Vehicle testing system, vehicle testing method and apparatus

Abstract

The application discloses a vehicle testing system, a vehicle testing method and a device. The system comprises a vehicle simulation platform configured to receive first data and second data, wherein the first data and the second data are configured to describe force conditions of a longitudinal control system and a lateral control system on a vehicle respectively. The vehicle simulation platform is further configured to input the first data and the second data into a vehicle dynamics model to obtain a longitudinal load and a lateral load. A distributed loading testing system is configured to receive the longitudinal load and the lateral load, load the longitudinal load to the longitudinal control system, load the lateral load to the lateral control system, and monitor an operating state of the vehicle. Through the application, coupling characteristics of a power domain and a chassis domain under a real operating state of a vehicle can be accurately simulated, and tests under unstable boundary conditions and operating limit conditions such as large turning angles and high speeds can be covered.

Description

Technical Field

[0001] This application relates to the field of vehicle testing technology, and in particular to a vehicle testing system, vehicle testing method and apparatus. Background Technology

[0002] In the current vehicle development cycle, the lateral control system (including the steering system), longitudinal control system (including the drive system and braking system), and vertical control system (including the suspension system) of the vehicle chassis components are usually provided by parts suppliers. The testing methods mainly include: single-component level testing (by the parts suppliers for their respective components) and real-vehicle calibration in the later stages of development.

[0003] For single-component level testing, the lateral control system, longitudinal control system, and vertical control system are tested separately using drive-brake test benches, steering test benches, and suspension test benches. However, this method cannot test the coupling characteristics between the power domain and chassis domain, and therefore cannot fully evaluate the functions and characteristics of the entire vehicle. As for real-vehicle calibration testing, this method is time-consuming and costly, and there are testing risks for instability boundaries, handling limits, and some implementation and fault injection scenarios (steering / braking / power system failures) in the testing of vehicle active safety functions.

[0004] To better test the coupling characteristics of the vehicle's power domain and chassis domain, the industry has proposed centralized integrated vehicle test bench solutions. However, most of these solutions simply combine the various systems under test (i.e., lateral control systems, longitudinal control systems, and vertical control systems) onto the same test bench, failing to accurately simulate the coupling characteristics between the systems under test and between the systems under test and the chassis under real vehicle operation. Furthermore, this solution cannot test under large steering angles and high load conditions, such as instability boundaries and handling limits. Summary of the Invention

[0005] This application provides a vehicle testing system, vehicle testing method, and apparatus that can accurately simulate the coupling characteristics of the power domain and chassis domain under real vehicle operating conditions, and can cover testing under instability boundaries and handling limit conditions such as large steering angles and high speeds.

[0006] In a first aspect, this application provides a vehicle testing system, the system comprising: a vehicle simulation platform for receiving first data and second data; wherein the first data and the second data are used to describe the stress state of the vehicle, the stress state of the vehicle including the stress state of at least one of the following systems: a longitudinal control system and a lateral control system; the vehicle simulation platform is further configured to input the first data and the second data into a vehicle dynamics model to obtain longitudinal load and lateral load; and a distributed loading test system for receiving the longitudinal load and the lateral load, loading the longitudinal load onto the longitudinal control system, loading the lateral load onto the lateral control system, and monitoring the operating state of the vehicle.

[0007] The longitudinal control system controls the vehicle's movement in the longitudinal direction (i.e., the x-axis direction in the vehicle coordinate system), while the lateral control system controls the vehicle's movement in the lateral direction (i.e., the y-axis direction in the vehicle coordinate system).

[0008] From a technical perspective, this application inputs the actual stress conditions of each tested system during operation into the vehicle dynamics model for coupled calculations. This allows for a more realistic simulation of the coupling effects between the tested systems during vehicle operation, resulting in more accurate load results. Consequently, after the distributed loading test system applies the load, the operating conditions of the tested systems more closely resemble the actual operating conditions of the vehicle, leading to more accurate vehicle test results. Furthermore, since the load on each tested system is applied through a distributed loading test system, compared to the existing method of applying multiple loads simultaneously, the load loading process is faster, more closely resembles the actual operating state of the vehicle, and yields more accurate test results.

[0009] In one feasible implementation, the distributed loading test system includes: a vertical loading test system for loading the vertical load onto the vertical control system; and a horizontal loading test system for loading the horizontal load onto the horizontal control system.

[0010] Furthermore, the longitudinal loading test system is also used to monitor the operating status of the longitudinal control system, and the lateral loading test system is also used to monitor the operating status of the lateral control system.

[0011] From a technical perspective, since the load of each tested system in this solution is independently loaded by its respective load testing system, compared with the centralized loading method in the prior art (where one loading system loads the load of multiple tested systems simultaneously), the load loading process responds faster, better reflects the actual operating state of the vehicle, and yields more accurate test results.

[0012] In one feasible implementation, the longitudinal control system and the lateral control system are deployed on a first rack and a second rack, respectively, and the longitudinal control system and the lateral control system communicate with each other via a bus.

[0013] From a technical perspective, by distributing the systems under test (SUTs) and employing independent load-loading processes, the physical space limitations of the testing process can be effectively avoided. This means that the SUTs can be deployed in different laboratories, and the testing of the coupling characteristics of each SUT can be conducted before the vehicle is tested, reducing potential problems and risks in subsequent vehicle testing and calibration. Furthermore, this deployment method also enables testing under extreme operating conditions, covering a wide range of testing scenarios.

[0014] In one feasible implementation, the vehicle dynamics model includes a longitudinal control system model and a lateral control system model; the forces on the wheel hub in the longitudinal control system model are obtained from the first data, and the forces on the tie rod or the steering column in the lateral control system model are obtained from the second data.

[0015] From a technical perspective, this application couples the force data of the actual tested system with the force data of the corresponding virtual model in the vehicle dynamics model for calculation. This improves the accuracy of the vehicle dynamics output load, making the operation of the tested system after the distributed loading test system applies the load more closely resembles the actual operation of the vehicle, thus obtaining more accurate vehicle test results. Furthermore, for the lateral control system, based on the structure of the lateral control system in a real vehicle, the forces of the actual lateral control system can be transferred to the tie rods or steering column of the lateral control system model in the dynamics model to simulate the structure of the actual vehicle's lateral control system. This allows for the simulation of forces in lateral control systems with different structures, demonstrating good adaptability.

[0016] In one feasible implementation, the vehicle simulation platform is further configured to receive third data, which describes the force state of the vertical control system of the vehicle; the vehicle simulation platform is further configured to input the third data into the vehicle dynamics model to obtain the vertical load; the distributed loading test system further includes: a vertical loading test system, configured to load the vertical load onto the vertical control system.

[0017] From a technical perspective, the distributed test system in this application can also include a vertical control system, that is, couple more independent test systems, so that the test results obtained in the early stage of development can be closer to the test results of the whole vehicle, reduce the problems and risks that may occur in subsequent whole vehicle testing and calibration, and effectively shorten the test cycle.

[0018] In one feasible implementation, the vertical control system is deployed on a third rack, and the longitudinal control system, the lateral control system, and the vertical control system communicate with each other via a bus.

[0019] From a technical perspective, the vertical control system also adopts a distributed deployment approach with the longitudinal and lateral control systems, achieving the same technical results as above, which will not be elaborated upon here.

[0020] In one feasible implementation, the vehicle dynamics model further includes a vertical control system model; the forces acting on the elastic elements and / or damping elements in the vertical control system model are obtained from the third data.

[0021] From a technical perspective, the force state of the vertical control system model is also obtained from actual vertical control system test data, achieving the same technical effect as above. In one feasible implementation, the first data includes the wheel hub torque.

[0022] From a technical perspective, using wheel hub torque to represent the force state of the longitudinal control system is more realistic and accurate.

[0023] In one feasible implementation, the second data includes one or more of the following: the force on the tie rod in the lateral control system, the force on the steering column, the steering angle of the steering column, and the displacement of the tie rod rack.

[0024] From a technical perspective, this application can utilize different parameters to characterize the force state of the lateral control system according to specific scenarios, demonstrating good flexibility.

[0025] In one feasible implementation, the third data includes force data of the elastic element in the vertical control system and / or force data of the damping element in the vertical control system; wherein, the force data of the elastic element includes the forces acting on the two ends of the elastic element, and the force data of the damping element includes the forces acting on the two ends of the damping element.

[0026] From a technical perspective, characterizing the force state of the elastic element and the damping element in the vehicle dynamics model by measuring the forces at their two ends is more accurate.

[0027] In one feasible implementation, the longitudinal load is applied by the wheel rotation speed or the load force on the wheel.

[0028] For longitudinal load, wheel speed and load force on the wheel are two ways to apply the longitudinal load. When the longitudinal load is characterized by load force, the load force is directly applied to the wheel through the longitudinal load test system; when the longitudinal load is characterized by wheel speed, a certain load is applied to the wheel through the longitudinal load test system so that the vehicle reaches the wheel speed during driving.

[0029] From a technical perspective, this application can apply load to the tested system by means of load force or external characteristics of components (such as wheel speed), which is highly flexible.

[0030] In one feasible implementation, the lateral load is applied by the load force on the tie rod or the load force on the steering column in the lateral control system.

[0031] From a technical perspective, for lateral control systems, the appropriate loads can be applied to different components in the system according to different scenarios, resulting in high flexibility.

[0032] In one feasible implementation, the vertical load is applied by the relative displacement between the two ends of the elastic element and / or the relative displacement between the two ends of the damping element.

[0033] Optionally, the aforementioned elastic element is a spring or other elastic component.

[0034] Optionally, the aforementioned damping element is a shock absorber or other component that can suppress the jump of the elastic element.

[0035] Optionally, for the two ends of the above-mentioned elastic element, one end can be connected to the vehicle body, and the other end can be connected to components such as the swing arm. This application does not limit the connection method between the elastic element and other components of the vehicle.

[0036] Optionally, for the two ends of the aforementioned damping element, one end can be connected to the vehicle body, and the other end can be connected to components such as the swing arm. This application does not limit the connection method between the damping element and other vehicle components.

[0037] From a technical perspective, the vertical load application process is controlled by the relative displacement between the two endpoints of the elastic element and / or damping element, so that the vertical control system can achieve the state of the vehicle during actual driving after the load is applied.

[0038] Secondly, this application provides a vehicle testing method applied to a vehicle measurement and testing system, the vehicle testing system including a vehicle simulation platform and a distributed loading testing system; the method includes: receiving first data and second data through the vehicle simulation platform; wherein the first data and the second data are used to describe the force state of the vehicle, the force state of the vehicle including the force state of at least one of the following systems: a longitudinal control system and a lateral control system; inputting the first data and the second data into a vehicle dynamics model through the vehicle simulation platform to obtain longitudinal load and lateral load; receiving the longitudinal load and the lateral load through the distributed loading testing system, loading the longitudinal load to the longitudinal control system, loading the lateral load to the lateral control system, and monitoring the operating state of the vehicle.

[0039] In one feasible implementation, the distributed loading test system includes a vertical loading test system and a horizontal loading test system; the step of loading the vertical load to the vertical control system and the horizontal load to the horizontal control system through the distributed loading test system includes: loading the vertical load to the vertical control system through the vertical loading test system; and loading the horizontal load to the horizontal control system through the horizontal loading test system.

[0040] In one feasible implementation, the longitudinal control system and the lateral control system are deployed on a first rack and a second rack, respectively, and the longitudinal control system and the lateral control system communicate with each other via a bus.

[0041] In one feasible implementation, the vehicle dynamics model includes a longitudinal control system model and a lateral control system model; the forces on the wheel hub in the longitudinal control system model are obtained from the first data, and the forces on the tie rod or the steering column in the lateral control system model are obtained from the second data.

[0042] In one feasible implementation, the distributed loading test system further includes a vertical loading test system; the method further includes: receiving third data through the vehicle simulation platform, the third data being used to describe the force state of the vertical control system on the vehicle; inputting the third data into the vehicle dynamics model through the vehicle simulation platform to obtain the vertical load; and loading the vertical load onto the vertical control system through the vertical loading test system.

[0043] In one feasible implementation, the vertical control system is deployed on a third rack, and the longitudinal control system, the lateral control system, and the vertical control system communicate with each other via a bus.

[0044] In one feasible implementation, the vehicle dynamics model further includes a vertical control system model; the forces acting on the elastic elements and / or damping elements in the vertical control system model are obtained from the third data.

[0045] In one possible implementation, the first data includes the wheel hub torque of the wheel on the longitudinal control system.

[0046] In one feasible implementation, the second data includes one or more of the following: the force on the tie rod in the lateral control system, the force on the steering column, the steering angle of the steering column, and the displacement of the tie rod rack.

[0047] In one feasible implementation, the third data includes force data of the elastic element in the vertical control system and / or force data of the damping element in the vertical control system; wherein, the force data of the elastic element includes the forces acting on the two ends of the elastic element, and the force data of the damping element includes the forces acting on the two ends of the damping element.

[0048] In one feasible implementation, the longitudinal load is applied by the wheel speed or the load force on the wheel, the lateral load is applied by the load force on the tie rod in the lateral control system or the load force on the steering column, and the vertical load is applied by the relative displacement between the two ends of the elastic element and / or the relative displacement between the two ends of the damping element.

[0049] Thirdly, embodiments of this application provide a computer-readable storage medium storing a computer program, which, when executed, enables the implementation of any one of the methods described in the second aspect above.

[0050] Fourthly, embodiments of this application provide a computer program product including instructions that, when executed, enable the method described in any one of the second aspects above. Attached Figure Description

[0051] The accompanying drawings used in the embodiments of this application are described below.

[0052] Figure 1 This is a schematic diagram of the architecture of a vehicle testing system provided in an embodiment of this application;

[0053] Figure 2 This is a schematic diagram of the architecture of another vehicle testing system provided in an embodiment of this application;

[0054] Figures 3a-3b Two examples of disconnection points in the virtualized test system in the vehicle dynamics model provided in this application embodiment;

[0055] Figure 4 This is a schematic diagram of the architecture of another vehicle testing system provided in an embodiment of this application;

[0056] Figures 5a-5b Two other examples of disconnection points of each virtualized system under test in the vehicle dynamics model provided in the embodiments of this application;

[0057] Figure 6 This application provides a distributed testing system, a distributed system under test, and a corresponding flowchart illustrating their internal architecture.

[0058] Figure 7 A schematic flowchart of a vehicle testing method provided in an embodiment of this application;

[0059] Figure 8 This is a schematic diagram of the structure of a computer device provided in an embodiment of this application. Detailed Implementation

[0060] The embodiments of this application are described below with reference to the accompanying drawings. In the description of the embodiments of this application, unless otherwise stated, " / " represents "or," for example, A / B can represent A or B; "and / or" in the text is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Furthermore, in the description of the embodiments of this application, "multiple" refers to two or more than two.

[0061] The terms "first," "second," "third," and "fourth," etc., used in the specification, claims, and accompanying drawings of this application are used to distinguish different objects, not to describe a particular order. 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 includes a series of steps or units is not limited to the listed steps or units, but may optionally include steps or units not listed, or may optionally include other steps or units inherent to these processes, methods, products, or apparatuses. The reference to "embodiment" herein means that a particular feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this application. The appearance of this phrase in various places in the specification does not necessarily refer to the same embodiment, nor is it a separate or alternative embodiment mutually exclusive with other embodiments. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described herein can be combined with other embodiments.

[0062] The following is a description of the technical terms used in this application.

[0063] (1) Load / load: The external force that a part or component bears when it is working. In the field of vehicle dynamics, it refers to the external force that each component of a vehicle bears when it is moving or stationary.

[0064] (2) Loading Test System: This includes a longitudinal loading test system, a lateral loading test system, and a vertical loading test system. Each loading test system is used to perform mechanical testing, operational status monitoring, and load application on the corresponding system under test. Each loading test system may include equipment such as a real-time machine, a board enclosure, and servo drivers. The real-time machine automates the operation of the loading test system by running corresponding software.

[0065] (3) Vehicle dynamics model: a model used to describe the coupling between various components in a vehicle, as well as the relationship between the forces on each component and its operating state.

[0066] (4) Vehicle simulation platform: One or more computer devices used to run vehicle dynamics models in real time.

[0067] (5) Longitudinal control system: This is a system that controls the movement of the vehicle in the longitudinal direction (i.e., the x-axis direction in the vehicle coordinate system). This system includes components such as the vehicle's drive system and braking system.

[0068] (6) Lateral control system: This is a system that controls the movement of the vehicle in the lateral direction (i.e., the y-axis direction in the vehicle coordinate system). This system includes components such as the vehicle's steering system.

[0069] (7) Vertical control system: This is a system for controlling the movement of the vehicle in the vertical direction (i.e., the z-axis direction in the vehicle coordinate system). This system includes components such as the vehicle's suspension system.

[0070] (8) Vehicle stress state: refers to the various forces or the resultant force on each tested system of the vehicle. These forces or resultant forces can be represented by data obtained from tests conducted by the corresponding test systems. This data can be stress data or non-stress data characterizing the stress. For example, for a longitudinal control system, its stress state can be represented by the resultant force, which is formed by the interaction of various forces such as the driving force of the drive system, the braking force of the braking system, and the longitudinal friction between the tire and the road surface. In this application, this resultant force is represented by the wheel hub torque (i.e., the first data in this application) during system operation. For a lateral control system, its stress state can also be represented by the resultant force, which is formed by the interaction of various forces such as the steering torque and the lateral friction between the tire and the road surface. In this application, this resultant force is represented by at least one of the following during system operation: the force on the tie rod, the force on the steering column, the steering column angle, and the tie rod rack displacement (i.e., the second data in this application). For a vertical control system, its force state can be represented by the various forces acting on the system, that is, by the forces acting on each component (i.e., elastic element and / or damping element) in the system: the forces at the two ends of the elastic element and / or the forces at the two ends of the damping element.

[0071] Please see Figure 1 , Figure 1 This is a schematic diagram of the architecture of a vehicle testing system provided in an embodiment of this application.

[0072] like Figure 1 As shown, the vehicle testing system includes a vehicle simulation platform and a distributed loading testing system.

[0073] The vehicle simulation platform includes one or more computer devices on which vehicle dynamics models are deployed. The platform receives force state data (i.e., the first, second, and third data in the following embodiments) from the distributed systems under test (SUT), inputs this data into the vehicle dynamics model, and calculates the load on each SUT. Then, the load to be applied to each SUT is sent to the distributed loading test system, which applies the load to each SUT.

[0074] In addition, the vehicle dynamics model will send the latest driving parameters to the corresponding tested systems in real time, so that each tested system can reach the real operating state.

[0075] The computer equipment in the aforementioned vehicle simulation platform includes computers, servers, and other devices with computing capabilities.

[0076] The aforementioned distributed system under test refers to systems under test being deployed on different test benches (i.e., the first bench, the second bench, and the third bench in the following embodiments). The distributed system under test in this application includes at least two systems under test, namely at least two of the longitudinal control system, the lateral control system, and the vertical control system.

[0077] This application uses a vehicle dynamics model to couple and calculate the load that needs to be applied to each system under test. This can realistically simulate the interaction between the systems under test, making the calculated load more accurate. As a result, the operating state of each system under test after the load is applied is closer to the actual operating state of the vehicle, thus obtaining more accurate and realistic vehicle test data.

[0078] Please see Figure 2 , Figure 2 This is a schematic diagram of the architecture of another vehicle testing system provided in an embodiment of this application, serving as a reference. Figure 1 The structure of the vehicle testing system shown is further refined to describe the specific structure of the vehicle simulation platform, the distributed loading test system, and the distributed system under test in the vehicle testing system of this application, as well as the interaction process between them during the test.

[0079] The following will combine Figure 2 Specifically, this application describes how to use the vehicle testing system provided to make the distributed system under test achieve the operating state of a vehicle in actual driving, thereby effectively evaluating the performance of the system under test.

[0080] like Figure 2 As shown, the vehicle simulation platform deploys a vehicle dynamics model, a driver model, and a road scene setting module. The road scene setting module is used to configure the vehicle's driving path and road parameters, and to send the vehicle's driving path data to the driver model and the road parameters to the vehicle dynamics model. The driver model generates corresponding driving parameters based on the received path data and inputs these driving parameters into the vehicle dynamics model.

[0081] The vehicle simulation platform also receives first and second data sent by the distributed system under test in real time.

[0082] The first and second data are obtained through hardware testing, such as sensors, on the longitudinal control system and the lateral control system, respectively. The first and second data are used to describe the vehicle's stress state, which includes the stress state of at least one of the following systems: the longitudinal control system and the lateral control system.

[0083] Optionally, the first data is used to describe the force state of the longitudinal control system, and the second data is used to describe the force state of the lateral control system.

[0084] The road parameters include road curvature, adhesion coefficient, and slope.

[0085] The driving parameters include throttle signal, brake signal, steering wheel angle signal, and steering torque signal.

[0086] After receiving the first and second data, the vehicle simulation platform inputs these data into the vehicle dynamics model to calculate the longitudinal and lateral loads. Then, the longitudinal and lateral loads are sent to the distributed loading test system, which applies the longitudinal and lateral loads to the longitudinal and lateral control systems, respectively.

[0087] The longitudinal load and the lateral load are the loads on the longitudinal control system and the lateral control system, respectively.

[0088] Specifically, such as Figure 2 As shown, the distributed loading test system includes a vertical loading test system and a horizontal loading test system. The load loading process is as follows: the vertical loading test system loads the vertical load onto the vertical control system, and the horizontal loading test system loads the horizontal load onto the horizontal control system.

[0089] The longitudinal loading test system and the lateral loading test system are also used to monitor the operating status of the longitudinal control system and the lateral control system, respectively. For example, the longitudinal test system can monitor the working status of the drive system, the current braking assist status of the braking system, and the difference between the designed braking assist status of the braking system.

[0090] Optionally, sensors and other components on each tested system periodically or irregularly (e.g., at 1ms intervals) collect their stress states to obtain the aforementioned first and second data, which are then sent to the vehicle simulation platform. Optionally, the vehicle dynamics model updates its input data (including the first data, second data, driving parameters, road parameters, etc.) in real time and calculates the load on each tested system under current conditions. The calculated load is then sent to the distributed loading test system for real-time loading.

[0091] In other words, the vehicle simulation platform in this application runs in real time, and the load on each tested system and the load loading process also change dynamically in real time, so as to simulate the real-time dynamic changes of each tested system and the whole vehicle during actual vehicle driving.

[0092] Optionally, the aforementioned first data includes the wheel hub torque measured in the longitudinal control system.

[0093] Optionally, the second data includes one or more of the following: the force on the tie rod in the lateral control system, the force on the steering column, the steering angle of the steering column, and the displacement of the tie rod rack.

[0094] Optionally, the longitudinal control system, lateral control system, and vertical control system are deployed on the first and second racks respectively, i.e., the tested systems are deployed in a distributed manner. The longitudinal control system and the lateral control system communicate with each other via a bus.

[0095] Simultaneously, the two test systems are deployed together with their respective systems under test. Specifically, the longitudinal control system is deployed together with the longitudinal loading test system, and the lateral control system is deployed together with the lateral loading test system. In other words, when the system under test is deployed in a distributed manner, the test systems are also deployed in a distributed manner.

[0096] Optionally, the vehicle simulation platform may also send throttle and / or braking signals to the longitudinal control system, and steering wheel angle and / or steering torque signals to the lateral control system. The longitudinal control system drives and / or brakes based on the throttle and / or braking signals, while the steering system in the lateral control system steers based on the steering wheel angle or steering torque signals.

[0097] The vehicle simulation platform can also send the driving parameters in real time to simulate the operating status of each tested system during actual vehicle operation.

[0098] Optionally, the aforementioned longitudinal load is applied by means of wheel rotation speed or load force on the wheel.

[0099] Specifically, for longitudinal loads, wheel speed and load force on the wheels are two ways to apply the longitudinal load. When the longitudinal load is applied by load force, the load force is directly applied to the wheels through the longitudinal load test system; when the longitudinal load is applied by wheel speed, a certain load is applied to the wheels through the longitudinal load test system so that the vehicle reaches that wheel speed during driving.

[0100] Alternatively, the lateral load is applied via the load force on the tie rod or the load force on the steering column in the lateral control system.

[0101] In this application, each tested system is a real, manufactured vehicle component.

[0102] The following will combine Figure 3a and Figure 3b Describe the process of using the first and second data fed back from the vehicle dynamics model to the tested system.

[0103] The aforementioned vehicle dynamics model includes a longitudinal control system model and a lateral control system model. In the longitudinal control system model, the forces on the wheel hub are obtained from the first data, while in the lateral control system model, the forces on the tie rod or steering column are obtained from the second data.

[0104] Please see Figure 3a , Figure 3a This is an example of a disconnection point in the virtualized test system of the vehicle dynamics model provided in the embodiments of this application, used to indicate that the force state at the disconnection point in the model is provided by measured first data or second data.

[0105] Vehicle dynamics models are models that describe the relationships between the forces acting on and the movement of various components within a vehicle, using mathematical and physical methods. For example... Figure 3a As shown, in the vehicle dynamics model, a longitudinal control system model and a lateral control system model are constructed that correspond one-to-one with the two tested systems.

[0106] In order to simulate the actual operating state of the vehicle, this application replaces the stress state of the components in the two tested system models with actual measured values ​​(i.e., the first data and the second data in the aforementioned embodiments).

[0107] Specifically, Figure 3a The points marked with "X" indicate the points where the tested system model is disconnected in the vehicle dynamics model. That is, the force on the tested system model at the "X" point is provided by the actual test results of the distributed tested system.

[0108] The specific structure and disconnection points of the two virtualized system models in the vehicle dynamics model are as follows:

[0109] (I) Longitudinal Control System Model

[0110] The longitudinal control system model includes virtual drive and braking modules. Specifically, such as... Figure 3a As shown, the drive module includes components such as the vehicle controller unit (VCU), motor control unit (MCU), motor, and reducer; the braking module includes components such as the electronic stability controller (ESC), ebooster, and brake disc.

[0111] After receiving the throttle and brake signals from the driver model, the longitudinal control system model forwards these signals to the longitudinal control system in the distributed system under test for driving and / or braking. These throttle and brake signals are not used in the driving process of the drive module or the braking process of the braking module within the longitudinal control system model.

[0112] The stress state of the longitudinal control system model is entirely provided by the actual measured values ​​of the longitudinal control system (i.e., the first data).

[0113] Specifically, the forces acting on the longitudinal control system model are... Figure 3a The force data at two points marked with "X" shown in the model are used to represent the force at both points, which is the hub torque, and can be directly obtained from the first data fed back by the longitudinal control system in the distributed test system.

[0114] After obtaining the forces at these two points from the first data, the loads of each tested system can be calculated by coupling them with other components in the vehicle dynamics model.

[0115] (II) Lateral Control System Model

[0116] like Figure 3a As shown, the lateral control system model virtually includes components such as a steering angle sensor (SAS), an electric power steering system (EPS), a steering column, and tie rods.

[0117] After receiving the steering wheel angle or steering torque from the driver model, the lateral control system model forwards the steering wheel angle or steering torque to the lateral control system in the distributed system under test for steering. This steering wheel angle or steering torque is not used to simulate the steering process in the lateral control system model.

[0118] The stress state of the lateral control system model is entirely provided by the actual measured values ​​of the lateral control system (i.e., the second data).

[0119] Specifically, the forces acting on the lateral control system model are... Figure 3a The force data at two points marked with "X" on the middle tie rod are represented. The force at these two points is the force on the tie rod, which can be obtained from the second data: when the second data includes the force on the tie rod, the force at these two points can be directly provided by the second data; when the second data includes the rack displacement of the tie rod, the force on the tie rod can be calculated from the rack displacement of the tie rod.

[0120] After obtaining the forces at these two points from the second data, the loads of each tested system can be calculated by coupling them with other components in the vehicle dynamics model.

[0121] It should be noted that Figure 3a The location of the break point on the tie rod shown in the figure does not constitute a specific limitation on the location of the break point. It can be any point on the tie rod, and the same applies to the embodiments below.

[0122] In summary, this application provides the stress states of vehicle components in the actual test system to corresponding points in the vehicle dynamics model. The vehicle dynamics model then inputs the actual stress states of each test system and, through the interactions between these systems coupled within the model, outputs more accurate load results, which are then provided to the distributed loading test system for loading. This forms the closed-loop test process of this application: the test system feeds back its stress state to the vehicle dynamics model in real time—the vehicle dynamics model calculates the load of each test system in real time and sends it to the distributed loading test system—the distributed loading test system dynamically loads the system based on the latest load. This testing process can more accurately simulate the stress states of components during actual vehicle operation, thereby monitoring the actual operating performance of components and the vehicle.

[0123] Please see Figure 3b , Figure 3b This is another example of the disconnection points of each virtualized system under test in the vehicle dynamics model provided in the embodiments of this application, as... Figure 3a This is a supplement to the embodiment.

[0124] in, Figure 3b and Figure 3a The difference is: Figure 3b In the lateral control system model, the disconnection point is the point on the steering column, i.e. Figure 3b The point marked "X" on the steering column of the lateral control system model shown is the steering force of the steering column. This force can be obtained from the second data fed back by the lateral control system in the distributed test system: when the second data includes the steering column force, the force at these two points can be directly provided by the second data; when the second data includes the steering column angle, the steering column force can be calculated from that steering column angle. In other words, this application uses the above method to treat the steering column force on the actual lateral control system on the test bench as the steering column force in the vehicle dynamics model.

[0125] It should be noted that Figure 3b The location of the break point on the steering column shown in the figure does not constitute a specific limitation on the location of the break point; it can be any point on the steering column, and the same applies to the embodiments below.

[0126] Please see Figure 4 , Figure 4 This is a schematic diagram of the architecture of another vehicle testing system provided in the embodiments of this application, serving as a reference. Figure 2 This is a further supplement to the vehicle testing system shown. It is used to implement the testing process for a distributed system under test (SUT) when the SUT also includes a vertical control system.

[0127] like Figure 4 As shown, relative to Figure 2For the distributed system under test, a vertical control system has been added. Therefore, in the distributed loading test system, a vertical loading test system corresponding to the vertical control system has been added. The rest are the same as... Figure 2 same.

[0128] The following will combine Figure 4 Specifically, this describes how to effectively evaluate the performance of a distributed system under test (SUT) that includes a longitudinal control system, a lateral control system, and a vertical control system, using a corresponding distributed loading test system.

[0129] Figure 4 The functions of the vehicle dynamics model, driver model, and road scene setting module are the same as those mentioned above. Figure 2 The corresponding terms are the same, so I will not repeat them here.

[0130] At this time, the vehicle simulation platform will receive the first, second, and third data sent by the distributed system under test in real time.

[0131] The first, second, and third data points were obtained through hardware testing, including sensors, on the longitudinal, lateral, and vertical control systems, respectively. These data points are used to describe the force states of the longitudinal, lateral, and vertical control systems, respectively.

[0132] After receiving the first, second, and third data, the vehicle simulation platform inputs these data into the vehicle dynamics model to calculate the longitudinal, lateral, and vertical loads. Then, the longitudinal, lateral, and vertical loads are sent to the distributed loading test system, which applies the corresponding loads to the longitudinal, lateral, and vertical control systems.

[0133] Among them, the longitudinal load, lateral load, and vertical load are the loads on the longitudinal control system, the lateral control system, and the vertical control system, respectively.

[0134] Specifically, the distributed loading test system includes: a vertical loading test system, a horizontal loading test system, and a vertical loading test system. The loading process is as follows: the vertical loading test system loads the vertical load onto the vertical control system; the horizontal loading test system loads the horizontal load onto the horizontal control system; and the vertical loading test system loads the vertical load onto the vertical control system.

[0135] Optionally, the longitudinal loading test system, the lateral loading test system, and the vertical loading test system are also used to monitor the operating status of the longitudinal control system, the lateral control system, and the vertical control system, respectively.

[0136] Optionally, sensors and other components on each tested system periodically or irregularly (e.g., at 1-second intervals) collect their stress states to obtain the aforementioned first, second, and third data, which are then sent to the vehicle simulation platform. Optionally, the vehicle dynamics model updates its input data (including the first, second, and third data, driving parameters, road parameters, etc.) in real time and calculates the load on each tested system under current conditions. The calculated load is then sent to the distributed loading test system for real-time loading.

[0137] In other words, the vehicle simulation platform in this application runs in real time, and the load on each tested system and the load loading process also change dynamically in real time, so as to simulate the real-time dynamic changes of each tested system and the whole vehicle during actual vehicle driving.

[0138] Optionally, the specific content of the first and second data mentioned above can be found in [reference needed]. Figure 2 The corresponding descriptions in the embodiments will not be repeated here.

[0139] Optionally, the third data includes force data of the elastic element in the vertical control system and / or force data of the damping element in the vertical control system; wherein, the force data of the elastic element includes the forces acting on the two ends of the elastic element, and the force data of the damping element includes the forces acting on the two ends of the damping element.

[0140] Optionally, the longitudinal control system, lateral control system, and vertical control system are deployed on the first, second, and third racks, respectively, meaning that the systems under test are deployed in a distributed manner. The longitudinal control system and the lateral control system communicate with each other via a bus.

[0141] Simultaneously, the three test systems are deployed together with their respective systems under test. Specifically, the longitudinal control system is deployed with the longitudinal loading test system, the lateral control system with the lateral loading test system, and the vertical control system with the vertical loading test system. In other words, when the system under test is deployed in a distributed manner, the test systems are also deployed in a distributed manner.

[0142] The usage of driving parameters and road parameters, as well as the loading process of lateral and longitudinal loads, can be found in the preceding text. Figure 2 As described in the text, it will not be repeated here.

[0143] Optionally, the vertical load is applied by the relative displacement between the two ends of the elastic element and / or the relative displacement between the two ends of the damping element.

[0144] Specifically, vertical loads include three types, which correspond to three loading methods:

[0145] (1) Vertical load includes the relative displacement between the two ends of the elastic element. At this time, the vertical load test system loads the elastic element in the vertical control system so that the distance between the two ends of the elastic element reaches the relative displacement.

[0146] (2) The vertical load includes the relative displacement between the two ends of the damping element. At this time, the damping element in the vertical control system is loaded by the vertical load test system, so that the distance between the two ends of the damping element reaches the relative displacement.

[0147] (3) The vertical load includes the relative displacement between the two ends of the elastic element and the relative displacement between the two ends of the damping element. At this time, the vertical load test system loads the elastic element and the damping element in the vertical control system respectively, so that the distance between the two ends of the elastic element and the distance between the two ends of the damping element reach their corresponding relative displacements.

[0148] The following will combine Figure 5a and Figure 5b Describe the process of using third-party data fed back from the tested system by the vehicle dynamics model.

[0149] Figure 5a As a response to the aforementioned Figure 3a A further supplement to the embodiments indicates that in Figure 3a With the lateral control system model and the longitudinal control system model disconnected, a vertical control system model was added to the vehicle dynamics model. Figure 5a This refers to the disconnection method used to describe the vertical control system model in this situation.

[0150] Figure 5b As a response to the aforementioned Figure 3b Further supplement to the embodiments indicates that in Figure 3b With the lateral control system model and the longitudinal control system model disconnected, a vertical control system model was added to the vehicle dynamics model. Figure 5b This refers to the disconnection method used to describe the vertical control system model in this situation.

[0151] Figure 5a and Figure 5b The disconnection method is the same for the vertical control system model, as follows:

[0152] The vertical control system model includes virtual elastic and damping elements, with their ends connected to the vehicle body and wheel hubs, respectively. This model is used to simulate the vehicle's shock absorption performance during operation.

[0153] The points where the vertical control system model is disconnected are: Figure 5a or Figure 5bThe two points marked with "X" shown are the two endpoints of the elastic element and the damping element, respectively. Figure 5a and Figure 5b In the given example connection, the two endpoints of the elastic element and the damping element coincide. At the two points marked "X": the forces at one point include the forces acting on the connection between the elastic element and the vehicle body, and the forces acting on the connection between the damping element and the vehicle body; the forces at the other point include the forces acting on the connection between the elastic element and the wheel hub, and the forces acting on the connection between the damping element and the wheel hub. These four forces can be directly obtained from the third data fed back from the vertical control system in the distributed test system. That is, this application uses the forces acting on the elastic and damping elements of the actual vertical control system on the test bench as the forces acting on the corresponding components in the vehicle dynamics model.

[0154] It should be understood that Figure 5a and Figure 5b The connection method of the two ends of the elastic element and the damping element given is an example and does not constitute a limitation on the connection method.

[0155] Please see Figure 6 , Figure 6 This application provides a schematic diagram of the internal architecture and corresponding process of a distributed testing system and a distributed system under test, which serves as an embodiment of this application. Figure 4 This illustrates a specific implementation of a distributed testing system.

[0156] like Figure 6 As shown in the diagram, the system includes a vehicle simulation platform, a distributed testing system, and a distributed system under test. The distributed testing system comprises a longitudinal loading testing system, a lateral loading testing system, and a vertical loading testing system.

[0157] The longitudinal loading test system includes Figure 6 The test system includes a dynamometer bench and a longitudinal loading module. The dynamometer bench includes a real-time machine, a board box, servo drivers, and a power analyzer. The longitudinal loading module includes... Figure 6 The four load dynamometers shown.

[0158] Lateral loading test system includes Figure 6 The test system for the steering bench includes a control system and a lateral loading module. The steering bench testing system comprises a real-time machine, a circuit board box, servo drivers, torque and angle sensors, and force sensors. The lateral loading module includes... Figure 6 The left linear motor, right linear motor, and steering motor are among them.

[0159] Vertical loading test system includes Figure 6The suspension test bench control system and vertical loading module are included. The suspension test bench control system includes a real-time machine, board box, servo driver, and force sensor. The vertical loading module includes... Figure 6 Vertical loading mechanism and fixing device, etc.

[0160] Distributed systems under test include Figure 6 The system includes a longitudinal control system, a lateral control system, and a vertical control system.

[0161] like Figure 6 As shown, the vehicle simulation platform includes a vehicle dynamics model, a driver model, a real-time machine, and a road scene setting module. The road scene setting module is used to configure data such as the vehicle's driving path and road parameters, and to send this data to the driver model and the road parameters to the vehicle dynamics model. The driver model generates corresponding driving parameters based on the received path data and inputs these parameters into the vehicle dynamics model for vehicle dynamics simulation (see [link to documentation] for details). Figure 2 (Example). The real-time machine in the vehicle simulation platform is used to receive the compiled vehicle dynamics model and driver model, and to input the received first data, second data and third data as input data into the vehicle dynamics model, and to run the compiled vehicle dynamics model and driver model in real time.

[0162] The following will combine Figure 6 This section will describe in detail the data interaction process between each test system and the vehicle simulation platform, as well as the corresponding test system.

[0163] For the longitudinal loading test system, it receives the first data obtained from the longitudinal control system test via a real-time feedback mechanism from the vehicle simulation platform, while simultaneously receiving driving parameters and longitudinal load from the vehicle dynamics platform. The first data is obtained through sensors in the dynamometer bench control system. Figure 6(Not shown) Actual test results. Drive / brake signals from the driving parameters are sent to the longitudinal control system on the test bench via a real-time machine and servo drivers. The longitudinal load is sent to four load dynamometers via the real-time machine and servo drivers for loading. The real-time machine in the dynamometer bench control system is used for receiving signals from the vehicle simulation platform, automated control, data acquisition, etc. The board box contains various general-purpose input / output (GPIO) ports, such as analog-to-digital / digital-to-analog (AD / DA) conversion interfaces, Controller Area Network (CAN) interfaces, and Pulse-Width Modulation (PWM) interfaces. The power analyzer is used to monitor and analyze the performance and operating conditions of the longitudinal control system during operation, such as real-time monitoring of voltage and / or current values ​​on the longitudinal control system. Simultaneously, during the testing of the longitudinal control system, parameters such as throttle, brake, power status, and chassis signals are transmitted to other systems under test via the CAN network.

[0164] For a lateral loading test system, its real-time machine will be powered by sensors ( Figure 6 The second data obtained from tests using torque angle sensors, force sensors, etc., is sent to the vehicle simulation platform. Driving parameters and lateral loads from the vehicle simulation platform are also sent to the lateral loading module via a servo driver through a real-time machine. In the lateral loading module, the steering motor steers according to the driving parameters (steering wheel angle and / or steering torque). The left and right linear motors in the lateral loading module apply the received lateral load, and the load loading status is monitored by a force sensor (FS). The electric power steering (EPS) system communicates with other systems under test via the Controller Area Network (CAN).

[0165] For the vertical loading test system, the real-time machine forwards third-party data collected by force sensors to the vehicle simulation platform, and receives the vertical load sent in real time by the vehicle simulation platform, which is then sent to the vertical loading mechanism for loading via a servo driver. The Electronic Control Unit (ECU) communicates with other systems under test via the CAN controller network.

[0166] in, Figure 6 Each real-time machine in China is a computer device with a certain computing power, such as a computer or a server.

[0167] The circuit board enclosures in the aforementioned distributed testing systems have the same or similar structures. The Controller Area Network (CAN) is used for vehicle communication and for transmitting vehicle attitude signals to the vehicle simulation platform.

[0168] During the above process, the board boxes on each distributed test system receive the operating status parameters of each system under test through the bus and feed them back to the real-time machine to be directly displayed to the test engineer, or to be displayed to the test engineer after analysis.

[0169] Please see Figure 7 , Figure 7 This is a flowchart illustrating a vehicle testing method provided in an embodiment of this application. Figure 7 As shown, the method includes steps S710, S720, and S730. This method is applied to a vehicle measurement and testing system, which includes a vehicle simulation platform and a distributed loading test system.

[0170] Step S710: Receive first data and second data through the vehicle simulation platform; wherein the first data and the second data are used to describe the force state on the vehicle, and the force state of the vehicle includes the force state of at least one of the following systems: longitudinal control system and lateral control system.

[0171] Step S720: Input the first data and the second data into the vehicle dynamics model through the vehicle simulation platform to obtain the longitudinal load and the lateral load.

[0172] Step S730: Receive the longitudinal load and the lateral load through the distributed loading test system, load the longitudinal load to the longitudinal control system, load the lateral load to the lateral control system, and monitor the operating status of the vehicle.

[0173] In one feasible implementation, the distributed loading test system includes a vertical loading test system and a horizontal loading test system; the step of loading the vertical load to the vertical control system and the horizontal load to the horizontal control system through the distributed loading test system includes: loading the vertical load to the vertical control system through the vertical loading test system; and loading the horizontal load to the horizontal control system through the horizontal loading test system.

[0174] In one feasible implementation, the longitudinal control system and the lateral control system are deployed on a first rack and a second rack, respectively, and the longitudinal control system and the lateral control system communicate with each other via a bus.

[0175] In one feasible implementation, the vehicle dynamics model includes a longitudinal control system model and a lateral control system model; the forces on the wheel hub in the longitudinal control system model are obtained from the first data, and the forces on the tie rod or the steering column in the lateral control system model are obtained from the second data.

[0176] In one feasible implementation, the distributed loading test system further includes a vertical loading test system; the method further includes: receiving third data through the vehicle simulation platform, the third data being used to describe the force state of the vertical control system on the vehicle; inputting the third data into the vehicle dynamics model through the vehicle simulation platform to obtain the vertical load; and loading the vertical load onto the vertical control system through the vertical loading test system.

[0177] In one feasible implementation, the vertical control system is deployed on a third rack, and the longitudinal control system, the lateral control system, and the vertical control system communicate with each other via a bus.

[0178] In one feasible implementation, the vehicle dynamics model further includes a vertical control system model; the forces acting on the elastic elements and / or damping elements in the vertical control system model are obtained from the third data.

[0179] In one possible implementation, the first data includes the wheel hub torque of the wheel on the longitudinal control system.

[0180] In one feasible implementation, the second data includes one or more of the following: the force on the tie rod in the lateral control system, the force on the steering column, the steering angle of the steering column, and the displacement of the tie rod rack.

[0181] In one feasible implementation, the third data includes force data of the elastic element in the vertical control system and / or force data of the damping element in the vertical control system; wherein, the force data of the elastic element includes the forces acting on the two ends of the elastic element, and the force data of the damping element includes the forces acting on the two ends of the damping element.

[0182] In one feasible implementation, the longitudinal load is applied by the wheel speed or the load force on the wheel, the lateral load is applied by the load force on the tie rod in the lateral control system or the load force on the steering column, and the vertical load is applied by the relative displacement between the two ends of the elastic element and / or the relative displacement between the two ends of the damping element.

[0183] Specifically, the above Figure 7The specific execution process of each step in the method embodiment can be found in the foregoing. Figures 1-6 The corresponding processes in the embodiments will not be repeated here.

[0184] Please see Figure 8 , Figure 8 This is a schematic diagram of the structure of a computer device provided in an embodiment of this application, serving as an example of the internal structure of the vehicle simulation platform, which includes computer devices and a real-time machine in a distributed testing system, as described in the foregoing embodiments.

[0185] like Figure 8 As shown, the computer device may include: a memory 801, one or more (only one is shown in the figure) processors 802, an interface circuit 803, and a bus 804. The memory 801, processors 802, and interface circuit 803 are interconnected via the bus 804.

[0186] Memory 801 is used to store instructions, which are the program instructions corresponding to the aforementioned vehicle testing method. Processor 802 is used to call and execute the instructions stored in memory 801.

[0187] The process by which processor 802 executes the aforementioned vehicle testing method can be found in the detailed description in the foregoing embodiments, and will not be repeated here.

[0188] The vehicle testing method in this application can be implemented through multiple... Figure 8 The computer devices shown implement the vehicle testing method of this application, each of which is equipped with program instructions corresponding to the method. Each vehicle simulation platform and each testing system corresponds to at least one computer device. The vehicle testing method is implemented when the processor on each of the multiple computer devices executes the program instructions corresponding to the vehicle testing method.

[0189] Figure 8 The computer equipment shown may be Figure 6 The real-time machines in the vehicle simulation platform (the computer equipment included in the vehicle simulation platform can also be called real-time machines).

[0190] The memory 801 may be a read-only memory (ROM), a static storage device, a dynamic storage device, or a random access memory (RAM). The memory 801 may store programs. When the program or instructions stored in the memory 801 are executed by the processor 802, the processor 802 and the interface circuit 803 are used to execute the embodiments of this application. Figure 7 Each step of the vehicle testing method.

[0191] The processor 802 may be a general-purpose central processing unit (CPU), microprocessor, application-specific integrated circuit (ASIC), graphics processing unit (GPU), or one or more integrated circuits, used to execute relevant program instructions to perform the vehicle testing method of the method embodiment of this application.

[0192] The processor 802 can also be an integrated circuit chip with signal processing capabilities. During implementation, each step of the vehicle testing method of this application can be completed through software instructions in the processor 802. The processor 802 can also be a general-purpose processor, a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, or discrete hardware components. It can implement or execute the methods, steps, and logic block diagrams disclosed in the embodiments of this application. The general-purpose processor can be a microprocessor or any conventional processor, etc.

[0193] Interface circuit 803 uses transceiver devices, such as, but not limited to, transceivers, to enable communication between computer equipment and other devices or communication networks. For example, interface circuit 803 can be used to enable data exchange between various test systems and a vehicle simulation platform.

[0194] Bus 804 may include a pathway for transmitting information between various components of a computer device (e.g., memory 801, processor 802, interface circuitry 803).

[0195] Those skilled in the art will understand that, for the sake of convenience and brevity, the specific working processes of the systems, devices, and units described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here.

[0196] This application provides a computer-readable storage medium storing a computer program, which, when executed, causes the above-mentioned... Figure 7 Any part or all of the steps described in the method embodiments can be implemented.

[0197] This application provides a computer program product including instructions that, when executed by a processor, [the following functions are described]. Figure 7Some or all of the steps described in the vehicle testing method are performed.

[0198] In the above embodiments, the descriptions of each embodiment have their own emphasis. Parts not described in detail in a particular embodiment can be found in the relevant descriptions of other embodiments. It should be noted that, for the sake of simplicity, the foregoing method embodiments are all described as a series of actions. However, those skilled in the art should understand that this application is not limited to the described order of actions, as some steps may be performed in other orders or simultaneously according to this application. Furthermore, those skilled in the art should also understand that the embodiments described in the specification are preferred embodiments, and the actions and modules involved are not necessarily essential to this application.

[0199] In the several embodiments provided in this application, it should be understood that the disclosed apparatus 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 devices or units may be electrical or other forms.

[0200] 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.

[0201] The above-described embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application.

Claims

1. A vehicle testing system, characterized in that, The system includes: A vehicle simulation platform is used to receive first data and second data; wherein the first data and the second data are used to describe the force state of the vehicle, and the force state of the vehicle includes the force state of at least one of the following systems: longitudinal control system and lateral control system. The vehicle simulation platform is also used to input the first data and the second data into the vehicle dynamics model to obtain longitudinal load and lateral load; the vehicle dynamics model includes a longitudinal control system model and a lateral control system model; the force on the wheel hub in the longitudinal control system model is obtained from the first data, and the force on the tie rod or the force on the steering column in the lateral control system model is obtained from the second data; A distributed loading test system is used to receive the longitudinal load and the lateral load, load the longitudinal load to the longitudinal control system, load the lateral load to the lateral control system, and monitor the operating status of the vehicle.

2. The system according to claim 1, characterized in that, The distributed loading test system includes: A longitudinal loading test system is used to load the longitudinal load onto the longitudinal control system; A lateral load testing system is used to apply the lateral load to the lateral control system.

3. The system according to claim 1, characterized in that, The longitudinal control system and the lateral control system are respectively deployed on the first frame and the second frame, and the longitudinal control system and the lateral control system communicate with each other via a bus.

4. The system according to claim 1, characterized in that, The vehicle simulation platform is also used to receive third data, which describes the force state of the vehicle's vertical control system. The vehicle simulation platform is also used to input the third data into the vehicle dynamics model to obtain the vertical load; The distributed loading test system also includes: A vertical load testing system is used to apply the vertical load to the vertical control system.

5. The system according to claim 4, characterized in that, The vertical control system is deployed on a third rack, and the longitudinal control system, the lateral control system, and the vertical control system communicate with each other via a bus.

6. The system according to claim 4, characterized in that, The vehicle dynamics model also includes a vertical control system model; The forces acting on the elastic elements and / or damping elements in the vertical control system model are obtained from the third data.

7. The system according to any one of claims 1-6, characterized in that, The first data includes the wheel hub torque of the wheels on the longitudinal control system.

8. The system according to any one of claims 1-6, characterized in that, The second data includes one or more of the following in the lateral control system: the force on the tie rod, the force on the steering column, the steering angle of the steering column, and the displacement of the tie rod rack.

9. The system according to any one of claims 4-6, characterized in that, The third data includes force data of the elastic element in the vertical control system and / or force data of the damping element in the vertical control system; wherein, the force data of the elastic element includes the force at both ends of the elastic element, and the force data of the damping element includes the force at both ends of the damping element.

10. The system according to claim 6, characterized in that, The longitudinal load is applied by the wheel speed or the load force on the wheel; the lateral load is applied by the load force on the tie rod or the steering column in the lateral control system; and the vertical load is applied by the relative displacement between the two ends of the elastic element and / or the relative displacement between the two ends of the damping element.

11. A vehicle testing method, characterized in that, The method is applied to a vehicle measurement and testing system, which includes a vehicle simulation platform and a distributed loading test system; the method includes: The vehicle simulation platform receives first data and second data; wherein the first data and second data are used to describe the force state of the vehicle, and the force state of the vehicle includes the force state of at least one of the following systems: longitudinal control system and lateral control system. The first data and the second data are input into the vehicle dynamics model through the vehicle simulation platform to obtain the longitudinal load and the lateral load; the vehicle dynamics model includes a longitudinal control system model and a lateral control system model; the force on the wheel hub in the longitudinal control system model is obtained from the first data, and the force on the tie rod or the force on the steering column in the lateral control system model is obtained from the second data; The distributed loading test system receives the longitudinal load and the lateral load, loads the longitudinal load to the longitudinal control system, loads the lateral load to the lateral control system, and monitors the vehicle's operating status.

12. The method according to claim 11, characterized in that, The distributed loading test system includes a vertical loading test system and a horizontal loading test system; the process of loading the vertical load onto the vertical control system and the horizontal load onto the horizontal control system through the distributed loading test system includes: The longitudinal load is applied to the longitudinal control system using the longitudinal loading test system; and The lateral load is applied to the lateral control system using the lateral load testing system.

13. The method according to claim 11, characterized in that, The longitudinal control system and the lateral control system are respectively deployed on the first frame and the second frame, and the longitudinal control system and the lateral control system communicate with each other via a bus.

14. The method according to claim 11, characterized in that, The distributed loading test system further includes a vertical loading test system; the method further includes: The vehicle simulation platform receives third data, which is used to describe the force state of the vehicle's vertical control system. The third data is input into the vehicle dynamics model through the vehicle simulation platform to obtain the vertical load; The vertical load is applied to the vertical control system using the vertical load testing system.

15. The method according to claim 14, characterized in that... The vertical control system is deployed on a third rack, and the longitudinal control system, the lateral control system, and the vertical control system communicate with each other via a bus.

16. The method according to claim 14, characterized in that, The vehicle dynamics model also includes a vertical control system model; The forces acting on the elastic elements and / or damping elements in the vertical control system model are obtained from the third data.

17. The method according to any one of claims 11-16, characterized in that, The first data includes the wheel hub torque of the wheels on the longitudinal control system.

18. The method according to any one of claims 11-16, characterized in that, The second data includes one or more of the following in the lateral control system: the force on the tie rod, the force on the steering column, the steering angle of the steering column, and the displacement of the tie rod rack.

19. The method according to any one of claims 14-16, characterized in that, The third data includes force data of the elastic element in the vertical control system and / or force data of the damping element in the vertical control system; wherein, the force data of the elastic element includes the force at both ends of the elastic element, and the force data of the damping element includes the force at both ends of the damping element.

20. The method according to claim 16, characterized in that, The longitudinal load is applied by the wheel speed or the load force on the wheel; the lateral load is applied by the load force on the tie rod or the steering column in the lateral control system; and the vertical load is applied by the relative displacement between the two ends of the elastic element and / or the relative displacement between the two ends of the damping element.

21. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when executed, enables the implementation of the method described in any one of claims 11-20.

22. A computer program product, characterized in that, The computer program product includes instructions that, when executed, implement the method of any one of claims 11-20.

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