A Model-in-the-Loop Integration Test Method and System for AMT Upper-Level Control Software

Abstract

This invention discloses a model-in-the-loop integration testing method and system for AMT upper-level control software. It includes an AMT upper-level software model and a vehicle model. The AMT upper-level software model is the upper-level control software under test, and the vehicle model is a vehicle software model built in simulation software. The vehicle model is used to issue request commands, the AMT upper-level software model issues decision signals based on the request commands, and the vehicle model performs corresponding actions based on the decision signals. This invention can identify defects in the AMT upper-level software in the early stages of software development, while ensuring software development quality, greatly improving development and testing efficiency, shortening the development cycle, and reducing development costs and risks.

Description

Technical Field

[0001] This invention belongs to the field of software testing technology, specifically relating to a model-in-the-loop integration testing method and system for AMT upper-layer control software. Background Technology

[0002] Currently, AMT integration testing is generally hardware-in-the-loop integration testing. Before testing, the AMT hardware-in-the-loop bench resources are prepared, and then the upper-layer software model of AMT is generated into C code. After the C code is integrated, it is then written into the AMT controller. Through the controller's underlying layer, it interacts with the hardware-in-the-loop bench to achieve the purpose of integration testing.

[0003] Currently, integration testing for improving the functionality and performance of the AMT upper-layer software model faces challenges due to the high cost of hardware-in-the-loop test benches, limited resources, fixed testing environments, long code generation time for integration testing on these benches, and frequent integration errors. These issues result in time-consuming, labor-intensive, inefficient, and costly testing processes, often preventing timely testing and making testing inconvenient. Summary of the Invention

[0004] The purpose of this invention is to address the shortcomings of the aforementioned background technology and provide a model-in-the-loop integration testing method and system for AMT upper-level control software.

[0005] The technical solution adopted in this invention is: a model-in-the-loop integration test system for AMT upper-level control software, including an AMT upper-level software model and a vehicle model. The AMT upper-level software model is the upper-level control software to be tested, and the vehicle model is a vehicle software model built in simulation software. The vehicle model is used to issue request commands, the AMT upper-level software model issues decision signals according to the request commands, and the vehicle model performs corresponding actions according to the decision signals.

[0006] Furthermore, the complete vehicle model includes

[0007] The driver model is used to simulate the driver's actions and send request commands to the engine model and the AMT upper-level software model.

[0008] The engine model is used to simulate engine start-stop based on key signals, and to simulate engine acceleration and deceleration based on requests such as throttle and brake. It is also used to respond to the torque and speed required by the AMT model during gear shifting based on decision signals from the AMT upper-level control software.

[0009] The AMT model is used to simulate the torque and speed characteristics during clutch opening, closing, and slippage based on the decision signals from the AMT upper-level control software, as well as the torque and speed transmission characteristics during AMT gearbox selection and shifting.

[0010] The main reducer model is used to simulate the power transmission process of determining the transmission ratio based on the power parameters and the rear axle transmission ratio, and outputs rotational parameters.

[0011] A longitudinal dynamics model of the vehicle is used to calculate the vehicle speed based on rotational parameters;

[0012] The virtual underlying model of the AMT controller is used to simulate the underlying functions of the TCU, converting the command signals related to the control of the AMT solenoid valve into duty cycle signals that the AMT model can recognize, and simulating the underlying controller's conversion of message signals and sensor analog-to-digital signals.

[0013] The AMT upper-layer software model is used to send decision signals to the engine model and the virtual lower-layer model of the AMT controller according to the request command.

[0014] Furthermore, it also includes a joint debugging module, which is used to jointly debug the AMT upper-level software model and the vehicle model.

[0015] Furthermore, the vehicle model also includes a monitoring interface, which is used to monitor the input, output and intermediate parameters of the AMT upper-level software model, and to monitor the parameter and state changes of the engine model, AMT model and main reducer model.

[0016] Furthermore, the monitoring module is also used to input test cases.

[0017] Furthermore, the test case includes multiple observation points, which are used to extract corresponding test data.

[0018] A model-in-the-loop integration test method for AMT upper-layer control software implemented based on the above-mentioned model-in-the-loop integration test system includes the following steps:

[0019] 1) Obtain solutions to the problem;

[0020] 2) Generate an Excel requirements document based on the problem-solving strategies;

[0021] 3) Modify the corresponding modules in the AMT upper-layer software model according to the Excel requirements document;

[0022] 4) Perform model-in-the-loop integration testing based on the modified AMT upper-layer software model;

[0023] 5) If the test is successful, generate and integrate the C code data, and proceed to step 7); if the test fails, return to step 3).

[0024] 6) Write the C code data to the test bench and the vehicle and verify it.

[0025] Furthermore, the problem-solving strategies include analyzing the AMT shifting problem, identifying AMT software defects, and developing countermeasures.

[0026] Furthermore, the process of performing model-in-the-loop integration testing includes the following steps:

[0027] 1) Run the AMT upper-level software model and the vehicle model;

[0028] 2) Select automatic testing, and drag and drop the corresponding automatic test script file into the working window according to the reserved automatic test script file with the relevant number and the test task;

[0029] 3) Based on the test task, select the data to be monitored in the AMT upper-layer software model interface, and set the observation points;

[0030] 4) Read the test results from the observation points and compare the changes in the selected signal curve;

[0031] 5) If the signal curve is unreasonable, enter the modified calibration value in the command window of the joint operation to calibrate the test results; if the signal curve is reasonable, the test ends.

[0032] Furthermore, if the signal curves are unreasonable for several consecutive times, the system will enter the AMT upper-level software model interface, modify the relevant modules, and then rebuild the AMT upper-level software model and the vehicle model until the test results are reasonable.

[0033] The beneficial effects of this invention are: For the early-stage development of the AMT upper-level control software, including modifications or additions to functional modules, integrated testing is conducted to assess the impact on the entire vehicle; for the mid-stage calibration of the AMT upper-level control software, integrated testing is conducted to assess the impact of changes to calibration parameters on the entire vehicle. This allows for an initial improvement in the quality of the AMT upper-level software before code production. This method and system can significantly improve development and testing efficiency, shorten the development cycle, and reduce development costs and risks while ensuring software development quality, even when defects in the AMT upper-level software are discovered early in the development process. Attached Figure Description

[0034] Figure 1 This is a schematic diagram of the principle of the model-in-the-loop integrated system of the present invention.

[0035] Figure 2 This is a flowchart of the integration test for the present invention.

[0036] Figure 3 This is a flowchart of the model-in-the-loop integration test for this invention. Detailed Implementation

[0037] The specific embodiments of the present invention will be further described below with reference to the accompanying drawings. It should be noted that these descriptions are for the purpose of aiding understanding the present invention, but do not constitute a limitation thereof. Furthermore, the technical features involved in the various embodiments of the present invention described below can be combined with each other as long as they do not conflict with each other.

[0038] like Figure 1 As shown, this invention provides a model-in-the-loop integration test system for AMT upper-level control software, including an AMT upper-level software model and a vehicle model. The AMT upper-level software model is the upper-level control software under test and an important component of the AMT control system. The vehicle model is a vehicle software model built in simulation software. The vehicle model is used to issue request commands. The AMT upper-level software model issues decision signals according to the request commands, and the vehicle model performs corresponding actions according to the decision signals. Based on the principles of the controlled components that the AMT control system needs to control, a commercial vehicle model is built in the Simulink environment.

[0039] In the above scheme, the vehicle model includes

[0040] The driver model is used to simulate driver operation, manually set the accelerator pedal, brake pedal, etc., and send request commands to the engine model and the AMT upper-level software model.

[0041] The engine model is used to calculate engine operating parameters, such as engine speed, effective torque, and friction torque, based on request commands, decision signals, and duty cycle signals. Specifically, it is used to simulate engine start-stop based on key signals, and to simulate engine acceleration and deceleration based on request commands such as throttle and brake. It is also used to respond to the torque and speed required during gear shifting in the AMT model based on decision signals from the AMT upper-level control software.

[0042] The AMT model is used to simulate the torque and speed characteristics during clutch opening, closing, and slippage based on the decision signals from the AMT upper-level control software; it also simulates the power transmission process of the ATM mechanism (including the torque and speed transmission characteristics during AMT gearbox selection and shifting) based on engine parameters and duty cycle signals, and outputs power parameters.

[0043] The main reducer model is used to simulate the power transmission process of the rear axle transmission ratio and the fixed transmission ratio based on the power parameters and duty cycle signal, and output the rotation parameters.

[0044] The vehicle longitudinal dynamics model is used to calculate the driving force, braking force and road resistance on the wheels based on rotational parameters, and to calculate the vehicle speed based on Newton's laws of motion.

[0045] The AMT controller virtual underlying model is used to simulate the underlying TCU functions based on decision signals, converting the command signals related to the AMT solenoid valves into duty cycle signals that the AMT model can recognize. It simulates the underlying controller's message signal and sensor analog-to-digital signal conversion, sending these signals to the engine model, AMT model, and main reducer model. The AMT controller virtual underlying model includes an input signal processing module and an output signal processing module, which are respectively connected to the upper-level software model of the AMT under test. The upper-level AMT control software receives instructions from the upper-level control software of the AMT under test through the output signal processing module and feeds back the execution results to the upper-level control software of the AMT under test through the input signal processing module. The input signal processing module and the output signal processing module are also respectively connected to a vehicle model. The vehicle model generates control signals according to test cases and sends them to the upper-level control software of the AMT under test through the input signal processing module, and receives the execution results of the upper-level control software of the AMT under test, generating test results based on the execution results.

[0046] It also includes a joint debugging module, which is used to jointly debug the AMT upper-level software model and the vehicle model.

[0047] The monitoring interface is used to monitor the input, output, and intermediate parameters of the AMT upper-level software model, as well as the parameter and state changes of the engine model, AMT model, and main reducer model. The monitoring interface is connected to the AMT upper-level control software under test via the input signal processing module, and is used to input test cases. Each test case includes multiple observation points, which are used to extract corresponding test data.

[0048] This invention addresses the impact of early-stage development of AMT upper-level control software, including modifications or additions to functional modules, on the overall vehicle through integrated testing. It also addresses the impact of mid-stage calibration of the AMT upper-level control software, specifically changes to calibration parameters, on the overall vehicle through integrated testing. This allows for a quality improvement of the AMT upper-level software before production. The method and system can identify defects in the AMT upper-level software early in development, ensuring software quality while significantly improving development and testing efficiency, shortening the development cycle, and reducing development costs and risks. This method is applicable to the integrated testing of all AMT upper-level software.

[0049] Based on the aforementioned Model-in-the-Loop Integration Test System for AMT Upper-Level Control Software, this invention also provides a Model-in-the-Loop Integration Test Method for AMT Upper-Level Control Software. The process involves the driver model issuing a request command, the AMT upper-level control software making a decision and issuing a corresponding signal. Through the virtual underlying signal conversion of the AMT controller, the AMT model and other models such as the engine recognize these processed signals and perform corresponding actions, such as opening and closing the clutch solenoid valve, thereby achieving the effects of static and dynamic vehicle testing.

[0050] Integration testing process as follows Figure 2 As shown:

[0051] 1) Problem and solution: Conduct routine problem analysis on AMT shifting issues, identify AMT software defects, and formulate countermeasures.

[0052] 2) Excel requirement writing: Based on the problem solutions, refine the requirements and edit the Excel document.

[0053] 3) Simukink model strategy development: Modify the corresponding modules in the AMT upper-layer software model according to the written requirements.

[0054] 4) Model-in-the-Loop Integration Testing: The system is run to achieve the effect of the AMT upper-layer software bypassing the hardware and directly controlling the virtual vehicle through the AMT controller, which is essentially a virtual lower layer. Corresponding tests are performed on the running system, such as acceleration from a standstill, and the data curves are observed through a monitoring interface to check for reasonableness, thus achieving the purpose of integration testing.

[0055] 5) C code generation and integration.

[0056] 6) Bench data writing and bench verification.

[0057] 7) Vehicle data writing and vehicle acceptance.

[0058] Model-in-the-loop integration testing process, such as Figure 3 As shown:

[0059] 1) Joint operation of AMT upper-level software model and commercial vehicle model: The AMT upper-level software model and the commercial vehicle model are separate Simulink windows. After preparation to start, run the commercial vehicle model interface, and the AMT upper-level software model will run along with the commercial vehicle model.

[0060] 2) Test Method Selection: Choose between automated testing or manual testing based on your testing requirements. If you choose automated testing, drag and drop the corresponding automated test script file (with the relevant number provided by the system) into the MATLAB workspace, or select the automated test script number in the monitoring window to begin the automated testing process. The automated test cases are written using Stateflow, connecting multiple test case tasks sequentially through a Stateflow state machine.

[0061] 3) Set observation points and perform test execution: In the AMT upper-level software model interface, select the data to be monitored, such as clutch position and status, current gear and corresponding front and rear auxiliary gearbox positions, etc., and set the oscilloscope observation points.

[0062] 4) Read the test results: Open the oscilloscope module window and compare the changes in the selected signal curve.

[0063] 5) Test result analysis: If the monitored signal curve is unreasonable, enter the modified relevant calibration values ​​in the MATLAB command window. If the calibration test result is reasonable, the test ends; otherwise, continue calibration. If it remains unreasonable, it may be a problem with the relevant modules of the AMT upper-level software model. The simulation needs to be stopped, the AMT upper-level software model interface needs to be entered, the relevant modules need to be modified, and the test needs to be repeated according to the process until the test result is reasonable, thus completing the test.

[0064] It should be understood that the specific order or hierarchy of steps in the disclosed process is an example of an exemplary method. Based on design preferences, it should be understood that the specific order or hierarchy of steps in the process may be rearranged without departing from the scope of this disclosure. The appended method claims provide elements of various steps in an exemplary order and are not intended to limit the scope to the specific order or hierarchy described.

[0065] To make the description of this disclosure more detailed and complete, illustrative descriptions of the embodiments and specific examples of the present invention have been provided above; however, this is not the only form of implementing or utilizing the specific examples of the present invention. The embodiments cover the features of multiple specific examples and the method steps and their order for constructing and operating these specific examples. However, other specific examples may also be used to achieve the same or equivalent functions and order of steps.

[0066] In the above detailed description, various features are combined together in a single embodiment to simplify this disclosure. This approach to disclosure should not be construed as reflecting an intention that embodiments of the claimed subject matter require more features than are explicitly stated in each claim. Rather, as reflected in the appended claims, the invention is presented with fewer features than all of the features of the single disclosed embodiment. Therefore, the appended claims are hereby explicitly incorporated into the detailed description, wherein each claim stands alone as a preferred embodiment of the invention.

[0067] The disclosed embodiments have been described above to enable any person skilled in the art to implement or use the present invention. Various modifications to these embodiments will be apparent to those skilled in the art, and the general principles defined herein can be applied to other embodiments without departing from the spirit and scope of this disclosure. Therefore, this disclosure is not limited to the embodiments given herein, but is consistent with the broadest scope of the principles and novel features disclosed in this application.

[0068] The foregoing description includes examples of one or more embodiments. It is certainly impossible to describe all possible combinations of components or methods in order to describe the above embodiments, but those skilled in the art will recognize that further combinations and arrangements of the various embodiments are possible. Therefore, the embodiments described herein are intended to cover all such changes, modifications, and variations that fall within the scope of the appended claims. Furthermore, the term "comprising" as used in the specification or claims is interpreted in a manner similar to the term "including," as interpreted when used as a conjunction in the claims. Additionally, the use of any term "or" in the specification of the claims is intended to mean "non-exclusive or."

[0069] The above are merely specific embodiments of the present invention, but the scope of protection of the present invention is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in the present invention should be included within the scope of protection of the present invention. Contents not described in detail in this specification belong to prior art known to those skilled in the art.

Claims

1. A model-in-the-loop integration test system for AMT upper-layer control software, characterized in that: It includes an AMT upper-level software model and a vehicle model. The AMT upper-level software model is the upper-level control software to be tested, and the vehicle model is a vehicle software model built in the simulation software. The vehicle model is used to issue request commands, the AMT upper-level software model issues decision signals according to the request commands, and the vehicle model performs corresponding actions according to the decision signals. The vehicle model includes The driver model is used to simulate the driver's actions and send request commands to the engine model and the AMT upper-level software model. The engine model is used to simulate engine start-stop based on key signals, and to simulate engine acceleration and deceleration based on requests such as throttle and brake. It is also used to respond to the torque and speed required by the AMT model during gear shifting based on decision signals from the AMT upper-level control software. The AMT model is used to simulate the torque and speed characteristics during clutch opening, closing, and slippage based on the decision signals from the AMT upper-level control software, as well as the torque and speed transmission characteristics during AMT gearbox selection and shifting. The main reducer model is used to simulate the power transmission process of determining the transmission ratio based on the power parameters and the rear axle transmission ratio, and outputs rotational parameters. A longitudinal dynamics model of the vehicle is used to calculate the vehicle speed based on rotational parameters; The virtual underlying model of the AMT controller is used to simulate the underlying function of the TCU based on the decision signal, convert the command signals related to the control of the AMT solenoid valve into duty cycle signals that the AMT model can recognize, simulate the underlying function of the controller to convert message signals and sensor analog-to-digital signals, and send them to the engine model, AMT model and main reducer model. The AMT upper-layer software model is used to send decision signals to the engine model and the AMT controller virtual lower-layer model according to the request command; It also includes a joint debugging module, which is used to jointly debug the AMT upper-level software model and the vehicle model.

2. The model-in-the-loop integration test system for AMT upper-layer control software according to claim 1, characterized in that: The vehicle model also includes a monitoring interface, which is used to monitor the input, output and intermediate parameters of the AMT upper-level software model, and to monitor the parameter and state changes of the engine model, AMT model and main reducer model.

3. The model-in-the-loop integration test system for AMT upper-layer control software according to claim 2, characterized in that: The monitoring interface is also used to input test cases.

4. The model-in-the-loop integration test system for AMT upper-layer control software according to claim 3, characterized in that: The test cases include multiple observation points, which are used to extract corresponding test data.

5. A model-in-the-loop integration test method for AMT upper-layer control software implemented based on the model-in-the-loop integration test system of claim 1, characterized in that: The following steps are involved: 1) Obtain solutions to the problem; 2) Generate an Excel requirements document based on the problem-solving strategies; 3) Modify the corresponding modules in the AMT upper-layer software model according to the Excel requirements document; 4) Perform model-in-the-loop integration testing based on the modified AMT upper-layer software model; 5) If the test is successful, generate and integrate the C code data, and proceed to step 7); if the test fails, return to step 3). 6) Write the C code data to the test bench and the vehicle and verify it.

6. The model-in-the-loop integration test method for AMT upper-layer control software according to claim 5, characterized in that: The proposed solutions include analyzing AMT shifting issues, identifying AMT software defects, and developing countermeasures.

7. The model-in-the-loop integration test method for AMT upper-layer control software according to claim 5, characterized in that: The process of performing model-in-the-loop integration testing is as follows: 1) Run the AMT upper-level software model and the vehicle model; 2) Select automatic testing, and drag and drop the corresponding automatic test script file into the working window according to the reserved automatic test script file with the relevant number and the test task; 3) Based on the test task, select the data to be monitored in the AMT upper-layer software model interface, and set the observation points; 4) Read the test results from the observation points and compare the changes in the selected signal curve; 5) If the signal curve is unreasonable, enter the modified calibration value in the command window of the joint operation to calibrate the test results; if the signal curve is reasonable, the test ends.

8. The model-in-the-loop integration test method for AMT upper-layer control software according to claim 7, characterized in that: If the signal curves are unreasonable for several consecutive times, enter the AMT upper-level software model interface, make changes to the relevant modules, and then rebuild the AMT upper-level software model and the vehicle model until the test results are reasonable.

Images