A simulation test method, device and system for a V2X application function

Abstract

The application relates to the technical field of monitoring methods and devices, in particular to a simulation test method and device for V2X application function and a test system; the deviation amount of a vehicle dynamics model and a driver model is considered, the reliability of a V2X system is verified based on a virtual platform, different vehicle states and driver driving styles can be adapted, and better inclusiveness is achieved; a simulation safety envelope is determined based on a cycle simulation test, real vehicle driving verification is then carried out, the real measurement time is reduced, and the safety of real vehicle test is improved; a bisection method is adopted, bidirectional bisection simulation is carried out based on an ideal model and a limit model, the safety boundary can be quickly captured, and the efficiency of the simulation test is improved.

Description

Technical Field

[0001] This invention relates to the technical field of monitoring methods and devices, and specifically to a simulation testing method, device, and testing system for V2X application functions. Background Technology

[0002] The so-called V2X, similar to the popular B2B and B2C models, stands for vehicle to everything, referring to the exchange of information between the vehicle and the outside world. Vehicle-to-everything (V2X) technology, by integrating GPS navigation, vehicle-to-vehicle communication, wireless communication, and remote sensing technologies, has laid a new foundation for automotive technology development, achieving compatibility between manual and autonomous driving.

[0003] Current simulation testing methods for V2V / V2I warning functions of V2X on-board terminals mainly rely on simulation software such as VTD / SUMO, high-performance desktop computers, the vehicle's on-board unit (OBU under test, HV), the auxiliary vehicle's on-board unit (V2X simulator - auxiliary OBU, RV), and the roadside unit (RSU). A test scenario is established in the VTD simulation software, which runs on the high-performance desktop computer. The simulation software sends motion status information and GPS information of the target vehicle to the HBU under test and motion status information and GPS information of the other vehicle to the auxiliary OBU, RV. Simultaneously, the simulation software sends map and road information data, roadside signs, and other information from the simulation environment to the roadside unit (RSU). The OBU device under test (HV) and the auxiliary vehicle OBU device (RV) communicate via the standard air interface PC5. At the same time, the OBU device under test (HV) and the roadside terminal device communicate via the standard air interface PC5. Based on the messages received from the auxiliary vehicle OBU device (RV) and the roadside terminal (RSU), the OBU device under test judges the dangerous situation through its own warning algorithm, outputs the corresponding warning signal, and displays it on the HMI interface.

[0004] The relevant technologies are disclosed in the prior art:

[0005] Chinese patent CN114397874A discloses a HIL-level simulation test system for the application functions and communication performance of V2X devices. Specifically, it discloses a software system and a hardware system. The software system includes a scenario simulation platform, a test platform, a protocol stack, and a dynamic model. The hardware system includes a HIL cabinet, a GNSS simulator, a wireless communication integrated tester, a channel simulator, a high-performance workstation, and a device under test (DUT). The system provides a reliable simulation test environment for the DUT, has rich and repeatable simulation test scenarios, meets the requirements for application function testing and communication performance testing, and provides multi-angle automated test analysis for more comprehensive testing of the DUT, thereby facilitating the mass production of V2X products.

[0006] Chinese Patent Publication No. CN111683348A discloses a method, apparatus, and system for large-scale performance testing of V2X security applications. Specifically, it discloses: determining the associated nodes and interference nodes required for testing according to a preset security application test type, as well as the initial information of the associated nodes and interference nodes; configuring the dynamic models of the associated nodes and interference nodes based on the initial information; simulating the node under test; collecting interaction data generated during the simulation; evaluating the performance of the V2X security application based on the interaction data; and determining the performance of the V2X security application based on the evaluation results. The technical solution of this invention provides a realistic simulation testing environment, enabling comprehensive security application testing of the node under test based on interaction data. The background environment data and roadside service data are authentic, resulting in highly reliable test results.

[0007] Chinese Patent Publication No. CN116125947A discloses a V2X indoor large-scale testing system and method based on a comprehensive test instrument. Specifically, it discloses a system comprising a control host, a V2X protocol stack, a comprehensive test instrument, a GNSS simulator, and a device under test (DUT). The control host and V2X protocol stack are connected via a network. The V2X protocol stack, comprehensive test instrument, and GNSS simulator are sequentially connected via the network. The comprehensive test instrument and GNSS simulator are both connected to the DUT via radio frequency cables. Compared to traditional field testing technologies, this testing system has lower testing costs and higher testing efficiency. It supports real-time and convenient adjustment of the number of devices and message content parameters, retains all original test data, and supports diverse analysis. It fills the gap in laboratory stress testing and verification schemes for C-V2X equipment, promoting the development of the domestic vehicle-to-everything (V2X) testing and verification system. It can use laboratory test data as support, combined with large-scale field testing schemes, to form a unified standard specification for testing methods, evaluation methods, and testing procedures for large-scale automated testing of C-V2X terminals.

[0008] The existing technology has the following drawbacks:

[0009] 1. Existing system simulation software typically bypasses the GPS module of the OBU under test and directly sends GPS data to the OBU's application layer, which is not conducive to testing the overall performance of the vehicle-mounted OBU under test (including the GPS module).

[0010] 2. The information sent to other vehicles by the existing system simulation software is generally sent to other on-board OBU devices (OBU devices of the same type and manufacturer as the OBU under test), which is not a standard V2X message body device. This is not conducive to the standardization of V2X messages, the standardization and reliability of V2X message body sending devices, and the widespread promotion.

[0011] 3. Existing system simulation software does not display vehicle status or control information (such as speed, acceleration, vehicle attributes, steering, braking, etc.) on the same interface and cannot display it in real time, making it impossible to control the vehicle in real time. This is not conducive to real-time vehicle control and real-time status feedback and display during the test.

[0012] 4. The information sent by the existing system simulation software to the OBU device under test (HV) and the auxiliary vehicle OBU device (RV) is generally basic vehicle location information, which is not a standard BSM message and lacks some necessary BSM element information, which is not conducive to the standardization and universality of the test system interface.

[0013] 5. Existing system simulation software generally sends data to the roadside unit (RSU) via pass-through, instead of using standard SPAT / MAP messages. This lack of necessary SPAT / MAP element information is detrimental to the standardization and universality of the test system interface. Summary of the Invention

[0014] To achieve the objectives of this invention, the invention is implemented through the following technical solution: a simulation testing method for V2X application functions, comprising the following steps:

[0015] S1: Comprehensive Modeling; specifically including:

[0016] S11. Environmental Modeling: Based on the vehicle model information of the test target vehicle, determine the driving scenario and create a set of road condition models {R} on the PRESCAN platform. i}, where R i This represents the i-th road condition model;

[0017] S12, Vehicle Dynamics and Driver Models; Based on the mechanical characteristics and driving scenarios of the target vehicle, create a set of vehicle dynamics models [{V}] and a set of driver models [{D}] on the PRESCAN platform, satisfying:

[0018] {V j}∈[{V}]=[{V0}-{V1},{V0}+{V2}]

[0019] {D k}∈[{D}]=[{D0}-{D1},{D0}+{D2}]

[0020] Where {V0} and {D0} represent the ideal vehicle dynamics model and the ideal driver model, respectively; {V1} and {D1} represent the lower bound deviation of the vehicle dynamics model and the lower bound deviation of the driver model, respectively; {V2} and {D2} represent the upper bound deviation of the vehicle dynamics model and the lower bound deviation of the driver model, respectively; {V j} and {D k} represent the j-th vehicle dynamics model and the k-th driver model, respectively;

[0021] S13. Determine the test boundary conditions: Based on the technical specifications of the V2X system under test, determine the allowable response parameters, and determine the maximum allowable response parameter as the boundary condition;

[0022] S2, Simulation Test:

[0023] The driver model is controlled via the SIMULINK platform to guide the vehicle on the created road conditions. The response characteristics of the V2X system under test are then tested, and the response function f(t)|(R) is obtained. i V j D k To determine whether the V2X system under test is reliable under the current vehicle dynamics model and the current driver model;

[0024] S3. Cyclic simulation test: Based on the deviation of different vehicle dynamics models and driver models, cyclic tests are performed on the V2X system under test to obtain the safe driving simulation envelope of the V2X system under test.

[0025] S4, Safe driving simulation envelope verification;

[0026] Retrieve the safe driving simulation envelope and adjust the test vehicle according to the deviation of the vehicle dynamics model corresponding to the safe driving simulation envelope interval to be verified.

[0027] Set the unmanned driving parameters or determine the amount of manned driving operations according to the driver model corresponding to the safe driving simulation envelope range to be verified.

[0028] Test the vehicle in both unmanned and manned mode and record the actual response characteristics of the V2X device.

[0029] S5. Comparative Evaluation:

[0030] By comparing the simulated and actual response characteristics of the V2X device, the confidence interval and overall reliability of the V2X system are determined based on the deviation between the two.

[0031] Furthermore, step S13 specifically includes:

[0032] S131. Based on the technical specifications of the V2X system under test, determine the allowable response parameters and set the maximum allowable response parameter as the boundary condition;

[0033] S132. Determine the area within the maximum allowable response parameter as the safe zone, and the area equal to or exceeding the maximum allowable response parameter as the warning zone.

[0034] Furthermore, step S2 includes:

[0035] S21. Control the driver model through the SIMULINK platform to guide the vehicle to drive on the created road conditions.

[0036] S22. The vehicle's location and status information are sent to the OBU under test and the OBU simulator via the network. The OBU under test and the OBU simulator communicate via V2X through the PC5 air interface.

[0037] S23. The OBU under test responds to its own V2X function warning using its own V2X warning algorithm, obtaining the response function f(t)|(R). i V j D k );

[0038] S24. Determine the response function f(t)|(R) i V j D k Is it located within a security domain?

[0039] If so, the V2X system under test is determined to be reliable in the current vehicle dynamics model and the current driver model;

[0040] If not, the V2X system under test is deemed unreliable under the current vehicle dynamics model and the current driver model.

[0041] Furthermore, step S3 includes:

[0042] S31. Based on the ideal vehicle dynamics model {V0} and the ideal driver model {D0}, conduct the first round of testing on the V2X model under test and debug the V2X system under test to the optimal state.

[0043] S32. Based on the upper and lower bound deviations {V2} and {V1}, {D2} and {D1} of the vehicle dynamics model and the driver model, determine the lower limit model {V0}-{V1}, {D0}-{D1} and the upper limit model {V0}+{V2}, {D0}+{D2}.

[0044] S33. Test the reliability of the V2X system under test at the upper limit model and the lower limit model, and debug the V2X system under test to be unreliable at both the upper limit model and the lower limit model.

[0045] S33. Using the ideal model as a benchmark, conduct a bidirectional bisection test on the upper and lower limit models; specifically including:

[0046] S331. For any test point, if the V2X model under test is reliable at the test point, then the next test point is selected at the point where the distance to the nearest test point is bisected by the distance to the extreme model side of the test point; if the V2X model under test is unreliable at the test point, then the next test point is selected at the point where the distance to the nearest test point is bisected by the distance to the ideal model side of the test point.

[0047] Furthermore, in step S5, the confidence interval refers to the safe driving envelope of the V2X under test after it has been verified as reliable through real driving.

[0048] Furthermore, in step S5, overall reliability refers to whether the safe driving envelope of the V2X under test fully covers the driving range required by the test technical specifications.

[0049] A simulation test device for V2X application functions, used to perform simulation test methods for the V2X application functions, includes a high-performance PC, an on-board unit (OBU) under test, a V2X integrated tester, a GNSS simulator, and simulation software.

[0050] A simulation testing system for V2X application functions includes a simulation testing device for the V2X application functions and a real test and verification vehicle.

[0051] Furthermore, the real-world test verified that the vehicle operated based on an autonomous driving system.

[0052] Furthermore, the real-world test verified that the vehicle was operated based on a manned driving system.

[0053] The beneficial effects of this invention are as follows:

[0054] 1. This invention takes into account the deviation between the vehicle dynamics model and the driver model, and verifies the reliability of the V2X system based on a virtual platform. It can adapt to different vehicle states and driver driving styles, and has better inclusiveness.

[0055] 2. This invention determines the simulation safety envelope based on cyclic simulation testing, and then conducts real vehicle driving verification, which reduces the actual testing time and improves the safety of real vehicle testing.

[0056] 3. This invention uses the bisection method, which performs bidirectional bisection simulation based on the ideal model and the limit model. This can quickly capture the safety boundary and improve the efficiency of simulation testing. Attached Figure Description

[0057] Figure 1 This is a schematic diagram of the method flow of the present invention. Detailed Implementation

[0058] To enhance understanding of the present invention, the present invention will be further described in detail below with reference to embodiments. These embodiments are only used to explain the present invention and do not constitute a limitation on the scope of protection of the present invention.

[0059] Example 1

[0060] according to Figure 1 As shown, this embodiment provides a simulation testing method for V2X application functions, including the following steps:

[0061] S1. Comprehensive Modeling; specifically including:

[0062] S11. Environmental Modeling: Based on the vehicle model information of the test target vehicle, determine the driving scenario and create a set of road condition models {R} on the PRESCAN platform. i}, where R i This represents the i-th road condition model;

[0063] S12, Vehicle Dynamics and Driver Models; Based on the mechanical characteristics and driving scenarios of the target vehicle, create a set of vehicle dynamics models [{V}] and a set of driver models [{D}] on the PRESCAN platform, satisfying:

[0064] {V j}∈[{V}]=[{V0}-{V1},{V0}+{V2}]

[0065] {D k}∈[{D}]=[{D0}-{D1},{D0}+{D2}]

[0066] Where {V0} and {D0} represent the ideal vehicle dynamics model and the ideal driver model, respectively; {V1} and {D1} represent the lower bound deviation of the vehicle dynamics model and the lower bound deviation of the driver model, respectively; {V2} and {D2} represent the upper bound deviation of the vehicle dynamics model and the lower bound deviation of the driver model, respectively; {V j} and {D k} represent the j-th vehicle dynamics model and the k-th driver model, respectively;

[0067] S13. Determine the test boundary conditions: Based on the technical specifications of the V2X system under test, determine the allowable response parameters, and determine the maximum allowable response parameter as the boundary condition;

[0068] S2, Simulation Test:

[0069] The driver model is controlled via the SIMULINK platform to guide the vehicle on the created road conditions. The response characteristics of the V2X system under test are then tested, and the response function f(t)|(R) is obtained. i Vj D k To determine whether the V2X system under test is reliable under the current vehicle dynamics model and the current driver model;

[0070] S3. Cyclic simulation test: Based on the deviation of different vehicle dynamics models and driver models, cyclic tests are performed on the V2X system under test to obtain the safe driving simulation envelope of the V2X system under test.

[0071] S4, Safe driving simulation envelope verification;

[0072] Retrieve the safe driving simulation envelope and adjust the test vehicle according to the deviation of the vehicle dynamics model corresponding to the safe driving simulation envelope interval to be verified.

[0073] Set the unmanned driving parameters or determine the amount of manned driving operations according to the driver model corresponding to the safe driving simulation envelope range to be verified.

[0074] Test the vehicle in both unmanned and manned mode and record the actual response characteristics of the V2X device.

[0075] S5. Comparative Evaluation:

[0076] By comparing the simulated and actual response characteristics of the V2X device, the confidence interval and overall reliability of the V2X system are determined based on the deviation between the two.

[0077] Furthermore, step S13 specifically includes:

[0078] S131. Based on the technical specifications of the V2X system under test, determine the allowable response parameters and set the maximum allowable response parameter as the boundary condition;

[0079] S132. Determine the area within the maximum allowable response parameter as the safe zone, and the area equal to or exceeding the maximum allowable response parameter as the warning zone.

[0080] Furthermore, step S2 includes:

[0081] S21. Control the driver model through the SIMULINK platform to guide the vehicle to drive on the created road conditions.

[0082] S22. The vehicle's location and status information are sent to the OBU under test and the OBU simulator via the network. The OBU under test and the OBU simulator communicate via V2X through the PC5 air interface.

[0083] S23. The OBU under test responds to its own V2X function warning using its own V2X warning algorithm, obtaining the response function f(t)|(R). i Vj D k );

[0084] S24. Determine the response function f(t)|(R) i V j D k Is it located within a security domain?

[0085] If so, the V2X system under test is determined to be reliable in the current vehicle dynamics model and the current driver model;

[0086] If not, the V2X system under test is deemed unreliable under the current vehicle dynamics model and the current driver model.

[0087] Furthermore, step S3 includes:

[0088] S31. Based on the ideal vehicle dynamics model {V0} and the ideal driver model {D0}, conduct the first round of testing on the V2X model under test and debug the V2X system under test to the optimal state.

[0089] S32. Based on the upper and lower bound deviations {V2} and {V1}, {D2} and {D1} of the vehicle dynamics model and the driver model, determine the lower limit model {V0}-{V1}, {D0}-{D1} and the upper limit model {V0}+{V2}, {D0}+{D2}.

[0090] S33. Test the reliability of the V2X system under test at the upper limit model and the lower limit model, and debug the V2X system under test to be unreliable at both the upper limit model and the lower limit model.

[0091] S33. Using the ideal model as a benchmark, conduct a bidirectional bisection test on the upper and lower limit models; specifically including:

[0092] S331. For any test point, if the V2X model under test is reliable at the test point, then the next test point is selected at the point where the distance to the nearest test point is bisected by the distance to the extreme model side of the test point; if the V2X model under test is unreliable at the test point, then the next test point is selected at the point where the distance to the nearest test point is bisected by the distance to the ideal model side of the test point.

[0093] Furthermore, in step S5, the confidence interval refers to the safe driving envelope of the V2X under test after it has been verified as reliable through real driving.

[0094] Furthermore, in step S5, overall reliability refers to whether the safe driving envelope of the V2X under test fully covers the driving range required by the test technical specifications.

[0095] A simulation testing device for V2X application functions is provided for executing the simulation testing method for the V2X application functions.

[0096] A simulation testing system for V2X application functions includes a simulation testing device for the V2X application functions and a real test and verification vehicle.

[0097] Furthermore, the real-world test verified that the vehicle operated based on an autonomous driving system.

[0098] Furthermore, the real-world test verified that the vehicle was operated based on a manned driving system.

[0099] The foregoing has shown and described the basic principles, main features, and advantages of the present invention. Those skilled in the art should understand that the present invention is not limited to the above embodiments. The embodiments and descriptions in the specification are merely illustrative of the principles of the invention. Various changes and modifications can be made to the invention without departing from its spirit and scope, and all such changes and modifications fall within the scope of the present invention as claimed. The scope of protection of the present invention is defined by the appended claims and their equivalents.

Claims

1. A simulation testing method for V2X application functions, characterized in that, Includes the following steps: S1. Comprehensive Modeling; specifically including: S11. Environmental Modeling: Based on the vehicle model information of the test target vehicle, determine the driving scenario and create a set of road condition models on the PRESCAN platform. ,in, This represents the i-th road condition model; S12. Vehicle Dynamics and Driver Model: Based on the mechanical characteristics and driving scenarios of the target vehicle, a set of vehicle dynamics models is created on the PRESCAN platform. and driver model set ,satisfy: in, and These represent the ideal vehicle dynamics model and the ideal driver model, respectively. and These represent the lower bound deviation of the vehicle dynamics model and the lower bound deviation of the driver model, respectively. and These represent the upper bound deviation of the vehicle dynamics model and the lower bound deviation of the driver model, respectively. and Let j represent the vehicle dynamics model and k represent the driver model, respectively. S13. Determine the test boundary conditions: Based on the technical specifications of the V2X system under test, determine the allowable response parameters, and determine the maximum allowable response parameter as the boundary condition; S2, Simulation Test: The driver model is controlled via the SIMULINK platform to guide the vehicle on the created road conditions. The response characteristics of the V2X system under test are then tested, and the response function is obtained. To determine whether the V2X system under test is reliable under the current vehicle dynamics model and the current driver model; S3. Cyclic simulation test: Based on the deviation of different vehicle dynamics models and driver models, cyclic tests are performed on the V2X system under test to obtain the safe driving simulation envelope of the V2X system under test. S31, Based on ideal vehicle dynamics model and the ideal driver model The first round of testing was conducted on the V2X model under test, and the V2X system under test was debugged to its optimal state. S32. Upper and lower bound deviations based on vehicle dynamics model and driver model and , and Determine the lower limit model and the upper limit model ; S33. Test the reliability of the V2X system under test at the upper limit model and the lower limit model, and debug the V2X system under test to be unreliable at both the upper limit model and the lower limit model. S33. Using the ideal model as a benchmark, conduct a bidirectional bisection test on the upper and lower limit models; specifically including: S331. For any test point, if the V2X model under test is reliable at the test point, then the next test point is selected at the point where the distance to the nearest test point is halved from the side of the test point biased towards the limit model. If the V2X model under test is unreliable at the test point, then the next test point is selected at the point where the distance to the nearest test point is halved from the side of the test point biased towards the ideal model. S4, Safe driving simulation envelope verification; Retrieve the safe driving simulation envelope and adjust the test vehicle according to the deviation of the vehicle dynamics model corresponding to the safe driving simulation envelope interval to be verified. Set the unmanned driving parameters or determine the amount of manned driving operations according to the driver model corresponding to the safe driving simulation envelope range to be verified. Test the vehicle in both unmanned and manned mode and record the actual response characteristics of the V2X device. S5. Comparative Evaluation: By comparing the simulated response characteristics and the actual response characteristics of the V2X device, the confidence interval and overall reliability of the V2X system are determined based on the deviation between the two.

2. The simulation testing method for V2X application functions according to claim 1, characterized in that: Step S13 specifically includes: S131. Based on the technical specifications of the V2X system under test, determine the allowable response parameters and set the maximum allowable response parameter as the boundary condition; S132. Determine the area within the maximum allowable response parameter as the safe zone, and the area equal to or exceeding the maximum allowable response parameter as the warning zone.

3. The simulation testing method for V2X application functions according to claim 2, characterized in that: Step S2 includes: S21. Control the driver model through the SIMULINK platform to guide the vehicle to drive on the created road conditions. S22. The vehicle's location and status information are sent to the OBU under test and the OBU simulator via the network. The OBU under test and the OBU simulator communicate via V2X through the PC5 air interface. S23. The OBU under test responds to its own V2X function warnings using its own V2X warning algorithm, and obtains the response function. ; S24. Determine the response function. Is it located within a security domain? If so, the V2X system under test is determined to be reliable in the current vehicle dynamics model and the current driver model; If not, the V2X system under test is deemed unreliable under the current vehicle dynamics model and the current driver model.

4. The simulation testing method for V2X application functions according to claim 1, characterized in that: In step S5, the confidence interval refers to the safe driving envelope of the V2X under test after it has been verified as reliable through real driving.

5. The simulation testing method for V2X application functions according to claim 4, characterized in that: In step S5, overall reliability refers to whether the safe driving envelope of the V2X under test fully covers the driving range required by the test technical specifications.

6. A simulation testing apparatus for V2X application functions, used to execute the simulation testing method for V2X application functions as described in any one of claims 1-5, characterized in that, This includes a high-performance PC, an on-board unit (OBU) under test, a V2X integrated tester, a GNSS simulator, and simulation software.

7. A simulation and testing system for V2X application functions, characterized in that, It includes a simulation testing device for V2X application functions as described in claim 6 and a real test and verification vehicle.

8. The simulation and testing system for V2X application functions according to claim 7, characterized in that: The real-world test vehicle was operated based on an autonomous driving system.

9. A simulation testing system for V2X application functions according to claim 7, characterized in that: The real-world test vehicle was operated based on a manned driving system.

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