A method, system, terminal, and storage medium for verifying a vehicle chassis dynamics model.

Abstract

This invention discloses a method, system, terminal, and storage medium for verifying a vehicle chassis dynamics model, belonging to the field of digital automotive design. The method includes: upon receiving a verification request, acquiring the actual vehicle coordinate transformation data curve and model coordinate transformation data from the verification request; determining the tolerance space of the actual vehicle coordinate transformation data curve based on the tolerance range of the rectangle; and determining the accuracy of the vehicle dynamics model based on the tolerance space of the model coordinate transformation data and the actual vehicle coordinate transformation data curve. This patent provides a method, system, terminal, and storage medium for verifying a vehicle chassis dynamics model, which can comprehensively evaluate the accuracy of the vehicle dynamics model and automatically and accurately locate areas with large differences, executing the evaluation procedure, greatly saving time and manpower.

Description

Technical Field

[0001] This invention discloses a method, system, terminal, and storage medium for verifying a vehicle chassis dynamics model, belonging to the field of digital design of automobiles. Background Technology

[0002] As automotive chassis systems gradually evolve towards electrification and intelligence, before mass production, the chassis electronic control system needs to undergo multi-physics-in-the-loop bench testing in a vehicle network environment to verify the performance of chassis control in advance. This requires establishing a vehicle dynamics model. Since the results of the chassis system bench tests are required to reflect the results of the actual vehicle chassis system tests as closely as possible, certain verification methods are needed to calculate the accuracy of the comparison between the vehicle dynamics model and the actual vehicle tests.

[0003] Currently, CarsimRT is a parametric vehicle dynamics modeling software. For chassis electronic control system testing, precise modeling of the vehicle's dimensions, braking system, steering system, suspension system, and tires is required. A virtual operating condition must be established, and the vehicle must be run under this condition to output vehicle performance parameters such as attitude. Figure 1 The real vehicle test data import module sends the real vehicle test data to the data format conversion module. The data format conversion module converts data in formats such as .xls and MATLAB structures into single-time vector data (relationship between multiple data values ​​and time) to facilitate subsequent data processing. The single-time vector data is then sent to the real vehicle filtering module to output real vehicle conditioning data. The real vehicle filtering module sends the real vehicle conditioning data to the real vehicle time segment extraction module, which sets a flag signal as the start and end time markers for calculating the real vehicle conditioning data. By recognizing the flag signal, this segment of real vehicle conditioning data is extracted as the real vehicle target data. The real vehicle target data is then sent to the real vehicle coordinate transformation module, which converts the signal X-time t and signal Y-time t curves into signal X-signal Y curves, i.e., real vehicle coordinate transformation data. After processing by the real vehicle coordinate transformation module, signal X must be mapped to only one signal Y value.

[0004] The vehicle dynamics model output data under the same test conditions is sent to the output data filtering module, which selects variables that are the same as those in the actual vehicle test data to pass through, i.e., the vehicle dynamics model output variable filtering data; the vehicle dynamics model output variable filtering data is sent to the model filtering module, which outputs model conditioning data; the model filtering module sends the model conditioning data to the model time segment extraction module, which sets a flag signal as the start and end time markers for calculating the model conditioning data. By recognizing the flag signal, this segment of model conditioning data is extracted as the model target data; the model target data is sent to the model coordinate transformation module, which converts the signal X-time t and signal Y-time t curves into signal X-signal Y curves, i.e., the model coordinate transformation data. After processing by the model coordinate transformation module, signal X must be mapped to only one signal Y value;

[0005] The actual vehicle coordinate transformation data and the model coordinate transformation data are sent to the accuracy calculation module, and then output to the report generation module to generate a vehicle dynamics model accuracy report.

[0006] The current verification method used in the accuracy calculation module is to plot the curves from the actual vehicle chassis system test and the curves output by the vehicle dynamics model on a single graph, and then evaluate the accuracy of the vehicle dynamics model by calculating the maximum deviation. However, due to the large number of test conditions, it is difficult to comprehensively evaluate the accuracy by simply calculating the maximum deviation, and it is also difficult to accurately locate areas with large differences. Summary of the Invention

[0007] To address the shortcomings of existing technologies, this invention proposes a method, system, terminal, and storage medium for verifying vehicle chassis dynamics models, thereby solving the problems that it is difficult to comprehensively evaluate the accuracy of vehicle dynamics models and accurately locate areas with large discrepancies.

[0008] content:

[0009] The technical solution of the present invention is as follows:

[0010] According to a first aspect of the present invention, a method for verifying a vehicle chassis dynamics model is provided, comprising:

[0011] When a verification request is received, the actual vehicle coordinate transformation data curve and the model coordinate transformation data in the verification request are obtained;

[0012] The tolerance space of the real vehicle coordinate transformation data curve is determined by the tolerance range of the real vehicle coordinate transformation data curve and the rectangle.

[0013] The accuracy of the vehicle dynamics model is determined by the tolerance space of the model coordinate transformation data and the actual vehicle coordinate transformation data curve.

[0014] Preferably, the accuracy of the vehicle dynamics model is determined by the tolerance space of the model coordinate transformation data and the actual vehicle coordinate transformation data curves, including:

[0015] The number of model coordinate transformation data points within the tolerance space of the actual vehicle coordinate transformation data curve is determined by the tolerance space of the model coordinate transformation data and the actual vehicle coordinate transformation data curve.

[0016] The accuracy of the vehicle dynamics model is determined by the number of model coordinate transformation data points within the tolerance space of the real vehicle coordinate transformation data curve.

[0017] Preferably, the tolerance space of the real vehicle coordinate transformation data curve is determined by the tolerance range of the real vehicle coordinate transformation data curve and the rectangle, including:

[0018] Several real vehicle coordinate transformation point data are determined using the real vehicle coordinate transformation data curve;

[0019] The tolerance coordinate data of several rectangles are determined by the aforementioned real vehicle coordinate data and the tolerance range of the rectangles.

[0020] The tolerance space of the real vehicle coordinate transformation data curve is determined by using the real vehicle coordinate transformation data curve and several rectangular tolerance coordinate data.

[0021] Preferably, determining the number of model coordinate transformation data points within the tolerance space of the real vehicle coordinate transformation data curve based on the tolerance space of the model coordinate transformation data and the real vehicle coordinate transformation data curve includes:

[0022] The new tolerance coordinate data is obtained by replacing the x-coordinates of the tolerance coordinate data of the rectangles with the x-coordinates of all points of the real vehicle coordinate transformation point data according to the principle of proximity.

[0023] The tolerance space range of the real vehicle coordinate transformation data is obtained by using the new tolerance coordinate data;

[0024] The abscissa of the model coordinate transformation data is replaced with the abscissa of all points of several real vehicle coordinate transformation point data according to the principle of proximity to obtain new model coordinate transformation data;

[0025] Determine whether the ordinate of several new model coordinate transformation data is within the tolerance space range of the actual vehicle coordinate transformation data, and determine the number of model coordinate transformation data that are within the tolerance space of the actual vehicle coordinate transformation data curve.

[0026] Preferably, the accuracy of the vehicle dynamics model is determined by the number of model coordinate transformation data points within the tolerance space of the real vehicle coordinate transformation data curve, including:

[0027] The number of model coordinate transformation data points within the tolerance space of the actual vehicle coordinate transformation data curve is used to determine the accuracy of the vehicle dynamics model using formulas (1), (2), and 3:

[0028]

[0029]

[0030]

[0031] Where A represents the accuracy of the vehicle dynamics model, D represents the number of coordinate points in the model coordinate transformation data, N represents the tolerance order, and C represents the accuracy of the vehicle dynamics model. i Let N be the weight of the i-th order tolerance, where i and N are both natural numbers greater than or equal to 1.

[0032] According to a second aspect of the present invention, a verification system for a vehicle chassis dynamics model is provided, comprising:

[0033] The acquisition module is used to acquire the actual vehicle coordinate transformation data curve and model coordinate transformation data in the verification request when a verification request is received;

[0034] The determination module is used to determine the tolerance space of the real vehicle coordinate transformation data curve through the tolerance range of the real vehicle coordinate transformation data curve and the rectangle;

[0035] The verification module is used to determine the accuracy of the vehicle dynamics model by the tolerance space of the model coordinate transformation data and the actual vehicle coordinate transformation data curve.

[0036] Preferably, the verification module is further configured to:

[0037] The number of model coordinate transformation data points within the tolerance space of the actual vehicle coordinate transformation data curve is determined by the tolerance space of the model coordinate transformation data and the actual vehicle coordinate transformation data curve.

[0038] The accuracy of the vehicle dynamics model is determined by the number of model coordinate transformation data points within the tolerance space of the real vehicle coordinate transformation data curve.

[0039] Preferably, the verification module is further configured to:

[0040] The new tolerance coordinate data is obtained by replacing the x-coordinates of the tolerance coordinate data of the rectangles with the x-coordinates of all points of the real vehicle coordinate transformation point data according to the principle of proximity.

[0041] The tolerance space range of the real vehicle coordinate transformation data is obtained by using the new tolerance coordinate data;

[0042] The abscissa of the model coordinate transformation data is replaced with the abscissa of all points of several real vehicle coordinate transformation point data according to the principle of proximity to obtain new model coordinate transformation data;

[0043] Determine whether the ordinate of several new model coordinate transformation data is within the tolerance space range of the actual vehicle coordinate transformation data, and determine the number of model coordinate transformation data that are within the tolerance space of the actual vehicle coordinate transformation data curve.

[0044] According to a third aspect of the present invention, a terminal is provided, comprising:

[0045] One or more processors;

[0046] Memory for storing the one or more processor-executable instructions;

[0047] Wherein, the one or more processors are configured as follows:

[0048] Perform the method described in the first aspect of the embodiments of the present invention.

[0049] According to a fourth aspect of the present invention, a non-transitory computer-readable storage medium is provided, wherein when instructions in the storage medium are executed by a processor of a terminal, the terminal is enabled to perform the method described in the first aspect of the present invention.

[0050] According to a fifth aspect of the present invention, an application product is provided that, when the application product is running on a terminal, causes the terminal to execute the method described in the first aspect of the present invention.

[0051] The beneficial effects of this invention are as follows:

[0052] This patent provides a method, system, terminal, and storage medium for verifying a vehicle chassis dynamics model. It can comprehensively evaluate the accuracy of the vehicle dynamics model and automatically locate areas with large differences, execute the evaluation program, and greatly save time and manpower.

[0053] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and are not intended to limit the invention. Attached Figure Description

[0054] Figure 1 This is a flowchart illustrating a method for verifying a vehicle chassis dynamics model according to an exemplary embodiment;

[0055] Figure 2 This is a flowchart illustrating a method for verifying a vehicle chassis dynamics model according to an exemplary embodiment;

[0056] Figure 3This is a tolerance space curve of real vehicle coordinate transformation data in a verification method for a vehicle chassis dynamics model according to an exemplary embodiment.

[0057] Figure 4 This is a tolerance space curve of the model coordinate transformation data in the actual vehicle coordinate transformation data curve in a verification method for a vehicle chassis dynamics model according to an exemplary embodiment;

[0058] Figure 5 This is a schematic block diagram illustrating the structure of a verification system for a vehicle chassis dynamics model according to an exemplary embodiment;

[0059] Figure 6 This is a schematic block diagram of a terminal structure according to an exemplary embodiment. Detailed Implementation

[0060] The technical solution of the present invention will now be clearly and completely described with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0061] In the description of this invention, it should be noted that the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0062] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0063] This invention provides a method for verifying a vehicle chassis dynamics model. The method is implemented by a terminal, which can be a smartphone, desktop computer, or laptop computer, etc., and the terminal includes at least a CPU.

[0064] Example 1

[0065] Figure 1This is a flowchart illustrating a method for verifying a vehicle chassis dynamics model according to an exemplary embodiment. The method is used in a terminal and includes the following steps:

[0066] Step S101: When a verification request is received, obtain the actual vehicle coordinate transformation data curve and the model coordinate transformation data in the verification request;

[0067] Step S102: Determine the tolerance space of the real vehicle coordinate transformation data curve through the tolerance range of the real vehicle coordinate transformation data curve and the rectangle;

[0068] Step S103: Determine the accuracy of the vehicle dynamics model by the tolerance space of the model coordinate transformation data and the actual vehicle coordinate transformation data curve.

[0069] Preferably, the accuracy of the vehicle dynamics model is determined by the tolerance space of the model coordinate transformation data and the actual vehicle coordinate transformation data curves, including:

[0070] The number of model coordinate transformation data points within the tolerance space of the actual vehicle coordinate transformation data curve is determined by the tolerance space of the model coordinate transformation data and the actual vehicle coordinate transformation data curve.

[0071] The accuracy of the vehicle dynamics model is determined by the number of model coordinate transformation data points within the tolerance space of the real vehicle coordinate transformation data curve.

[0072] Preferably, the tolerance space of the real vehicle coordinate transformation data curve is determined by the tolerance range of the real vehicle coordinate transformation data curve and the rectangle, including:

[0073] Several real vehicle coordinate transformation point data are determined using the real vehicle coordinate transformation data curve;

[0074] The tolerance coordinate data of several rectangles are determined by the aforementioned real vehicle coordinate data and the tolerance range of the rectangles.

[0075] The tolerance space of the real vehicle coordinate transformation data curve is determined by using the real vehicle coordinate transformation data curve and several rectangular tolerance coordinate data.

[0076] Preferably, determining the number of model coordinate transformation data points within the tolerance space of the real vehicle coordinate transformation data curve based on the tolerance space of the model coordinate transformation data and the real vehicle coordinate transformation data curve includes:

[0077] The new tolerance coordinate data is obtained by replacing the x-coordinates of the tolerance coordinate data of the rectangles with the x-coordinates of all points of the real vehicle coordinate transformation point data according to the principle of proximity.

[0078] The tolerance space range of the real vehicle coordinate transformation data is obtained by using the new tolerance coordinate data;

[0079] The abscissa of the model coordinate transformation data is replaced with the abscissa of all points of several real vehicle coordinate transformation point data according to the principle of proximity to obtain new model coordinate transformation data;

[0080] Determine whether the ordinate of several new model coordinate transformation data is within the tolerance space range of the actual vehicle coordinate transformation data, and determine the number of model coordinate transformation data that are within the tolerance space of the actual vehicle coordinate transformation data curve.

[0081] Preferably, the accuracy of the vehicle dynamics model is determined by the number of model coordinate transformation data points within the tolerance space of the real vehicle coordinate transformation data curve, including:

[0082] The number of model coordinate transformation data points within the tolerance space of the actual vehicle coordinate transformation data curve is used to determine the accuracy of the vehicle dynamics model using formulas (1), (2), and 3:

[0083]

[0084]

[0085]

[0086] Where A represents the accuracy of the vehicle dynamics model, D represents the number of coordinate points in the model coordinate transformation data, N represents the tolerance order, and C represents the accuracy of the vehicle dynamics model. i Let N be the weight of the i-th order tolerance, where i and N are both natural numbers greater than or equal to 1.

[0087] Example 2

[0088] Figure 2 This is a flowchart illustrating a method for verifying a vehicle chassis dynamics model according to an exemplary embodiment. The method is used in a terminal and includes the following steps:

[0089] Step S201: When a verification request is received, obtain the actual vehicle coordinate transformation data curve and model coordinate transformation data from the verification request. The specific content is as follows:

[0090] Both real vehicle coordinate transformation data and model coordinate transformation data are represented as signal X-signal Y curves. Signal X must map to only one signal Y value. Taking the curve of real vehicle coordinate transformation data as an example... Figure 3 The curve of the real vehicle coordinate transformation data is shown as a thin solid line, with the horizontal axis representing signal X and the vertical axis representing signal Y.

[0091] Step S202: Determine the tolerance space of the real vehicle coordinate transformation data curve based on the tolerance range of the real vehicle coordinate transformation data curve and the rectangle. The specific details are as follows:

[0092] Several real vehicle coordinate transformation point data are determined by the real vehicle coordinate transformation data curve, such as Figure 3 As shown, for any point on the curve, there is a rectangular tolerance range, represented by dashed lines in the figure. These tolerance ranges have the same size, and the horizontal axis represents the signal tolerance, which is X. S The tolerance of the vertical axis signal is Y. S The tolerance length in the horizontal direction is 2NX. S The tolerance length in the vertical direction is 2NY. S Where N is the tolerance order, N = {1, 2, 3, ..., N}.

[0093] Several rectangular tolerance coordinates are determined by using several real vehicle coordinate data and the tolerance range of rectangles. Taking B real vehicle coordinate transformation data points as an example, the coordinates of each point are [X...]. j Y j (j=1,2,…,B), according to the tolerance range of the rectangle, calculate the coordinates of the four vertices of the tolerance rectangle for each real vehicle coordinate transformation data point as [X j -NY S Y j -NY S ], [X j -NY S Y j +NY S ], [X j +NY S Y j -NY S ], [X j +NY S Y j +NY S (j = 1, 2, ..., B).

[0094] The tolerance space of the vehicle coordinate transformation data curve is determined by combining the actual vehicle coordinate transformation data curve with several rectangular tolerance coordinate data. The area formed by the combination of the tolerance ranges of all the rectangles corresponding to all points on the curve is the tolerance space of the actual vehicle coordinate transformation data curve, represented by a dashed line in the figure. X S Y S The three parameters, X, Y, and N, are determined by the user's experience based on different test conditions. Taking the stationary steering test as an example, the horizontal axis of the curve of the real vehicle coordinate transformation data is the steering wheel angle, and the vertical axis is the steering wheel torque. X is taken as... S =5, Y S =0.5, N={1,2,3,4,5};

[0095] Step S203: Determine the number of model coordinate transformation data points within the tolerance space of the actual vehicle coordinate transformation data curve using the tolerance space of the model coordinate transformation data and the actual vehicle coordinate transformation data curve. The specific details are as follows:

[0096] The abscissas of several rectangular tolerance coordinate data points are replaced with the abscissas of all points in several real vehicle coordinate transformation data points according to the nearest principle to obtain new tolerance coordinate data. The tolerance space value range of the real vehicle coordinate transformation data is obtained through the new tolerance coordinate data, as detailed below:

[0097] Taking the example of B real vehicle coordinate transformation data points, where the coordinates of each point are [X...] j Y j (j=1,2,…,B), replace the x-coordinates of several rectangular tolerance coordinate data with the x-coordinates of all points in the actual vehicle coordinate transformation data according to the nearest principle, and form a set Q. In set Q, under each x-coordinate, [X j For each j = 1, 2, ..., B, collect all its corresponding ordinates in set Q, and calculate the tolerance space range of the real vehicle coordinate transformation data for all ordinates. That is, calculate the minimum value of all ordinates as the lower limit value Y of the tolerance space of the real vehicle coordinate transformation data. jmin The maximum value of all ordinates is calculated as the upper limit of the tolerance space Y for the real vehicle coordinate transformation data. jmax To form relationship X j →Y jmin X j →X jmax .

[0098] The abscissas of the model coordinate transformation data are replaced with the abscissas of all points in the real vehicle coordinate transformation data according to the nearest principle to obtain the new model coordinate transformation data. Taking the number of model coordinate transformation data points as D as an example, the coordinates of each point are [X...]. k Y k (k = 1, 2, ..., D), replace with the x-coordinates of all points in several real vehicle coordinate transformation point data according to the nearest principle [X j (j = 1, 2, ..., B), with the ordinate remaining unchanged, forming the relationship X. j →Y k .

[0099] Determine whether the ordinates of several new model coordinate transformation data are within the tolerance space range of the actual vehicle coordinate transformation data, and determine the number of model coordinate transformation data that are within the tolerance space of the actual vehicle coordinate transformation data curve. The specific content is as follows:

[0100] Calculate each x-coordinate [X] j Below, the Y-axis corresponding to the model coordinate transformation data. kIs it in the corresponding Y? jmin -Y jmax If the model coordinates are within the tolerance space of the real vehicle coordinates, then the point in the model coordinates transformation data is within the tolerance space of the real vehicle coordinates transformation data; otherwise, it is not within the tolerance space. For points not within the tolerance space, the corresponding x-coordinate [X] can be recorded. j The minimum and maximum values ​​of [ ] are used as the out-of-tolerance range for model coordinate transformation data, and are used for subsequent out-of-tolerance cause analysis. All Y [ ] are [ ]. k Once all the judgments are completed, the number of model coordinate transformation data points within the tolerance space of the actual vehicle coordinate transformation data curve can be determined.

[0101] Step S204: Determine the accuracy of the vehicle dynamics model by the number of model coordinate transformation data within the tolerance space of the real vehicle coordinate transformation data curve.

[0102] like Figure 4 As shown, the thin solid line represents the vehicle coordinate transformation data curve. When N equals 1, the thin dashed line represents the first-order tolerance space of the vehicle coordinate transformation data; when N equals 3, the thin dotted line represents the third-order tolerance space of the vehicle coordinate transformation data. The model coordinate transformation data is imported into the same coordinate system, as shown by the thick solid line, with a number of points D. Some points in the model coordinate transformation data fall within the first-order tolerance space of the vehicle coordinate transformation data, represented by circles with three thin dots. After step S203, the number of points in the model coordinate transformation data is determined and set as D1; ​​some points fall within the second-order tolerance space of the vehicle coordinate transformation data, with a number D2; some points fall within the third-order tolerance space of the vehicle coordinate transformation data, with a number D3… and so on, with a number D… N .

[0103] Therefore, the number of model coordinate transformation data points within the tolerance space of the actual vehicle coordinate transformation data curve is used to determine the accuracy of the vehicle dynamics model through formulas (1), (2), and 3:

[0104]

[0105]

[0106]

[0107] Where A represents the accuracy of the vehicle dynamics model, D represents the number of coordinate points in the model coordinate transformation data, N represents the tolerance order, and C represents the accuracy of the vehicle dynamics model. i Let N be the weight of the i-th order tolerance, where i and N are both natural numbers greater than or equal to 1.

[0108] After obtaining the accuracy of the vehicle dynamics model in this step, subsequent steps are performed, such as outputting to the report generation module to generate a vehicle dynamics model accuracy report.

[0109] This patent can comprehensively evaluate the accuracy of vehicle dynamics models and can automatically and accurately locate areas with large differences, execute evaluation procedures, and greatly save time and manpower.

[0110] Example 3

[0111] In an exemplary embodiment, a verification system for a vehicle chassis dynamics model is also provided, such as... Figure 5 As shown, the system includes:

[0112] The acquisition module 310 is used to acquire the actual vehicle coordinate transformation data curve and model coordinate transformation data in the verification request when a verification request is received;

[0113] The determination module 320 is used to determine the tolerance space of the real vehicle coordinate transformation data curve through the tolerance range of the real vehicle coordinate transformation data curve and the rectangle;

[0114] The verification module 330 is used to determine the accuracy of the vehicle dynamics model through the tolerance space of the model coordinate transformation data and the actual vehicle coordinate transformation data curve.

[0115] Preferably, the verification module 330 is further configured to:

[0116] The number of model coordinate transformation data points within the tolerance space of the actual vehicle coordinate transformation data curve is determined by the tolerance space of the model coordinate transformation data and the actual vehicle coordinate transformation data curve.

[0117] The accuracy of the vehicle dynamics model is determined by the number of model coordinate transformation data points within the tolerance space of the real vehicle coordinate transformation data curve.

[0118] Preferably, the verification module 330 is further configured to:

[0119] The new tolerance coordinate data is obtained by replacing the x-coordinates of the tolerance coordinate data of the rectangles with the x-coordinates of all points of the real vehicle coordinate transformation point data according to the principle of proximity.

[0120] The tolerance space range of the real vehicle coordinate transformation data is obtained by using the new tolerance coordinate data;

[0121] The abscissa of the model coordinate transformation data is replaced with the abscissa of all points of several real vehicle coordinate transformation point data according to the principle of proximity to obtain new model coordinate transformation data;

[0122] Determine whether the ordinate of several new model coordinate transformation data is within the tolerance space range of the actual vehicle coordinate transformation data, and determine the number of model coordinate transformation data that are within the tolerance space of the actual vehicle coordinate transformation data curve.

[0123] This patent can comprehensively evaluate the accuracy of vehicle dynamics models and can automatically and accurately locate areas with large differences, execute evaluation procedures, and greatly save time and manpower.

[0124] Example 4

[0125] Figure 6 This is a structural block diagram of a terminal provided in an embodiment of this application. The terminal can be the terminal in the above embodiments. The terminal 400 can be a portable mobile terminal, such as a smartphone or tablet computer. The terminal 400 may also be referred to as user equipment, portable terminal, or other names.

[0126] Typically, terminal 400 includes a processor 401 and a memory 402.

[0127] Processor 401 may include one or more processing cores, such as a quad-core processor, an octa-core processor, etc. Processor 401 may be implemented using at least one hardware form selected from DSP (Digital Signal Processing), FPGA (Field-Programmable Gate Array), and PLA (Programmable Logic Array). Processor 401 may also include a main processor and a coprocessor. The main processor, also known as a CPU (Central Processing Unit), is used to process data in the wake-up state; the coprocessor is a low-power processor used to process data in the standby state. In some embodiments, processor 401 may integrate a GPU (Graphics Processing Unit), which is responsible for rendering and drawing the content to be displayed on the screen. In some embodiments, processor 401 may also include an AI (Artificial Intelligence) processor, which is used to handle computational operations related to machine learning.

[0128] The memory 402 may include one or more computer-readable storage media, which may be tangible and non-transitory. The memory 402 may also include high-speed random access memory and non-volatile memory, such as one or more disk storage devices or flash memory devices. In some embodiments, the non-transitory computer-readable storage media in the memory 402 are used to store at least one instruction, which is executed by the processor 401 to implement a method for verifying a vehicle chassis dynamics model provided in this application.

[0129] In some embodiments, the terminal 400 may also optionally include: a peripheral device interface 403 and at least one peripheral device. Specifically, the peripheral device includes at least one of: a radio frequency circuit 404, a touch display screen 405, a camera 406, an audio circuit 407, a positioning component 408, and a power supply 409.

[0130] Peripheral device interface 403 can be used to connect at least one I / O (Input / Output) related peripheral device to processor 401 and memory 402. In some embodiments, processor 401, memory 402 and peripheral device interface 403 are integrated on the same chip or circuit board; in some other embodiments, any one or two of processor 401, memory 402 and peripheral device interface 403 can be implemented on separate chips or circuit boards, which is not limited in this embodiment.

[0131] The radio frequency (RF) circuit 404 is used to receive and transmit RF (Radio Frequency) signals, also known as electromagnetic signals. The RF circuit 404 communicates with communication networks and other communication devices via electromagnetic signals. The RF circuit 404 converts electrical signals into electromagnetic signals for transmission, or converts received electromagnetic signals back into electrical signals. Optionally, the RF circuit 404 includes: an antenna system, an RF transceiver, one or more amplifiers, a tuner, an oscillator, a digital signal processor, a codec chipset, a user identity module card, etc. The RF circuit 404 can communicate with other terminals through at least one wireless communication protocol. This wireless communication protocol includes, but is not limited to: the World Wide Web, metropolitan area networks, intranets, various generations of mobile communication networks (2G, 3G, 4G, and 5G), wireless local area networks, and / or WiFi (Wireless Fidelity) networks. In some embodiments, the RF circuit 404 may also include circuitry related to NFC (Near Field Communication), which is not limited in this application.

[0132] The touch display screen 405 is used to display a UI (User Interface). This UI may include graphics, text, icons, videos, and any combination thereof. The touch display screen 405 also has the ability to collect touch signals on or above its surface. These touch signals can be input as control signals to the processor 401 for processing. The touch display screen 405 is used to provide virtual buttons and / or a virtual keyboard, also known as soft buttons and / or a soft keyboard. In some embodiments, there may be one touch display screen 405, which is located on the front panel of the terminal 400; in other embodiments, there may be at least two touch display screens, respectively located on different surfaces of the terminal 400 or in a folded design; in still other embodiments, the touch display screen 405 may be a flexible display screen, located on a curved or folded surface of the terminal 400. Furthermore, the touch display screen 405 may be configured as a non-rectangular, irregular shape, i.e., a non-rectangular screen. The touch display screen 405 may be made of materials such as LCD (Liquid Crystal Display) or OLED (Organic Light-Emitting Diode).

[0133] Camera assembly 406 is used to acquire images or videos. Optionally, camera assembly 406 includes a front-facing camera and a rear-facing camera. Typically, the front-facing camera is used for video calls or selfies, and the rear-facing camera is used for taking photos or videos. In some embodiments, there are at least two rear-facing cameras, which are any one of a main camera, a depth-sensing camera, and a wide-angle camera, to achieve background blurring by fusion of the main camera and the depth-sensing camera, and panoramic shooting and VR (Virtual Reality) shooting by fusion of the main camera and the wide-angle camera. In some embodiments, camera assembly 406 may also include a flash. The flash can be a single-color temperature flash or a dual-color temperature flash. A dual-color temperature flash is a combination of a warm light flash and a cool light flash, which can be used for light compensation at different color temperatures.

[0134] Audio circuit 407 provides an audio interface between the user and terminal 400. Audio circuit 407 may include a microphone and a speaker. The microphone is used to collect sound waves from the user and the environment, converting the sound waves into electrical signals that are input to processor 401 for processing, or input to radio frequency circuit 404 for voice communication. For stereo sound acquisition or noise reduction purposes, multiple microphones may be used, each located at a different part of terminal 400. The microphone may also be an array microphone or an omnidirectional microphone. The speaker converts the electrical signals from processor 401 or radio frequency circuit 404 into sound waves. The speaker may be a conventional diaphragm speaker or a piezoelectric ceramic speaker. When the speaker is a piezoelectric ceramic speaker, it can convert electrical signals not only into audible sound waves but also into inaudible sound waves for purposes such as distance measurement. In some embodiments, audio circuit 407 may also include a headphone jack.

[0135] The positioning component 408 is used to determine the current geographic location of the terminal 400 in order to enable navigation or LBS (Location Based Service). The positioning component 408 can be a positioning component based on the US GPS (Global Positioning System), China's BeiDou system, or Russia's Galileo system.

[0136] Power supply 409 is used to power the various components in terminal 400. Power supply 409 can be AC ​​power, DC power, a disposable battery, or a rechargeable battery. When power supply 409 includes a rechargeable battery, the rechargeable battery can be a wired rechargeable battery or a wireless rechargeable battery. A wired rechargeable battery is a battery that is charged via a wired line, and a wireless rechargeable battery is a battery that is charged via a wireless coil. The rechargeable battery can also be used to support fast charging technology.

[0137] Example 5

[0138] In an exemplary embodiment, a computer-readable storage medium is also provided, on which a computer program is stored, which, when executed by a processor, implements a method for verifying a vehicle chassis dynamics model as provided in all embodiments of the present application.

[0139] Any combination of one or more computer-readable media may be used. A 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 electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination thereof. More specific examples (a non-exhaustive list) of computer-readable storage media include: an electrical connection having one or more wires, a portable computer disk, a hard disk, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), optical storage device, magnetic storage device, or any suitable combination thereof. In this document, a computer-readable storage medium can be any tangible medium that contains or stores a program that can be used by or in connection with an instruction execution system, apparatus, or device.

[0140] Computer-readable signal media may include data signals propagated in baseband or as part of a carrier wave, carrying computer-readable program code. Such propagated data signals may take various forms, including—but not limited to—electromagnetic signals, optical signals, or any suitable combination thereof. Computer-readable signal media may also be any computer-readable medium other than computer-readable storage media, capable of transmitting, propagating, or transmitting programs for use by or in connection with an instruction execution system, apparatus, or device.

[0141] The program code contained on a computer-readable medium may be transmitted using any suitable medium, including—but not limited to—wireless, wire, optical fiber, RF, etc., or any suitable combination thereof.

[0142] Computer program code for performing the operations of this invention can be written in one or more programming languages ​​or a combination thereof, including object-oriented programming languages ​​such as Java, Smalltalk, and C++, as well as conventional procedural programming languages ​​such as "C" or similar programming languages. The program code can be executed entirely on the user's computer, partially on the user's computer, as a standalone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving remote computers, the remote computer can be connected to the user's computer via any type of network—including a local area network (LAN) or a wide area network (WAN)—or can be connected to an external computer (e.g., via the Internet using an Internet service provider).

[0143] Example 6

[0144] In an exemplary embodiment, an application product is also provided, including one or more instructions that can be executed by the processor 401 of the aforementioned device to complete the aforementioned method for verifying a vehicle chassis dynamics model.

[0145] Although embodiments of the present invention have been disclosed above, they are not limited to the applications listed in the specification and embodiments. It can be applied to various fields suitable for the present invention. Other modifications can be readily made by those skilled in the art. Therefore, without departing from the general concept defined by the claims and their equivalents, the present invention is not limited to the specific details and examples shown and described herein.

Claims

1. A method for verifying a vehicle chassis dynamics model, characterized in that, include: When a verification request is received, the actual vehicle coordinate transformation data curve and the model coordinate transformation data in the verification request are obtained; The tolerance space of the real vehicle coordinate transformation data curve is determined by the tolerance range of the real vehicle coordinate transformation data curve and the rectangle. The accuracy of the vehicle dynamics model is determined by the tolerance space of the model coordinate transformation data and the actual vehicle coordinate transformation data curves. The tolerance space of the real vehicle coordinate transformation data curve is determined by the tolerance range of the real vehicle coordinate transformation data curve and the rectangle, including: Several real vehicle coordinate transformation point data are determined using the real vehicle coordinate transformation data curve; Several rectangular tolerance coordinate data are determined by using several real vehicle coordinate transformation point data and the tolerance range of the rectangle; The tolerance space of the real vehicle coordinate transformation data curve is determined by using the real vehicle coordinate transformation data curve and several rectangular tolerance coordinate data.

2. The method for verifying a vehicle chassis dynamics model according to claim 1, characterized in that, The accuracy of the vehicle dynamics model is determined by the tolerance space of the model coordinate transformation data and the actual vehicle coordinate transformation data curves, including: The number of model coordinate transformation data points within the tolerance space of the actual vehicle coordinate transformation data curve is determined by the tolerance space of the model coordinate transformation data and the actual vehicle coordinate transformation data curve. The accuracy of the vehicle dynamics model is determined by the number of model coordinate transformation data points within the tolerance space of the real vehicle coordinate transformation data curve.

3. The method for verifying a vehicle chassis dynamics model according to claim 2, characterized in that, The number of model coordinate transformation data points within the tolerance space of the real vehicle coordinate transformation data curve is determined by the tolerance space of the model coordinate transformation data and the real vehicle coordinate transformation data curve, including: The new tolerance coordinate data is obtained by replacing the abscissas of the tolerance coordinate data of several rectangles with the abscissas of all points of several real vehicle coordinate transformation point data according to the principle of proximity. The tolerance space range of the real vehicle coordinate transformation data is obtained by using the new tolerance coordinate data; The abscissa of the model coordinate transformation data is replaced with the abscissa of all points of several real vehicle coordinate transformation point data according to the principle of proximity to obtain new model coordinate transformation data; Determine whether the ordinate of several new model coordinate transformation data is within the tolerance space range of the actual vehicle coordinate transformation data, and determine the number of model coordinate transformation data that are within the tolerance space of the actual vehicle coordinate transformation data curve.

4. The method for verifying a vehicle chassis dynamics model according to claim 3, characterized in that, The accuracy of the vehicle dynamics model is determined by the number of model coordinate transformation data points within the tolerance space of the real vehicle coordinate transformation data curve, including: The number of model coordinate transformation data points within the tolerance space of the actual vehicle coordinate transformation data curve is used to determine the accuracy of the vehicle dynamics model using formulas (1), (2), and (3): Where A represents the accuracy of the vehicle dynamics model, D represents the number of coordinate points in the model coordinate transformation data, N represents the tolerance order, and C represents the accuracy of the vehicle dynamics model. i Let N be the weight of the i-th order tolerance, where i and N are both natural numbers greater than or equal to 1.

5. A verification system for a vehicle chassis dynamics model, characterized in that, include: The acquisition module is used to acquire the actual vehicle coordinate transformation data curve and model coordinate transformation data in the verification request when a verification request is received; The determination module is used to determine the tolerance space of the real vehicle coordinate transformation data curve through the tolerance range of the real vehicle coordinate transformation data curve and the rectangle; The verification module is used to determine the accuracy of the vehicle dynamics model by the tolerance space of the model coordinate transformation data and the actual vehicle coordinate transformation data curve; The tolerance space of the real vehicle coordinate transformation data curve is determined by the tolerance range of the real vehicle coordinate transformation data curve and the rectangle, including: Several real vehicle coordinate transformation point data are determined using the real vehicle coordinate transformation data curve; Several rectangular tolerance coordinate data are determined by using several real vehicle coordinate transformation point data and the tolerance range of the rectangle; The tolerance space of the real vehicle coordinate transformation data curve is determined by using the real vehicle coordinate transformation data curve and several rectangular tolerance coordinate data.

6. The verification system for a vehicle chassis dynamics model according to claim 5, characterized in that, The verification module is also used for: The number of model coordinate transformation data points within the tolerance space of the actual vehicle coordinate transformation data curve is determined by the tolerance space of the model coordinate transformation data and the actual vehicle coordinate transformation data curve. The accuracy of the vehicle dynamics model is determined by the number of model coordinate transformation data points within the tolerance space of the real vehicle coordinate transformation data curve.

7. The verification system for a vehicle chassis dynamics model according to claim 5, characterized in that, The verification module is also used for: The new tolerance coordinate data is obtained by replacing the abscissas of the tolerance coordinate data of several rectangles with the abscissas of all points of several real vehicle coordinate transformation point data according to the principle of proximity. The tolerance space range of the real vehicle coordinate transformation data is obtained by using the new tolerance coordinate data; The abscissa of the model coordinate transformation data is replaced with the abscissa of all points of several real vehicle coordinate transformation point data according to the principle of proximity to obtain new model coordinate transformation data; Determine whether the ordinate of several new model coordinate transformation data is within the tolerance space range of the actual vehicle coordinate transformation data, and determine the number of model coordinate transformation data that are within the tolerance space of the actual vehicle coordinate transformation data curve.

8. A terminal, characterized in that, include: One or more processors; Memory for storing the one or more processor-executable instructions; Wherein, the one or more processors are configured as follows: Perform the verification method for a vehicle chassis dynamics model as described in any one of claims 1 to 4.

9. A non-transitory computer-readable storage medium, characterized in that, When the instructions in the storage medium are executed by the terminal's processor, the terminal is able to perform a verification method for a vehicle chassis dynamics model as described in any one of claims 1 to 4.

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