electrical connection having one or more wires, a portable computer diskette, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or Flash memory), an optical fiber, a portable compact disc read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing. In the present document, a computer readable storage medium can be any tangible medium that can contain, or store a program for use by or in connection with an instruction execution system, apparatus, or device.

[0101] A computer readable signal medium can include a propagated data signal with computer readable program code embodied therein, for use by or in connection with an instruction execution system, apparatus, or device. The computer readable program code can be transmitted using any appropriate medium, including but not limited to wireless, wire line, optical fiber cable, RF, etc., or any suitable combination of the foregoing. The computer readable medium can also be computer readable storage medium that can be any tangible medium that can contain, or store computer readable program for use by or in connection with an instruction execution system, apparatus, or device.

[0102] The computer readable medium can also be computer readable storage medium that can be any tangible medium that can contain, or store computer readable program for use by or in connection with an instruction execution system, apparatus, or device.

[0103] Computer program code for carrying out operations of the present application can be written in any combination of one or more programming languages, including an object oriented programming language such as Java, Smalltalk, C++ or the like and conventional procedural programming languages, such as the "C" programming language or similar programming languages. The program code can execute entirely on the user's computer, partly on the user's computer, as a stand-alone software package, partly on the user's computer and partly on a remote computer or entirely on the remote computer or server. In the latter scenario, the remote computer can be connected to the user's computer through any type of network, including a local area network (LAN) or a wide area network (WAN), or the connection can be made to an external computer (for example, through the Internet using an Internet Service Provider).

[0104] The preferred embodiments of the present application are described above in detail with reference to the accompanying drawings, but the present application is not limited to the specific details of the above described embodiments. Various simple modifications can be made to the technical solutions of the present application within the technical concept of the present application, and these simple modifications all belong to the protective scope of the present application.

[0105] In addition, it should be noted that each of the specific technical features described in the above specific embodiments can be combined in any appropriate manner without contradiction, and in order to avoid unnecessary repetition, the present application will not describe various possible combinations again.

[0106] Furthermore, any combination of the various different embodiments of the present application can also be made, as long as it does not deviate from the technical concept of the present application, and it should also be considered as disclosed by the present application.

Claims

1. A method of testing a vehicle dynamic control function, characterized by, Comprise: S1: high adhesion road surface acceleration relative adjustment test: S101: high adhesion road surface acceleration steady-state relative adjustment test: Set the test environment, and define the VDC intervention before the moment t2, read the yaw rate γ1 and steering wheel angle δ at t2 sw1 When the throttle opening increases to 0.6 and lasts for 1s, set the current time as t3, read the vehicle's side slip angle β1 at t3, read and calculate the change amount Δγ1 of the yaw rate γ2 at t3 relative to the yaw rate γ1 at t2, Δγ1 = γ2 - γ1, real-time acquisition of the vehicle's steering wheel angle value, when the angle value just reaches the steady state, set the current time as t4, read and calculate the vehicle's steering wheel angle δ sw2 The change amount Δδ sw1 of the steering wheel angle δ sw1 relative to the steering wheel angle δ sw1 at t2, Δδ sw2 = δ sw1 - δ sw1 , calculate the average change rate Δω sw1 of the steering wheel angle in the time period between t4 and t2, Δω sw1 = Δδ sw1 / (t4-t2), calculate if the following conditions are met: |β1| < 5deg and |Δγ1| < 5deg / s and |Δδ sw1 | < 30deg and |Δω sw1 | < 90deg / s; the high adhesion road acceleration steady-state relative adjustment of VDC has effect, otherwise no effect. S102: high adhesion road surface acceleration dynamic relative adjustment test: Unlike the test environment in step S101, the ESC power supply pressure is set to 0V. When the throttle opening increases to 0.6 and remains there for 1 second before decreasing to 0.1, the current time is set to t1. After waiting for a period of time until the current time is t3, the change in the sideslip angle β2 at time t3 relative to the sideslip angle β1 at time t3 in step S101 is read and calculated as Δβ1, where Δβ1 = β2 - β1. The change in the yaw rate γ3 at time t3 relative to the yaw rate γ2 at time t3 in step S101 is also read and calculated as Δγ2, where Δγ2 = γ3 - γ2. After waiting for a period of time until the current time is t4, the vehicle steering wheel angle δ at time t4 is read and calculated. sw3 The steering wheel angle δ at time t2 in step S101 sw1 The change Δδ sw2 ,Δδ sw2 =δ sw3 -δ sw1 Calculate the change Δδ sw2 The average rate of change of steering wheel angle Δω during the time interval between time t4 and time t2 sw2 ,Δω sw2 =Δδ sw2 / (t4-t2), calculate if the following conditions are met: |Δβ1|>3deg and |Δγ2|>5deg / s and |Δδ sw2 |>20deg and|Δω sw2 If |>90deg / s, the VDC's high-adhesion road surface acceleration dynamic relative adjustment will have an effect; otherwise, it will have no effect. S2: high adhesion road surface deceleration relative adjustment test: S201: high adhesion road surface deceleration steady-state relative adjustment test: When the steering control mode of the vehicle is switched to open-loop steering angle control, the gear is shifted to N, the current steering wheel angle is kept unchanged, braking is performed, the booster push rod stroke is increased to 2 / 3 of the total stroke of the booster master cylinder at a speed of 80 mm / s and then kept for 1 s, and then decreased to 0, the vehicle moves centripetally inward, and the subsequent process is consistent with that in step S101, it is calculated whether the following conditions are met: β1< 5 deg, Δγ1< 5 deg / s, Δδ sw1 < 30 deg, and Δω sw1 < 90 deg / s, then the high-μ road deceleration steady-state relative adjustment of the VDC has an effect, otherwise it has no effect. S202: high adhesion road surface deceleration dynamic relative adjustment test: Different from the test environment in step S101, the supply voltage of ESC is set to 0V, when the steering control mode of the vehicle is switched to open-loop steering angle control, the gear is switched to N, the current steering wheel angle is kept unchanged, braking is performed, the booster push rod stroke is increased to 2 / 3 of the total stroke of the booster master cylinder at a speed of 80mm / s and then kept for 1s, and then decreased to 0, the vehicle moves centripetally, and the subsequent process is consistent with that in step S102. If the following conditions are met: |Δβ1|>3deg and |Δγ2|>5deg / s and |Δδ sw2 |>20deg and |Δω sw2 |>90deg / s, the high-μ road deceleration dynamic relative adjustment of VDC has an effect, otherwise, it has no effect. S3: low adhesion road surface steady-state relative adjustment test: S301: low adhesion road surface acceleration steady-state relative adjustment test: Set the test environment, and define the time before VDC intervention as t5, read the yaw rate γ4 and vehicle speed v1 at t5, when the throttle opening increases to 0.8 and lasts for 1s, set the current time as t6, read and calculate the change Δγ3 of the yaw rate γ5 at t6 relative to the yaw rate γ4 at t5, Δγ3=γ5-γ4, real-time acquisition of the steering wheel angle value, when the angle value just reaches the steady state, set the current time as t7, read and calculate the change Δv1 of the vehicle speed v2 at t7 relative to the vehicle speed v1 at t5, Δv1=v2-v1, calculate if the following conditions are met: |Δγ1|<10deg / s and |Δv1|<10km / h, then the low adhesion road surface acceleration steady-state relative adjustment of VDC produces effect, otherwise no effect; S302: low adhesion road surface deceleration steady-state relative adjustment test: The test environment is consistent with the setting of step S301, when the vehicle's steering control mode is switched to open-loop steering angle control, the gear is shifted to N, the current steering wheel angle is kept unchanged, the brake is applied, the push rod stroke of the booster is increased to 2 / 3 of the total stroke of the booster master cylinder at a speed of 80mm / s, and then lasts for 1s, and then decreases to 0, the vehicle moves inwardly, and the subsequent process is consistent with that in step S301, calculate if the following conditions are met: |Δγ1|<14deg / s and |Δv1|<15km / h, then the low adhesion road surface deceleration steady-state relative adjustment of VDC produces effect, otherwise no effect; S4: steering wheel angle step adjustment test: S401: steering wheel angle step adjustment test: Set the test environment, when the vehicle's steering control mode is switched to open-loop steering angle control, keep the steering wheel angle at 0 unchanged until the vehicle speed reaches 100km / h; The gear is shifted to N, and at the same time the steering wheel angle is increased to 90deg at a steering wheel angle change rate of 180deg / s; After 3s, read the vehicle mass side slip angle β5 at that time, calculate if the following conditions are met: |β5|<5deg, then the steering wheel angle step adjustment of VDC produces effect, otherwise no effect; S402: steering wheel sinusoidal stagnation adjustment test: The test environment is consistent with the setting of step S401, when the steering control mode of the vehicle is switched to open-loop steering angle control, the steering wheel angle is kept unchanged at 0 until the vehicle speed reaches 100km / h; define the current time as zero time, the gear is converted to N, and the steering wheel angle δ sw6 The curve changes with time t, the lateral angular velocity in the time period (0.8s≤t<2.2s) is collected and the maximum value γ6 is calculated: when (t=4s), the lateral angular velocity γ7 at the current time is collected, and if the following condition is met: |γ7-γ6| / γ6<15%, the steering wheel sine stagnation adjustment of VDC has effect, otherwise it has no effect.

2. A method of testing a vehicle dynamic control function as claimed in claim 1, characterized in that The test environment in step S101 is as follows: The power supply voltage of the ESC is set to 12V, the path is set to a circular path with a road adhesion coefficient of 1.0 and a radius of 100 m, the steering control mode of the vehicle is path following closed-loop steering control, the gear is D, the initial speed of the vehicle is 0, and the throttle opening is 0.2; the vehicle accelerates to run on the circular path; when the collected lateral acceleration is greater than 0.6g, the steering control mode of the vehicle is switched to open-loop steering angle control, the current steering wheel angle is kept unchanged, the throttle opening is increased to 0.6 and then decreased to 0.1 after 1s, the vehicle moves outward in a centrifugal motion, and the current time is set to t1.

3. The method of claim 1, wherein the vehicle dynamic control function is a stability control function. The test environment in step S301 is set as follows: The power supply voltage of the ESC is set to 12V, the path is set to a circular path with a road adhesion coefficient of 0.2 and a radius of 100 m, the steering control mode of the vehicle is path following closed-loop steering control, the gear is D, the initial speed of the vehicle is 0, and the throttle opening is 0.2; the vehicle accelerates to run on the circular path; when the collected vehicle speed is greater than 40km / h, the steering control mode of the vehicle is switched to open-loop steering angle control, the current steering wheel angle is kept unchanged, the throttle opening is increased to 0.8 and then decreased to 0.1 after 1s, and the vehicle moves outward in a centrifugal motion.

4. The method of claim 1, wherein The test environment in step S401 is set as follows: The power supply voltage of the ESC is set to 12V, the path is set to a circular path with a road adhesion coefficient of 0.2 and a radius of 100 m, the steering control mode of the vehicle is path following closed-loop steering control, the gear is D, the initial speed of the vehicle is 0, and the throttle opening is 0.2; the vehicle accelerates to run on the circular path; when the collected vehicle speed is greater than 40km / h, the steering control mode of the vehicle is switched to open-loop steering angle control, the current steering wheel angle is kept unchanged, the throttle opening is increased to 0.8 and then decreased to 0.1 after 1s, and the vehicle moves outward in a centrifugal motion.

5. The method of claim 1, wherein The steering wheel angle δ in step S402 sw6 The curve as a function of time t, in particular as follows: δ sw6 = sin(1.25πt) (0 < t < 1.2 s); δ sw6 = -1 (1.2s < t < 1.8s); δ sw6 = sin(1.25π(t-0.6)) (1.8s≤t<2.2s); δ sw6 = 0 (t≥ 2.2 s).

6. The method of testing a vehicle dynamic control function of claim 1, wherein, The symbol of the stable state is that the change amount of the steering wheel angle value within 1s is less than 1.5 degrees.

7. The method of testing a vehicle dynamic control function of claim 1, wherein, The tests are all carried out under the working condition of simulating that the driver is out of the steering wheel control, and the working condition of simulating that the driver is out of the steering wheel control is as follows: during the intervention of the VDC, the throttle opening is set to 0, the additional engine torque value is activated, the steering control mode of the vehicle is switched to open-loop steering torque control, and the steering torque target value is 0. 8.A computer device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor implements the test method of the vehicle dynamic control function according to any one of claims 1-7 when executing the program. 9.A computer readable storage medium having a computer program stored thereon, wherein the program is executable on a processor to implement the test method of the vehicle dynamic control function according to any one of claims 1-7.

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