Simulation test method and device of vehicle, vehicle and storage medium

Abstract

The application discloses a kind of simulation test method, device, vehicle and storage medium of vehicle.Therein, the method includes: obtaining the braking data required for braking system to brake vehicle, the steering data required for steering system to steer vehicle;Control first real-time simulation machine to transmit braking data to second real-time simulation machine, or control second real-time simulation machine to transmit steering data to first real-time simulation machine;Call first vehicle dynamics model to determine first test instruction from the steering data of first real-time simulation machine, or call second vehicle dynamics model to determine second test instruction from the braking data of second real-time simulation machine;In response to first test instruction, or second test instruction, simulation test operation is carried out on vehicle.The application solves the technical problem of low work efficiency of simulation test on integrated multi-physical-in-loop test bench.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of vehicles, and in particular, to a simulation test method and device for a vehicle, a vehicle and a storage medium. BACKGROUND

[0002] At present, with the rapid development of vehicle electronic control systems, more and more vehicles are equipped with two measured control units of an integrated brake control (IBC) system and an electric power steering (EPS) system. The two measured control units need to be tested in a multi-physical-in-loop test bench integrated in a whole vehicle simulation environment to verify the performance of integrated control of the brake system and the steering system.

[0003] Since the multi-physical-in-loop test bench of the brake system and the multi-physical-in-loop test bench of the steering system are usually built separately, the prior art modifies the two multi-physical-in-loop test benches to combine the two multi-physical-in-loop test benches into a multi-physical-in-loop test bench integrated with the brake system and the steering system. However, this method is time-consuming and laborious, and when the multi-physical-in-loop test bench of the brake system and the multi-physical-in-loop test bench of the steering system need to be tested separately, the modification needs to be repeated.

[0004] At present, there is no effective solution to the problem of low work efficiency of simulation test on the integrated multi-physical-in-loop test bench. SUMMARY

[0005] The embodiments of the present application provide a simulation test method and device for a vehicle, a vehicle and a storage medium to at least solve the technical problem of low work efficiency of simulation test on the integrated multi-physical-in-loop test bench.

[0006] According to an aspect of the embodiments of the present application, a simulation test method of a vehicle is provided. The method can be applied to a multi-physical-in-loop test bench, the multi-physical-in-loop test bench including a multi-physical-in-loop test bench of a braking system and a multi-physical-in-loop test bench of a steering system, the multi-physical-in-loop test bench of the braking system including at least a first real-time simulation machine and a first vehicle dynamics model, the multi-physical-in-loop test bench of the steering system including at least a second real-time simulation machine and a second vehicle dynamics model. The method can include: obtaining braking data required by the braking system for braking operation of the vehicle, and steering data required by the steering system for steering operation of the vehicle; controlling the first real-time simulation machine to transmit the braking data to the second real-time simulation machine, or controlling the second real-time simulation machine to transmit the steering data to the first real-time simulation machine; calling the first vehicle dynamics model to determine a first test instruction from the steering data of the first real-time simulation machine, or calling the second vehicle dynamics model to determine a second test instruction from the braking data of the second real-time simulation machine, wherein the first test instruction is used to represent a test instruction to be received by the vehicle under the first vehicle dynamics model, and the second test instruction is used to represent a test instruction to be received by the vehicle under the second vehicle dynamics model; and performing a simulation test operation on the vehicle in response to the first test instruction or the second test instruction.

[0007] Optionally, the controlling the first real-time simulation machine to transmit the braking data to the second real-time simulation machine, or the controlling the second real-time simulation machine to transmit the steering data to the first real-time simulation machine includes: based on a network address and a port number of the first real-time simulation machine and the second real-time simulation machine, controlling the first real-time simulation machine to transmit the braking data to the second real-time simulation machine, or controlling the second real-time simulation machine to transmit the steering data to the first real-time simulation machine.

[0008] Optionally, the calling the first vehicle dynamics model to determine the first test instruction from the steering data of the first real-time simulation machine includes: transmitting the steering data sent by the second real-time simulation machine to the first real-time simulation machine to determine input data of the first vehicle dynamics model; transmitting first whole vehicle network data sent by the first real-time simulation machine to the second real-time simulation machine to determine output data of the first vehicle dynamics model, wherein the first whole vehicle network data is used to represent whole vehicle network data required by the steering system; and determining the first test instruction based on the input data and the output data of the first vehicle dynamics model.

[0009] Optionally, the determining the first test instruction based on the input data and the output data of the first vehicle dynamics model includes: compiling the input data and the output data of the first vehicle dynamics model in the first real-time simulation machine to obtain the first test instruction.

[0010] Optionally, the determining the second test instruction from the braking data of the second real-time simulation machine based on the second vehicle dynamics model comprises: sending the braking data from the first real-time simulation machine to the second real-time simulation machine as input data of the second vehicle dynamics model; sending second whole vehicle network data from the second real-time simulation machine to the first real-time simulation machine as output data of the second vehicle dynamics model, wherein the second whole vehicle network data is used to represent whole vehicle network data required by the braking system; and determining the second test instruction based on the input data and the output data of the second vehicle dynamics model.

[0011] Optionally, the determining the second test instruction based on the input data and the output data of the second vehicle dynamics model comprises: compiling the input data and the output data of the second vehicle dynamics model in the second real-time simulation machine to obtain the second test instruction.

[0012] Optionally, the method further comprises: setting at least data types of the braking data and / or the steering data during the data transmission between the first real-time simulation machine and the second real-time simulation machine.

[0013] According to another aspect of the embodiments of the present application, a simulation test device for a vehicle is also provided, which can be applied to a multi-physical-in-loop test bench, the multi-physical-in-loop test bench comprising a multi-physical-in-loop test bench of a braking system and a multi-physical-in-loop test bench of a steering system, the multi-physical-in-loop test bench of the braking system comprising at least a first real-time simulation machine and a first vehicle dynamics model, and the multi-physical-in-loop test bench of the steering system comprising at least a second real-time simulation machine and a second vehicle dynamics model. The device can comprise: an acquisition unit configured to acquire braking data required by the braking system for braking operation on the vehicle and steering data required by the steering system for steering operation on the vehicle; a communication unit configured to control the first real-time simulation machine to transmit the braking data to the second real-time simulation machine or control the second real-time simulation machine to transmit the steering data to the first real-time simulation machine; a determination unit configured to call the first vehicle dynamics model to determine a first test instruction from the steering data of the first real-time simulation machine or call the second vehicle dynamics model to determine a second test instruction from the braking data of the second real-time simulation machine, wherein the first test instruction is used to represent a test instruction to be received by the vehicle under the first vehicle dynamics model, and the second test instruction is used to represent a test instruction to be received by the vehicle under the second vehicle dynamics model; and a test unit configured to perform a simulation test operation on the vehicle in response to the first test instruction or the second test instruction.

[0014] According to another aspect of the embodiments of the present application, a vehicle is also provided. The vehicle is used to execute the simulation test method for a vehicle according to the embodiments of the present application.

[0015] According to another aspect of the embodiments of the present application, a computer readable storage medium is also provided. The computer readable storage medium includes a stored program, wherein the program, when executed, controls a device in which the computer readable storage medium is located to perform the simulation test method of the vehicle according to the embodiments of the present application.

[0016] In the embodiments of the present application, braking data required by the braking system to brake the vehicle and steering data required by the steering system to steer the vehicle are acquired; the first real-time simulation machine is controlled to transmit the braking data to the second real-time simulation machine, or the second real-time simulation machine is controlled to transmit the steering data to the first real-time simulation machine; the first vehicle dynamics model is invoked to determine a first test instruction from the steering data of the first real-time simulation machine, or the second vehicle dynamics model is invoked to determine a second test instruction from the braking data of the second real-time simulation machine, wherein the first test instruction is used to represent a test instruction to be received by the vehicle under the first vehicle dynamics model, and the second test instruction is used to represent a test instruction to be received by the vehicle under the second vehicle dynamics model; and the vehicle is subjected to a simulation test operation in response to the first test instruction or the second test instruction. That is, the embodiments of the present application achieve the technical effect of improving the working efficiency of the simulation test on the integrated multi-physical-in-loop test bench by controlling the data transmission between the first real-time simulation machine and the second real-time simulation machine, invoking the vehicle dynamics model to determine the test instruction from the transmitted data, and subjecting the vehicle to the simulation test operation in response to the determined test instruction, and solve the technical problem of low working efficiency of the simulation test on the integrated multi-physical-in-loop test bench. BRIEF DESCRIPTION OF DRAWINGS

[0017] The accompanying drawings, which are included to provide a further understanding of the present application and are incorporated in and constitute a part of this application, illustrate embodiments of the present application and together with the description serve to explain the present application. In the drawings:

[0018] Figure 1 is a flowchart of a simulation test method of a vehicle according to an embodiment of the present application;

[0019] Figure 2 is a schematic diagram of a simulation test method of a vehicle according to an embodiment of the present application;

[0020] Figure 3 is a schematic diagram of another simulation test method of a vehicle according to an embodiment of the present application;

[0021] Figure 4 is a schematic diagram of a simulation test device of a vehicle according to an embodiment of the present application. DETAILED DESCRIPTION

[0022] In the following, the technical solutions in the embodiments of the present application will be described clearly and completely with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments of the present application. Based on the embodiments in the present application, all the other embodiments obtained by a person of ordinary skill in the art without creative effort should belong to the protection scope of the present application.

[0023] It should be noted that the terms "first", "second" and the like in the specification of the present application and the above-described drawings are used to distinguish similar objects, and do not necessarily indicate a specific order or a chronological sequence. It should be understood that the data thus used can be interchanged under appropriate circumstances, so that the embodiments of the present application described herein can be implemented in other sequences than those illustrated or described herein. In addition, the terms "comprise" and "have" and any variations thereof are intended to cover non-exclusive inclusion, for example, a process, method, system, product or device that includes a list of steps or units does not have to be limited to those steps or units clearly listed, but can include other steps or units not clearly listed or inherent to such processes, methods, products or devices.

[0024] Embodiment 1

[0025] According to the embodiments of the present application, an embodiment of a simulation test method of a vehicle is provided. It should be noted that the steps shown in the flowchart of the drawings can be executed in a computer system such as a set of computer executable instructions, and although a logical order is shown in the flowchart, in some cases, the steps shown or described herein can be executed in an order different from that shown herein.

[0026] Figure 1 is a flowchart of a simulation test method of a vehicle according to an embodiment of the present application, as shown in Figure 1 the method can be applied to a multi-physical-in-loop test bench, the multi-physical-in-loop test bench including a multi-physical-in-loop test bench of a braking system and a multi-physical-in-loop test bench of a steering system, the multi-physical-in-loop test bench of the braking system at least including a first real-time simulation machine and a first vehicle dynamics model, the multi-physical-in-loop test bench of the steering system at least including a second real-time simulation machine and a second vehicle dynamics model, the method can include the following steps:

[0027] Step S102, obtaining braking data required by the braking system for braking operation of the vehicle, and steering data required by the steering system for steering operation of the vehicle.

[0028] In the technical solution provided in step S102 of the present invention, the braking data required for the braking system to perform a braking operation on the vehicle and the steering data required for the steering system to perform a steering operation on the vehicle can be obtained. The braking system can be a system for forcibly braking a component of the vehicle, for example, a system for forcibly braking the wheels of the vehicle. It should be noted that the above-mentioned system for forcibly braking the wheels of the vehicle is merely an example of a braking system in an embodiment of the present invention, and the braking system is not limited to the above-mentioned system for forcibly braking the wheels of the vehicle. Any system that can be used for forcibly braking a component of the vehicle is within the scope of this embodiment, and will not be further illustrated here.

[0029] Optionally, the steering system of this embodiment can be a system for changing or maintaining the vehicle's driving or reverse direction, for example, it can be a system for changing the vehicle's left turn direction. It should be noted that the above-mentioned system for changing the vehicle's left turn direction is only an example of the steering system in an embodiment of the present invention, and does not limit the steering system to only the above-mentioned system for changing the vehicle's left turn direction. Any system that can be used to change or maintain the vehicle's driving or reverse direction can be within the scope of this embodiment, and will not be given examples one by one here.

[0030] Optionally, the braking data may include, but is not limited to, the following data: left front brake pressure data, left rear brake pressure data, right front brake pressure data, and right rear brake pressure data. The steering data may include, but is not limited to, left rear steering rod displacement data, right rear steering rod displacement data, steering wheel angle data, and steering wheel speed data.

[0031] For example, this embodiment can obtain the left front brake pressure data, left rear brake pressure data, right front brake pressure data and right rear brake pressure data required for the IBC system to force braking of the vehicle's wheels, as well as the left rear steering rod displacement data, right rear steering rod displacement data, steering wheel angle data and steering wheel speed data required for the EPS system to change the vehicle's left turn direction.

[0032] Step S104: controlling the first real-time simulator to transmit the braking data to the second real-time simulator, or controlling the second real-time simulator to transmit the steering data to the first real-time simulator.

[0033] In the technical solution provided in the step S104 of the present application, the braking data required by the braking system for braking operation of the vehicle and the steering data required by the steering system for steering operation of the vehicle are obtained, and the first real-time simulation machine is controlled to transmit the obtained braking data to the second real-time simulation machine, or the second real-time simulation machine is controlled to transmit the obtained steering data to the first real-time simulation machine. The real-time simulation machine can be a design platform for realizing engineering application, for example, a platform for realizing real-time simulation and integrated testing, which is only an example and does not limit the function of the real-time simulation machine.

[0034] Optionally, the first real-time simulation machine is controlled to transmit the obtained braking data to the second real-time simulation machine, or the second real-time simulation machine is controlled to transmit the obtained steering data to the first real-time simulation machine based on a user datagram protocol (UDP).

[0035] For example, the first real-time simulation machine transmits the obtained left front brake pressure data, left rear brake pressure data, right front brake pressure data and right rear brake pressure data to the second real-time simulation machine through UDP, or the second real-time simulation machine transmits the obtained left rear steering pull rod displacement data, right rear steering pull rod displacement data, steering wheel rotation angle data and steering wheel rotation speed data to the first real-time simulation machine through UDP.

[0036] In step S106, a first vehicle dynamics model is called to determine a first test instruction from the steering data of the first real-time simulation machine, or a second vehicle dynamics model is called to determine a second test instruction from the braking data of the second real-time simulation machine, wherein the first test instruction is used to represent a test instruction to be received by the vehicle under the first vehicle dynamics model, and the second test instruction is used to represent a test instruction to be received by the vehicle under the second vehicle dynamics model.

[0037] In the technical solution provided in the step S106 of the present application, in the control of the second real-time simulator to transmit the acquired steering data to the first real-time simulator, the first vehicle dynamics model can be called to determine the first test instruction from the steering data transmitted to the first real-time simulator, or in the control of the first real-time simulator to transmit the acquired braking data to the second real-time simulator, the second vehicle dynamics model can be called to determine the second test instruction from the braking data transmitted to the second real-time simulator. The vehicle dynamics model can be a dynamics model for analyzing the smoothness and stability of vehicle handling. The first test instruction can be used to represent a test instruction to be received by the vehicle under the first vehicle dynamics model, which can be a test instruction to change or maintain the driving or reversing direction of the vehicle, for example, a test instruction to change the left turning driving direction of the vehicle, which is only used as an example and does not limit the specific content of the determination of the first test instruction. The second test instruction can be used to represent a test instruction to be received by the vehicle under the second vehicle dynamics model, which can be a test instruction to forcibly brake the components of the vehicle, for example, a test instruction to forcibly brake the wheels of the vehicle, which is only used as an example and does not limit the specific content of the determination of the second test instruction.

[0038] For example, in the control of the second real-time simulator to transmit the acquired left rear steering pull rod displacement data, steering wheel turning angle data and steering wheel rotation speed data to the first real-time simulator, the first vehicle dynamics model can be called to determine the test instruction to change the left turning driving direction of the vehicle from the left rear steering pull rod displacement data, steering wheel turning angle data and steering wheel rotation speed data transmitted to the first real-time simulator.

[0039] For another example, in the control of the first real-time simulator to transmit the acquired left front brake pressure data, left rear brake pressure data, right front brake pressure data and right rear brake pressure data to the second real-time simulator, the second vehicle dynamics model can be called to determine the test instruction to forcibly brake the wheels of the vehicle from the left front brake pressure data, left rear brake pressure data, right front brake pressure data and right rear brake pressure data transmitted to the second real-time simulator.

[0040] In the step S108 of the present application, the vehicle is subjected to a simulation test operation in response to the first test instruction or the second test instruction.

[0041] In the technical solution provided in the step S108 of the present application, the first test instruction is determined, and the vehicle is subjected to a simulation test operation in response to the determined first test instruction, or the second test instruction is determined, and the vehicle is subjected to a simulation test operation in response to the determined second test instruction.

[0042] For example, a determination is made to test a change in the left turn driving direction of the vehicle, and in response to the determined instruction to test the change in the left turn driving direction of the vehicle, a simulation test is performed on the operation of changing the left turn driving direction of the vehicle.

[0043] For another example, a determination is made to test a forced braking of a wheel of the vehicle, and in response to the determined instruction to test the forced braking of the wheel of the vehicle, a simulation test is performed on the operation of forced braking of the wheel of the vehicle.

[0044] The steps S102 to S108 of the present application, the braking data required by the braking system for braking operation of the vehicle, the steering data required by the steering system for steering operation of the vehicle are obtained; the first real-time simulation machine is controlled to transmit the braking data to the second real-time simulation machine, or the second real-time simulation machine is controlled to transmit the steering data to the first real-time simulation machine; the first vehicle dynamics model is called to determine a first test instruction from the steering data of the first real-time simulation machine, or the second vehicle dynamics model is called to determine a second test instruction from the braking data of the second real-time simulation machine, wherein the first test instruction is used to indicate a test instruction to be received by the vehicle under the first vehicle dynamics model, and the second test instruction is used to indicate a test instruction to be received by the vehicle under the second vehicle dynamics model; and in response to the first test instruction or the second test instruction, a simulation test operation is performed on the vehicle. That is, the embodiment of the present application controls the data transmission between the first real-time simulation machine and the second real-time simulation machine, and calls the vehicle dynamics model to determine the test instruction from the transmitted data, and in response to the determined test instruction, performs the simulation test operation on the vehicle, thereby achieving the technical effect of improving the working efficiency of the simulation test on the integrated multi-physical-in-loop test bench, and solving the technical problem of low working efficiency of the simulation test on the integrated multi-physical-in-loop test bench.

[0045] The above method of the embodiment will be further introduced below.

[0046] As an optional embodiment, the step S104 of controlling the first real-time simulation machine to transmit the braking data to the second real-time simulation machine, or controlling the second real-time simulation machine to transmit the steering data to the first real-time simulation machine, comprises: based on the network address and the port number of the first real-time simulation machine and the second real-time simulation machine, controlling the first real-time simulation machine to transmit the braking data to the second real-time simulation machine, or controlling the second real-time simulation machine to transmit the steering data to the first real-time simulation machine.

[0047] In this embodiment, the first real-time simulation machine can be controlled to transmit the brake data to the second real-time simulation machine or the second real-time simulation machine can be controlled to transmit the steering data to the first real-time simulation machine based on the network address and the port number of the first real-time simulation machine and the second real-time simulation machine. The network address can be a logical address of a node on the Internet in the network, and the network address can be used to address the node. The port number can be a number assigned to each port when the ports are distinguished.

[0048] Optionally, the network address and the port number of the first real-time simulation machine and the second real-time simulation machine can be set respectively. The first real-time simulation machine and the second real-time simulation machine can be address-connected by using the set network address and the port number. When the first real-time simulation machine and the second real-time simulation machine are address-connected, the first real-time simulation machine and the second real-time simulation machine can communicate by using the UDP.

[0049] Optionally, when the first host computer is arranged at the local place and the second host computer is arranged at the destination, the network address and the port number of the local first real-time simulation machine can be set, and the network address and the port number of the destination second real-time simulation machine can be set.

[0050] For example, when the first host computer is arranged at the local place and the second host computer is arranged at the destination, the network IP address of the local first real-time simulation machine can be set, which can be an A-class IP address, for example, 10.66.93.40, and the port number of the local first real-time simulation machine can be set, for example, 44000. The network IP address of the destination second real-time simulation machine can be set, which can also be an A-class IP address, for example, 10.66.93.41, and the port number of the destination second real-time simulation machine can be set, for example, 44001.

[0051] Optionally, when the second host computer is arranged at the local place and the first host computer is arranged at the destination, the network address and the port number of the local second real-time simulation machine can be set, and the network address and the port number of the destination first real-time simulation machine can be set.

[0052] For another example, when the second host computer is arranged at the local place and the first host computer is arranged at the destination, the network IP address of the local second real-time simulation machine can be set, for example, 10.66.93.40, and the port number of the local second real-time simulation machine can be set, for example, 44001. The network IP address of the destination first real-time simulation machine can be set, for example, 10.66.93.40, and the port number of the destination first real-time simulation machine can be set, for example, 44000.

[0053] As an optional embodiment, in step S106, the first vehicle dynamics model is called to determine the first test instruction from the steering data of the first real-time simulation machine, including: sending the steering data of the second real-time simulation machine to the first real-time simulation machine to determine the input data of the first vehicle dynamics model; sending the first vehicle network data of the first real-time simulation machine to the second real-time simulation machine to determine the output data of the first vehicle dynamics model, wherein the first vehicle network data is used to represent the required vehicle network data of the steering system; and determining the first test instruction based on the input data and the output data of the first vehicle dynamics model.

[0054] In this embodiment, the steering data of the second real-time simulation machine can be sent to the first real-time simulation machine to determine the input data of the first vehicle dynamics model, and the first vehicle network data of the first real-time simulation machine can be sent to the second real-time simulation machine to determine the output data of the first vehicle dynamics model. The input data and the output data of the first vehicle dynamics model are determined, and the first test instruction can be determined based on the determined input data and the output data of the first vehicle dynamics model. The first vehicle network data can be used to represent the required vehicle network data of the steering system.

[0055] Optionally, the first vehicle network data can include but is not limited to the following data: vehicle speed data, longitudinal acceleration data, lateral acceleration data, yaw rate data, motor speed data, motor torque data, gear data, throttle opening data, ignition data, left rear steering pull rod load force data, right rear steering pull rod load force data, center of mass side slip angle data, and tire slip ratio data.

[0056] For example, in this embodiment, the left rear steering pull rod displacement data, the right rear steering pull rod displacement data, the steering wheel rotation angle data, and the steering wheel rotation speed data of the second real-time simulation machine can be sent to the first real-time simulation machine to determine the input data of the first vehicle dynamics model, and the vehicle speed data, the longitudinal acceleration data, the lateral acceleration data, the yaw rate data, the motor speed data, the motor torque data, the gear data, the throttle opening data, the ignition data, the left rear steering pull rod load force data, the right rear steering pull rod load force data, the center of mass side slip angle data, and the tire slip ratio data of the first real-time simulation machine can be sent to the second real-time simulation machine to determine the output data of the first vehicle dynamics model.

[0057] Optionally, the multi-physical-in-loop test bench of the brake system can include but is not limited to: a first host computer, a first vehicle dynamics model, a first real-time simulation machine, a first board module, and a first bench mechanical module.

[0058] For example, in addition to the left rear steering pull rod displacement data, the right rear steering pull rod displacement data, the steering wheel rotation angle data and the steering wheel rotation speed data sent by the second real-time simulation machine into the first real-time simulation machine, the input data of the first vehicle dynamics model can also include the left front brake pressure data, the left rear brake pressure data, the right front brake pressure data and the right rear brake pressure data from the first bench mechanical module, the gear data, the throttle opening data and the ignition data from the first host computer.

[0059] As an optional embodiment, the first test instruction is determined based on the input data and the output data of the first vehicle dynamics model, and the first test instruction is obtained by compiling the input data and the output data of the first vehicle dynamics model in the first real-time simulation machine.

[0060] In this embodiment, the input data and the output data of the first vehicle dynamics model can be compiled in the first real-time simulation machine to obtain the first test instruction based on the determined input data and the output data of the first vehicle dynamics model.

[0061] For example, by setting the input data of the first vehicle dynamics model as the left rear steering pull rod displacement data, the right rear steering pull rod displacement data, the steering wheel rotation angle data and the steering wheel rotation speed data, and the output data as the vehicle speed data, the longitudinal acceleration data, the lateral acceleration data, the yaw rate data, the motor speed data, the motor torque data, the gear data, the throttle opening data, the ignition data, the left rear steering pull rod load force data, the right rear steering pull rod load force data, the center of mass side slip angle data and the tire slip ratio data, the set input data and output data of the first vehicle dynamics model are compiled in the first real-time simulation machine to obtain the instruction for testing the change of the left turning driving direction of the vehicle, so as to simulate and test the operation of changing the left turning driving direction of the vehicle.

[0062] As an optional embodiment, in step S106, the second test instruction is determined by the second vehicle dynamics model from the brake data of the second real-time simulation machine, and the second test instruction is determined based on the input data and the output data of the second vehicle dynamics model, and the second test instruction is obtained by compiling the input data and the output data of the second vehicle dynamics model in the first real-time simulation machine.

[0063] In this embodiment, the first real-time simulation machine can send brake data to the second real-time simulation machine, which is determined as input data of the second vehicle dynamics model, the second real-time simulation machine can send second vehicle network data to the first real-time simulation machine, which is determined as output data of the second vehicle dynamics model, and the second test instruction can be determined based on the determined input data and output data of the second vehicle dynamics model. The second vehicle network data can be used to represent vehicle network data required by the brake system.

[0064] Optionally, the second vehicle network data can include, but is not limited to, the following data: left front wheel speed data, left rear wheel speed data, right front wheel speed data, right rear wheel speed data, vehicle speed data, longitudinal acceleration data, lateral acceleration data, yaw rate data, motor speed data, motor torque data, gear data, throttle opening data, ignition data, steering wheel angle data, and steering wheel speed data.

[0065] For example, in this embodiment, the first real-time simulation machine can send left front brake pressure data, left rear brake pressure data, right front brake pressure data, and right rear brake pressure data to the second real-time simulation machine, which is determined as input data of the second vehicle dynamics model, the second real-time simulation machine can send left front wheel speed data, left rear wheel speed data, right front wheel speed data, right rear wheel speed data, vehicle speed data, longitudinal acceleration data, lateral acceleration data, yaw rate data, motor speed data, motor torque data, gear data, throttle opening data, ignition data, steering wheel angle data, steering wheel speed data, center of mass side slip angle data, and tire slip ratio data to the first real-time simulation machine, which is determined as output data of the second vehicle dynamics model.

[0066] Optionally, the multi-physical in-loop test bench of the steering system can include, but is not limited to, a second host computer, a second vehicle dynamics model, a second real-time simulation machine, a second board module, and a second bench mechanical module.

[0067] For another example, the input data of the second vehicle dynamics model can include, in addition to the left front brake pressure data, left rear brake pressure data, right front brake pressure data, and right rear brake pressure data sent by the first real-time simulation machine to the first real-time simulation machine, left rear steering tie rod displacement data, right rear steering tie rod displacement data, steering wheel angle data, and steering wheel speed data from the second bench mechanical module, and gear data, throttle opening data, and ignition data from the second host computer.

[0068] As an optional embodiment, the second test instruction is determined based on the input data and the output data of the second vehicle dynamics model, which includes compiling the input data and the output data of the second vehicle dynamics model in the second real-time simulation machine to obtain the second test instruction.

[0069] In this embodiment, the input data and output data of the second vehicle dynamics model can be compiled in the second real-time simulation machine through the input data and output data of the determined second vehicle dynamics model, to obtain the second test instruction.

[0070] For example, by setting the input data of the second vehicle dynamics model as the left front brake pressure data, the left rear brake pressure data, the right front brake pressure data and the right rear brake pressure data, and the output data as the left front wheel speed data, the left rear wheel speed data, the right front wheel speed data, the right rear wheel speed data, the vehicle speed data, the longitudinal acceleration data, the lateral acceleration data, the yaw rate data, the motor speed data, the motor torque data, the gear data, the throttle opening data, the ignition data, the steering wheel angle data, the steering wheel speed data, the center of mass side slip angle data and the tire slip ratio data, the input data and output data of the second vehicle dynamics model are compiled in the second real-time simulation machine, to obtain the instruction for testing the forced braking of the wheels of the vehicle, thereby simulating the operation of the forced braking of the wheels of the vehicle.

[0071] As an optional embodiment, the method further comprises: at least setting the data type of the brake data and / or the steering data during the data transmission between the first real-time simulation machine and the second real-time simulation machine.

[0072] In this embodiment, at least the data type of the brake data and / or the steering data can be set during the data transmission between the first real-time simulation machine and the second real-time simulation machine. The data type can be a basic unit of data, which can be used to represent the smallest unit of data that cannot be divided.

[0073] Optionally, during the data transmission between the first real-time simulation machine and the second real-time simulation machine through UDP, the data types of the brake data, the steering data, the first vehicle network data and the second vehicle network data transmitted between the first real-time simulation machine and the second real-time simulation machine can be set.

[0074] Optionally, in the first real-time simulation machine and the second real-time simulation machine, the sent double-precision floating-point data is converted into eight bytes of unsigned integer data, and the received eight bytes of unsigned integer data is converted into double-precision floating-point data.

[0075] For example, the left front brake pressure data sent by the first real-time simulation machine to the second real-time simulation machine, and the left front brake pressure data received by the second real-time simulation machine from the first real-time simulation machine, are both eight bytes of unsigned integer data.

[0076] The embodiment obtains braking data required by a braking system to brake a vehicle, and steering data required by a steering system to steer the vehicle; controls the first real-time simulation machine to transmit the braking data to the second real-time simulation machine, or controls the second real-time simulation machine to transmit the steering data to the first real-time simulation machine; calls the first vehicle dynamics model to determine a first test instruction from the steering data of the first real-time simulation machine, or calls the second vehicle dynamics model to determine a second test instruction from the braking data of the second real-time simulation machine, wherein the first test instruction is used to represent a test instruction to be received by the vehicle under the first vehicle dynamics model, and the second test instruction is used to represent a test instruction to be received by the vehicle under the second vehicle dynamics model; and performs a simulation test operation on the vehicle in response to the first test instruction or the second test instruction. That is, the embodiment of the present application performs data transmission between the first real-time simulation machine and the second real-time simulation machine, and calls the vehicle dynamics model to determine a test instruction from the transmitted data, and performs a simulation test operation on the vehicle in response to the determined test instruction, thereby achieving the technical effect of improving the work efficiency of the simulation test on the integrated multi-physical-in-loop test bench, and solving the technical problem of low work efficiency of the simulation test on the integrated multi-physical-in-loop test bench.

[0077] Embodiment 2

[0078] The technical solutions of the embodiments of the present application will be illustrated below in combination with preferred embodiments.

[0079] At present, with the rapid development of vehicle electronic control systems, more and more vehicles simultaneously carry two measured control units, i.e., an integrated brake control system (IBC) and an electric power steering system (EPS). The two measured control units need to be subjected to a multi-physical-in-loop bench test of chassis longitudinal and lateral system integration under a whole vehicle simulation environment, so as to verify the performance of integrated control of the brake system and the steering system.

[0080] Since the multi-physical-in-loop test bench of the braking system and the multi-physical-in-loop test bench of the steering system are usually built separately, and the real-time simulation machines, board cards, power source modules, sensor modules and vehicle dynamics models of the multi-physical-in-loop test bench of the braking system and the multi-physical-in-loop test bench of the steering system are different, the prior art transforms the two multi-physical-in-loop test benches to combine the two multi-physical-in-loop test benches into the multi-physical-in-loop test bench integrated with the braking system and the steering system, but this way is time-consuming and laborious, and when the multi-physical-in-loop test bench of the braking system and the multi-physical-in-loop test bench of the steering system need to be tested separately, the multi-physical-in-loop test bench integrated with the braking system and the steering system needs to be transformed repeatedly, so there is a problem of low working efficiency of simulation testing of the integrated multi-physical-in-loop test bench.

[0081] To solve the above problems, a DC EHV voltage transformer error test method and system based on a UDP protocol are provided, the method is that a DC voltage source outputs two DC voltage signals, a first DC voltage signal is output after passing through a detected DC voltage transformer to output a DC small voltage signal, is converted into a 5V DC small voltage signal after passing through a 69V screen cabinet, is input into a first high-precision multimeter, the first high-precision multimeter transmits the first voltage signal to a first client, the first client converts the first voltage signal into a digital signal message conforming to the UDP protocol and sends it to a second client, but the method is a DC power supply design method, and does not involve a simulation test method of a vehicle. A vehicle-mounted Ethernet gateway system and a running method are also provided, the method uses a message queue and a first-in-first-out mechanism to make a received CAN message join a sending queue, uses a query method to send the CAN message from the sending queue to a platform communication framework, and then sends the CAN message to an Ethernet through a UDP socket communication mode, so that the processing speed and data load rate of a program are improved, but the method is a vehicle-mounted gateway design method, and does not involve a simulation test method of a vehicle. A network message processing method and device, electronic equipment and storage medium are also provided, the method acquires a request message sent by a network end, if an IP layer protocol type and a transmission layer protocol type of the request message are specified protocol types, and the request message contains a request domain name, extracts a second-level domain name from the request domain name, performs process mapping processing according to the second-level domain name, determines a target shared software cache queue corresponding to the request message, and caches the request message to the target shared software cache queue, but the method is a network message design method, and does not involve a simulation test method of a vehicle.

[0082] The embodiment of the application provides a simulation test method of a vehicle, which can be used to complete the multi-physical-in-loop test of the braking system and the steering system integrated without transforming and keeping the multi-physical-in-loop test bench of the braking system and the multi-physical-in-loop test bench of the steering system.

[0083] Figure 2 FIG. 1 is a schematic diagram of a vehicle simulation test method according to an embodiment of the present invention. Figure 2 As shown, the schematic diagram of the vehicle simulation test method includes a multi-physics-in-the-loop test bench 201 for the braking system and a multi-physics-in-the-loop test bench 202 for the steering system. Specifically, the multi-physics-in-the-loop test bench 201 for the braking system includes a first host computer 2011, a first vehicle dynamics model 2012, a first real-time simulator 2013, a first board module 2014, and a first test bench mechanical module 2015. The multi-physics-in-the-loop test bench 202 for the steering system includes a second host computer 2021, a second vehicle dynamics model 2022, a second real-time simulator 2023, a second board module 2024, and a second test bench mechanical module 2025.

[0084] The first real-time simulator 2013 serves as the control center for the entire multi-physics-in-the-loop test bench 201 for the braking system. It communicates with the first host computer 2011 via a proprietary protocol. The first vehicle dynamics model 2012 runs on the first host computer 2011. The first host computer 2011 compiles the control program for the multi-physics-in-the-loop test bench 201 for the braking system, including the first vehicle dynamics model 2012, into the first real-time simulator 2013. The first real-time simulator 2013 displays various signals from the multi-physics-in-the-loop test bench 201 for the braking system on the first host computer 2011. The first real-time simulator 2013 exchanges signals with the first board module 2014 via a proprietary protocol. The first board module 2014 sends control signals to the first test bench mechanical module 2015, which in turn sends feedback signals to the first board module 2014. Control signals include at least signals for the movement of the brake pedal actuator and second vehicle network signals required by a brake system controller, such as an integrated brake control (IBC). Feedback signals include at least brake pressure, brake system controller status, and brake pedal actuator displacement and force signals. The first test bench mechanical module 2015 includes at least the brake system assembly, the brake pedal actuator power source, and the sensing system.

[0085] The second real-time simulation machine 2023 is the control center of the whole multi-physical-in-loop test bench 202 of the steering system. The second real-time simulation machine 2023 communicates with the second host computer 2021 through a private protocol. The second vehicle dynamics model 2022 runs in the second host computer 2021. The second host computer 2021 compiles the control program of the multi-physical-in-loop test bench 202 of the steering system, including the second vehicle dynamics model 2022, into the second real-time simulation machine 2023. The second real-time simulation machine 2023 displays various signals of the multi-physical-in-loop test bench 202 of the steering system in the second host computer 2021. The second real-time simulation machine 2023 interacts with the second board card module 2024 through a private protocol. The second board card module 2024 sends control signals to the second bench mechanical module 2025. The second bench mechanical module 2025 sends feedback signals to the second board card module 2024. The control signals at least include the control signals of the left linear cylinder movement, the control signals of the right linear cylinder movement, and the first whole vehicle network signals required by the steering system controller, such as the EPS electric power steering system. The feedback signals at least include the steering wheel hand force signal, the steering system controller state, the left linear cylinder displacement, the right linear cylinder displacement and force signal. The second bench mechanical module 2025 at least includes the steering system assembly, the left linear cylinder power source, the right linear cylinder power source and the sensing system.

[0086] In the embodiment of the present application, the first real-time simulation machine is taken as the main control center and the second real-time simulation machine is taken as the auxiliary control center, that is, the first vehicle dynamics model is enabled and the second vehicle dynamics model is disabled. When the first host computer is taken as the local and the second host computer is taken as the destination, the network IP address of the local first real-time simulation machine is set, which can adopt a class A IP address, for example, 10.66.93.40, and the port number of the local first real-time simulation machine is set, for example, 44000. The network IP address of the destination second real-time simulation machine is set, which can also adopt a class A IP address, for example, 10.66.93.41, and the port number of the destination second real-time simulation machine is set, for example, 44001. When the second host computer is taken as the local and the first host computer is taken as the destination, the network IP address of the local second real-time simulation machine can be set, for example, 10.66.93.40, and the port number of the local second real-time simulation machine is set, for example, 44001. The network IP address of the destination first real-time simulation machine can be set, for example, 10.66.93.40, and the port number of the destination first real-time simulation machine is set, for example, 44000. Through the set network addresses and port numbers of the first real-time simulation machine and the second real-time simulation machine, the first real-time simulation machine and the second real-time simulation machine can be address-connected. When the first real-time simulation machine and the second real-time simulation machine are address-connected, the first real-time simulation machine and the second real-time simulation machine can communicate by using UDP.

[0087] The data sent by the second real-time simulation machine to the first real-time simulation machine is set as steering data, including left rear steering pull rod displacement data, right rear steering pull rod displacement data, steering wheel turning angle data and steering wheel rotating speed data. The data sent by the first real-time simulation machine to the second real-time simulation machine is set as first whole vehicle network data, including vehicle speed data, longitudinal acceleration data, lateral acceleration data, yaw rate data, motor rotating speed data, motor torque data, gear position data, throttle opening degree data, ignition data, left rear steering pull rod load force data and right rear steering pull rod load force data. In the process of data transmission between the first real-time simulation machine and the second real-time simulation machine by using UDP, the sent double-precision floating point type data is converted into eight bytes of unsigned integer type data, and the received eight bytes of unsigned integer type data is converted into double-precision floating point type data.

[0088] The input data for setting the first vehicle dynamics model include: left front brake pressure data, left rear brake pressure data, right front brake pressure data and right rear brake pressure data from the first test bench mechanical module, gear data, throttle opening data and ignition data from the first host computer, and left rear steering rod displacement data, right rear steering rod displacement data, steering wheel angle data and steering wheel speed data from the second real-time simulation machine. Among them, the steering wheel angle data and steering wheel speed data are from the second test bench mechanical module. The output data for setting the first vehicle dynamics model include: vehicle speed data, longitudinal acceleration data, lateral acceleration data, yaw angular velocity data, motor speed data, motor torque data, gear data, throttle opening data, ignition data, left rear steering rod load force data, right rear steering rod load force data, center of mass sideslip angle data and tire slip rate data. By setting the input data and output data of the first vehicle dynamics model, the input data and output data of the set first vehicle dynamics model are compiled in the first real-time simulation machine to obtain a first test instruction, so as to achieve the purpose of simulating and testing the multi-physics-in-the-loop test bench that integrates the multi-physics-in-the-loop test bench of the vehicle's braking system and the multi-physics-in-the-loop test bench of the steering system, thereby achieving the technical effect of improving the work efficiency of the simulation test of the integrated multi-physics-in-the-loop test bench, and solving the technical problem of low work efficiency of the simulation test of the integrated multi-physics-in-the-loop test bench.

[0089] Figure 3 FIG. 1 is a schematic diagram of another vehicle simulation test method according to an embodiment of the present invention. Figure 3 As shown, the schematic diagram of the vehicle simulation test method includes a multi-physics-in-the-loop test bench 301 for the braking system and a multi-physics-in-the-loop test bench 302 for the steering system. Specifically, the multi-physics-in-the-loop test bench 301 for the braking system includes a first host computer 3011, a first vehicle dynamics model 3012, a first real-time simulator 3013, a first board module 3014, and a first test bench mechanical module 3015. The multi-physics-in-the-loop test bench 302 for the steering system includes a second host computer 3021, a second vehicle dynamics model 3022, a second real-time simulator 3023, a second board module 3024, and a second test bench mechanical module 3025.

[0090] The first real-time simulator 3013 is a control center of the multi-physical-in-loop test bench 301 of the entire braking system. The first real-time simulator 3013 communicates with the first host computer 3011 through a private protocol. The first vehicle dynamics model 3012 runs in the first host computer 3011. The first host computer 3011 compiles the control program of the multi-physical-in-loop test bench 301 of the braking system, including the first vehicle dynamics model 3012, into the first real-time simulator 3013. The first real-time simulator 3013 displays various signals of the multi-physical-in-loop test bench 301 of the braking system in the first host computer 3011. The first real-time simulator 3013 interacts with the first board module 3014 through a private protocol. The first board module 3014 sends control signals to the first bench mechanical module 3015. The first bench mechanical module 3015 sends feedback signals to the first board module 3014. The control signals at least include a control signal of the brake pedal actuator cylinder movement and a second vehicle network signal required by a braking system controller, such as an IBC integrated brake control. The feedback signals at least include a brake pressure signal, a braking system controller state, a brake pedal actuator cylinder displacement and force signal. The first bench mechanical module 3015 at least includes a braking system assembly, a brake pedal actuator cylinder power source and a sensing system.

[0091] The second real-time simulator 3023 is a control center of the multi-physical-in-loop test bench 302 of the entire steering system. The second real-time simulator 3023 communicates with the second host computer 3021 through a private protocol. The second vehicle dynamics model 3022 runs in the second host computer 3021. The second host computer 3021 compiles the control program of the multi-physical-in-loop test bench 302 of the steering system, including the second vehicle dynamics model 3022, into the second real-time simulator 3023. The second real-time simulator 3023 displays various signals of the multi-physical-in-loop test bench 302 of the steering system in the second host computer 3021. The second real-time simulator 3023 interacts with the second board module 3024 through a private protocol. The second board module 3024 sends control signals to the second bench mechanical module 3025. The second bench mechanical module 3025 sends feedback signals to the second board module 3024. The control signals at least include a control signal of the left linear actuator cylinder movement, a control signal of the right linear actuator cylinder movement, and a first vehicle network signal required by a steering system controller, such as an EPS electric power assisted steering system. The feedback signals at least include a steering wheel hand force signal, a steering system controller state, a left linear actuator cylinder displacement, a right linear actuator cylinder displacement and force signal. The second bench mechanical module 3025 at least includes a steering system assembly, a left linear actuator cylinder power source, a right linear actuator cylinder power source and a sensing system.

[0092] In the embodiment of the present application, the second real-time simulation machine is taken as the main control center and the first real-time simulation machine is taken as the auxiliary control center, that is, the second vehicle dynamics model is enabled and the first vehicle dynamics model is disabled. By setting the network address and port number of the first real-time simulation machine and the second real-time simulation machine, the first real-time simulation machine and the second real-time simulation machine can be connected in address. When the first real-time simulation machine and the second real-time simulation machine are connected in address, the first real-time simulation machine and the second real-time simulation machine can communicate by using UDP.

[0093] The data sent by the first real-time simulation machine to the second real-time simulation machine is set as brake data, including left front brake pressure data, left rear brake pressure data, right front brake pressure data and right rear brake pressure data. The data sent by the second real-time simulation machine to the first real-time simulation machine is set as second whole vehicle network data, including left front wheel speed data, left rear wheel speed data, right front wheel speed data, right rear wheel speed data, vehicle speed data, longitudinal acceleration data, lateral acceleration data, yaw rate data, motor speed data, motor torque data, gear data, throttle opening data, ignition data, steering wheel angle data and steering wheel speed data. In the process of data transmission between the first real-time simulation machine and the second real-time simulation machine by using UDP, the sent double-precision floating-point type data is converted into eight bytes of unsigned integer type data, and the received eight bytes of unsigned integer type data is converted into double-precision floating-point type data.

[0094] The input data of the second vehicle dynamics model includes: left front brake pressure data, left rear brake pressure data, right front brake pressure data and right rear brake pressure data from the first real-time simulation machine, gear data, throttle opening data and ignition data from the second host computer, and left rear steering drag link displacement data, right rear steering drag link displacement data, steering wheel rotation angle data and steering wheel rotation speed data from the second bench mechanical module. The output data of the second vehicle dynamics model includes: left front wheel speed data, left rear wheel speed data, right front wheel speed data, right rear wheel speed data, vehicle speed data, longitudinal acceleration data, lateral acceleration data, yaw angular velocity data, motor speed data, motor torque data, gear data, throttle opening data, ignition data, steering wheel rotation angle data, steering wheel rotation speed data, center of mass side slip angle data and tire slip ratio data. The steering wheel rotation angle data and the steering wheel rotation speed data are from the second bench mechanical module. Through the input data and the output data of the second vehicle dynamics model, the input data and the output data of the second vehicle dynamics model are compiled in the second real-time simulation machine, and the second test instruction is obtained, so as to achieve the purpose of simulating and testing the integrated multi-physical-in-loop test bench, thereby realizing the technical effect of improving the working efficiency of simulating and testing the integrated multi-physical-in-loop test bench, and solving the technical problem of low working efficiency of simulating and testing the integrated multi-physical-in-loop test bench.

[0095] The embodiment obtains brake data required by the brake system for braking operation of the vehicle and steering data required by the steering system for steering operation of the vehicle; controls the first real-time simulation machine to transmit the brake data to the second real-time simulation machine, or controls the second real-time simulation machine to transmit the steering data to the first real-time simulation machine; calls the first vehicle dynamics model to determine the first test instruction from the steering data of the first real-time simulation machine, or calls the second vehicle dynamics model to determine the second test instruction from the brake data of the second real-time simulation machine, wherein the first test instruction is used to indicate a test instruction to be received by the vehicle under the first vehicle dynamics model, and the second test instruction is used to indicate a test instruction to be received by the vehicle under the second vehicle dynamics model; and performs a simulation test operation on the vehicle in response to the first test instruction or the second test instruction. That is, the embodiment of the application controls data transmission between the first real-time simulation machine and the second real-time simulation machine, calls the vehicle dynamics model to determine the test instruction from the transmitted data, and performs a simulation test operation on the vehicle in response to the determined test instruction, thereby realizing the technical effect of improving the working efficiency of simulating and testing the integrated multi-physical-in-loop test bench, and solving the technical problem of low working efficiency of simulating and testing the integrated multi-physical-in-loop test bench.

[0096] Embodiment 3

[0097] According to an embodiment of the present application, a simulation test device of a vehicle is also provided. It should be noted that the simulation test device of the vehicle can be used to execute the simulation test method of the vehicle in embodiment 1.

[0098] Figure 4 is a schematic diagram of a simulation test device of a vehicle according to an embodiment of the present application. As shown in Figure 4 , the simulation test device of the vehicle can be applied to a multi-physical-in-loop test bench, the multi-physical-in-loop test bench including a multi-physical-in-loop test bench of a braking system and a multi-physical-in-loop test bench of a steering system, the multi-physical-in-loop test bench of the braking system at least including a first real-time simulation machine and a first vehicle dynamics model, the multi-physical-in-loop test bench of the steering system at least including a second real-time simulation machine and a second vehicle dynamics model. The simulation test device 400 of the vehicle can include an acquisition unit 402, a communication unit 404, a determination unit 406 and a test unit 408.

[0099] The acquisition unit 402 is configured to acquire braking data required by a braking operation of a braking system on a vehicle and steering data required by a steering operation of a steering system on the vehicle.

[0100] The communication unit 404 is configured to control the first real-time simulation machine to transmit the braking data to the second real-time simulation machine, or control the second real-time simulation machine to transmit the steering data to the first real-time simulation machine.

[0101] The determination unit 406 is configured to call the first vehicle dynamics model to determine a first test instruction from the steering data of the first real-time simulation machine, or call the second vehicle dynamics model to determine a second test instruction from the braking data of the second real-time simulation machine, wherein the first test instruction is used to indicate a test instruction to be received by the vehicle under the first vehicle dynamics model, and the second test instruction is used to indicate a test instruction to be received by the vehicle under the second vehicle dynamics model.

[0102] The test unit 408 is configured to perform a simulation test operation on the vehicle in response to the first test instruction or the second test instruction.

[0103] Optionally, the communication unit 404 includes a communication module configured to control the first real-time simulation machine to transmit the braking data to the second real-time simulation machine, or control the second real-time simulation machine to transmit the steering data to the first real-time simulation machine, based on a network address and a port number of the first real-time simulation machine and the second real-time simulation machine.

[0104] Optionally, the determining unit 406 comprises: a first determining module configured to determine, as input data of the first vehicle dynamics model, steering data sent from the second real-time simulation machine to the first real-time simulation machine; a second determining module configured to determine, as output data of the first vehicle dynamics model, first whole-vehicle network data sent from the first real-time simulation machine to the second real-time simulation machine, wherein the first whole-vehicle network data is used to represent whole-vehicle network data required by the steering system; and a third determining module configured to determine the first test instruction based on the input data and the output data of the first vehicle dynamics model.

[0105] Optionally, the third determining module comprises a compiling sub-module configured to compile the input data and the output data of the first vehicle dynamics model in the first real-time simulation machine to obtain the first test instruction.

[0106] Optionally, the determining unit 406 further comprises: a fourth determining module configured to determine, as input data of the second vehicle dynamics model, braking data sent from the first real-time simulation machine to the second real-time simulation machine; a fifth determining module configured to determine, as output data of the second vehicle dynamics model, second whole-vehicle network data sent from the second real-time simulation machine to the first real-time simulation machine, wherein the second whole-vehicle network data is used to represent whole-vehicle network data required by the braking system; and a sixth determining module configured to determine the second test instruction based on the input data and the output data of the second vehicle dynamics model.

[0107] Optionally, the sixth determining module comprises a compiling sub-module configured to compile the input data and the output data of the second vehicle dynamics model in the second real-time simulation machine to obtain the second test instruction.

[0108] Optionally, the apparatus further comprises a setting unit configured to set at least a data type of the braking data and / or the steering data in a process of data transmission between the first real-time simulation machine and the second real-time simulation machine.

[0109] In the embodiment of the present application, the braking data required by the braking system for braking operation of the vehicle, and the steering data required by the steering system for steering operation of the vehicle are acquired by the acquisition unit, the braking data is transmitted to the second real-time simulation machine by the first real-time simulation machine controlled by the communication unit, or the steering data is transmitted to the first real-time simulation machine by the second real-time simulation machine controlled by the communication unit, the first test instruction is determined from the steering data of the first real-time simulation machine by calling the first vehicle dynamics model by the determination unit, or the second test instruction is determined from the braking data of the second real-time simulation machine by calling the second vehicle dynamics model by the determination unit, wherein the first test instruction is used to represent the test instruction to be received by the vehicle under the first vehicle dynamics model, and the second test instruction is used to represent the test instruction to be received by the vehicle under the second vehicle dynamics model, and the simulation test operation is performed on the vehicle in response to the first test instruction or the second test instruction by the test unit. That is, the embodiment of the present application realizes the technical effect of improving the working efficiency of the simulation test on the integrated multi-physical-in-loop test bench by controlling the data transmission between the first real-time simulation machine and the second real-time simulation machine, calling the vehicle dynamics model to determine the test instruction from the transmitted data, and performing the simulation test operation on the vehicle in response to the determined test instruction, and solves the technical problem of low working efficiency of the simulation test on the integrated multi-physical-in-loop test bench.

[0110] Embodiment 4

[0111] According to the embodiment of the present application, a vehicle is also provided, which is used to perform the simulation test method of the vehicle of any one of the embodiments 1.

[0112] Embodiment 5

[0113] According to the embodiment of the present application, a computer readable storage medium is also provided, which includes a stored program, wherein the program performs the simulation test method of the vehicle of the embodiment 1.

[0114] The above-mentioned embodiment numbers of the present application are only for description, and do not represent the advantages and disadvantages of the embodiments.

[0115] In the above-mentioned embodiments of the present application, the description of each embodiment has its own emphasis, and the parts not described in detail in a certain embodiment can be referred to the related description of other embodiments.

[0116] In several embodiments provided by the present application, it should be understood that the disclosed technology can be implemented in other manners. For example, the described unit embodiments can be divided into other ways, for example, the units or components can be combined or integrated into another system, or some features can be ignored or not executed. In addition, the displayed or discussed mutual couplings or direct couplings or communication connections can be implemented by using some interfaces, and the indirect couplings or communication connections can be implemented in electronic, mechanical, or other forms.

[0117] The units described as separated components can or can not be physically separated, and the components displayed as units can or can not be physical units, i.e., can be located in one place, or can be distributed on multiple units. Some or all of the units can be selected according to actual needs to achieve the purposes of the embodiments of the present application.

[0118] In addition, each functional unit in the various embodiments of the present application can be integrated in one processing unit, or each unit can exist physically, or two or more units can be integrated in one unit. The integrated unit can be implemented in the form of hardware, or in the form of software functional units.

[0119] When the integrated unit is implemented in the form of software functional units and sold or used as an independent product, it can be stored in a computer readable storage medium. Based on this understanding, the technical solutions of the present application essentially or the part that makes a contribution to the prior art, or all or part of the technical solutions can be embodied in the form of a software product. The computer software product is stored in a storage medium, and includes several instructions for causing a computer device (which can be a personal computer, a server, or a network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of the present application. The foregoing storage medium includes: a U disk, a read-only memory (ROM, Read-Only Memory), a random access memory (RAM, Random Access Memory), a mobile hard disk, a magnetic disk or an optical disk, and various other media that can store program codes.

[0120] The above descriptions are only preferred embodiments of the present application, and it should be pointed out that, for those skilled in the art, without departing from the principles of the present application, some improvements and refinements can be made, and these improvements and refinements should be considered as the protection scope of the present application.

Claims

1. A vehicle simulation test method, characterized in that: The method is applied to a multi-physics-in-the-loop test bench, wherein the multi-physics-in-the-loop test bench includes a multi-physics-in-the-loop test bench for a braking system and a multi-physics-in-the-loop test bench for a steering system. The multi-physics-in-the-loop test bench for the braking system includes at least a first real-time simulator and a first vehicle dynamics model, and the multi-physics-in-the-loop test bench for the steering system includes at least a second real-time simulator and a second vehicle dynamics model. The method includes: acquiring braking data required by the braking system to perform a braking operation on the vehicle, and steering data required by the steering system to perform a steering operation on the vehicle; controlling the first real-time simulator to transmit the braking data to the second real-time simulator, or controlling the second real-time simulator to transmit the steering data to the first real-time simulator; Invoking the first vehicle dynamics model to determine a first test instruction from the steering data of the first real-time simulator, or invoking the second vehicle dynamics model to determine a second test instruction from the braking data of the second real-time simulator, wherein the first test instruction is used to represent a test instruction to be received by the vehicle under the first vehicle dynamics model, and the second test instruction is used to represent a test instruction to be received by the vehicle under the second vehicle dynamics model; In response to the first test instruction or the second test instruction, a simulation test operation is performed on the vehicle.

2. The method according to claim 1, characterized in that Controlling the first real-time simulator to transmit the braking data to the second real-time simulator, or controlling the second real-time simulator to transmit the steering data to the first real-time simulator, comprises: Based on the network addresses and port numbers of the first real-time simulator and the second real-time simulator, the first real-time simulator is controlled to transmit the braking data to the second real-time simulator, or the second real-time simulator is controlled to transmit the steering data to the first real-time simulator.

3. The method according to claim 1, characterized in that Calling the first vehicle dynamics model to determine a first test instruction from the steering data of the first real-time simulator includes: Determining the steering data sent by the second real-time simulator to the first real-time simulator as input data of the first vehicle dynamics model; determining first vehicle network data sent by the first real-time simulator to the second real-time simulator as output data of the first vehicle dynamics model, wherein the first vehicle network data is used to represent vehicle network data required by the steering system; The first test instruction is determined based on the input data and the output data of the first vehicle dynamics model.

4. The method according to claim 3, characterized in that Determining the first test instruction based on the input data and the output data of the first vehicle dynamics model includes: The input data and the output data of the first vehicle dynamics model are compiled in the first real-time simulator to obtain the first test instruction.

5. The method according to claim 1, wherein Calling the second vehicle dynamics model to determine a second test instruction from the braking data of the second real-time simulator includes: Determining the braking data sent from the first real-time simulator to the second real-time simulator as input data for the second vehicle dynamics model; determining the second vehicle network data sent by the second real-time simulator to the first real-time simulator as output data of the second vehicle dynamics model, wherein the second vehicle network data is used to represent the vehicle network data required by the braking system; The second test command is determined based on the input data and the output data of the second vehicle dynamics model.

6. The method according to claim 5, characterized in that Determining the second test instruction based on the input data and the output data of the second vehicle dynamics model includes: The input data and the output data of the second vehicle dynamics model are compiled in the second real-time simulator to obtain the second test instruction.

7. The method according to any one of claims 1 to 6, characterized in that The method further comprises: During data transmission between the first real-time simulator and the second real-time simulator, at least the data type of the braking data and / or the steering data is set.

8. A vehicle simulation test device, characterized in that: Applied to a multi-physics-in-the-loop test bench, the multi-physics-in-the-loop test bench includes a multi-physics-in-the-loop test bench for a braking system and a multi-physics-in-the-loop test bench for a steering system, the multi-physics-in-the-loop test bench for the braking system includes at least a first real-time simulator and a first vehicle dynamics model, and the multi-physics-in-the-loop test bench for the steering system includes at least a second real-time simulator and a second vehicle dynamics model, the device includes: an acquiring unit, configured to acquire braking data required by the braking system to perform a braking operation on the vehicle, and steering data required by the steering system to perform a steering operation on the vehicle; a communication unit, configured to control the first real-time simulator to transmit the braking data to the second real-time simulator, or to control the second real-time simulator to transmit the steering data to the first real-time simulator; a determining unit, configured to call the first vehicle dynamics model to determine a first test instruction from the steering data of the first real-time simulator, or call the second vehicle dynamics model to determine a second test instruction from the braking data of the second real-time simulator, wherein the first test instruction is used to represent a test instruction to be received by the vehicle under the first vehicle dynamics model, and the second test instruction is used to represent a test instruction to be received by the vehicle under the second vehicle dynamics model; A testing unit is configured to perform a simulation test operation on the vehicle in response to the first test instruction or the second test instruction.

9. A vehicle, characterized in that: A simulation test method for executing a vehicle as claimed in any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that The computer-readable storage medium includes a stored program, wherein the program executes the vehicle simulation test method according to any one of claims 1 to 7.

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