Vehicle yaw test method, device and equipment based on integrated domain controller

Abstract

The application provides a vehicle yaw test method, device and equipment based on an integrated domain controller. A target steering control mode and a target throttle control mode set for a current test vehicle are obtained. Corresponding parameter values are obtained according to the target steering control mode and the target throttle control mode. The test vehicle is subjected to a yaw test under predetermined conditions by the integrated domain controller based on the target steering control mode, the target throttle control mode and the parameter values, and performance indicators in the test process are collected. The vehicle yaw test result corresponding to the test vehicle is determined according to the performance indicators. The method can improve the control accuracy in the test process by comprehensively controlling the steering and throttle by the integrated domain controller, thereby facilitating accurate detection of the vehicle yaw control performance and facilitating performance verification and improvement of the vehicle. The application relates to the technical field of vehicles.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and in particular to a method, apparatus and equipment for testing vehicle yaw rate based on an integrated domain controller. Background Technology

[0002] In recent years, with the continuous development of the social economy, the number of cars has been increasing. Compared with public transportation, cars can go directly from the place of origin to the destination, saving waiting and transfer time, improving travel efficiency, and providing convenience and comfort for people's lives and work.

[0003] Currently, with the development of vehicle electronic control systems towards integration and fewer components, more and more vehicles are using integrated domain controllers. Integrated domain controllers require multi-physics-in-the-loop bench testing in a vehicle network environment to verify their yaw control performance under the control of the powertrain, braking system, front-wheel steering system, rear-wheel steering system, and suspension system. Therefore, it is necessary to simulate vehicle driving conditions on a test bench and conduct multi-physics-in-the-loop bench tests on the integrated domain controller to assess vehicle yaw control. Currently, existing technologies only perform single-dimensional operations on the vehicle, which leads to a decrease in vehicle speed during steering, resulting in insufficient accuracy in the control parameters and biased test results.

[0004] In summary, the technical problems existing in the relevant technologies need to be improved. Summary of the Invention

[0005] The purpose of this invention is to at least partially solve one of the technical problems existing in the related art.

[0006] The main objective of this application is to propose a vehicle yaw test method, apparatus, and equipment based on an integrated domain controller.

[0007] To achieve the above objectives, one aspect of this application proposes a vehicle yaw test method based on an integrated domain controller, comprising:

[0008] Obtain the target steering control mode and target throttle control mode set for the current test vehicle; wherein, the steering control mode includes the steering wheel open-loop control mode and the steering wheel dynamic closed-loop control mode, and the throttle control mode includes the throttle open-loop control mode and the throttle steady-state closed-loop control mode.

[0009] Based on the target steering control mode and the target throttle control mode, obtain the corresponding parameter values;

[0010] Based on the target steering control mode, the target throttle control mode, and the parameter values, the test vehicle is subjected to yaw test under predetermined conditions by an integrated domain controller, and performance indicators are collected during the test.

[0011] Based on the performance indicators, determine the vehicle yaw test results corresponding to the test vehicle.

[0012] In addition, the vehicle yaw test method based on an integrated domain controller according to the above embodiments of this application may also have the following additional technical features:

[0013] In some embodiments, obtaining the corresponding parameter values ​​based on the target steering control mode and the target throttle control mode includes:

[0014] When the target steering control mode is the steering wheel open-loop control mode, the vehicle speed setpoint, steering wheel speed value, and steering wheel angle target value input by the tester are received;

[0015] Alternatively, when the target steering control mode is the steering wheel dynamic closed-loop control mode, the system receives the vehicle speed setpoint and lateral acceleration setpoint input by the tester, and collects the current actual lateral acceleration value.

[0016] In some embodiments, obtaining the corresponding parameter values ​​based on the target steering control mode and the target throttle control mode includes:

[0017] When the target throttle control mode is the throttle open-loop control mode, the throttle opening rate value and the target throttle value input by the tester are received.

[0018] Alternatively, when the target throttle control mode is the throttle steady-state closed-loop control mode, the vehicle speed setpoint input by the tester is received, and the current actual vehicle speed value is collected.

[0019] In some embodiments, performing a yaw test on the test vehicle includes:

[0020] The test vehicle was subjected to steady-state yaw control test or dynamic yaw control test;

[0021] Specifically, under the steady-state yaw control test, the target steering control mode is the steering wheel open-loop control mode, and the target throttle control mode is the throttle steady-state closed-loop control mode; under the dynamic yaw control test, the target steering control mode is the steering wheel dynamic closed-loop control mode, and the target throttle control mode is the throttle open-loop control mode.

[0022] In some embodiments, the performance metrics during the data acquisition and testing process include:

[0023] When performing steady-state yaw control tests on the test vehicle, the rear wheel steering angle and the CDC shock absorber power supply current value of the test vehicle are collected.

[0024] In some embodiments, determining the vehicle yaw test result corresponding to the test vehicle based on the performance index includes:

[0025] When the vehicle speed setpoint is less than the first threshold, the rear wheel steering angle is less than 0; when the vehicle speed setpoint is less than the second threshold but greater than or equal to the first threshold, the rear wheel steering angle is equal to 0; when the vehicle speed setpoint is greater than or equal to the second threshold, the rear wheel steering angle is greater than 0; and the CDC shock absorber power supply current value is greater than 0, the steady-state yaw control test result corresponding to the test vehicle is determined to be normal.

[0026] In some embodiments, the performance metrics during the data acquisition and testing process include:

[0027] When performing dynamic yaw control tests on the test vehicle, the rear wheel steering angle, CDC damper power supply current, yaw rate, and yaw rate response time of the test vehicle are collected.

[0028] In some embodiments, determining the vehicle yaw test result corresponding to the test vehicle based on the performance index includes:

[0029] When the vehicle speed setpoint is less than the first threshold, the rear wheel steering angle is less than 0; when the vehicle speed setpoint is less than the second threshold but greater than or equal to the first threshold, the rear wheel steering angle is equal to 0; when the vehicle speed setpoint is greater than or equal to the second threshold, the rear wheel steering angle is greater than 0; the CDC shock absorber power supply current is greater than 0; the peak value of the yaw rate is less than the third threshold; and the yaw rate response time is less than the fourth threshold, the dynamic yaw control test result corresponding to the test vehicle is determined to be normal.

[0030] One aspect of this application provides a vehicle yaw test device based on an integrated domain controller, the device comprising:

[0031] The first acquisition unit is used to acquire the target steering control mode and target throttle control mode set for the current test vehicle; wherein, the steering control mode includes the steering wheel open-loop control mode and the steering wheel dynamic closed-loop control mode, and the throttle control mode includes the throttle open-loop control mode and the throttle steady-state closed-loop control mode.

[0032] The second acquisition unit is used to acquire corresponding parameter values ​​based on the target steering control mode and the target throttle control mode;

[0033] The data acquisition unit is used to perform yaw tests on the test vehicle under predetermined conditions through an integrated domain controller based on the target steering control mode, the target throttle control mode, and the parameter values, and to collect performance indicators during the test process.

[0034] The determination unit is used to determine the vehicle yaw test result corresponding to the test vehicle based on the performance indicators.

[0035] To achieve the above objectives, another aspect of this application provides an electronic device, which includes a memory and a processor. The memory stores a computer program, and the processor executes the computer program to implement the vehicle yaw test method based on an integrated domain controller described above.

[0036] To achieve the above objectives, another aspect of the embodiments of this application proposes a vehicle, which includes the vehicle yaw test device based on the integrated domain controller described above or the electronic device described above.

[0037] To achieve the above objectives, another aspect of the embodiments of this application proposes a computer-readable storage medium storing a computer program that, when executed by a processor, implements the vehicle yaw test method based on an integrated domain controller described above.

[0038] The embodiments of this application include at least the following beneficial effects:

[0039] This application provides a vehicle yaw test method, apparatus, and device based on an integrated domain controller. The method acquires a target steering control mode and a target throttle control mode set for the current test vehicle. The steering control mode includes an open-loop steering wheel control mode and a dynamic closed-loop steering wheel control mode, while the throttle control mode includes an open-loop throttle control mode and a steady-state closed-loop throttle control mode. Based on the target steering control mode and the target throttle control mode, corresponding parameter values ​​are obtained. Based on the target steering control mode, the target throttle control mode, and the parameter values, the integrated domain controller performs a yaw test on the test vehicle under predetermined conditions and collects performance indicators during the test. Based on the performance indicators, the vehicle yaw test result for the test vehicle is determined. This method can improve the control accuracy during the test process by integrating steering control and throttle control through an integrated domain controller, thereby facilitating accurate detection of the vehicle's yaw control performance and enabling performance verification and improvement of the vehicle. Attached Figure Description

[0040] Figure 1 This is a schematic diagram of the implementation environment of a vehicle yaw test method based on an integrated domain controller provided in an embodiment of this application;

[0041] Figure 2 This is a flowchart of a vehicle yaw test method based on an integrated domain controller provided in an embodiment of this application;

[0042] Figure 3This is a flowchart of obtaining corresponding parameter values ​​provided in an embodiment of this application;

[0043] Figure 4 This is another flowchart for obtaining the corresponding parameter value provided in an embodiment of this application;

[0044] Figure 5 This is a schematic diagram of a yaw test provided in an embodiment of this application;

[0045] Figure 6 This is a schematic diagram illustrating the performance indicators of a yaw test provided in an embodiment of this application;

[0046] Figure 7 This is a schematic diagram of the structure of a vehicle yaw test device based on an integrated domain controller provided in an embodiment of this application;

[0047] Figure 8 This is a schematic diagram of the hardware structure of an electronic device provided in an embodiment of this application;

[0048] Figure 9 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application;

[0049] Figure 10 This is a schematic diagram of another vehicle structure provided in an embodiment of this application. Detailed Implementation

[0050] This application will be further described in detail below. It should be understood that the specific embodiments described herein are merely illustrative of this application and are not intended to limit this application. When the following description refers to the accompanying drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with the embodiments of this application; they are merely examples of apparatuses / devices and methods consistent with some aspects of the embodiments of this application as detailed in the appended claims.

[0051] It is understood that the terms “first,” “second,” etc., used in this application may be used herein to describe various concepts, but unless otherwise stated, these concepts are not limited by these terms. These terms are only used to distinguish one concept from another. For example, without departing from the scope of the embodiments of this application, first information may also be referred to as second information, and similarly, second information may also be referred to as first information. Depending on the context, the words “if,” “when,” or “in response to a determination” as used herein may be interpreted as “when…” or “when…” or “in response to a determination.”

[0052] As used in this application, the terms "at least one", "multiple", "each", "any", etc., "at least one" includes one, two or more, "multiple" includes two or more, "each" refers to each of the corresponding multiples, and "any" refers to any one of the multiples.

[0053] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. The terminology used herein is for the purpose of describing embodiments of this application only and is not intended to limit this application.

[0054] In recent years, with the continuous development of the social economy, the number of cars has been increasing. Compared with public transportation, cars can go directly from the place of origin to the destination, saving waiting and transfer time, improving travel efficiency, and providing convenience and comfort for people's lives and work.

[0055] Currently, with the development of vehicle electronic control systems towards integration and fewer components, more and more vehicles are using integrated domain controllers. Integrated domain controllers require multi-physics-in-the-loop bench testing in a vehicle network environment to verify their yaw control performance under the control of the powertrain, braking system, front-wheel steering system, rear-wheel steering system, and suspension system. Therefore, it is necessary to simulate vehicle driving conditions on a test bench and conduct multi-physics-in-the-loop bench tests on the integrated domain controller to assess vehicle yaw control. Currently, existing technologies only perform single-dimensional operations on the vehicle, which leads to a decrease in vehicle speed during steering, resulting in insufficient accuracy in the control parameters and biased test results.

[0056] In view of this, this application provides a vehicle yaw test method, apparatus and equipment based on an integrated domain controller. The method can improve the control accuracy during the test by integrating steering control and throttle control through the integrated domain controller, thereby facilitating the accurate detection of the vehicle's yaw control performance and making it convenient for vehicle performance verification and improvement.

[0057] Please refer to Figure 1 , Figure 1 This illustration shows an implementation environment diagram of a vehicle yaw test method based on an integrated domain controller provided in this application embodiment. In this implementation environment, the main hardware and software components involved include a terminal device 110, a target vehicle 120, and a cloud server 130. Communication connections can be established between each of the terminal device 110, the target vehicle 120, and the cloud server 130. The vehicle yaw test method based on an integrated domain controller provided in this application embodiment can be implemented locally on the target vehicle 120, or it can be executed based on data interaction between the terminal device 110 and the target vehicle 120, or between the target vehicle 120 and the cloud server 130.

[0058] The terminal device 110 in the above embodiments may include mobile phones, computers, smart wearable devices, PDA devices, smart voice interaction devices, vehicle terminals, etc., but is not limited to these.

[0059] The cloud server 130 can be a standalone physical server, a server cluster or distributed system composed of multiple physical servers, or a cloud server that provides basic cloud computing services such as cloud services, cloud databases, cloud computing, cloud functions, cloud storage, network services, cloud communication, middleware services, domain name services, security services, CDN (Content Delivery Network), and big data and artificial intelligence platforms.

[0060] The terminal device 110, the target vehicle 120, and the cloud server 130 can establish a communication connection via a wireless network or a wired network. This wireless or wired network uses standard communication technologies and / or protocols. The network can be the Internet or any other network, including but not limited to any combination of Local Area Network (LAN), Metropolitan Area Network (MAN), Wide Area Network (WAN), mobile, wired or wireless networks, private networks, or virtual private networks.

[0061] Of course, this is understandable. Figure 1 The implementation environment described in this application is just one of the optional application scenarios for the vehicle yaw test method based on an integrated domain controller provided in this embodiment. The actual application is not fixed. Figure 1 The software and hardware environment shown.

[0062] Below, in conjunction with the aforementioned description of the implementation environment, a vehicle yaw test method based on an integrated domain controller provided in this application embodiment will be introduced and explained.

[0063] Please refer to Figure 2 , Figure 2 This is a schematic diagram of a vehicle yaw test method based on an integrated domain controller provided in an embodiment of this application. The vehicle yaw test method based on an integrated domain controller includes, but is not limited to:

[0064] Step 210: Obtain the target steering control mode and target throttle control mode set for the current test vehicle; wherein, the steering control mode includes the steering wheel open-loop control mode and the steering wheel dynamic closed-loop control mode, and the throttle control mode includes the throttle open-loop control mode and the throttle steady-state closed-loop control mode.

[0065] Step 220: Obtain the corresponding parameter values ​​based on the target steering control mode and the target throttle control mode;

[0066] Step 230: Based on the target steering control mode, the target throttle control mode, and the parameter values, the test vehicle is subjected to a yaw test under predetermined conditions using an integrated domain controller, and performance indicators are collected during the test.

[0067] Step 240: Determine the vehicle yaw test result corresponding to the test vehicle based on the performance indicators.

[0068] This application provides a vehicle yaw test method based on an integrated domain controller. In this method, the integrated domain controller can simultaneously realize vehicle steering control and throttle control, thereby facilitating accurate detection of vehicle yaw control performance and enabling performance verification and improvement. Specifically, in this application, the steering control mode and throttle control mode can each include three types: a steering control mode where the actual steering wheel angle is always 0, a steering wheel open-loop control mode, and a steering wheel dynamic closed-loop control mode; and a throttle control mode where the actual throttle value is always 0, a throttle open-loop control mode, and a throttle steady-state closed-loop control mode. These can be identified and distinguished using numbers. For example, when the steering control mode value is 0, the actual steering wheel angle is always 0; when the steering control mode value is 1, it switches to the steering wheel open-loop control mode; and when the steering control mode value is 2, it switches to the steering wheel dynamic closed-loop control mode. Similarly, when the throttle control mode value is 0, the actual throttle value is always 0; when the throttle control mode value is 1, it switches to the throttle open-loop control mode; when the throttle control mode value is 2, it switches to the throttle steady-state closed-loop control mode.

[0069] In this embodiment of the application, during testing, the steering control mode and throttle control mode set for the current test vehicle can be obtained, denoted as the target steering control mode and the target throttle control mode. Then, the corresponding parameter values ​​can be obtained based on the target steering control mode and the target throttle control mode.

[0070] Specifically, please refer to Figure 3 In some embodiments, obtaining the corresponding parameter values ​​based on the target steering control mode and the target throttle control mode includes:

[0071] When the target steering control mode is the steering wheel open-loop control mode, the vehicle speed setpoint, steering wheel speed value, and steering wheel angle target value input by the tester are received;

[0072] Alternatively, when the target steering control mode is the steering wheel dynamic closed-loop control mode, the system receives the vehicle speed setpoint and lateral acceleration setpoint input by the tester, and collects the current actual lateral acceleration value.

[0073] In this embodiment, when using the open-loop steering wheel control mode, the tester can input the steering wheel rotation speed and the target steering wheel angle. In this mode, the steering wheel's operating logic is as follows: the input steering wheel rotation speed is gradually increased until the actual steering wheel angle reaches the target value, after which the current steering wheel angle remains unchanged. The initial value of the actual steering wheel angle is 0. Generally, the open-loop steering wheel control mode can be activated when the vehicle speed reaches a given value. After collecting relevant performance indicators, the open-loop steering wheel control mode can be deactivated, and the steering wheel angle can be gradually corrected with a relatively large steering wheel rotation speed (e.g., 180 degrees / s) until the actual steering wheel angle returns to 0.

[0074] When using the open-loop control mode for the steering wheel, the tester can input the vehicle speed and lateral acceleration setpoints, and the system can acquire the current actual lateral acceleration value in real time. In this mode, the steering wheel's operating logic is as follows: The difference between the lateral acceleration setpoint and the current actual lateral acceleration value is calculated and then subjected to a PI (proportional and integral) calculation. The resulting target steering wheel angle value before correction is output and sent to the steering wheel characteristic limiting module. The difference between the target steering wheel angle value before correction and the actual steering wheel angle value at the previous sampling time is calculated, i.e., the steering wheel speed before correction. This steering wheel speed is then limited to between -270 degrees per second and +270 degrees per second, i.e., the steering wheel speed after correction. The sum of the steering wheel speed after correction and the actual steering wheel angle value at the previous sampling time is calculated, which is the target steering wheel angle value before correction. The steering wheel angle limiting module limits the target steering wheel angle value before correction to between -540 degrees and +540 degrees and outputs it as the actual steering wheel angle value, which is then sent to the vehicle dynamics module to ensure that the actual lateral acceleration value quickly catches up with the lateral acceleration setpoint. The initial value of the actual steering wheel angle is 0. Similarly, when the vehicle speed reaches the given speed value, the dynamic closed-loop control mode of the steering wheel is activated; after collecting relevant performance indicators, the dynamic closed-loop control mode of the steering wheel is deactivated, and the steering wheel angle is gradually returned to the center at a certain steering wheel speed value until the actual value of the steering wheel angle returns to 0.

[0075] Specifically, please refer to Figure 4 In some embodiments, obtaining the corresponding parameter values ​​based on the target steering control mode and the target throttle control mode includes:

[0076] When the target throttle control mode is the throttle open-loop control mode, the throttle opening rate value and the target throttle value input by the tester are received.

[0077] Alternatively, when the target throttle control mode is the throttle steady-state closed-loop control mode, the vehicle speed setpoint input by the tester is received, and the current actual vehicle speed value is collected.

[0078] In this embodiment, when using the open-loop throttle control mode, the tester can input the throttle opening rate value and the target throttle value. In this mode, the throttle's operating logic is as follows: the input throttle opening rate value is gradually increased until the actual throttle value reaches the target value, after which the current throttle value remains unchanged. The initial value of the actual throttle value is 0. When the gear changes from N to D or R, the open-loop throttle control mode is activated; when the vehicle speed reaches the given speed value, the open-loop throttle control mode is deactivated, and the actual throttle value is gradually decreased at a certain throttle opening rate value (e.g., 10 / s) until the actual throttle value returns to 0.

[0079] When using the steady-state closed-loop throttle control mode, the tester can input a setpoint vehicle speed and collect the current actual vehicle speed. In this mode, the throttle's operating logic is as follows: the difference between the setpoint and the current actual vehicle speed is calculated using a PI (proportional and integral) calculation, and the resulting throttle opening is sent to the vehicle dynamics module, ensuring the actual vehicle speed consistently follows the setpoint. When the vehicle speed reaches the setpoint, the steady-state closed-loop throttle control mode is activated; after acquiring relevant performance indicators, the mode is deactivated, and the actual throttle value is gradually reduced at a certain throttle opening rate until it returns to zero.

[0080] In the embodiments of this application, reference is made to Figure 5 The test vehicle undergoes yaw testing, which may include steady-state yaw control testing and dynamic yaw control testing. In the steady-state yaw control test, the target steering control mode is an open-loop steering wheel control mode, and the target throttle control mode is a steady-state closed-loop throttle control mode. In the dynamic yaw control test, the target steering control mode is a dynamic closed-loop steering wheel control mode, and the target throttle control mode is an open-loop throttle control mode.

[0081] Below, we will explain the procedures for steady-state yaw control testing and dynamic yaw control testing in detail, using specific application examples.

[0082] First, for the steady-state yaw control test, the test surface was set as a plaza surface with a road adhesion coefficient μ. The steering control mode value was set to 1, the throttle control mode value to 2, the steering wheel speed value to ω, the lateral acceleration setpoint to A, the initial vehicle speed to 0, the throttle target value to P, and the gear shift from N to D. The throttle open-loop control mode was activated, and the vehicle accelerated in a straight line. When the vehicle speed reached the vehicle speed setpoint V, the throttle open-loop control mode was deactivated, and the throttle steady-state closed-loop control mode was activated. The current steering wheel angle was kept constant, and the actual values ​​of the vehicle's lateral acceleration at 10 consecutive sampling points before the current sampling point were collected. When the absolute value of the difference between the maximum and minimum values ​​of the actual lateral acceleration at these 10 sampling points was less than the lateral acceleration fluctuation threshold (e.g., 2 degrees per second), it indicated that the current vehicle's lateral acceleration had entered a steady state. Relevant performance index data were collected and analyzed. The throttle steady-state closed-loop control mode and the steering wheel dynamic closed-loop control mode were deactivated until the actual value of the steering wheel angle returned to 0. Then, the vehicle was braked until the speed reached 0, and the gear shifted from D to N. This test case has ended. Example parameter values ​​are as follows:

[0083] μ = 0.2, 0.4, 0.6, 0.8, 1.0

[0084] P = 0.8μ

[0085]

[0086] ω(deg / s)=7

[0087] A = 0.4μ

[0088] Reference Figure 6 In this embodiment of the application, during the steady-state yaw control test, the rear wheel steering angle and CDC damper power supply current of the test vehicle can be collected during the test process. When determining the vehicle yaw test result corresponding to the test vehicle based on performance indicators, two thresholds for vehicle speed can be set, denoted as the first threshold and the second threshold, respectively. The first threshold is smaller, and the second threshold is larger. For example, the first threshold can be set to 30, and the second threshold to 80. For the rear wheel steering angle, it is desirable that it meets the following condition: when the given vehicle speed V < 30, the rear wheel steering angle θ... RWS <0; When the vehicle speed setpoint is 30≤V<80, the rear wheel steering angle θ RWS =0; When 80≤V is the given vehicle speed, the rear wheel steering angle θ RWS The current value of the CDC damper should be greater than 0; simultaneously, it is desirable that the supply current value of the CDC damper is greater than 0. Multiple CDC dampers can be used. When all the above conditions are met, the steady-state yaw control test result for the test vehicle is considered normal. If any condition is not met, the steady-state yaw control test result for the test vehicle is considered abnormal.

[0089] For the dynamic yaw control test, the road surface was set as a plaza surface with a road adhesion coefficient μ. The steering control mode value was set to 2, the throttle control mode value to 1, the lateral acceleration setpoint to A, the initial vehicle speed to 0, the throttle target value to P, and the gear shift from N to D. The throttle open-loop control mode was activated, and the vehicle accelerated in a straight line. When the vehicle speed reached the setpoint V, the throttle open-loop control mode was deactivated, and the steering wheel dynamic closed-loop control mode was activated. When the actual lateral acceleration value reached the setpoint lateral acceleration value, relevant performance data was collected and analyzed. The steering wheel dynamic closed-loop control mode was then deactivated until the actual steering wheel angle returned to 0. Finally, the vehicle was braked until the speed reached 0, and the gear shifted from D to N. This test case ended. Example parameter values ​​are as follows:

[0090] μ = 0.2, 0.4, 0.6, 0.8, 1.0

[0091] P = 0.8μ

[0092]

[0093] A = 0.4μ

[0094] Reference Figure 6 In this embodiment of the application, during the dynamic yaw control test, the rear wheel steering angle, CDC damper power supply current, yaw rate, and yaw rate response time of the test vehicle can be collected during the test process. Similarly, when determining the vehicle yaw test result corresponding to the test vehicle based on performance indicators, two thresholds for vehicle speed can be set, denoted as the first threshold and the second threshold, respectively, where the first threshold is smaller and the second threshold is larger. For example, the first threshold can be set to 30 and the second threshold to 80. Furthermore, thresholds can be set for the yaw rate and the yaw rate response time, denoted as the third threshold and the fourth threshold, respectively. For example, the third threshold can be 20 deg / s and the fourth threshold can be 100 ms.

[0095] In dynamic yaw control testing, the rear wheel steering angle is expected to meet the following condition: when the vehicle speed setpoint V < 30, the rear wheel steering angle θ RWS <0; When the vehicle speed setpoint is 30≤V<80, the rear wheel steering angle θ RWS =0; When 80≤V is the given vehicle speed, the rear wheel steering angle θ RWSThe value of the CDC damper supply current should be greater than 0; multiple CDC dampers are acceptable. For yaw rate, its peak value should be less than the third threshold of 20 degrees / s. For yaw rate response time (the difference between the time when the steering wheel angle reaches its maximum value and the time when the yaw rate reaches its peak value), it should be less than the fourth threshold of 100 ms. When all the above conditions are met, the dynamic yaw control test result for the test vehicle is considered normal. If any condition is not met, the dynamic yaw control test result for the test vehicle is considered abnormal.

[0096] Please refer to Figure 7 This application also provides a vehicle yaw test device based on an integrated domain controller, comprising:

[0097] The first acquisition unit 710 is used to acquire the target steering control mode and the target throttle control mode set for the current test vehicle; wherein, the steering control mode includes a steering wheel open-loop control mode and a steering wheel dynamic closed-loop control mode, and the throttle control mode includes a throttle open-loop control mode and a throttle steady-state closed-loop control mode.

[0098] The second acquisition unit 720 is used to acquire corresponding parameter values ​​based on the target steering control mode and the target throttle control mode;

[0099] The acquisition unit 730 is used to perform yaw tests on the test vehicle under predetermined conditions through an integrated domain controller based on the target steering control mode, the target throttle control mode, and the parameter values, and to collect performance indicators during the test process.

[0100] The determination unit 740 is used to determine the vehicle yaw test result corresponding to the test vehicle based on the performance indicators.

[0101] It is understood that the content of the above method embodiments is applicable to the present device embodiments. The specific functions implemented by the present device embodiments are the same as those of the above method embodiments, and the beneficial effects achieved are also the same as those achieved by the above method embodiments.

[0102] This application also provides an electronic device, which includes a memory and a processor. The memory stores a computer program, and the processor executes the computer program to implement the above-described method. This electronic device can be a mobile phone, computer, smart wearable device, PDA device, smart voice interaction device, vehicle terminal, etc., but is not limited to these.

[0103] It is understood that the content of the above method embodiments is applicable to this device embodiment. The specific functions implemented by this device embodiment are the same as those of the above method embodiments, and the beneficial effects achieved are also the same as those achieved by the above method embodiments.

[0104] Please see Figure 8 , Figure 8 This is a schematic diagram of the hardware structure of an electronic device provided in an embodiment of this application, such as... Figure 8 As shown, the electronic device may include:

[0105] The processor 901 can be implemented using a general-purpose CPU (Central Processing Unit), microprocessor, application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solutions provided in the embodiments of this application.

[0106] The memory 902 can be implemented as a read-only memory (ROM), a static storage device, a dynamic storage device, or a random access memory (RAM). The memory 902 can store the operating system and other application programs. When the technical solutions provided in the embodiments of this specification are implemented through software or firmware, the relevant program code is stored in the memory 902 and is called and executed by the processor 901.

[0107] The input / output interface 903 is used to implement information input and output;

[0108] The communication interface 904 is used to enable communication and interaction between this device and other devices. Communication can be achieved through wired means (such as USB, Ethernet cable, etc.) or wireless means (such as mobile network, WIFI, Bluetooth, etc.).

[0109] Bus 905 transmits information between various components of the device (e.g., processor 901, memory 902, input / output interface 903, and communication interface 904);

[0110] The processor 901, memory 902, input / output interface 903, and communication interface 904 are connected to each other within the device via bus 905.

[0111] Reference Figure 9 and Figure 10In this embodiment of the application, a vehicle is also provided, which includes the electric drive assembly of the aforementioned vehicle yaw test device or electronic device based on an integrated domain controller. Specifically, the vehicle can be a private car, such as a sedan, SUV, MPV, or pickup truck. The vehicle can also be a commercial vehicle, such as a van, bus, small truck, or large trailer. The vehicle can be a gasoline vehicle or a new energy vehicle. When the vehicle is a new energy vehicle, it can be a hybrid vehicle or a pure electric vehicle.

[0112] This application also provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the above-described method.

[0113] It is understood that the content of the above method embodiments is applicable to this storage medium embodiment. The specific functions implemented in this storage medium embodiment are the same as those in the above method embodiments, and the beneficial effects achieved are also the same as those achieved in the above method embodiments.

[0114] Memory, as a non-transitory computer-readable storage medium, can be used to store non-transitory software programs and non-transitory computer-executable programs. Furthermore, memory may include high-speed random access memory, and may also include non-transitory memory, such as at least one disk storage device, flash memory device, or other non-transitory solid-state storage device. In some embodiments, memory may optionally include memory remotely located relative to the processor, and these remote memories can be connected to the processor via a network. Examples of such networks include, but are not limited to, the Internet, intranets, local area networks, mobile communication networks, and combinations thereof.

[0115] The embodiments described in this application are for the purpose of more clearly illustrating the technical solutions of the embodiments of this application, and do not constitute a limitation on the technical solutions provided by the embodiments of this application. As those skilled in the art will know, with the evolution of technology and the emergence of new application scenarios, the technical solutions provided by the embodiments of this application are also applicable to similar technical problems.

[0116] Those skilled in the art will understand that the technical solutions shown in the figures do not constitute a limitation on the embodiments of this application, and may include more or fewer steps than shown, or combine certain steps, or different steps.

[0117] The device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs.

[0118] Those skilled in the art will understand that all or some of the steps in the methods disclosed above, as well as the functional modules / units in the systems and devices, can be implemented as software, firmware, hardware, or suitable combinations thereof.

[0119] The terms “first,” “second,” “third,” “fourth,” etc. (if present) in the specification and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms “comprising” and “having,” and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0120] It should be understood that in this application, "at least one (item)" means one or more, and "more than" means two or more. "And / or" is used to describe the relationship between related objects, indicating that three relationships can exist. For example, "A and / or B" can represent three cases: only A exists, only B exists, and both A and B exist simultaneously, where A and B can be singular or plural. The character " / " generally indicates that the preceding and following related objects are in an "or" relationship. "At least one (item) of the following" or similar expressions refer to any combination of these items, including any combination of single or plural items. For example, at least one (item) of a, b, or c can represent: a, b, c, "a and b", "a and c", "b and c", or "a and b and c", where a, b, and c can be single or multiple.

[0121] In the several embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of the units described above is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between apparatuses or units may be electrical, mechanical, or other forms.

[0122] The units described above as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0123] Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0124] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes multiple instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of the various embodiments of this application. The aforementioned storage medium includes various media capable of storing programs, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0125] The preferred embodiments of the present application have been described above with reference to the accompanying drawings, but this does not limit the scope of the claims of the present application. Any modifications, equivalent substitutions, and improvements made by those skilled in the art without departing from the scope and substance of the embodiments of the present application shall be within the scope of the claims of the present application.

Claims

1. A vehicle yaw test method based on an integrated domain controller, characterized in that, The method includes: Obtain the target steering control mode and target throttle control mode set for the current test vehicle; wherein, the steering control mode includes the steering wheel open-loop control mode and the steering wheel dynamic closed-loop control mode, and the throttle control mode includes the throttle open-loop control mode and the throttle steady-state closed-loop control mode. Based on the target steering control mode and the target throttle control mode, obtain the corresponding parameter values; Based on the target steering control mode, the target throttle control mode, and the parameter values, the test vehicle is subjected to yaw test under predetermined conditions by an integrated domain controller, and performance indicators are collected during the test. Based on the performance indicators, determine the vehicle yaw test results corresponding to the test vehicle; The yaw test performed on the test vehicle includes: The test vehicle was subjected to steady-state yaw control test or dynamic yaw control test; Specifically, under the steady-state yaw control test, the target steering control mode is the steering wheel open-loop control mode, and the target throttle control mode is the throttle steady-state closed-loop control mode; under the dynamic yaw control test, the target steering control mode is the steering wheel dynamic closed-loop control mode, and the target throttle control mode is the throttle open-loop control mode. The performance metrics during the data acquisition and testing process include: When the test vehicle is subjected to steady-state yaw control test, the rear wheel steering angle and CDC shock absorber power supply current value of the test vehicle are collected. The step of determining the vehicle yaw test result corresponding to the test vehicle based on the performance indicators includes: When the vehicle speed setpoint is less than the first threshold, the rear wheel steering angle is less than 0; when the vehicle speed setpoint is less than the second threshold but greater than or equal to the first threshold, the rear wheel steering angle is equal to 0; when the vehicle speed setpoint is greater than or equal to the second threshold, the rear wheel steering angle is greater than 0; and the CDC shock absorber power supply current value is greater than 0, the steady-state yaw control test result corresponding to the test vehicle is determined to be normal.

2. The vehicle yaw test method based on an integrated domain controller according to claim 1, characterized in that, The step of obtaining corresponding parameter values ​​based on the target steering control mode and the target throttle control mode includes: When the target steering control mode is the steering wheel open-loop control mode, the vehicle speed setpoint, steering wheel speed value, and steering wheel angle target value input by the tester are received; Alternatively, when the target steering control mode is the steering wheel dynamic closed-loop control mode, the system receives the vehicle speed setpoint and lateral acceleration setpoint input by the tester, and collects the current actual lateral acceleration value.

3. The vehicle yaw test method based on an integrated domain controller according to claim 1, characterized in that, The step of obtaining corresponding parameter values ​​based on the target steering control mode and the target throttle control mode includes: When the target throttle control mode is the throttle open-loop control mode, the throttle opening rate value and the target throttle value input by the tester are received. Alternatively, when the target throttle control mode is the throttle steady-state closed-loop control mode, the vehicle speed setpoint input by the tester is received, and the current actual vehicle speed value is collected.

4. The vehicle yaw test method based on an integrated domain controller according to claim 1, characterized in that, The performance metrics during the data acquisition and testing process include: When performing dynamic yaw control tests on the test vehicle, the rear wheel steering angle, CDC damper power supply current, yaw rate, and yaw rate response time of the test vehicle are collected.

5. The vehicle yaw test method based on an integrated domain controller according to claim 4, characterized in that, The step of determining the vehicle yaw test result corresponding to the test vehicle based on the performance indicators includes: When the vehicle speed setpoint is less than the first threshold, the rear wheel steering angle is less than 0; when the vehicle speed setpoint is less than the second threshold but greater than or equal to the first threshold, the rear wheel steering angle is equal to 0; when the vehicle speed setpoint is greater than or equal to the second threshold, the rear wheel steering angle is greater than 0; the CDC shock absorber power supply current is greater than 0; the peak value of the yaw rate is less than the third threshold; and the yaw rate response time is less than the fourth threshold, the dynamic yaw control test result corresponding to the test vehicle is determined to be normal.

6. A vehicle yaw test device based on an integrated domain controller, characterized in that, The device includes: The first acquisition unit is used to acquire the target steering control mode and target throttle control mode set for the current test vehicle; wherein, the steering control mode includes the steering wheel open-loop control mode and the steering wheel dynamic closed-loop control mode, and the throttle control mode includes the throttle open-loop control mode and the throttle steady-state closed-loop control mode. The second acquisition unit is used to acquire corresponding parameter values ​​based on the target steering control mode and the target throttle control mode; The data acquisition unit is used to perform yaw tests on the test vehicle under predetermined conditions through an integrated domain controller based on the target steering control mode, the target throttle control mode, and the parameter values, and to collect performance indicators during the test process. The determination unit is used to determine the vehicle yaw test result corresponding to the test vehicle based on the performance indicators. The yaw test performed on the test vehicle includes: The test vehicle was subjected to steady-state yaw control test or dynamic yaw control test; Specifically, under the steady-state yaw control test, the target steering control mode is the steering wheel open-loop control mode, and the target throttle control mode is the throttle steady-state closed-loop control mode; under the dynamic yaw control test, the target steering control mode is the steering wheel dynamic closed-loop control mode, and the target throttle control mode is the throttle open-loop control mode. The performance metrics during the data acquisition and testing process include: When the test vehicle is subjected to steady-state yaw control test, the rear wheel steering angle and CDC shock absorber power supply current value of the test vehicle are collected. The step of determining the vehicle yaw test result corresponding to the test vehicle based on the performance indicators includes: When the vehicle speed setpoint is less than the first threshold, the rear wheel steering angle is less than 0; when the vehicle speed setpoint is less than the second threshold but greater than or equal to the first threshold, the rear wheel steering angle is equal to 0; when the vehicle speed setpoint is greater than or equal to the second threshold, the rear wheel steering angle is greater than 0; and the CDC shock absorber power supply current value is greater than 0, the steady-state yaw control test result corresponding to the test vehicle is determined to be normal.

7. An electronic device, characterized in that, include: At least one processor; At least one memory for storing at least one program; When the at least one program is executed by the at least one processor, the at least one processor implements a vehicle yaw test method based on an integrated domain controller as described in any one of claims 1-5.

8. A vehicle, characterized in that, The vehicle includes the vehicle yaw test apparatus based on an integrated domain controller as described in claim 6 or the electronic device as described in claim 7.

9. A computer-readable storage medium storing a processor-executable program, characterized in that, The processor-executable program, when executed by the processor, is used to implement a vehicle yaw test method based on an integrated domain controller as described in any one of claims 1-5.

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