Adas controller test method, device, terminal and storage medium

Abstract

The application provides an ADAS controller test method, device, terminal and storage medium. The method comprises the following steps: based on setting environment information and setting target information, generating simulation target information required by a target test scene of a to-be-tested ADAS controller installed on a real vehicle; sending the simulation target information to each vehicle body CAN interface of the real vehicle, and receiving control information of the to-be-tested ADAS controller updated based on the simulation target information and / or first vehicle state information of the real vehicle; and generating a test report of the to-be-tested ADAS controller about the target test scene according to the control information and / or the first vehicle state information. The application can avoid collision caused by extreme working conditions, reduce collision risk, reduce test cost and improve test efficiency when testing the real vehicle function of the ADAS controller.

Description

Technical Field

[0001] This invention relates to the field of ADAS functional testing technology, and in particular to an ADAS controller testing method, apparatus, terminal and storage medium. Background Technology

[0002] Advanced Driver Assistance Systems (ADAS) primarily collect environmental data from inside and outside the vehicle using various onboard sensors (such as millimeter-wave radar, lidar, and single / dual-target cameras). This data is processed technically to identify, detect, and track static and dynamic objects, allowing drivers to detect potential hazards as quickly as possible and take appropriate measures to improve driving safety. Common sub-functions include Lane Departure Warning (LDW), Forward Collision Warning (FCW), Blind Spot Detection (BSD), Lane Change Assist (LCA), Adaptive Cruise Control (ACC), Autonomous Emergency Braking (AEB), and Automatic Parking System (APS). To ensure the safety, comfort, and robustness of the various sub-functions included in the ADAS controller in the aftermarket, real-vehicle functional testing of the ADAS controller is necessary.

[0003] However, real-vehicle functional testing carries collision risks under certain extreme conditions, jeopardizing the safety of personnel and vehicles and damaging testing equipment. For example, AEB & ACC testing covers high-speed conditions; if these functions fail or do not meet expectations during the R&D, debugging, and acceptance testing phases, a collision risk may arise. Similarly, for new test vehicles, if AEB & ACC testing is initiated prematurely without knowing whether the braking force of the braking system meets the maximum deceleration requirement (-6m / ss), a collision risk may exist. Furthermore, in AEB & ACC suppression conditions involving the accelerator pedal and turn signals, if the braking force suddenly fails during AEB or ACC function response, a collision risk may occur if the driver fails to take timely evasive action. Moreover, real-vehicle functional testing requires a series of preparations involving personnel and testing equipment, and also has requirements for the testing site, increasing testing costs and hindering testing efficiency. Summary of the Invention

[0004] This invention provides an ADAS controller testing method, device, terminal, and storage medium to address the problems of collision risk, high testing cost, and low testing efficiency in current real-vehicle functional testing of ADAS controllers.

[0005] In a first aspect, embodiments of the present invention provide an ADAS controller testing method, including:

[0006] Based on the set environmental information and set target information, generate the simulated target information required for the target test scenario of the ADAS controller under test installed on the actual vehicle;

[0007] The simulated target information is sent to the Controller Area Network (CAN) interfaces of the actual vehicle, and the control information of the ADAS controller under test updated by the actual vehicle based on the simulated target information and / or the first vehicle status information of the actual vehicle is received.

[0008] A test report on the target test scenario is generated for the ADAS controller under test based on the control information and / or the first vehicle status information.

[0009] In one possible implementation, before sending the simulated target information to the various body CAN interfaces of the actual vehicle, the method further includes:

[0010] The actual target information of the actual vehicle is obtained, and the actual danger level of the actual target corresponding to the actual target information is determined. The actual target information is the target information collected by the target acquisition device of the actual vehicle.

[0011] Based on the actual hazard level, determine whether there is a risk of collision between the actual vehicle and the actual target;

[0012] If there is a risk of collision between the actual vehicle and the real target, the target source corresponding to the ADAS controller under test on the actual vehicle is switched to the target acquisition device and the test is terminated, so as to control the actual vehicle based on the real target information collected by the target acquisition device.

[0013] In one possible implementation, determining whether there is a collision risk between the actual vehicle and the actual target based on the actual hazard level includes:

[0014] Determine whether the actual hazard level has reached the set hazard level threshold;

[0015] If the actual hazard level reaches the set hazard level threshold, it is determined that there is a risk of collision between the actual vehicle and the actual target;

[0016] If the actual hazard level does not reach the set hazard level threshold, it is determined that there is no risk of collision between the actual vehicle and the actual target.

[0017] In one possible implementation, if the actual hazard level reaches the set hazard level threshold, determining that there is a collision risk between the actual vehicle and the actual target includes:

[0018] If the actual danger level reaches the set danger level threshold, obtain the motion information of the actual target;

[0019] If the motion information reaches a set motion information threshold, it is determined that there is a risk of collision between the actual vehicle and the real target.

[0020] In one possible implementation, determining whether there is a collision risk between the actual vehicle and the actual target based on the actual hazard level includes:

[0021] Obtain the simulated hazard level of the simulated target corresponding to the simulated target information;

[0022] Determine whether the actual hazard level is greater than the simulated hazard level;

[0023] If the actual hazard level is greater than or equal to the simulated hazard level, it is determined that there is a risk of collision between the actual vehicle and the actual target.

[0024] If the actual hazard level is less than the simulated hazard level, it is determined that there is no risk of collision between the actual vehicle and the actual target.

[0025] In one possible implementation, if the actual hazard level is greater than or equal to the simulated hazard level, determining that there is a collision risk between the real vehicle and the real target includes:

[0026] If the actual danger level is greater than or equal to the simulated danger level, obtain the motion information of the actual target;

[0027] If the motion information reaches a set motion information threshold, it is determined that there is a risk of collision between the actual vehicle and the real target.

[0028] In one possible implementation, before generating a test report for the ADAS controller under test regarding the target test scenario based on the control information and / or the first vehicle state information, the method further includes:

[0029] The system receives second vehicle status information of the actual vehicle from a data acquisition system, which is a system installed on the actual vehicle for measuring vehicle performance parameters.

[0030] The step of generating a test report for the ADAS controller under test regarding the target test scenario based on the control information and / or the first vehicle state information includes:

[0031] Based on the control information and / or the first vehicle status information, and the second vehicle status information, a test report for the ADAS controller under test regarding the target test scenario is generated.

[0032] Secondly, embodiments of the present invention provide an ADAS controller testing apparatus, comprising:

[0033] The first processing module is used to generate simulated target information required for the target test scenario of the ADAS controller under test installed on the actual vehicle, based on the set environmental information and set target information.

[0034] The second processing module is used to send the simulated target information to each body CAN interface of the actual vehicle, and to receive the control information of the ADAS controller under test and / or the vehicle status information of the actual vehicle updated by the actual vehicle based on the simulated target information.

[0035] The third processing module is used to generate a test report for the ADAS controller under test regarding the target test scenario based on the control information and / or the vehicle status information.

[0036] Thirdly, embodiments of the present invention provide a terminal, including a memory and a processor, wherein the memory is used to store a computer program, and the processor is used to call and run the computer program stored in the memory to perform the steps of the method as described in the first aspect or any possible implementation thereof.

[0037] Fourthly, embodiments of the present invention provide a computer-readable storage medium storing a computer program that, when executed by a processor, implements the steps of the method as described in the first aspect or any possible implementation thereof.

[0038] This invention provides an ADAS controller testing method, apparatus, terminal, and storage medium. Based on set environmental and target information, it generates simulated target information required for the target test scenario of the ADAS controller under test installed on a real vehicle. This simulated target information is then sent to each of the vehicle's CAN interfaces, and the system receives control information from the ADAS controller under test updated based on the simulated target information and / or the vehicle's first vehicle status information. Based on the control information and / or the first vehicle status information, a test report for the ADAS controller under test regarding the target test scenario is generated. This allows for real-vehicle functional testing of the ADAS controller under test based on simulated targets, rather than real targets, thus avoiding potential collisions between the real vehicle and real targets under extreme conditions and reducing collision risk. Furthermore, testing the ADAS controller under test based on simulated targets reduces the installation and preparation work of some test equipment and lowers the requirements for the test site, thereby reducing testing costs and improving testing efficiency. Attached Figure Description

[0039] To more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0040] Figure 1 This is a flowchart illustrating the implementation of the ADAS controller testing method provided in this embodiment of the invention.

[0041] Figure 2 This is a system interface diagram corresponding to the ADAS controller testing method provided in this embodiment of the invention;

[0042] Figure 3 This is a schematic diagram of the connection structure of the ADAS controller testing system provided in an embodiment of the present invention;

[0043] Figure 4 This is a schematic diagram of the ADAS controller testing device provided in an embodiment of the present invention;

[0044] Figure 5 This is a schematic diagram of the terminal provided in an embodiment of the present invention. Detailed Implementation

[0045] In the following description, specific details such as particular system architectures and techniques are set forth for illustrative purposes and not for limitation, in order to provide a thorough understanding of the embodiments of the invention. However, those skilled in the art will understand that the invention can be implemented in other embodiments without these specific details. In other instances, detailed descriptions of well-known systems, apparatuses, circuits, and methods are omitted so as not to obscure the description of the invention with unnecessary detail.

[0046] To make the objectives, technical solutions, and advantages of the present invention clearer, specific embodiments will be described below in conjunction with the accompanying drawings.

[0047] See Figure 1 The document illustrates a flowchart of the ADAS controller testing method provided in this embodiment of the invention. This method can be applied to host computers, industrial control computers, and other devices used to test ADAS controllers. The ADAS controller can be configured in passenger vehicles or commercial vehicles, as detailed below:

[0048] In step 101, based on the set environment information and set target information, simulated target information required for the target test scenario of the ADAS controller under test installed on the actual vehicle is generated.

[0049] The environmental and target settings information can be used to configure the various functions of the ADAS controller under test under dangerous high-speed or extreme operating conditions (i.e., target test scenarios). Examples include the initial environmental and target information required for LDW, FCW, AEB, ACC regulatory scenarios, or custom-defined dangerous or extreme scenarios. Figure 2 As shown, the environmental information settings can include lane line information, curve curvature, speed limit information, traffic light information, etc., and the target information settings can include virtual target width, initial longitudinal distance of the target, virtual target speed, etc., or not in Figure 2 The display includes the target vehicle color, the distance between the vehicle and the lane line, and the effective duration of the virtual target information. This embodiment does not limit the specific setting environment information and setting target information; different setting environment information and setting target information can be obtained according to different functions of the ADAS controller under test.

[0050] After acquiring the set environment information and set target information, the host computer or industrial control computer can use some function to fuse the set environment information and set target information to generate the simulated target information required for the target test scenario of the ADAS controller under test installed on the actual vehicle.

[0051] In this embodiment, the analog target information output by the host computer or industrial control computer is used to replace the real target information sensed by the radar and camera of the real vehicle, so as to verify the ADAS functional algorithm and special working conditions by customizing the relative longitudinal & lateral position, relative longitudinal & lateral speed, and longitudinal & lateral acceleration, etc. of the virtual target on the host computer.

[0052] Exemplarily, as Figure 3 shown, an ADAS controller test system can be constituted by a CAN development project (CAN open environment, CANoe) running on the host computer, CANoe hardware (such as VN1640A) supporting the CANoe project, a CAN signal adapter box, and a test vehicle. On this basis, other CAN tools can also be selected to implement the function of generating analog target information. Among them, the test vehicle has a body CAN interface and is equipped with real radar, camera and other target acquisition devices. Based on the CANoe project, a test system framework is developed and designed, and a CAPL language (Communication Access Programming Language) script for analog target information is designed in the simulation setting interface to communicate with the vehicle CAN and the radar and camera CAN.

[0053] Specifically, system variables such as the relative longitudinal vehicle speed, relative lateral vehicle speed, relative longitudinal distance, relative lateral distance, longitudinal acceleration, and lateral acceleration of the analog target can be defined through the CAPL script. Then the test event process is defined. Then, based on the test event process, the ADAS controller test method provided in this embodiment is executed.

[0054] Exemplarily, the process of executing the ADAS controller test method provided in this embodiment based on the test event process can be: according to Figure 3After setting up the host computer running the CANoe project, along with the supporting CANoe hardware, CAN signal adapter box, and test vehicle (i.e., the actual vehicle), the communication protocol and identity are first authenticated using a network security verification function. After successful authentication, the relevant test parameters of the host computer are initialized (i.e., each test parameter in the host computer is directly initialized to zero or set to an initial value to avoid the influence of the previous test on the current test). Then, based on the received start test command, the actual vehicle's radar and camera information are monitored to determine the real target information and assess the hazard level. If the real target is deemed hazardless, the set environment information and set target information are read to generate the simulated target information required for the target test scenario. The simulated target information is then communicated with the ADAS controller under test on the actual vehicle to input the target information. Finally, the actual vehicle's speed, acceleration, etc., are read to generate a test report. Furthermore, the actual vehicle's speed, acceleration, etc., can also be read from the data acquisition system installed on the actual vehicle (e.g., Virtual Box, VBOX) to generate a more accurate test report based on the VBOX acquisition results.

[0055] In step 102, the simulated target information is sent to each of the vehicle's CAN interfaces, and the control information of the ADAS controller under test updated by the actual vehicle based on the simulated target information and / or the first vehicle status information of the actual vehicle is received.

[0056] In step 103, a test report on the target test scenario is generated for the ADAS controller under test based on the control information and / or the first vehicle state information.

[0057] In this embodiment, when sending simulated target information to the real vehicle, the real vehicle can be in a moving state or a stationary state, depending on the target test scenario. For example, when the real vehicle is traveling at a certain speed, simulated target information is sent to the real vehicle, instructing the simulated target to travel at another speed in the lane where the real vehicle is located, the lane to the left of the real vehicle, or the lane to the right of the real vehicle. This tests whether the control information output by the ADAS controller on the real vehicle and the updated vehicle state meet the requirements of the corresponding scenario. Alternatively, when the real vehicle is running but stationary, simulated target information is sent to the real vehicle, instructing the simulated target to travel towards the real vehicle at a certain speed. This tests whether the real vehicle can actively avoid the simulated target. This embodiment does not limit the state of the real vehicle when sending simulated target information; the timing of sending simulated target information to the real vehicle can be selected according to the actual needs of the target test scenario.

[0058] like Figure 3As shown, this embodiment can connect the CAN tool to each of the vehicle's CAN interfaces based on the CAN signal adapter box, so as to facilitate the connection between the CAN tool and each of the vehicle's CAN interfaces.

[0059] After receiving simulated target information, the various CAN interfaces of the actual vehicle treat it as a real target, thereby updating the control information of the ADAS controller under test and the vehicle's initial state information. Based on the updated control information and initial vehicle state information, the performance of the ADAS controller under test is evaluated to determine whether it meets the requirements, and a test report is generated.

[0060] For example, in combination Figure 2 The process of performing real-vehicle functional tests on the ADAS controller under test is as follows:

[0061] (1) Vehicle location positioning

[0062] After installing VBOX on the test vehicle, static point positioning was set. The host computer currently sets the start test position to be 400m away from the fixed point, so the test vehicle was driven to a location more than 400m away to be tested.

[0063] (2) Setting Information

[0064] In such Figure 2 The following test-required information is set in the settings information bar shown. Among them, the Data Identifier (DID) setting is used by ADAS to switch the real target to a virtual target by writing the configuration.

[0065] (3) Start the test

[0066] Click the "Start Test" button to start the test. Start the vehicle and drive it 400m away, accelerate to the test speed and maintain it. At 200m, set a virtual target according to the settings information and update the longitudinal distance of the virtual target in real time. Test the vehicle to trigger functions such as collision warning, partial braking and emergency braking, and measure TTC time, speed and distance in real time.

[0067] (4) Stop the test

[0068] If an error occurs or the test is interrupted during the test, you can click the "Stop Test" button on the interface to stop the test.

[0069] (5) Monitoring information

[0070] After starting the test, you can monitor vehicle status information such as VBOX speed and vehicle speed in the monitoring information bar.

[0071] (5) Test report and test log

[0072] After the test is completed, the host computer can automatically generate test reports and test logs based on the monitored vehicle status information. For the CANoe project, test reports and test logs can be stored in the Report and Logging folders.

[0073] This invention releases the target interface after fusing real target acquisition devices such as radar and cameras, and generates simulated target information based on set environmental and target information to dynamically set the parameters of the fused target interface, thus completing the virtual target setting. Based on this, after receiving the simulated target information, the ADAS controller under test can perform lateral and longitudinal control in conjunction with the actual vehicle speed and attitude, and feed back the vehicle state after lateral and longitudinal control to the host computer to complete the real-vehicle functional test of the ADAS controller under test. This embodiment uses a virtual target instead of a real target, which can avoid collision risks in dangerous high-speed or extreme conditions, and can realize extreme scenarios that are difficult to achieve in reality. This results in more accurate real-vehicle performance data than bench simulation tests based on dynamic modules, providing a reliable basis for software algorithm optimization and parameter calibration. Furthermore, because this invention uses a simulated target, the vehicle's braking force can be fully verified in the early stages of R&D testing. The reduced use of testing equipment extends the lifespan of the dummy and dummy vehicle system and reduces the debugging and disassembly costs of the testing equipment.

[0074] Optionally, the ADAS controller testing method provided in this embodiment of the invention may further include, before sending the simulated target information to each body CAN interface of the actual vehicle:

[0075] The system acquires real target information from the actual vehicle and determines the actual hazard level of the target corresponding to the real target information. The real target information is the target information collected by the target acquisition equipment of the actual vehicle.

[0076] Based on the actual hazard level, determine whether there is a risk of collision between the actual vehicle and the actual target.

[0077] If there is a risk of collision between the actual vehicle and a real target, the target source corresponding to the ADAS controller under test on the actual vehicle is switched to the target acquisition device and the test is terminated, so as to control the actual vehicle based on the real target information collected by the target acquisition device.

[0078] In this embodiment, considering the potential collision risk from real-vehicle targets even when the test vehicle is used for real-vehicle functional testing based on simulated target information, the vehicle retains the target acquisition capabilities of its radar and cameras. This allows for the monitoring of real targets. When a collision risk is detected between a real target and the vehicle, the target source for the ADAS controller under test on the vehicle is switched to the target acquisition device, and the test is terminated. This enables the ADAS controller under test to perform lateral and longitudinal control based on the real targets acquired by the target acquisition device, thereby reducing the collision risk. If there is no collision risk between the vehicle and the real target, the vehicle can be controlled based on simulated target information to verify the corresponding functions of the ADAS controller under test.

[0079] Optionally, determining whether there is a collision risk between the actual vehicle and the actual target based on the actual hazard level may include:

[0080] Determine whether the actual hazard level has reached the set hazard level threshold.

[0081] If the actual hazard level reaches the set hazard level threshold, it is determined that there is a risk of collision between the actual vehicle and the actual target.

[0082] If the actual hazard level does not reach the set hazard level threshold, it is determined that there is no risk of collision between the actual vehicle and the actual target.

[0083] For example, the true hazard level of a real target can be determined based on a set of predefined hazard level standards. For instance, when a real target appears in the lane where the vehicle is located, the true hazard level is determined to be high. When a real target appears to the right of the vehicle, the true hazard level is determined to be medium. When a real target appears to the left of the vehicle, the true hazard level is determined to be low. A hazard level threshold is then set to high. Therefore, when the true hazard level of a real target reaches high, a collision risk between the vehicle and the target is determined.

[0084] In this embodiment, by directly determining whether the actual danger level of the real target reaches the set danger level threshold, it is possible to quickly determine whether there is a collision risk between the real vehicle and the real target, thereby avoiding a collision in a timely manner.

[0085] Optionally, if the actual hazard level reaches a set hazard level threshold, determining that there is a collision risk between the actual vehicle and the actual target, this may include:

[0086] If the actual danger level reaches the set danger level threshold, obtain the motion information of the actual target.

[0087] If the motion information reaches the set motion information threshold, it is determined that there is a risk of collision between the actual vehicle and the real target.

[0088] In this embodiment, considering that determining whether there is a collision risk between the real vehicle and the real target solely based on whether the actual hazard level reaches a set hazard level threshold may lead to unnecessary test exits and affect test efficiency, the motion information of the real target, such as the relative distance or relative speed between the real target and the real vehicle, is also acquired when the actual hazard level reaches the set hazard level threshold. This allows for determining a collision risk between the real vehicle and the real target only when the relative distance or relative speed reaches a set distance threshold. This approach avoids collisions, reduces collision risk, and minimizes the impact of unnecessary test exits on test efficiency.

[0089] Optionally, determining whether there is a collision risk between the actual vehicle and the actual target based on the actual hazard level may include:

[0090] Obtain the simulated hazard level of the simulated target corresponding to the simulated target information.

[0091] Determine whether the actual hazard level is greater than the simulated hazard level.

[0092] If the actual hazard level is greater than or equal to the simulated hazard level, it is determined that there is a risk of collision between the actual vehicle and the actual target.

[0093] If the actual hazard level is lower than the simulated hazard level, it is determined that there is no risk of collision between the actual vehicle and the actual target.

[0094] In this embodiment, a different perspective is used to determine whether there is a collision risk between the actual vehicle and the real target. Specifically, the actual hazard level of the real target and the simulated hazard level of the simulated target can be determined based on the same hazard level standard. Then, when the actual hazard level is greater than or equal to the simulated hazard level, it indicates that the actual target corresponding to the actual hazard level is more dangerous than the simulated target corresponding to the simulated hazard level. Therefore, the actual vehicle should be controlled based on the actual target corresponding to the actual hazard level to minimize the risk of collision.

[0095] Optionally, if the actual hazard level is greater than or equal to the simulated hazard level, determining that there is a collision risk between the real vehicle and the real target may include:

[0096] If the actual danger level is greater than or equal to the simulated danger level, obtain the motion information of the actual target.

[0097] If the motion information reaches the set motion information threshold, it is determined that there is a risk of collision between the actual vehicle and the real target.

[0098] Similarly, determining the collision risk between a real vehicle and a real target solely based on whether the actual hazard level is greater than or equal to the simulated hazard level could lead to unnecessary test exits and impact test efficiency. Therefore, when the actual hazard level is greater than or equal to the simulated hazard level, motion information of the real target, such as the relative distance or relative speed between the real target and the real vehicle, is also acquired. A collision risk is only determined when the relative distance or relative speed reaches a set threshold. This approach avoids collisions, reduces collision risk, and minimizes the impact of unnecessary test exits on test efficiency.

[0099] Optionally, before generating a test report for the ADAS controller under test regarding the target test scenario based on control information and / or first vehicle state information, the following may also be included:

[0100] The system receives second vehicle status information from the actual vehicle, which is a system installed on the actual vehicle to measure vehicle performance parameters.

[0101] A test report on the ADAS controller under test regarding the target test scenario is generated based on control information and / or first vehicle state information, which may include:

[0102] Based on the control information and / or the first vehicle status information, as well as the second vehicle status information, a test report on the ADAS controller under test regarding the target test scenario is generated.

[0103] In this embodiment, the data acquisition system can be a VBOX system. The data acquisition system collects vehicle status information such as actual vehicle speed and position, and then combines this information with the first vehicle status information to generate a test report for the ADAS controller under test regarding the target test scenario.

[0104] This invention generates simulated target information for the target test scenario of the ADAS controller under test installed on a real vehicle based on set environmental and target information. The simulated target information is then sent to each of the vehicle's CAN interfaces, and the system receives control information from the ADAS controller under test updated based on the simulated target information and / or the vehicle's first vehicle status information. A test report for the ADAS controller under test regarding the target test scenario is then generated based on the control information and / or the first vehicle status information. This allows for real-vehicle functional testing of the ADAS controller under test based on simulated targets, eliminating the need for real targets and avoiding potential collisions between the real vehicle and real targets under extreme conditions, thus reducing collision risk. Furthermore, using simulated targets for real-vehicle functional testing of the ADAS controller under test reduces the installation and preparation work of test equipment and lowers the requirements for the test site, thereby reducing testing costs and improving testing efficiency.

[0105] It should be understood that the sequence number of each step in the above embodiments does not imply the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present invention.

[0106] The following are device embodiments of the present invention. For details not described in detail, please refer to the corresponding method embodiments described above.

[0107] Figure 4 A schematic diagram of the ADAS controller testing device provided in an embodiment of the present invention is shown. For ease of explanation, only the parts related to the embodiment of the present invention are shown, and are described in detail below:

[0108] like Figure 4 As shown, the ADAS controller testing device 4 includes: a first processing module 41, a second processing module 42, and a third processing module 43.

[0109] The first processing module 41 is used to generate simulated target information required for the target test scenario of the ADAS controller under test installed on the actual vehicle, based on the set environmental information and set target information.

[0110] The second processing module 42 is used to send the simulated target information to each body CAN interface of the actual vehicle, and to receive the control information of the ADAS controller under test and / or the vehicle status information of the actual vehicle updated by the actual vehicle based on the simulated target information.

[0111] The third processing module 43 is used to generate a test report of the ADAS controller under test regarding the target test scenario based on the control information and / or the vehicle status information.

[0112] This invention generates simulated target information for the target test scenario of the ADAS controller under test installed on a real vehicle based on set environmental and target information. The simulated target information is then sent to each of the vehicle's CAN interfaces, and the system receives control information from the ADAS controller under test updated based on the simulated target information and / or the vehicle's first vehicle status information. A test report for the ADAS controller under test regarding the target test scenario is then generated based on the control information and / or the first vehicle status information. This allows for real-vehicle functional testing of the ADAS controller under test based on simulated targets, rather than real targets, thus avoiding potential collisions between the real vehicle and real targets under extreme conditions and reducing collision risk. Furthermore, using simulated targets for real-vehicle functional testing of the ADAS controller under test reduces the installation and preparation work of test equipment and lowers the requirements for the test site, thereby reducing testing costs and improving testing efficiency.

[0113] In one possible implementation, before sending the simulated target information to each of the vehicle's CAN interfaces, the first processing module 41 can also be used to acquire the real target information of the vehicle and determine the real danger level of the real target corresponding to the real target information, wherein the real target information is the target information acquired by the target acquisition device of the vehicle.

[0114] Based on the actual hazard level, determine whether there is a risk of collision between the actual vehicle and the actual target;

[0115] If there is a risk of collision between the actual vehicle and the real target, the target source corresponding to the ADAS controller under test on the actual vehicle is switched to the target acquisition device and the test is terminated, so as to control the actual vehicle based on the real target information collected by the target acquisition device.

[0116] In one possible implementation, the first processing module 41 can be used to determine whether the actual danger level has reached a set danger level threshold.

[0117] If the actual hazard level reaches the set hazard level threshold, it is determined that there is a risk of collision between the actual vehicle and the actual target;

[0118] If the actual hazard level does not reach the set hazard level threshold, it is determined that there is no risk of collision between the actual vehicle and the actual target.

[0119] In one possible implementation, the first processing module 41 can be used to acquire the motion information of the real target if the actual danger level reaches the set danger level threshold.

[0120] If the motion information reaches a set motion information threshold, it is determined that there is a risk of collision between the actual vehicle and the real target.

[0121] In one possible implementation, the first processing module 41 can be used to obtain the simulated danger level of the simulated target corresponding to the simulated target information;

[0122] Determine whether the actual hazard level is greater than the simulated hazard level;

[0123] If the actual hazard level is greater than or equal to the simulated hazard level, it is determined that there is a risk of collision between the actual vehicle and the actual target.

[0124] If the actual hazard level is less than the simulated hazard level, it is determined that there is no risk of collision between the actual vehicle and the actual target.

[0125] In one possible implementation, the first processing module 41 can be used to obtain the motion information of the real target if the real danger level is greater than or equal to the simulated danger level;

[0126] If the motion information reaches a set motion information threshold, it is determined that there is a risk of collision between the actual vehicle and the real target.

[0127] In one possible implementation, the second processing module 42 can be used to receive the second vehicle status information of the actual vehicle fed back by the data acquisition system, wherein the data acquisition system is a system installed on the actual vehicle for measuring vehicle performance parameters.

[0128] The third processing module 43 can be used to generate a test report of the ADAS controller under test regarding the target test scenario based on the control information and / or the first vehicle status information and the second vehicle status information.

[0129] Figure 5 This is a schematic diagram of a terminal provided in an embodiment of the present invention. Figure 5 As shown, the terminal 5 in this embodiment includes a processor 50, a memory 51, and a computer program 52 stored in the memory 51 and executable on the processor 50. When the processor 50 executes the computer program 52, it implements the steps described in the various ADAS controller testing method embodiments above, for example... Figure 1 Steps 101 to 103 are shown. Alternatively, when processor 50 executes computer program 52, it implements the functions of each module / unit in the above-described device embodiments, for example... Figure 4 The functions of modules / units 41 to 43 shown.

[0130] For example, computer program 52 can be divided into one or more modules / units, one or more of which are stored in memory 51 and executed by processor 50 to complete the present invention. One or more modules / units can be a series of computer program instruction segments capable of performing a specific function, which describe the execution process of computer program 52 in terminal 5. For example, computer program 52 can be divided into... Figure 4 Modules / units 41 to 43 are shown.

[0131] Terminal 5 can be a computing device such as a desktop computer, laptop, handheld computer, or cloud server. Terminal 5 may include, but is not limited to, a processor 50 and a memory 51. Those skilled in the art will understand that... Figure 5 This is merely an example of terminal 5 and does not constitute a limitation on terminal 5. It may include more or fewer components than shown, or combine certain components, or different components. For example, the terminal may also include input / output devices, network access devices, buses, etc.

[0132] The processor 50 may be a Central Processing Unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. A general-purpose processor may be a microprocessor or any conventional processor.

[0133] The memory 51 can be an internal storage unit of the terminal 5, such as the hard disk or memory of the terminal 5. The memory 51 can also be an external storage device of the terminal 5, such as a plug-in hard disk, smart media card (SMC), secure digital (SD) card, flash card, etc., equipped on the terminal 5. Furthermore, the memory 51 can include both internal storage units and external storage devices of the terminal 5. The memory 51 is used to store computer programs and other programs and data required by the terminal. The memory 51 can also be used to temporarily store data that has been output or will be output.

[0134] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the above-described division of functional units and modules is merely an example. In practical applications, the above functions can be assigned to different functional units and modules as needed, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above. The functional units and modules in the embodiments can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit. Furthermore, the specific names of the functional units and modules are only for easy differentiation and are not intended to limit the scope of protection of this application. The specific working process of the units and modules in the above system can be referred to the corresponding process in the foregoing method embodiments, and will not be repeated here.

[0135] As another embodiment of the present invention, the present invention may also include an ADAS controller testing system, including a terminal, a CAN signal adapter box and a real vehicle as described in any of the above embodiments, and has the same beneficial effects as the terminal, which will not be described again here.

[0136] In the above embodiments, the descriptions of each embodiment have different focuses. For parts that are not described in detail or recorded in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0137] Those skilled in the art will recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementations should not be considered beyond the scope of this invention.

[0138] In the embodiments provided by this invention, it should be understood that the disclosed devices / terminals and methods can be implemented in other ways. For example, the device / terminal embodiments described above are merely illustrative. For instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0139] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0140] Furthermore, the functional units in the various embodiments of the present invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0141] If integrated modules / units are implemented as software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, all or part of the processes in the methods of the above embodiments of the present invention can also be implemented by a computer program instructing related hardware. The computer program can be stored in a computer-readable storage medium, and when executed by a processor, it can implement the steps of the various ADAS controller testing method embodiments described above. The computer program includes computer program code, which can be in the form of source code, object code, executable files, or certain intermediate forms. The computer-readable medium can include: any entity or device capable of carrying computer program code, recording media, USB flash drives, portable hard drives, magnetic disks, optical disks, computer memory, read-only memory (ROM), random access memory (RAM), electrical carrier signals, telecommunication signals, and software distribution media, etc.

[0142] The above embodiments are only used to illustrate the technical solutions of the present invention, and are not intended to limit it. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention, and should all be included within the protection scope of the present invention.

Claims

1. A test method for an ADAS controller, characterized in that, include: Based on the set environmental information and set target information, generate the simulated target information required for the target test scenario of the ADAS controller under test installed on the actual vehicle; The simulated target information is sent to each of the vehicle's CAN interfaces, and the vehicle receives the control information of the ADAS controller under test updated by the actual vehicle based on the simulated target information and / or the first vehicle status information of the actual vehicle. A test report on the ADAS controller under test regarding the target test scenario is generated based on the control information and / or the first vehicle status information; Before sending the simulated target information to the various body CAN interfaces of the actual vehicle, the process also includes: The actual target information of the actual vehicle is obtained, and the actual danger level of the actual target corresponding to the actual target information is determined. The actual target information is the target information collected by the target acquisition device of the actual vehicle. Based on the actual hazard level, determine whether there is a risk of collision between the actual vehicle and the actual target; If there is a risk of collision between the actual vehicle and the real target, the target source corresponding to the ADAS controller under test on the actual vehicle is switched to the target acquisition device and the test is terminated, so as to control the actual vehicle based on the real target information collected by the target acquisition device.

2. The ADAS controller testing method according to claim 1, characterized in that, The step of determining whether there is a collision risk between the actual vehicle and the actual target based on the actual hazard level includes: Determine whether the actual hazard level has reached the set hazard level threshold; If the actual hazard level reaches the set hazard level threshold, it is determined that there is a risk of collision between the actual vehicle and the actual target; If the actual hazard level does not reach the set hazard level threshold, it is determined that there is no risk of collision between the actual vehicle and the actual target.

3. The ADAS controller testing method according to claim 2, characterized in that, If the actual hazard level reaches the set hazard level threshold, it is determined that there is a collision risk between the actual vehicle and the actual target, including: If the actual danger level reaches the set danger level threshold, obtain the motion information of the actual target; If the motion information reaches a set motion information threshold, it is determined that there is a risk of collision between the actual vehicle and the real target.

4. The ADAS controller testing method according to claim 1, characterized in that, The step of determining whether there is a collision risk between the actual vehicle and the actual target based on the actual hazard level includes: Obtain the simulated hazard level of the simulated target corresponding to the simulated target information; Determine whether the actual hazard level is greater than the simulated hazard level; If the actual hazard level is greater than or equal to the simulated hazard level, it is determined that there is a risk of collision between the actual vehicle and the actual target. If the actual hazard level is less than the simulated hazard level, it is determined that there is no risk of collision between the actual vehicle and the actual target.

5. The ADAS controller testing method according to claim 4, characterized in that, If the actual hazard level is greater than or equal to the simulated hazard level, it is determined that there is a risk of collision between the actual vehicle and the actual target, including: If the actual danger level is greater than or equal to the simulated danger level, obtain the motion information of the actual target; If the motion information reaches a set motion information threshold, it is determined that there is a risk of collision between the actual vehicle and the real target.

6. The ADAS controller testing method according to any one of claims 1-5, characterized in that, Before generating a test report for the ADAS controller under test regarding the target test scenario based on the control information and / or the first vehicle state information, the method further includes: The system receives second vehicle status information of the actual vehicle from a data acquisition system, which is a system installed on the actual vehicle for measuring vehicle performance parameters. The step of generating a test report for the ADAS controller under test regarding the target test scenario based on the control information and / or the first vehicle state information includes: Based on the control information and / or the first vehicle status information, and the second vehicle status information, a test report for the ADAS controller under test regarding the target test scenario is generated.

7. An ADAS controller testing device, characterized in that, include: The first processing module is used to generate simulated target information required for the target test scenario of the ADAS controller under test installed on the actual vehicle, based on the set environmental information and set target information. The second processing module is used to send the simulated target information to each body CAN interface of the actual vehicle, and to receive the control information of the ADAS controller under test and / or the vehicle status information of the actual vehicle updated by the actual vehicle based on the simulated target information. The third processing module is used to generate a test report of the ADAS controller under test regarding the target test scenario based on the control information and / or the vehicle status information. Before sending the simulated target information to the various body CAN interfaces of the actual vehicle, the first processing module is further configured to: The actual target information of the actual vehicle is obtained, and the actual danger level of the actual target corresponding to the actual target information is determined. The actual target information is the target information collected by the target acquisition device of the actual vehicle. Based on the actual hazard level, determine whether there is a risk of collision between the actual vehicle and the actual target; If there is a risk of collision between the actual vehicle and the real target, the target source corresponding to the ADAS controller under test on the actual vehicle is switched to the target acquisition device and the test is terminated, so as to control the actual vehicle based on the real target information collected by the target acquisition device.

8. A terminal, characterized in that, It includes a memory and a processor, the memory being used to store a computer program, and the processor being used to call and run the computer program stored in the memory to perform the method as described in any one of claims 1 to 6.

9. A computer-readable storage medium storing a computer program, characterized in that, When the computer program is executed by a processor, it implements the steps of the method as described in any one of claims 1 to 6 above.

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