Method for tracking tested vehicle in vehicle driving test, test vehicle and system

Abstract

The invention discloses a method for tracking a tested vehicle in a vehicle driving test, a test vehicle and a system. According to the method, the positions and the driving states of a tested vehicle and a tested vehicle are circularly received, and then the position and the driving state of the tested vehicle are estimated and adjusted in the next cycle through Kalman filtering. Then determining a target position where the test vehicle needs to move based on the adjusted position and driving state of the tested vehicle, the position and driving state of the test vehicle and the target azimuth range of the test item; and determining whether the speed control mode is acceleration, deceleration or keeping according to the data such as the vehicle head direction, and determining the moving target direction. And then the test vehicle is controlled according to the speed control mode and the moving target direction in cooperation with a PID algorithm until the test vehicle reaches the target azimuth range required by the test item.

Description

Technical Field

[0001] The present invention relates to automobile driving control technology, in particular to tracking of a tested vehicle by a testing vehicle during a vehicle testing process. Background Art

[0002] As automobiles become increasingly electronic, electromagnetic compatibility (EMC) issues have become increasingly prominent. This is especially true with the rapid development of electric vehicles and artificial intelligence, and the increasing adoption of autonomous driving technology. Because it impacts the safety of passengers, these issues have become even more critical. These EMC issues primarily arise from two aspects: First, the electromagnetic interference (EMI) generated by a vehicle during normal operation must not exceed certain limits; second, the vehicle must maintain a certain level of immunity to EMI during normal operation. Simply put, vehicles on the road must avoid electromagnetic interference with each other. In extreme cases, such interference could cause loss of control, ultimately resulting in vehicle crashes and fatalities. Consequently, EMC testing for vehicles has become increasingly important.

[0003] Traditional EMC testing of equipment is typically conducted in static or specialized test environments. For example, the equipment is placed in a darkroom for testing. This traditional EMC testing cannot simulate the electromagnetic interference and interference mitigation performance of a car under real-world driving conditions. This is because EMC issues must be tested while the car is in motion. The most likely scenario is to establish a dedicated vehicle EMC testing site. By configuring the test scenarios within the site, the vehicle under test can simulate normal driving on ordinary city roads, high-speed driving on highways, low-speed driving within residential communities, parking, entering and exiting parking garages, and driving straight or turning, among other realistic driving scenarios.

[0004] Because the vehicle under test is in a dynamic, moving state during EMC testing, a dedicated test vehicle is required to follow the vehicle under test. The test vehicle must be equipped with EMC testing equipment. The EMC testing equipment uses an antenna to transmit electromagnetic interference signals to the vehicle under test, or receive electromagnetic interference signals from the vehicle under test to perform EMC testing on the vehicle under test. With existing technology, EMC testing equipment is readily available. Therefore, how to ensure the test vehicle can track the vehicle under test and maintain its alignment with the vehicle under test presents a challenge.

[0005] To ensure that EMC testing can be completed, manually operating the test vehicle is an option. Vehicle EMC testing must comply with automotive industry EMC standards. These standards often include numerous test items, with varying distance and / or orientation requirements. The driver must drive and control the test vehicle according to the EMC test item requirements. Furthermore, these distance and orientation requirements typically refer to the antenna, so the driver's control of the test vehicle also requires consideration of the antenna's location on the vehicle. The vehicle under test may even be AI-controlled and autonomous. In the event of a problem, the driver in the test vehicle would be unable to communicate with the driver of the vehicle under test. This obviously puts a heavy strain on the driver's driving skills. Crucially, the workload for the test vehicle driver is extremely demanding and time-consuming, making it difficult for humans to handle the workload. Therefore, it is crucial that the test vehicle automatically tracks the vehicle under test, specifically tracking the vehicle under test according to the test standards and requirements for the EMC test item being tested or currently being tested, to further achieve the goal of automated EMC testing. Summary of the Invention

[0006] The problem to be solved by the present invention is to track the position of the tested vehicle by the testing vehicle during the automobile electromagnetic compatibility test.

[0007] To solve the above problems, the present invention adopts the following solutions: According to a method for tracking a vehicle under test during a vehicle driving test of the present invention, the method comprises the following steps: Step S1: Continuously receiving the current position information and driving status data of the test vehicle and the tested vehicle; the driving status data includes the moving direction and moving speed; Step S2: estimating the position information and driving status data of the vehicle under test after a preset time A based on the current position information and driving status data of the vehicle under test, and obtaining the position information and driving status data of the vehicle under test after adjustment; Step S3: Performing coordinate rotation and translation transformation on the position information and movement direction of the test vehicle and transforming them into the coordinate system of the vehicle under test, obtaining the transformed relative position and movement direction of the test vehicle, and calculating the target relative position range of the target distance range and target orientation range determined by the test requirements of the current test item in the coordinate system of the vehicle under test; the coordinate system of the vehicle under test has the position information of the vehicle under test after adjustment as the center origin and the movement direction of the vehicle under test after adjustment as the X-axis; Step S4: Determine the relative position of the moving target according to the following method: If the absolute value of the Y-axis coordinate of the relative position of the test vehicle after transformation is not greater than Wv, and the absolute value of the X-axis coordinate of the relative position of the test vehicle after transformation is not greater than Lv, then the point in the direction of movement of the test vehicle after transformation that is farthest from the unsafe zone is used as the moving target position; the unsafe zone is the rectangular area enclosed by the X-axis coordinates Lv and -Lv and the Y-axis coordinates Wv and -Wv in the coordinate system of the test vehicle; Otherwise, if the Y-axis coordinate of the test vehicle's transformed relative position is greater than Wv, and there is an area in the target relative position range with a Y-axis coordinate greater than Wv, or the Y-axis coordinate of the test vehicle's transformed relative position is less than -Wv, and there is an area in the target relative position range with a Y-axis coordinate less than -Wv, or the X-axis coordinate of the test vehicle's transformed relative position is greater than Lv, and there is an area in the target relative position range with an X-axis coordinate greater than Lv, or the X-axis coordinate of the test vehicle's transformed relative position is less than -Lv, and there is an area in the target relative position range with an X-axis coordinate less than -Lv, then find the point closest to the transformed moving direction of the test vehicle in the corresponding area as the moving target relative position; Otherwise, if the Y-axis coordinate of the transformed relative position of the test vehicle is greater than Wv, the X-axis coordinate is greater than -Lv-Lc, and the Y-axis coordinate of the center of the target relative position range is less than -Wv or the X-axis coordinate is less than -Lv; or if the Y-axis coordinate of the transformed relative position of the test vehicle is less than -Wv, the X-axis coordinate is greater than -Lv-Lc, and the Y-axis coordinate of the center of the target relative position range is greater than Wv or the X-axis coordinate is less than -Lv, then the transformed relative position of the test vehicle is translated along the X-axis to the position with the X-axis coordinate of -Lv-Lc as the moving target relative position; Otherwise, if the Y-axis coordinate of the transformed relative position of the test vehicle is greater than Wv or less than -Wv, the X-axis coordinate is less than Lv+Lc, and the X-axis coordinate of the center of the target relative position range is greater than Lv, the transformed relative position of the test vehicle is translated along the X-axis to the position with the X-axis coordinate of Lv+Lc as the moving target relative position; Otherwise, if the Y-axis coordinate of the transformed relative position of the test vehicle is greater than -Wv, the X-axis coordinate is less than -Lv or greater than Lv, and the Y-axis coordinate of the center of the target relative position range is less than -Wv, then the transformed relative position of the test vehicle is translated along the Y-axis to the position with the Y-axis coordinate of -Wv-Wc as the moving target relative position; Otherwise, if the Y-axis coordinate of the transformed relative position of the test vehicle is less than Wv, the X-axis coordinate is less than -Lv or greater than Lv, and the Y-axis coordinate of the center of the target relative position range is greater than Wv, then the transformed relative position of the test vehicle is translated along the Y-axis to the position with the Y-axis coordinate of Wv+Wc as the moving target relative position; Otherwise, if the X-axis coordinate of the transformed relative position of the test vehicle is less than -Lv, and the X-axis coordinate of the center of the target relative position range is greater than Lv, or the X-axis coordinate of the transformed relative position of the test vehicle is greater than Lv, and the X-axis coordinate of the center of the target relative position range is less than -Lv, then the transformed relative position of the test vehicle is translated along the Y-axis to a position with a Y-axis coordinate of Wv+Wc or -Wv-Wc as the moving target relative position; Where Lv is the safe distance in the direction of vehicle travel, Wv is the safe distance to the side of the vehicle travel, and Wc and Lc are pre-set parameters; Step S5: Calculating the relative azimuth angle between the position vector of the moving target relative to the transformed relative position of the test vehicle and the transformed moving direction of the test vehicle; If the X-axis coordinates of the transformed relative position of the test vehicle are both greater than Lv, and the Y-axis coordinates are greater than -Wv and less than Wv, or the relative azimuth angle is less than the first angle threshold, or the relative azimuth angle is less than the second angle threshold and the X-axis coordinates of the relative position of the moving target and the transformed relative position of the test vehicle are both greater than Lv, then the speed control mode is acceleration, and the position vector is used as the relative direction of movement; Otherwise, if the relative azimuth angle is less than the second angle threshold, the speed control mode is maintained, and the position vector is used as the relative direction of movement; Otherwise, if the relative azimuth angle is less than the third angle threshold, the speed control mode is deceleration, and the position vector is used as the relative direction of movement; Otherwise, the speed control mode is deceleration, and the direction opposite to the position vector is used as the relative direction of movement; The first angle threshold is less than the second angle threshold, and the first angle threshold and the second angle threshold are less than 90 degrees; The third angle threshold is not less than 90 degrees; Step S6: After transforming the relative moving direction into the test vehicle coordinate system, the moving target direction is obtained, and the test vehicle is driven according to the speed control mode and the moving target direction.

[0008] Further, according to the method for tracking the vehicle under test during vehicle driving test of the present invention, step S2 includes the following steps: Step S21: Initialize the state transfer matrix F, the observation matrix H, the position measurement noise covariance matrix R and the acceleration noise matrix Q, and load the estimated vector a(t-1) and covariance matrix P(t-1) obtained in the previous round of calculation; ; ; ; ; Step S22: Calculate the Kalman gain ; Step S23: Calculate the estimated vector a(t) and update the covariance matrix P(t), and output the estimated vector a(t) as the calibrated position information and driving state data of the vehicle under test; where, ; ; In the above formulas, G and Y are intermediate quantities, ; ; where, cz is the standard deviation of the position measurement noise preset; ca is the standard deviation of the acceleration perturbation preset; a(t - 1) and a(t) are the estimated vectors at time t - 1 and time t respectively, and a(0) = z(1); P(t - 1) and P(t) are the covariance matrices at time t - 1 and time t respectively, and P(0) is the preset covariance matrix; K(t) is the Kalman gain at time t; z(t) is the vector composed of the current position information and driving state data of the vehicle under test, expressed as: z(t) = {px(t), py(t), vx(t), vy(t)}; where, px(t) and py(t) are the current x-axis position coordinate and y-axis position coordinate of the vehicle under test at time t respectively, and vx(t) and vy(t) are the current x-axis speed component and y-axis speed component of the vehicle under test at time t respectively; I is the identity matrix; the superscript T represents the matrix transpose.

[0009] Further, for the method of tracking the vehicle under test in the vehicle driving test according to the present invention, an antenna is configured on the test vehicle; the method further includes the following steps: Step S7: When the relative position after the test vehicle transformation is within the target relative position range, adjust the antenna orientation.

[0010] Further, for the method of tracking the vehicle under test in the vehicle driving test according to the present invention, the test vehicle is further equipped with a multi-axis robotic arm and an antenna; the antenna is arranged on the multi-axis robotic arm; When calculating the target relative position range in Step S3, expand the target relative position range with the maximum telescopic length of the antenna on the multi-axis robotic arm relative to the test vehicle; The method further includes the following steps: Step S7: When the relative position of the test vehicle after transformation is within the target relative position range, adjust the telescopic direction and length of the multi-axis robotic arm according to the relative direction and distance of the center of the target relative position range with respect to the relative position of the test vehicle after transformation, and adjust the antenna orientation according to the antenna position determined by the telescopic direction and length of the multi-axis robotic arm.

[0011] A test vehicle according to the present invention is used to test a vehicle under test during driving, and is configured with a test controller; an environment sensing device is provided on the test vehicle and the vehicle under test; the environment sensing device is a sensing device capable of detecting the current vehicle position and driving state; the test controller can receive the current position information and driving state data detected by the environment sensing devices on the test vehicle and the vehicle under test; the driving state data includes the moving direction and moving speed; the test controller realizes the tracking of the vehicle under test by executing a computer program; the method for tracking the vehicle under test in the vehicle driving test adopts the above method for tracking the vehicle under test.

[0012] Furthermore, for the test vehicle according to the present invention, the test of the vehicle under test is an electromagnetic compatibility test, and it is also equipped with a multi-axis robotic arm and an antenna; the antenna is provided on the multi-axis robotic arm; the test controller realizes through executing a computer program: performing corresponding electromagnetic compatibility tests by transmitting and / or receiving signals through the antenna according to the electromagnetic compatibility test items, collecting, saving, and / or uploading the electromagnetic compatibility test results; In step S3 of the tracking of the vehicle under test, when calculating the target relative position range, the target relative position range is expanded by the maximum telescopic length of the antenna on the multi-axis robotic arm with respect to the test vehicle. The tracking of the vehicle under test further includes the following steps: Step S7: When the relative position of the test vehicle after transformation is within the target relative position range, adjust the telescopic direction and length of the multi-axis robotic arm according to the relative direction and distance of the center of the target relative position range with respect to the relative position of the test vehicle after transformation, and adjust the antenna orientation according to the antenna position determined by the telescopic direction and length of the multi-axis robotic arm.

[0013] A system for tracking a vehicle under test during a vehicle driving test according to the present invention, the system comprising a test vehicle and a vehicle under test; a test controller is configured on the test vehicle; environment sensing devices are provided on the test vehicle and the vehicle under test; the environment sensing device can detect the current vehicle position and driving state; the test controller can receive the current position information and driving state data detected by the environment sensing devices on the test vehicle and the vehicle under test; the driving state data includes a moving direction and a moving speed; the test controller realizes the tracking of the vehicle under test by executing a computer program; the tracking of the vehicle under test adopts the method for tracking a vehicle under test during a vehicle driving test as described above.

[0014] Further, in the system for tracking a vehicle under test during a vehicle driving test according to the present invention, the test of the vehicle under test by the test vehicle is an electromagnetic compatibility test, and it is also equipped with a multi-axis robotic arm and an antenna; the antenna is arranged on the multi-axis robotic arm; the test controller realizes through executing a computer program: according to the electromagnetic compatibility test items, transmitting and / or receiving signals through the antenna to perform corresponding electromagnetic compatibility tests, collecting, saving and / or uploading electromagnetic compatibility test results; When calculating the target relative position range in step S3 of the tracking of the vehicle under test, the target relative position range is expanded with the maximum telescopic length of the antenna on the multi-axis robotic arm relative to the test vehicle. The tracking of the vehicle under test further includes the following steps: Step S7: When the relative position after the test vehicle transformation is within the target relative position range, adjust the telescopic direction and telescopic length of the multi-axis robotic arm according to the relative direction and distance of the center of the target relative position range relative to the relative position after the test vehicle transformation, and adjust the antenna orientation according to the antenna position determined by the telescopic direction and telescopic length of the multi-axis robotic arm.

[0015] Further, in the system for tracking a vehicle under test during a vehicle driving test according to the present invention, the environment sensing device uses UWB+Bluetooth+satellite fusion positioning technology for vehicle position positioning.

[0016] Further, in the system for tracking a vehicle under test during a vehicle driving test according to the present invention, the system further includes a wireless signal base station arranged on the test site; the wireless signal base station is connected to a base station control center.

[0017] The technical effects of the present invention are as follows: 1. By matching and predicting the positions and driving states between the vehicle under test and the test vehicle, the present invention enables the test vehicle to automatically maintain tracking of the vehicle under test, thereby avoiding various problems that occur in manual driving.

[0018] 2. The present invention uses Kalman filtering to adjust the position and driving status of the vehicle under test, combined with UWB high-precision positioning technology, so that the relative position of the test vehicle and the vehicle under test can meet the test standard requirements in the electromagnetic compatibility test items.

[0019] 3. When the test vehicle of the present invention tracks the tested vehicle, it defines a safe range for the tested vehicle and directly prevents the test vehicle from entering the unsafe area, thereby ensuring driving safety.

[0020] 4. The tracking of the tested vehicle by the tracking test vehicle of the present invention is not limited to the electromagnetic compatibility test of the tested vehicle, but can also be applied to other tests of the tested vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] Figure 1 It is a structural diagram of an embodiment of the automobile electromagnetic compatibility field test system of the present invention.

[0022] Figure 2 It is a schematic diagram of the site planning in the low-speed test area according to an embodiment of the present invention.

[0023] Figure 3 It is a schematic diagram of the electrical system structure of an embodiment of the present invention.

[0024] Figure 4 Schematic diagram of the structure of an environmental sensing device according to an embodiment of the present invention.

[0025] Figure 5 The present invention is a flow chart of a method for tracking a vehicle during a vehicle driving test.

[0026] Figure 6 It is a schematic diagram of coordinate transformation in the method for tracking a tested vehicle during a vehicle driving test of the present invention.

[0027] In the above figures, 1 is a test vehicle, 11 is a test controller, 12 is an electromagnetic compatibility test device, 121 is an electromagnetic signal processing module, 122 is an antenna, 13 is a first environment sensing device, and 19 is a multi-axis robotic arm; 2 is the car under test, 23 is the second environment sensing device; 31 is a computing unit, 32 is a wireless communication module, 33 is a satellite positioning module, 34 is a gyroscope, 35 is an accelerometer, and 36 is a speedometer; 81 is a wireless signal base station, 82 is a base station control center; 900 is the test site, 910 is the low-speed test area, 911 is the simulated road, 912 is the simulated garage, 920 is the high-speed test area, and 921 is the deceleration buffer zone. DETAILED DESCRIPTION

[0028] The present invention will be further described in detail below with reference to the accompanying drawings.

[0029] Figure 1 A vehicle electromagnetic compatibility site test system was tried. The test system includes a test site 900, a vehicle under test 2 that is the electromagnetic compatibility test target in the test site 900, and a test vehicle 1 that conducts electromagnetic compatibility tests on the vehicle under test 2. The test vehicle 1 is the test vehicle referred to in the present invention, and the vehicle under test 2 is the vehicle under test referred to in the present invention. When the test system conducts electromagnetic compatibility tests, the vehicle under test 2 travels within the test site 900, or simulates normal driving on urban ordinary roads, or simulates high-speed driving on highways, or simulates low-speed driving in communities, or simulates parking in and out of parking lots, or simulates real vehicle driving scenarios such as going straight or turning.

[0030] The test site 900 is divided into two connected areas: a low-speed test area 910 and a high-speed test area 920. The low-speed test area 910 is used to simulate the low-speed driving of the vehicle under test 2 in a community, or parking in and out of a parking lot, or going straight or turning, or parallel parking, etc. The length L1 of the low-speed test area 910 is 100 - 200 meters, and the width W1 is 100 - 200 meters, that is, the size of the low-speed test area 910 is 100 - 200 meters * 100 - 200 meters. The high-speed test area 920 is used to simulate the normal driving of the vehicle under test 2 on urban ordinary roads or high-speed driving on highways, with a length L2 of not less than 5000 meters and a width W2 of 30 - 40 meters. When conducting electromagnetic compatibility tests, the vehicle under test 2 is required to travel on the planned route or within the range in the test site 900, while there is no such requirement for the test vehicle 1, which gives the test vehicle 1 greater freedom to track or follow the vehicle under test 2. For example, when testing in the high-speed test area 920, the driving path of the vehicle under test 2 is required to be limited within the center lane 922, while the test vehicle 1 can drive within the center lane 922 or outside the center lane 922; for another example, when testing in the low-speed test area 910, referring to Figure 2 , the driving path of the vehicle under test 2 is required to be limited within the simulated road 911 planned by the site, or within the range of the simulated garage 912, etc.; while the test vehicle 1 can drive within or outside the range of the planned simulated road 911 and the simulated garage 912.

[0031] In addition, in this embodiment, the high-speed test area 920 is built according to highway specifications, can support a vehicle driving speed of not less than 120 km / h, and can be regarded as a section of highway with a length of not less than 5 km. To prevent the test vehicle 1 or the vehicle under test 2 from rushing out of the high-speed test area 920 during high-speed driving, a deceleration buffer zone 921 is provided at the end of the high-speed test area 920 far from the low-speed test area 910.

[0032] Obviously, for the test vehicle 1 to track and follow the vehicle under test 2, it is necessary to locate the test vehicle 1 and the vehicle under test 2. Traditional vehicle positioning can use the global satellite positioning system, such as GPS or Beidou navigation positioning. However, on the one hand, the positioning accuracy of both GPS and Beidou navigation positioning cannot meet the requirements, and on the other hand, they are greatly affected and interfered by clouds or weather. In this embodiment, to improve the positioning accuracy and stability of the positioning system, a number of wireless signal base stations 81 are configured on the test site 900. Refer to Figure 3 , the wireless signal base stations 81 are connected to the base station control center 82 through a network. Thus, through the wireless signal interaction between the wireless signal base stations 81 and the vehicle, wireless positioning is achieved for the test vehicle 1 and the vehicle under test 2. Specifically in this embodiment, the wireless positioning technology adopts UWB+Bluetooth fusion positioning, and the final positioning is obtained after combining with satellite positioning. UWB is the abbreviation of Ultra Wide Band, that is, ultra-wideband carrier technology. Specifically, through the wireless signal interaction between the wireless signal base station 81 and the UWB beacon on the vehicle, the UWB beacon position is calculated based on the TOA or TDOA principle to obtain the UWB positioning position data; through the wireless signal interaction between the wireless signal base station 81 and the Bluetooth beacon on the vehicle, the Bluetooth beacon position is calculated based on the AOA principle to obtain the Bluetooth positioning position data; finally, the UWB positioning position data, the Bluetooth positioning position data and the satellite positioning data are compared and combined to obtain the final positioning position data. That is to say, the positioning technology of this embodiment adopts UWB+Bluetooth+satellite fusion positioning technology, and the positioning accuracy is 10 cm. In the above positioning technology, TOA is the time of arrival of the signal, TDOA is the time difference of arrival of the signal, and AOA is the angle of arrival of the signal. The above positioning technology is familiar to those skilled in the art, and will not be elaborated in this specification.

[0033] In addition, the wireless signal base stations 81 are also used to construct a mobile network, so that data communication can be carried out between the test vehicle 1, the vehicle under test 2 and the base station control center 82 through the mobile network. The mobile network can adopt wireless communication technologies such as GPRS, 3G / 4G, or other wireless communication technologies such as ZETA, LoRa, etc. This embodiment preferably adopts 4G wireless communication technology.

[0034] Refer to Figure 3The test car 1 is equipped with an electromagnetic compatibility test device 12. The electromagnetic compatibility test device 12 includes an electromagnetic signal processing module 121 and an antenna 122 connected to each other. The electromagnetic signal processing module 121 is used to perform spectrum analysis and signal strength detection on the electromagnetic signal received by the antenna 122, and to generate the electromagnetic interference signal required for the electromagnetic compatibility test and transmit it through the antenna 122. When performing the electromagnetic compatibility test, the antenna 122 needs to face the vehicle under test 2. Therefore, the antenna 122 needs to be installed on a position adjustment mechanism that can rotate at least 360 degrees, so that when the test car 1 is at any different angle relative to the vehicle under test 2, the antenna 122 can be adjusted by the position adjustment mechanism to face the vehicle under test 2. In this embodiment, the position adjustment mechanism adopts a multi-axis robotic arm 19, that is, the test car 1 is equipped with a multi-axis robotic arm 19, and the antenna 122 is installed at the end of the multi-axis robotic arm 19. By adjusting the relative angle and torsion angle between the arms of the multi-axis robotic arm 19, the antenna 122 can be directed toward the vehicle under test 2 at any angle relative to the vehicle under test 2. Furthermore, the antenna 122 can be extended or retracted relative to the vehicle under test 1. There are many existing implementations of the multi-axis robotic arm 19, and the specific structure of the multi-axis robotic arm 19 is beyond the scope of this invention and need not be described in detail in this specification.

[0035] The test vehicle 1 is also equipped with a test controller 11. The test controller 11 is a von Neumann computing device constructed by a processor and memory. The processor executes a computer program to achieve its corresponding functions. By executing the computer program, the test controller 11 can at least achieve the following: First, programmed control of electromagnetic compatibility testing; Second, keep following and tracking the vehicle under test 2 and adjust the relative positions of the test vehicle 1 and the vehicle under test 2 according to the test requirements of the electromagnetic compatibility test items.

[0036] The test controller 11 is connected to the electromagnetic signal processing module 121. When performing programmed control of electromagnetic compatibility testing, each electromagnetic compatibility test item of the vehicle under test 2 can be simply tested one by one according to the preconfigured sequence of electromagnetic compatibility test items. In another optional embodiment, the test controller 11 selects untested electromagnetic compatibility test items for electromagnetic compatibility testing based on the current scenario and the relative positions of the test vehicle 1 and the vehicle under test 2. Programmed control of electromagnetic compatibility testing is beyond the scope of this invention, and its detailed content does not need to be elaborated in this specification.

[0037] The second function described above, that is, maintaining the following and tracking of the vehicle under test 2 and adjusting the relative position between the test vehicle 1 and the vehicle under test 2 according to the test requirements of the electromagnetic compatibility test items, is the method for the test vehicle to track the vehicle under test during vehicle driving as referred to in the present invention. That is, the method for the test vehicle to track the vehicle under test during vehicle driving as referred to in the present invention is implemented by the test controller 11 executing a computer program in this embodiment. Refer to Figure 5 , and includes steps of receiving position and driving state, cyclic interval compensation calibration, coordinate position transformation, determining the moving target position, determining speed control and orientation, and driving and antenna adjustment control.

[0038] The step of receiving position and driving state, that is, the aforementioned step S1, continuously receives the current position information and driving state data of the test vehicle and the vehicle under test. The position information is usually represented by two-dimensional coordinates on the ground plane, and can be represented by longitude and latitude or two-dimensional coordinates relative to a certain base point of the test site 900. The driving state data includes at least the moving direction and moving speed of the vehicle. In this embodiment, the driving state data further includes moving acceleration. Here, the moving direction represents the direction in which the vehicle's head is facing, so even when the moving speed is 0, the moving direction still exists. When the moving speed is negative, it means the vehicle is reversing.

[0039] Specifically in this embodiment, the test vehicle and the vehicle under test are the test car 1 and the vehicle under test 2 respectively. In this embodiment, the position information and driving state data are collected by environmental sensing devices provided on the test car 1 and the vehicle under test 2. Refer to Figure 2 , the environmental sensing device provided on the test car 1 is the first environmental sensing device 13, and the environmental sensing device provided on the vehicle under test 2 is the second environmental sensing device 23. The first environmental sensing device 13 is connected to the test controller 11.

[0040] Refer to Figure 4, the environmental sensing device includes a computing unit 31, a wireless communication module 32, a satellite positioning module 33, a gyroscope 34, an accelerometer 35, and a speedometer 36. The computing unit 31 is connected to the wireless communication module 32, the satellite positioning module 33, the gyroscope 34, the accelerometer 35, and the speedometer 36. The computing unit 31 is a von Neumann computing device constructed by a processor and a memory. In an alternative embodiment, the test controller 11 and the computing unit 31 on the test vehicle 1 can be the same. The wireless communication module 32 is used for data communication and wireless positioning. As described above, the wireless positioning in this embodiment is based on UWB+Bluetooth fusion positioning, and the data communication uses 4G wireless communication technology. Therefore, in this embodiment, the wireless communication module 32 can be divided into a UWB module, a Bluetooth module, and a 4G wireless communication module. The satellite positioning module 33 is used for satellite positioning, based on GPS or Beidou navigation. In this embodiment, after the base station control center 82 performs UWB positioning and Bluetooth positioning on the test vehicle 1 and the vehicle under test 2 respectively to obtain the corresponding UWB positioning position data and Bluetooth positioning position data, it sends them to the test vehicle 1 and the vehicle under test 2 respectively through the 4G mobile communication network. The first environmental sensing device 13 and the second environmental sensing device 23 respectively obtain the final current position information of the test vehicle 1 and the vehicle under test 2 based on the UWB positioning position data and Bluetooth positioning position data of the test vehicle 1 and the vehicle under test 2 received and the satellite positioning data obtained by the satellite positioning module 33. After the second environmental sensing device 23 obtains the current position information, it combines the moving direction, moving acceleration, and moving speed detected by the gyroscope 34, the accelerometer 35, and the speedometer 36, and packs and sends them to the test vehicle 1. After the first environmental sensing device 13 receives the current position information and driving state data of the vehicle under test 2 through the wireless communication module 32, it combines its own current position information and the moving direction, moving acceleration, and moving speed detected by the gyroscope 34, the accelerometer 35, and the speedometer 36, and packs and sends the current position information and driving state data of the test vehicle 1 and the vehicle under test 2 to the test controller 11.

[0041] In the step of receiving the position and the driving state, continuously receiving the current position information and the driving state data of the test vehicle and the vehicle under test is usually a cyclic processing process at a certain time interval. The subsequent steps corresponding to this are also cyclic processing processes at a certain time interval. Therefore, there is a time interval or period between the previous cyclic processing process and the next cyclic processing process. However, the tracking of the vehicle under test by the test vehicle requires the test vehicle to maintain a tracking state at the next cyclic time node. Therefore, it is necessary to predict the position of the vehicle under test at the next cyclic time node. For this reason, the subsequent step after the step of receiving the position and the driving state is a cyclic interval compensation calibration step, which is used to predict and calculate the position of the vehicle under test at the next cyclic time node.

[0042] The loop interval compensation calibration step, which is the aforementioned step S2, estimates the position information and driving state data of the vehicle under test after a preset time A based on the current position information and driving state data of the vehicle under test, and obtains the calibrated position information and driving state data of the vehicle under test. The time A here can usually be set according to the loop time interval. For example, if the time A is set to one loop time interval, at this time, the calibrated position information and driving state data of the vehicle under test can be regarded as the estimation of the position and driving state data of the vehicle under test at the next loop time node; for another example, if the time A is set to half of the loop time interval, at this time, the calibrated position information and driving state data of the vehicle under test can be regarded as the median of the current position information and driving state data of the vehicle under test and the position and driving state data of the vehicle under test at the next loop time node. As an estimation, the time A can also be an independently preset parameter regardless of the next loop time node. The position information and driving state data of the vehicle under test after estimating the time A can be obtained by Kalman filtering, or particle filtering, or other methods. Specifically in this embodiment, preferably Kalman filtering is used to estimate the position information and driving state data of the vehicle under test, which can be expressed formulaically as: ; where, ; ; ; .

[0043] In the above formula, z(t) is the vector composed of the current position information and driving state data of the vehicle under test, expressed as: z(t) = {px(t), py(t), vx(t), vy(t)}; where, px(t) and py(t) are respectively the current x-axis position coordinate and y-axis position coordinate of the vehicle under test at time t, and vx(t) and vy(t) are respectively the current x-axis speed component and y-axis speed component of the vehicle under test at time t; a(t-1) and a(t) are the estimated vectors at time t-1 and time t respectively; more specifically, a(t) is the current estimated vector, that is, the vector composed of the adjusted position information and driving status data of the tested vehicle; a(t-1) is the previous round of estimated vector, that is, the vector composed of the adjusted position information and driving status data of the tested vehicle in the previous cycle. The estimated vector a(t) is the estimated position information and driving status data of the tested vehicle at the next cycle time node, which corresponds to the vector z(t) and has the same vector structure and content, and can be expressed as: a(t)={ppx(t),ppy(t),pvx(t),pvy(t)}; among them, ppx(t) and ppy(t) are the x-axis position coordinates and y-axis position coordinates estimated at time t, respectively, and pvx(t) and pvy(t) are the x-axis velocity component and y-axis velocity component estimated at time t, respectively; F is the state transfer matrix, expressed as: ; H is the observation matrix, expressed as: ; R is the position measurement noise covariance matrix, expressed as: ; Q is the acceleration noise matrix, expressed as: ; in, cz is the standard deviation of position measurement noise; ca is the standard deviation of acceleration disturbance; K(t) is the Kalman gain at time t; P(t-1) and P(t) are the covariance matrices at time t-1 and time t respectively; G and Y are intermediate quantities; I is the identity matrix; F T is the transpose of matrix F, H T is the transpose of the matrix H, that is, the superscript T is the transpose of the matrix; The position measurement noise standard deviation cz and acceleration disturbance standard deviation ca are preset.

[0044] Step S21: Initialize the state transfer matrix F, the observation matrix H, the position measurement noise covariance matrix R, and the acceleration noise matrix Q, and load the estimated vector a(t-1) and covariance matrix P(t-1) obtained in the previous round of calculation; Step S22: Calculate Kalman gain ; Step S23: Calculate the estimated vector a(t) and update the covariance matrix P(t), and output the estimated vector a(t) as the adjusted position information and driving status data of the tested vehicle; that is, calculate the aforementioned formula: and 。

[0045] In step S21, if there is no previous round of calculation, the vector z(t) is used as the previous round of estimated vector a(t - 1), and the covariance matrix P(t - 1) directly adopts a preset matrix. That is, when t is the first moment, the previous round of estimated vector a(0) is directly assigned with z(1), that is, a(0)=z(1)={px(1), py(1), vx(1), vy(1)}, and the previous round of covariance matrix P(0) is a pre-set matrix. Among them, px(1) and py(1) are the current x-axis position coordinate and y-axis position coordinate of the measured vehicle at the first moment respectively, and vx(1), vy(1) are the current x-axis speed component and y-axis speed component of the measured vehicle at the first moment respectively.

[0046] The coordinate position transformation step, which is the aforementioned step S3, performs coordinate rotation and translation transformation on the position information and moving direction of the test vehicle to transform it onto the coordinate system of the measured vehicle, obtaining the relative position after transformation and the moving direction after transformation of the test vehicle, and calculating the target relative position range on the coordinate system of the measured vehicle for the target distance range and target azimuth range determined by the test requirements of the current test item. The coordinate system of the measured vehicle takes the calibrated position information of the measured vehicle as the central origin and the calibrated moving direction of the measured vehicle as the X-axis. Refer to Figure 6 , after the above coordinate position transformation, the origin of the coordinate is the center of the measured vehicle 2, and the moving direction of the measured vehicle 2 is the positive direction of the X-axis. The above coordinate position transformation is for the convenience of subsequent calculation and processing.

[0047] The step of determining the moving target position, that is, the aforementioned step S4, determines the relative moving target position of the test vehicle 1 according to the relative position after transformation of the test vehicle and the target relative position range. The relative moving target position is the target position that the test vehicle 1 needs to move in the current state. The ultimate goal is to enable the test vehicle 1 to reach the target relative position range as soon as possible to perform the corresponding test item test. Since this target position is based on the coordinate system of the measured vehicle, it is a relative position. The method for determining the relative moving target position is as follows: If the absolute value of the Y-axis coordinate of the relative position after transformation of the test vehicle is not greater than Wv, and the absolute value of the X-axis coordinate of the relative position after transformation of the test vehicle is not greater than Lv, then the point farthest from the non-safe area in the direction of the moving direction after transformation is used as the moving target position; the non-safe area refers to the rectangular area enclosed by the X-axis coordinates of Lv and -Lv and the Y-axis coordinates of Wv and -Wv on the coordinate system of the measured vehicle; Otherwise, if the Y-axis coordinate of the relative position of the test vehicle after transformation is greater than Wv, and there is a region in the target relative position range where the Y-axis coordinate is greater than Wv, or, if the Y-axis coordinate of the relative position of the test vehicle after transformation is less than -Wv, and there is a region in the target relative position range where the Y-axis coordinate is less than -Wv, or, if the X-axis coordinate of the relative position of the test vehicle after transformation is greater than Lv, and there is a region in the target relative position range where the X-axis coordinate is greater than Lv, or, if the X-axis coordinate of the relative position of the test vehicle after transformation is less than -Lv, and there is a region in the target relative position range where the X-axis coordinate is less than -Lv, then find the point in the corresponding region that is closest to the moving direction of the test vehicle after transformation as the relative position of the moving target; Otherwise, if the Y-axis coordinate of the relative position of the test vehicle after transformation is greater than Wv and the X-axis coordinate is greater than -Lv - Lc, and the Y-axis coordinate of the center of the target relative position range is less than -Wv or the X-axis coordinate is less than -Lv, or if the Y-axis coordinate of the relative position of the test vehicle after transformation is less than -Wv and the X-axis coordinate is greater than -Lv - Lc, and the Y-axis coordinate of the center of the target relative position range is greater than Wv or the X-axis coordinate is less than -Lv, then translate the relative position of the test vehicle after transformation along the X-axis to the position where the X-axis coordinate is -Lv - Lc as the relative position of the moving target; Otherwise, if the Y-axis coordinate of the relative position of the test vehicle after transformation is greater than Wv or less than -Wv and the X-axis coordinate is less than Lv + Lc, and the X-axis coordinate of the center of the target relative position range is greater than Lv, translate the relative position of the test vehicle after transformation along the X-axis to the position where the X-axis coordinate is Lv + Lc as the relative position of the moving target; Otherwise, if the Y-axis coordinate of the relative position of the test vehicle after transformation is greater than -Wv, the X-axis coordinate is less than -Lv or greater than Lv, and the Y-axis coordinate of the center of the target relative position range is less than -Wv, then translate the relative position of the test vehicle after transformation along the Y-axis to the position where the Y-axis coordinate is -Wv - Wc as the relative position of the moving target; Otherwise, if the Y-axis coordinate of the relative position of the test vehicle after transformation is less than Wv, the X-axis coordinate is less than -Lv or greater than Lv, and the Y-axis coordinate of the center of the target relative position range is greater than Wv, then translate the relative position of the test vehicle after transformation along the Y-axis to the position where the Y-axis coordinate is Wv + Wc as the relative position of the moving target; Otherwise, if the X-axis coordinate of the relative position of the test vehicle after transformation is less than -Lv, and the X-axis coordinate of the center of the target relative position range is greater than Lv, or if the X-axis coordinate of the relative position of the test vehicle after transformation is greater than Lv, and the X-axis coordinate of the center of the target relative position range is less than -Lv, then translate the relative position of the test vehicle after transformation along the Y-axis to the position where the Y-axis coordinate is Wv + Wc or -Wv - Wc as the relative position of the moving target; Wherein, Lv is the safety distance in the vehicle driving direction, Wv is the safety distance on the side of the vehicle driving direction, and Wc and Lc are preset parameters.

[0048] Specifically, the above - mentioned method for determining the relative position of the moving target covers the following situations: The first situation is driving safety adjustment; The second situation is straight - line reachable adjustment; The third situation is straight - to - turn transition adjustment; The fourth situation is opposite - side transition adjustment.

[0049] Refer to Figure 6 , the measured vehicle 2 travels along the X - axis direction. There is a safety distance around the measured vehicle 2. When the test vehicle 1 drives into this safety - distance range, there is a risk of collision between the test vehicle 1 and the measured vehicle 2. The safety distance along the driving direction of the measured vehicle 2 is Lv, and the safety distance on the side of the driving direction is Wv. Thus, four straight lines X1, X2, Y1, and Y2 can be drawn in the coordinate system of the measured vehicle, which respectively satisfy: Straight line X1: y = - Wv; Straight line X2: y = Wv; Straight line Y1: x = - Lv; Straight line Y2: x = Lv.

[0050] Thus, the plane space is divided by the straight lines X1, X2, Y1, and Y2 into nine regions R00, R01, R02, R10, R11, R12, R20, R21, R22. Among them, the region R00 is the region enclosed by the straight lines X1, X2, Y1, and Y2, which is a non - safety area, and the other regions are safety areas.

[0051] The first situation, driving safety adjustment, refers to the case where the test vehicle 1 drives into the non - safety area R00. Since there is a risk of collision when the test vehicle 1 is in the non - safety area, at this time, the test vehicle 1 needs to drive out of the non - safety area R00 as soon as possible. The situation of the test vehicle 1 in the non - safety area R00 satisfies the condition that the absolute value of the Y - axis coordinate of the relative position after the test vehicle transformation is not greater than Wv, and the absolute value of the X - axis coordinate of the relative position after the test vehicle transformation is not greater than Lv. At this time, the test vehicle 1 takes the point far from the non - safety area in the transformed moving direction as the moving target position.

[0052] The second situation, straight - line reachable adjustment, means that when the test vehicle 1 drives from the current position to within the range of the target relative position, it can drive in a straight line without passing through the non - safety area R00. In this case, it can be divided into four situations: Situation a.1, the Y - axis coordinate of the relative position after the test vehicle transformation is greater than Wv, and there is a region with a Y - axis coordinate greater than Wv within the range of the target relative position. At this time, the test vehicle 1 is located in the region R10, R11, or R12. Part of the range of the target relative position is located in the region R10, R11, or R12.

[0053] Case a.2: The Y-axis coordinate of the relative position of the test vehicle after transformation is less than -Wv, and there is a region in the target relative position range where the Y-axis coordinate is less than -Wv. At this time, the test vehicle 1 is located in region R20, R21 or R22. Part of the target relative position range is located in region R20, R21 or R22.

[0054] Case a.3: The X-axis coordinate of the relative position of the test vehicle after transformation is greater than Lv, and there is a region in the target relative position range where the X-axis coordinate is greater than Lv. At this time, the test vehicle 1 is located in region R11, R01 or R21. Part of the target relative position range is located in region R11, R01 or R21.

[0055] Case a.4: The X-axis coordinate of the relative position of the test vehicle after transformation is less than -Lv, and there is a region in the target relative position range where the X-axis coordinate is less than -Lv. At this time, the test vehicle 1 is located in region R12, R02 or R22. Part of the target relative position range is located in region R12, R02 or R22.

[0056] In the second case, the test vehicle 1 can reach the target relative position range by driving straight. Therefore, find the point in the corresponding region that is closest to the moving direction of the test vehicle after transformation as the moving target relative position. The moving direction of the test vehicle after transformation is a straight line, that is, find the point in a region that is closest to this straight line as the moving target relative position.

[0057] In the third case, a straight-turn transition adjustment is required. In this case, the test vehicle 1 needs to go through one turn and then make a detour to reach the target relative position range. When the test vehicle 1 makes a detour around the test vehicle 2, it should make a detour from the rear of the test vehicle 2 as much as possible. In this case, it can be divided into eight cases: Case b.1: The test vehicle 1 is located in region R10 or R11, and the target relative position range is located in region R02 or R22.

[0058] Satisfy the conditions: The Y-axis coordinate of the relative position of the test vehicle after transformation is greater than Wv, the X-axis coordinate is greater than -Lv - Lc, and the X-axis coordinate of the center of the target relative position range is less than -Lv and the Y-axis coordinate is less than Wv. In this case, a detour through region R12 is required, that is, translate the relative position of the test vehicle after transformation along the X-axis to the position where the X-axis coordinate is -Lv - Lc as the moving target relative position.

[0059] Case b.2: The test vehicle 1 is located in area R20 or R21, and the target relative position range is in area R02 or R12. The condition is satisfied that the Y-axis coordinate of the relative position after the transformation of the test vehicle is less than -Wv, the X-axis coordinate is greater than -Lv - Lc, and the X-axis coordinate of the center of the target relative position range is less than -Lv and the Y-axis coordinate is greater than -Wv. This case requires a transition and rotation through area R22, that is, translating the relative position after the transformation of the test vehicle along the X-axis to the position with the X-axis coordinate of -Lv - Lc as the moving target relative position.

[0060] Case b.3: The test vehicle 1 is located in area R10 or R12, and the target relative position range is in area R01 or R21. The condition is satisfied that the Y-axis coordinate of the relative position after the transformation of the test vehicle is greater than Wv, the X-axis coordinate is less than Lv + Lc, and the X-axis coordinate of the center of the target relative position range is greater than Lv, and the Y-axis coordinate is less than Wv. This case requires a transition and rotation through area R11, that is, translating the relative position after the transformation of the test vehicle along the X-axis to the position with the X-axis coordinate of Lv + Lc as the moving target relative position.

[0061] Case b.4: The test vehicle 1 is located in area R20 or R22, and the target relative position range is in area R01 or R11. The condition is satisfied that the Y-axis coordinate of the relative position after the transformation of the test vehicle is less than -Wv, the X-axis coordinate is less than Lv + Lc, and the X-axis coordinate of the center of the target relative position range is greater than Lv, and the Y-axis coordinate is greater than -Wv. This case requires a transition and rotation through area R21, that is, translating the relative position after the transformation of the test vehicle along the X-axis to the position with the X-axis coordinate of Lv + Lc as the moving target relative position.

[0062] Case b.5: The test vehicle 1 is located in area R11 or R01, and the target relative position range is in area R20 or R22. The condition is satisfied that the Y-axis coordinate of the relative position after the transformation of the test vehicle is greater than -Wv, the X-axis coordinate is greater than Lv, and the Y-axis coordinate of the center of the target relative position range is less than -Wv, and the X-axis coordinate is less than Lv. This case requires a transition and rotation through area R21, that is, translating the relative position after the transformation of the test vehicle along the Y-axis to the position with the Y-axis coordinate of -Wv - Wc as the moving target relative position.

[0063] Case b.6: The test vehicle 1 is located in area R21 or R01, and the target relative position range is in area R10 or R12. The condition is satisfied that the Y-axis coordinate of the relative position after the transformation of the test vehicle is less than Wv, the X-axis coordinate is greater than Lv, and the Y-axis coordinate of the center of the target relative position range is greater than Wv, and the X-axis coordinate is less than Lv. This case requires a transition and rotation through area R11, that is, translating the relative position after the transformation of the test vehicle along the Y-axis to the position with the Y-axis coordinate of Wv + Wc as the moving target relative position.

[0064] Case b.7, the test vehicle 1 is located in area R12 or R02, and the target relative position range is located in area R20 or R21. The conditions are satisfied that the Y-axis coordinate of the relative position of the test vehicle after transformation is greater than -Wv, the X-axis coordinate is less than -Lv, and the Y-axis coordinate of the center of the target relative position range is less than -Wv, and the X-axis coordinate is greater than -Lv. This case requires a transition and rotation through area R22, that is, translate the relative position of the test vehicle after transformation along the Y-axis to the position where the Y-axis coordinate is -Wv - Wc as the moving target relative position.

[0065] Case b.8, the test vehicle 1 is located in area R02 or R22, and the target relative position range is located in area R10 or R11. The conditions are satisfied that the Y-axis coordinate of the relative position of the test vehicle after transformation is less than Wv, the X-axis coordinate is less than -Lv, and the Y-axis coordinate of the center of the target relative position range is greater than Wv, and the X-axis coordinate is greater than -Lv. This case requires a transition and rotation through area R12, that is, translate the relative position of the test vehicle after transformation along the Y-axis to the position where the Y-axis coordinate is Wv + Wc as the moving target relative position.

[0066] The fourth case, the opposite-side transition adjustment. In this case, the test vehicle 1 needs to go through at least two turns for rotation before reaching the target relative position range. When the test vehicle 1 rotates around the measured vehicle 2, it rotates from the rear of the measured vehicle 2 as much as possible. This case can be divided into the following four situations: Case c.1, the test vehicle 1 is located in area R10, and the target relative position range is located in the opposite area R20. The conditions are satisfied that the Y-axis coordinate of the relative position of the test vehicle after transformation is greater than Wv, the X-axis coordinate is greater than -Lv - Lc and less than Lv, and the Y-axis coordinate of the center of the target relative position range is less than -Wv, and the X-axis coordinate is greater than -Lv and less than Lv. At this time, the test vehicle 1 first needs to move to area R12, and then rotate through areas R02 and R22 to reach the target relative position range within area R20. To move to area R12, translate the relative position of the test vehicle after transformation along the X-axis to the position where the X-axis coordinate is -Lv - Lc as the moving target relative position.

[0067] Case c.2, the test vehicle 1 is located in area R20, and the target relative position range is located in the opposite area R10. The conditions are satisfied that the Y-axis coordinate of the relative position of the test vehicle after transformation is less than -Wv, the X-axis coordinate is greater than -Lv - Lc and less than Lv, and the Y-axis coordinate of the center of the target relative position range is greater than Wv, and the X-axis coordinate is greater than -Lv and less than Lv. At this time, the test vehicle 1 needs to move to area R22 first, and then rotate through areas R02 and R12 to reach the target relative position range within area R10. To move to area R22, translate the relative position of the test vehicle after transformation along the X-axis to the position where the X-axis coordinate is -Lv - Lc as the moving target relative position.

[0068] In case c.3, test vehicle 1 is located in region R02, while the target relative position range is located in the corresponding region R01. The following conditions must be met: the X-axis coordinate of the transformed relative position of the test vehicle is less than -Lv, the Y-axis coordinate is greater than -Wv and less than Wv, and the X-axis coordinate of the center of the target relative position range is greater than Lv, and the Y-axis coordinate is greater than -Wv and less than Wv. In this case, test vehicle 1 must first move to the side area and then, after a lateral rotation, reach the target relative position range within region R01. Moving to the side area can translate the transformed relative position of the test vehicle along the Y axis to a position with Y-axis coordinates of Wv+Wc or -Wv-Wc, which serves as the target relative position, thereby reaching region R12 or R22.

[0069] In scenario c.4, test vehicle 1 is located in region R01, while the target relative position range is located in the corresponding region R02. The following conditions must be met: the X-axis coordinate of the test vehicle's transformed relative position is less than Lv, the Y-axis coordinate is greater than -Wv and less than Wv, and the X-axis coordinate of the center of the target relative position range is less than -Lv, and the Y-axis coordinate is greater than -Wv and less than Wv. In this case, test vehicle 1 must first move to the side area and then, after a lateral rotation, reach the target relative position range within region R02. Moving to the side area can translate the test vehicle's transformed relative position along the Y axis to a position with Y-axis coordinates of Wv+Wc or -Wv-Wc, which serves as the target relative position, thereby reaching region R21 or R11.

[0070] The above four situations are divided based on the area where the relative position of the test vehicle after transformation and the relative position range of the target are located. In terms of the method of determining the relative position of the moving target, it can be divided into the following categories: In the first category, the test vehicle 1 takes the point farthest from the non-safe zone in the transformed moving direction as the moving target position, which corresponds to the first driving safety adjustment mentioned above and meets the following conditions: the absolute value of the Y-axis coordinate of the relative position of the test vehicle after transformation is not greater than Wv, and the absolute value of the X-axis coordinate of the relative position of the test vehicle after transformation is not greater than Lv.

[0071] The second type is to find the point closest to the test vehicle's transformed moving direction in the corresponding area as the relative position of the moving target. This corresponds to the second type of linear reachability adjustment mentioned above and meets the following conditions: The Y-axis coordinate of the relative position of the test vehicle after transformation is greater than Wv, and there is an area in the target relative position range where the Y-axis coordinate is greater than Wv, or, The Y-axis coordinate of the test vehicle's relative position after transformation is less than -Wv, and there is an area in the target relative position range where the Y-axis coordinate is less than -Wv, or, The X-axis coordinate of the relative position of the test vehicle after transformation is greater than Lv, and there is an area with an X-axis coordinate greater than Lv within the target relative position range, or, The X-axis coordinate of the relative position of the test vehicle after transformation is less than -Lv, and there is a region in the target relative position range where the X-axis coordinate is less than -Lv.

[0072] The corresponding region here refers to the region within the target relative position range that is directly reachable by the test vehicle. In a simple implementation, the corresponding region can be determined as follows: When the Y-axis coordinate of the relative position of the test vehicle after transformation is greater than Wv, the corresponding region is the region in the target relative position range where the Y-axis coordinate is greater than Wv; when the Y-axis coordinate of the relative position of the test vehicle after transformation is less than -Wv, the corresponding region is the region in the target relative position range where the Y-axis coordinate is less than -Wv; when the X-axis coordinate of the relative position of the test vehicle after transformation is greater than Lv, the corresponding region is the region in the target relative position range where the X-axis coordinate is greater than Lv; when the X-axis coordinate of the relative position of the test vehicle after transformation is less than -Lv, the corresponding region is the region in the target relative position range where the X-axis coordinate is less than -Lv.

[0073] Of course, in the above implementation, the corresponding region is a conservative determination method. In fact, the region within the target relative position range that is directly reachable by the test vehicle is larger than the corresponding region defined in the above implementation.

[0074] Third category: Translate the relative position of the test vehicle after transformation along the X-axis to the position where the X-axis coordinate is -Lv - Lc as the moving target relative position. Corresponding to the four cases of b.1, b.2, c.1, and c.2 above, the conditions are satisfied: The Y-axis coordinate of the relative position of the test vehicle after transformation is greater than Wv, the X-axis coordinate is greater than -Lv - Lc, and the X-axis coordinate of the center of the target relative position range is less than -Lv and the Y-axis coordinate is less than Wv, or, The Y-axis coordinate of the relative position of the test vehicle after transformation is less than -Wv, the X-axis coordinate is greater than -Lv - Lc, and the X-axis coordinate of the center of the target relative position range is less than -Lv and the Y-axis coordinate is greater than -Wv, or, The Y-axis coordinate of the relative position of the test vehicle after transformation is greater than Wv, the X-axis coordinate is greater than -Lv - Lc and less than Lv, and the Y-axis coordinate of the center of the target relative position range is less than -Wv, and the X-axis coordinate is greater than -Lv and less than Lv, or, The Y-axis coordinate of the relative position of the test vehicle after transformation is less than -Wv, the X-axis coordinate is greater than -Lv - Lc and less than Lv, and the Y-axis coordinate of the center of the target relative position range is greater than Wv, and the X-axis coordinate is greater than -Lv and less than Lv.

[0075] Considering the overlapping cases with the first and second categories, the satisfied conditions can be simply expressed as: The Y-axis coordinate of the relative position of the test vehicle after transformation is greater than Wv, the X-axis coordinate is greater than -Lv - Lc, and the Y-axis coordinate of the center of the target relative position range is less than -Wv or the X-axis coordinate is less than -Lv, or, The Y-axis coordinate of the relative position of the test vehicle after transformation is less than -Wv, the X-axis coordinate is greater than -Lv - Lc, and the Y-axis coordinate of the center of the target relative position range is greater than Wv or the X-axis coordinate is less than -Lv.

[0076] For the fourth category, translate the relative position of the test vehicle after transformation along the X-axis to the position where the X-axis coordinate is Lv + Lc as the moving target relative position. Corresponding to the above two cases of b.3 and b.4, the conditions are satisfied: The Y-axis coordinate of the relative position of the test vehicle after transformation is greater than Wv, the X-axis coordinate is less than Lv + Lc, and the X-axis coordinate of the center of the target relative position range is greater than Lv, and the Y-axis coordinate is less than Wv, or The Y-axis coordinate of the relative position of the test vehicle after transformation is less than -Wv, the X-axis coordinate is less than Lv + Lc, and the X-axis coordinate of the center of the target relative position range is greater than Lv, and the Y-axis coordinate is greater than -Wv.

[0077] Considering the overlap with the first, second, and third categories, the satisfied conditions can be simply expressed as: The Y-axis coordinate of the relative position of the test vehicle after transformation is greater than Wv or less than -Wv, the X-axis coordinate is less than Lv + Lc, and the X-axis coordinate of the center of the target relative position range is greater than Lv.

[0078] For the fifth category, translate the relative position of the test vehicle after transformation along the Y-axis to the position where the Y-axis coordinate is -Wv - Wc as the moving target relative position. Corresponding to the above two cases of b.5 and b.7, the conditions are satisfied: The Y-axis coordinate of the relative position of the test vehicle after transformation is greater than -Wv, the X-axis coordinate is greater than Lv, and the Y-axis coordinate of the center of the target relative position range is less than -Wv, and the X-axis coordinate is less than Lv, or The Y-axis coordinate of the relative position of the test vehicle after transformation is greater than -Wv, the X-axis coordinate is less than -Lv, and the Y-axis coordinate of the center of the target relative position range is less than -Wv, and the X-axis coordinate is greater than -Lv.

[0079] Considering the overlap with the first, second, third, and fourth categories, the satisfied conditions can be simply expressed as: The Y-axis coordinate of the relative position of the test vehicle after transformation is greater than -Wv, the X-axis coordinate is less than -Lv or greater than Lv, and the Y-axis coordinate of the center of the target relative position range is less than -Wv.

[0080] For the sixth category, translate the relative position of the test vehicle after transformation along the Y-axis to the position where the Y-axis coordinate is Wv + Wc as the moving target relative position. Corresponding to the above two cases of b.6 and b.8, the conditions are satisfied: The Y-axis coordinate of the relative position of the test vehicle after transformation is less than Wv, the X-axis coordinate is greater than Lv, and the Y-axis coordinate of the center of the target relative position range is greater than Wv, and the X-axis coordinate is less than Lv, or The Y-axis coordinate of the relative position of the test vehicle after transformation is less than Wv, the X-axis coordinate is less than -Lv, and the Y-axis coordinate of the center of the target relative position range is greater than Wv, and the X-axis coordinate is greater than -Lv.

[0081] Considering the overlap with the first five categories, the satisfied conditions can be simply expressed as: The Y-axis coordinate of the relative position of the test vehicle after transformation is less than Wv, the X-axis coordinate is greater than Lv, and the Y-axis coordinate of the center of the target relative position range is greater than Wv.

[0082] For the seventh category, translate the relative position of the test vehicle after transformation along the Y-axis to the position where the Y-axis coordinate is Wv + Wc or -Wv - Wc as the moving target relative position, corresponding to two cases of c.3 and c.4, and the satisfied conditions are: The X-axis coordinate of the relative position of the test vehicle after transformation is less than -Lv, the Y-axis coordinate is greater than -Wv and less than Wv, and the X-axis coordinate of the center of the target relative position range is greater than Lv, the Y-axis coordinate is greater than -Wv and less than Wv, or, The X-axis coordinate of the relative position of the test vehicle after transformation is less than large Lv, the Y-axis coordinate is greater than -Wv and less than Wv, and the X-axis coordinate of the center of the target relative position range is less than -Lv, the Y-axis coordinate is greater than -Wv and less than Wv.

[0083] Considering the overlap with the first six categories, the satisfied conditions can be simply expressed as: The X-axis coordinate of the relative position of the test vehicle after transformation is less than -Lv, and the X-axis coordinate of the center of the target relative position range is greater than -Lv, or the X-axis coordinate of the relative position of the test vehicle after transformation is greater than Lv, and the X-axis coordinate of the center of the target relative position range is less than -Lv.

[0084] Determine the speed control and orientation steps, which are the aforementioned step S5. Calculate the relative azimuth angle between the position vector of the relative position of the moving target with respect to the transformed relative position of the test vehicle and the moving direction of the test vehicle after transformation. Then, determine the speed control mode and the relative moving direction based on the position vector and the relative azimuth angle. The relative azimuth angle is the angle between the straight line connecting the relative position of the moving target and the current position of the test vehicle and the moving direction of the test vehicle. Since the relative position of the moving target is calculated based on the coordinate system of the vehicle under test, in actual calculation, the relative position of the moving target can also be converted into the absolute position of the moving target in the ground coordinate system before calculating this angle. At this time, this step can be expressed as: Convert the relative position of the moving target into the absolute position of the moving target in the ground coordinate system, and then calculate the relative azimuth angle between the position vector of the absolute position of the moving target with respect to the current position information of the test vehicle and the current moving direction of the test vehicle. The position vector is the vector obtained by subtracting the relative position of the moving target from the transformed relative position of the test vehicle, representing the target direction that the test vehicle needs to travel. The relative azimuth angle is an angle ranging from 0 to 180 degrees. The output of this step is the speed control mode and the relative moving direction. The speed control mode is acceleration, deceleration, or maintaining the speed.

[0085] The method for determining the speed control mode and the relative moving direction based on the position vector and the relative azimuth angle is as follows: If the X-axis of the relative position of the test vehicle after transformation is greater than Lv, the Y-axis coordinate is greater than -Wv and less than Wv, or the relative azimuth angle is less than the first angle threshold, or the relative azimuth angle is less than the second angle threshold and the X-axis coordinates of the relative position of the moving target and the relative position of the test vehicle after transformation are both greater than Lv, then the speed control mode is acceleration, and the position vector is used as the relative moving direction; Otherwise, if the relative azimuth angle is less than the second angle threshold, then the speed control mode is maintaining the speed, and the position vector is used as the relative moving direction; Otherwise, if the relative azimuth angle is less than the third angle threshold, then the speed control mode is deceleration, and the position vector is used as the relative moving direction; Otherwise, the speed control mode is deceleration, and the direction opposite to the position vector is used as the relative moving direction; Wherein, the first angle threshold < the second angle threshold, and both the first angle threshold and the second angle threshold are less than 90 degrees; The third angle threshold is not less than 90 degrees.

[0086] When the X-axis of the relative position of the test vehicle after transformation is greater than Lv and the Y-axis coordinate is greater than -Wv and less than Wv, the test vehicle is located directly in front of the vehicle under test and needs to accelerate away from the front of the vehicle under test. According to the method of the present invention, when the test vehicle is in the position directly in front of the vehicle under test, the front of the test vehicle will not face the vehicle under test, so there is no need to worry about the risk of a head-on collision with the vehicle under test when accelerating.

[0087] When the relative azimuth angle is less than the first angle threshold, the target is considered to be directly ahead of the test vehicle's current direction of travel. There may be a small angle, but the angle is small. At this point, the test vehicle needs to accelerate to reach the target and adjust its direction slightly. The first angle threshold is generally between 20 and 40 degrees.

[0088] When the relative azimuth angle is greater than the first angle threshold and less than the second angle threshold, the moving target's relative position is at a certain angle to the test vehicle's current direction of travel, but the angle is not large. Normal steering at the current speed is sufficient. However, if both the test vehicle and the moving target are in front of the vehicle under test, slowing down and changing lanes in front of the vehicle under test could easily cause a collision with the test vehicle. Therefore, acceleration is also required. The second angle threshold is generally between 45 and 60 degrees.

[0089] When the relative azimuth angle is greater than the second angle threshold and less than the third angle threshold, the moving target's relative position is at a large angle to the test vehicle's current direction of travel, necessitating a large turn. Large-angle turns can easily introduce lateral displacement, creating a risk of collision with the vehicle under test. Especially at high speeds, the vehicle is prone to rollover, necessitating deceleration. At this point, the test vehicle is not directly in front of the vehicle under test, so deceleration can be performed without worrying about rear-end collisions. The third angle threshold is typically between 90 and 120 degrees.

[0090] When the relative azimuth angle exceeds the third angle threshold, the target's relative position is actually behind the test vehicle's direction of travel. Therefore, deceleration is required. After deceleration reaches zero, reverse is initiated to reach the target's relative position. The direction of movement can be corrected by adjusting the direction opposite to the position vector. At this point, the test vehicle is no longer directly in front of the vehicle under test, so there is no risk of the test vehicle rear-ending the vehicle under test.

[0091] The driving and antenna adjustment control steps are divided into driving adjustment control steps and antenna adjustment control steps. Figure 6 , the vehicle under test 2 is traveling along the X-axis. There is a safety distance around the vehicle under test 2. When the test vehicle 1 enters this safety distance, there is a risk of collision between the test vehicle 1 and the vehicle under test 2. The safety distance along the driving direction of the vehicle under test 2 is Lv, and the safety distance to the side of the driving direction is Wv. Therefore, four straight lines X1, X2, Y1, and Y2 can be drawn in the coordinate system of the vehicle under test, which respectively satisfy: Line X1: y=-Wv; Line X2: y=Wv; Line Y1: x=-Lv; Straight line Y2: x=Lv.

[0092] The plane space is thus divided into nine regions R00, R01, R02, R10, R11, R12, R20, R21, and R22 by lines X1, X2, Y1, and Y2. Region R00 is the area enclosed by lines X1, X2, Y1, and Y2 and is considered a non-safe zone. The other regions are considered safe zones.

[0093] The first scenario, driving safety adjustment, occurs when test vehicle 1 enters unsafe zone R00. Due to the risk of collision within the unsafe zone, test vehicle 1 must exit R00 as quickly as possible. The conditions for test vehicle 1 within R00 are met: the absolute value of the transformed Y-axis coordinate of the test vehicle's relative position is no greater than Wv, and the absolute value of the transformed X-axis coordinate of the test vehicle's relative position is no greater than Lv. At this point, test vehicle 1 uses the point farther from the unsafe zone in the transformed direction of movement as its target position.

[0094] The second case, straight-line adjustment, means that when the test car 1 is within the target relative position range from the current position, it can drive in a straight line without crossing the unsafe zone R00. This case can be divided into four situations: In case a.1, the transformed relative position's Y-axis coordinate is greater than Wv, and there is an area within the target relative position range where the Y-axis coordinate is greater than Wv. In this case, test vehicle 1 is located within region R10, R11, or R12. Part of the target relative position range is within region R10, R11, or R12.

[0095] In case a.2, the Y-axis coordinate of the transformed relative position of the test vehicle is less than -Wv, and there is an area within the target relative position range where the Y-axis coordinate is less than -Wv. In this case, test vehicle 1 is located within region R20, R21, or R22. Part of the target relative position range is within region R20, R21, or R22.

[0096] In case a.3, the test vehicle's transformed relative position has an X-axis coordinate greater than Lv, and there is an area within the target relative position range where the X-axis coordinate is greater than Lv. In this case, test vehicle 1 is located within region R11, R01, or R21. Part of the target relative position range is within region R11, R01, or R21.

[0097] In case a.4, the X-axis coordinate of the test vehicle's transformed relative position is less than -Lv, and there is an area within the target relative position range where the X-axis coordinate is less than -Lv. In this case, test vehicle 1 is located within region R12, R02, or R22. Part of the target relative position range is within region R12, R02, or R22.

[0098] In the second case, test vehicle 1 can travel in a straight line to reach the target relative position. Therefore, the point closest to the test vehicle's changed direction of movement is found within the corresponding area as the target relative position. Since the test vehicle's changed direction of movement is a straight line, the point closest to the straight line is found within the area as the target relative position.

[0099] The third scenario is direct turn transition adjustment. In this scenario, the test vehicle 1 undergoes a turn and then rotates around before reaching the target relative position range. When the test vehicle 1 rotates around the test vehicle 2, it rotates from the rear of the test vehicle 2 as much as possible. This scenario can be divided into eight scenarios: Case b.1: the test car 1 is located in area R10 or R11, and the target relative position range is located in area R02 or R22.

[0100] The following conditions must be met: the Y-axis coordinate of the transformed relative position of the test vehicle is greater than Wv, the X-axis coordinate is greater than -Lv-Lc, and the X-axis coordinate of the center of the target relative position range is less than -Lv and the Y-axis coordinate is less than Wv. In this case, a transition rotation is required through region R12, that is, the transformed relative position of the test vehicle is translated along the X-axis to the position with the X-axis coordinate of -Lv-Lc as the moving target relative position.

[0101] In case b.2, test vehicle 1 is located in region R20 or R21, and the target relative position range is located in region R02 or R12. The following conditions must be met: the transformed relative position of the test vehicle has a Y-axis coordinate less than -Wv and an X-axis coordinate greater than -Lv-Lc, and the center of the target relative position range has an X-axis coordinate less than -Lv and a Y-axis coordinate greater than -Wv. In this case, a transition rotation through region R22 is required. This involves translating the transformed relative position of the test vehicle along the X-axis to a position with X-axis coordinates of -Lv-Lc, which serves as the moving target relative position.

[0102] In case b.3, test vehicle 1 is located in region R10 or R12, and the target relative position range is located in region R01 or R21. The following conditions must be met: the transformed relative position of the test vehicle has a Y-axis coordinate greater than Wv and an X-axis coordinate less than Lv+Lc, and the center of the target relative position range has an X-axis coordinate greater than Lv and a Y-axis coordinate less than Wv. In this case, a transition rotation through region R11 is required. This involves translating the transformed relative position of the test vehicle along the X-axis to a position with an X-axis coordinate of Lv+Lc, which serves as the moving target relative position.

[0103] Situation b.4: The test vehicle 1 is located in area R20 or R22, and the target relative position range is in area R01 or R11. The conditions are met: the Y-axis coordinate of the relative position after the transformation of the test vehicle is less than -Wv, the X-axis coordinate is less than Lv + Lc, and the X-axis coordinate of the center of the target relative position range is greater than Lv, and the Y-axis coordinate is greater than -Wv. This situation requires a transition and rotation through area R21, that is, translating the relative position after the transformation of the test vehicle along the X-axis to the position where the X-axis coordinate is Lv + Lc as the moving target relative position.

[0104] Situation b.5: The test vehicle 1 is located in area R11 or R01, and the target relative position range is in area R20 or R22. The conditions are met: the Y-axis coordinate of the relative position after the transformation of the test vehicle is greater than -Wv, the X-axis coordinate is greater than Lv, and the Y-axis coordinate of the center of the target relative position range is less than -Wv, and the X-axis coordinate is less than Lv. This situation requires a transition and rotation through area R21, that is, translating the relative position after the transformation of the test vehicle along the Y-axis to the position where the Y-axis coordinate is -Wv - Wc as the moving target relative position.

[0105] Situation b.6: The test vehicle 1 is located in area R21 or R01, and the target relative position range is in area R10 or R12. The conditions are met: the Y-axis coordinate of the relative position after the transformation of the test vehicle is less than Wv, the X-axis coordinate is greater than Lv, and the Y-axis coordinate of the center of the target relative position range is greater than Wv, and the X-axis coordinate is less than Lv. This situation requires a transition and rotation through area R11, that is, translating the relative position after the transformation of the test vehicle along the Y-axis to the position where the Y-axis coordinate is Wv + Wc as the moving target relative position.

[0106] Situation b.7: The test vehicle 1 is located in area R12 or R02, and the target relative position range is in area R20 or R21. The conditions are met: the Y-axis coordinate of the relative position after the transformation of the test vehicle is greater than -Wv, the X-axis coordinate is less than -Lv, and the Y-axis coordinate of the center of the target relative position range is less than -Wv, and the X-axis coordinate is greater than -Lv. This situation requires a transition and rotation through area R22, that is, translating the relative position after the transformation of the test vehicle along the Y-axis to the position where the Y-axis coordinate is -Wv - Wc as the moving target relative position.

[0107] Situation b.8: The test vehicle 1 is located in area R02 or R22, and the target relative position range is in area R10 or R11. The conditions are met: the Y-axis coordinate of the relative position after the transformation of the test vehicle is less than Wv, the X-axis coordinate is less than -Lv, and the Y-axis coordinate of the center of the target relative position range is greater than Wv, and the X-axis coordinate is greater than -Lv. This situation requires a transition and rotation through area R12, that is, translating the relative position after the transformation of the test vehicle along the Y-axis to the position where the Y-axis coordinate is Wv + Wc as the moving target relative position.

[0108] The fourth scenario is the contralateral transition adjustment. In this scenario, the test vehicle 1 needs to make at least two turns to reach the target relative position range. When the test vehicle 1 circles around the test vehicle 2, it should circle from the rear of the test vehicle 2 as much as possible. This scenario can be divided into the following four situations: In case c.1, test vehicle 1 is located in region R10, while the target relative position range is located in the corresponding region R20. The following conditions must be met: the Y-axis coordinate of the transformed relative position of the test vehicle is greater than Wv, the X-axis coordinate is greater than -Lv-Lc and less than Lv, and the Y-axis coordinate of the center of the target relative position range is less than -Wv, and the X-axis coordinate is greater than -Lv and less than Lv. In this case, test vehicle 1 must first move to region R12, then orbit through regions R02 and R22 before reaching the target relative position range within region R20. Moving to region R12 involves translating the transformed relative position of the test vehicle along the X-axis to a position with X-axis coordinates of -Lv-Lc, which serves as the moving target relative position.

[0109] In case c.2, test vehicle 1 is located in region R20, while the target relative position range is located in the corresponding region R10. The following conditions must be met: the transformed relative position of the test vehicle has a Y-axis coordinate less than -Wv, an X-axis coordinate greater than -Lv-Lc and less than Lv, and the center of the target relative position range has a Y-axis coordinate greater than Wv and an X-axis coordinate greater than -Lv and less than Lv. In this case, test vehicle 1 must first move to region R22, then orbit through regions R02 and R12 before reaching the target relative position range within region R10. Moving to region R22 involves translating the transformed relative position of the test vehicle along the X-axis to a position with X-axis coordinates of -Lv-Lc, which serves as the target relative position.

[0110] In case c.3, test vehicle 1 is located in region R02, while the target relative position range is located in the corresponding region R01. The following conditions must be met: the X-axis coordinate of the transformed relative position of the test vehicle is less than -Lv, the Y-axis coordinate is greater than -Wv and less than Wv, and the X-axis coordinate of the center of the target relative position range is greater than Lv, and the Y-axis coordinate is greater than -Wv and less than Wv. In this case, test vehicle 1 must first move to the side area and then, after a lateral rotation, reach the target relative position range within region R01. Moving to the side area can translate the transformed relative position of the test vehicle along the Y axis to a position with Y-axis coordinates of Wv+Wc or -Wv-Wc, which serves as the target relative position, thereby reaching region R12 or R22.

[0111] In scenario c.4, test vehicle 1 is located in region R01, while the target relative position range is located in the corresponding region R02. The following conditions must be met: the X-axis coordinate of the test vehicle's transformed relative position is less than Lv, the Y-axis coordinate is greater than -Wv and less than Wv, and the X-axis coordinate of the center of the target relative position range is less than -Lv, and the Y-axis coordinate is greater than -Wv and less than Wv. In this case, test vehicle 1 must first move to the side area and then, after a lateral rotation, reach the target relative position range within region R02. Moving to the side area can translate the test vehicle's transformed relative position along the Y axis to a position with Y-axis coordinates of Wv+Wc or -Wv-Wc, which serves as the target relative position, thereby reaching region R21 or R11.

[0112] The above four situations are divided based on the area where the relative position of the test vehicle after transformation and the relative position range of the target are located. In terms of the method of determining the relative position of the moving target, it can be divided into the following categories: In the first category, the test vehicle 1 takes the point farthest from the non-safe zone in the transformed moving direction as the moving target position, which corresponds to the first driving safety adjustment mentioned above and meets the following conditions: the absolute value of the Y-axis coordinate of the relative position of the test vehicle after transformation is not greater than Wv, and the absolute value of the X-axis coordinate of the relative position of the test vehicle after transformation is not greater than Lv.

[0113] The second type is to find the point closest to the test vehicle's transformed moving direction in the corresponding area as the relative position of the moving target. This corresponds to the second type of linear reachability adjustment mentioned above and meets the following conditions: The Y-axis coordinate of the relative position of the test vehicle after transformation is greater than Wv, and there is an area in the target relative position range where the Y-axis coordinate is greater than Wv, or, The Y-axis coordinate of the test vehicle's relative position after transformation is less than -Wv, and there is an area in the target relative position range where the Y-axis coordinate is less than -Wv, or, The X-axis coordinate of the relative position of the test vehicle after transformation is greater than Lv, and there is an area with an X-axis coordinate greater than Lv within the target relative position range, or, The X-axis coordinate of the test vehicle's relative position after transformation is less than -Lv, and there is an area in the target relative position range where the X-axis coordinate is less than -Lv.

[0114] The corresponding area here refers to the area within the target relative position range that the test vehicle can reach in a straight line. In a simple implementation method, the corresponding area can be determined as follows: When the Y-axis coordinate of the relative position of the test vehicle after transformation is greater than Wv, the corresponding area is the area where the Y-axis coordinate of the target relative position range is greater than Wv; when the Y-axis coordinate of the relative position of the test vehicle after transformation is less than -Wv, the corresponding area is the area where the Y-axis coordinate of the target relative position range is less than -Wv; when the X-axis coordinate of the relative position of the test vehicle after transformation is greater than Lv, the corresponding area is the area where the X-axis coordinate of the target relative position range is greater than Lv; when the X-axis coordinate of the relative position of the test vehicle after transformation is less than -Lv, the corresponding area is the area where the X-axis coordinate of the target relative position range is less than -Lv.

[0115] Of course, under the above implementation, the corresponding area belongs to a conservative determination method. In fact, the directly reachable area of the test vehicle in the target relative position range is larger than the corresponding area defined by the above implementation.

[0116] The third category is to translate the relative position of the test vehicle after transformation along the X-axis to the position where the X-axis coordinate is -Lv - Lc as the moving target relative position. Corresponding to the above four cases of b.1, b.2, c.1, and c.2, the conditions are satisfied: The Y-axis coordinate of the relative position of the test vehicle after transformation is greater than Wv, the X-axis coordinate is greater than -Lv - Lc, and the X-axis coordinate of the center of the target relative position range is less than -Lv and the Y-axis coordinate is less than Wv, or, The Y-axis coordinate of the relative position of the test vehicle after transformation is less than -Wv, the X-axis coordinate is greater than -Lv - Lc, and the X-axis coordinate of the center of the target relative position range is less than -Lv and the Y-axis coordinate is greater than -Wv, or, The Y-axis coordinate of the relative position of the test vehicle after transformation is greater than Wv, the X-axis coordinate is greater than -Lv - Lc and less than Lv, and the Y-axis coordinate of the center of the target relative position range is less than -Wv, the X-axis coordinate is greater than -Lv and less than Lv, or, The Y-axis coordinate of the relative position of the test vehicle after transformation is less than -Wv, the X-axis coordinate is greater than -Lv - Lc and less than Lv, and the Y-axis coordinate of the center of the target relative position range is greater than Wv, the X-axis coordinate is greater than -Lv and less than Lv.

[0117] Considering the overlapping cases with the first and second categories, the satisfied conditions can be simply expressed as: The Y-axis coordinate of the relative position of the test vehicle after transformation is greater than Wv, the X-axis coordinate is greater than -Lv - Lc, and the Y-axis coordinate of the center of the target relative position range is less than -Wv or the X-axis coordinate is less than -Lv, or, The Y-axis coordinate of the relative position of the test vehicle after transformation is less than -Wv, the X-axis coordinate is greater than -Lv - Lc, and the Y-axis coordinate of the center of the target relative position range is greater than Wv or the X-axis coordinate is less than -Lv.

[0118] Category 4: Translate the relative position of the test vehicle after transformation along the X-axis to the position with the X-axis coordinate of Lv + Lc as the relative position of the moving target. Corresponding to the above two cases of b.3 and b.4, the conditions are satisfied: The Y-axis coordinate of the relative position of the test vehicle after transformation is greater than Wv, the X-axis coordinate is less than Lv + Lc, and the X-axis coordinate of the center of the target relative position range is greater than Lv, and the Y-axis coordinate is less than Wv, or The Y-axis coordinate of the relative position of the test vehicle after transformation is less than -Wv, the X-axis coordinate is less than Lv + Lc, and the X-axis coordinate of the center of the target relative position range is greater than Lv, and the Y-axis coordinate is greater than -Wv.

[0119] Considering the overlap with the first, second, and third categories, the satisfied conditions can be simply expressed as: The Y-axis coordinate of the relative position of the test vehicle after transformation is greater than Wv or less than -Wv, the X-axis coordinate is less than Lv + Lc, and the X-axis coordinate of the center of the target relative position range is greater than Lv.

[0120] Category 5: Translate the relative position of the test vehicle after transformation along the Y-axis to the position with the Y-axis coordinate of -Wv - Wc as the relative position of the moving target. Corresponding to the above two cases of b.5 and b.7, the conditions are satisfied: The Y-axis coordinate of the relative position of the test vehicle after transformation is greater than -Wv, the X-axis coordinate is greater than Lv, and the Y-axis coordinate of the center of the target relative position range is less than -Wv, and the X-axis coordinate is less than Lv, or The Y-axis coordinate of the relative position of the test vehicle after transformation is greater than -Wv, the X-axis coordinate is less than -Lv, and the Y-axis coordinate of the center of the target relative position range is less than -Wv, and the X-axis coordinate is greater than -Lv.

[0121] Considering the overlap with the first, second, third, and fourth categories, the satisfied conditions can be simply expressed as: The Y-axis coordinate of the relative position of the test vehicle after transformation is greater than -Wv, the X-axis coordinate is less than -Lv or greater than Lv, and the Y-axis coordinate of the center of the target relative position range is less than -Wv.

[0122] Category 6: Translate the relative position of the test vehicle after transformation along the Y-axis to the position with the Y-axis coordinate of Wv + Wc as the relative position of the moving target. Corresponding to the above two cases of b.6 and b.8, the conditions are satisfied: The Y-axis coordinate of the relative position of the test vehicle after transformation is less than Wv, the X-axis coordinate is greater than Lv, and the Y-axis coordinate of the center of the target relative position range is greater than Wv, and the X-axis coordinate is less than Lv, or The Y-axis coordinate of the relative position of the test vehicle after transformation is less than Wv, the X-axis coordinate is less than -Lv, and the Y-axis coordinate of the center of the target relative position range is greater than Wv, and the X-axis coordinate is greater than -Lv.

[0123] Considering the overlap with the first five categories, the satisfied conditions can be simply expressed as: The Y-axis coordinate of the relative position of the test vehicle after transformation is less than Wv, the X-axis coordinate is greater than Lv, and the Y-axis coordinate of the center of the target relative position range is greater than Wv.

[0124] For the seventh category, translate the relative position of the test vehicle after transformation along the Y-axis to the position where the Y-axis coordinate is Wv + Wc or -Wv - Wc as the moving target relative position, corresponding to two cases of c.3 and c.4, and the satisfied conditions are: The X-axis coordinate of the relative position of the test vehicle after transformation is less than -Lv, the Y-axis coordinate is greater than -Wv and less than Wv, and the X-axis coordinate of the center of the target relative position range is greater than Lv, the Y-axis coordinate is greater than -Wv and less than Wv, or, The X-axis coordinate of the relative position of the test vehicle after transformation is less than large Lv, the Y-axis coordinate is greater than -Wv and less than Wv, and the X-axis coordinate of the center of the target relative position range is less than -Lv, the Y-axis coordinate is greater than -Wv and less than Wv.

[0125] Considering the overlap with the first six categories, the satisfied conditions can be simply expressed as: The X-axis coordinate of the relative position of the test vehicle after transformation is less than -Lv, and the X-axis coordinate of the center of the target relative position range is greater than -Lv, or the X-axis coordinate of the relative position of the test vehicle after transformation is greater than Lv, and the X-axis coordinate of the center of the target relative position range is less than -Lv.

[0126] Determine the speed control and orientation steps, which are the aforementioned step S5. Calculate the relative azimuth angle between the position vector of the moving target relative position with respect to the relative position of the test vehicle after transformation and the moving direction of the test vehicle after transformation, and then determine the speed control mode and the moving relative direction based on the position vector and the relative azimuth angle. The relative azimuth angle is the angle between the straight line connecting the moving target relative position and the current position of the test vehicle and the moving direction of the test vehicle. Since the moving target relative position is calculated based on the coordinate system of the vehicle under test, therefore, in actual calculation, the moving target relative position can also be converted into the absolute position of the moving target in the ground coordinate system before calculating this angle. At this time, this step can be expressed as: Convert the moving target relative position into the absolute position of the moving target in the ground coordinate system, and then calculate the relative azimuth angle between the position vector of the absolute position of the moving target with respect to the current position information of the test vehicle and the current moving direction of the test vehicle. The position vector is the vector obtained by subtracting the relative position of the moving target from the relative position of the test vehicle after transformation, representing the target direction that the test vehicle needs to travel. The relative azimuth angle is an angle ranging from 0 to 180 degrees. The output of this step is the speed control mode and the moving relative direction. The speed control mode is acceleration, deceleration, or maintaining.

[0127] The method for determining the speed control mode and the moving relative direction based on the position vector and the relative azimuth angle is as follows: If the X-axis of the relative position after the test vehicle transformation is greater than Lv, the Y-axis coordinate is greater than -Wv and less than Wv, or the relative azimuth angle is less than the first angle threshold, or the relative azimuth angle is less than the second angle threshold and the X-axis coordinates of the relative position of the moving target and the relative position after the test vehicle transformation are both greater than Lv, then the speed control mode is acceleration, and the position vector is used as the relative moving direction; Otherwise, if the relative azimuth angle is less than the second angle threshold, the speed control mode is to maintain, and the position vector is used as the relative moving direction; Otherwise, if the relative azimuth angle is less than the third angle threshold, the speed control mode is deceleration, and the position vector is used as the relative moving direction; Otherwise, the speed control mode is deceleration, and the direction opposite to the position vector is used as the relative moving direction; Wherein, the first angle threshold < the second angle threshold, and the first angle threshold and the second angle threshold are less than 90 degrees; The third angle threshold is not less than 90 degrees.

[0128] When the X-axis of the relative position after the test vehicle transformation is greater than Lv and the Y-axis coordinate is greater than -Wv and less than Wv, the test vehicle is in front of the measured vehicle, and it is necessary to accelerate away from the front of the measured vehicle. According to the method of the present invention, when the test vehicle is in front of the measured vehicle, the front of the test vehicle does not face the measured vehicle, so there is no need to worry about the risk of a head-on collision with the measured vehicle when accelerating.

[0129] When the relative azimuth angle is less than the first angle threshold, it can be considered that the relative position of the moving target is in front of the current driving direction of the test vehicle, and there may be a certain included angle, but the angle is small. At this time, there is a certain distance between the test vehicle and the relative position of the moving target, and it is necessary to accelerate to reach it, and the moving direction can be slightly adjusted. The first angle threshold is generally 20 to 40 degrees.

[0130] When the relative azimuth angle is greater than the first angle threshold and less than the second angle threshold, there is a certain angle between the relative position of the moving target and the current driving direction of the test vehicle, but the angle is not large, and only normal steering at the current speed is required. However, if both the test vehicle and the relative position of the moving target are in front of the measured vehicle, it is easy to cause a collision with the test vehicle when the test vehicle decelerates and changes lanes in front of the measured vehicle. Therefore, it is also necessary to accelerate through. The second angle threshold is generally 45 to 60 degrees.

[0131] When the relative azimuth angle is greater than the second angle threshold and less than the third angle threshold, there is a large angle between the relative position of the moving target and the current driving direction of the test vehicle, and a large-angle turn is required. Since large-angle turning of an automobile is likely to cause lateral displacement and pose a risk of collision with the measured vehicle, especially when driving at high speed, it is prone to roll over and needs to decelerate. At this time, the test vehicle is not directly in front of the measured vehicle, and the deceleration of the test vehicle does not need to worry about being rear-ended by the measured vehicle. The third angle threshold is usually 90°-120°.

[0132] When the relative azimuth angle is greater than the third angle threshold, the relative position of the moving target is actually behind the driving direction of the test vehicle. Therefore, it is necessary to decelerate. After decelerating to 0, reverse is started, and the reverse is used to reach the relative position of the moving target. The moving direction can be adjusted and corrected in the direction opposite to the position vector. At this time, the test vehicle is not directly in front of the measured vehicle, and the deceleration of the test vehicle does not need to worry about being rear-ended by the measured vehicle.

[0133] The driving and antenna adjustment control steps are divided into driving adjustment control steps and antenna adjustment control steps.

[0134] The driving adjustment control steps are the aforementioned step S6. After transforming the relative moving direction into the coordinate system of the test vehicle, the moving target direction is obtained, and the test vehicle is driven according to the speed control mode and the moving target direction. The coordinate system of the test vehicle takes the current position information of the test vehicle as the central origin and the moving direction of the test vehicle as the X axis. The moving target direction is angle data between -90° and 90°, indicating the angle size that the vehicle needs to turn. Those skilled in the art understand that in conventional vehicle control, the PID algorithm needs to be used to dynamically adjust the throttle, brake and steering parameters. However, the time interval of the loop execution of the method for testing and tracking the measured vehicle during vehicle driving of the present invention is small enough, and the method for testing and tracking the measured vehicle during vehicle driving itself is a dynamic process, and each round of execution process is equivalent to the differential processing of the PID. Therefore, in this embodiment, the moving target direction is directly represented as left turn, right turn, and direction keeping. The moving target direction being left turn, right turn or direction keeping and the speed control mode being acceleration, deceleration or keeping are used as the input of the PID algorithm to dynamically control the throttle, brake and steering parameters. Specifically, how to control the vehicle through the PID algorithm does not fall within the scope of discussion of the present invention, and this specification will not elaborate.

[0135] The antenna adjustment control steps are the aforementioned step S7. When the relative position after the transformation of the test vehicle is within the target relative position range, the telescopic direction and telescopic length of the multi-axis robotic arm are adjusted according to the relative direction and distance between the center of the target relative position range and the relative position after the transformation of the test vehicle, and the antenna orientation is adjusted according to the antenna position determined by the telescopic direction and telescopic length of the multi-axis robotic arm.

[0136] That is to say, in this embodiment, the antenna adjustment control is an operation that is only performed when the test vehicle enters the target position range. If the test vehicle is within the target position range, the antenna usually needs to be retracted.

[0137] In addition, the above antenna control adjustment is based on the automotive electromagnetic compatibility test of this embodiment. Those skilled in the art understand that in other tests during vehicle driving, if there is no antenna, there is no need for the antenna control adjustment step, or if the antenna is not installed on a multi-axis robotic arm, only the antenna steering needs to be adjusted.

[0138] In addition, in the above steps of the method for the test vehicle 1 to track the vehicle under test 2 in this embodiment, the steps of determining the moving target position and determining the speed control and orientation are based on the situation where the test vehicle is not within the target position range of the test item. When the test vehicle 1 is already within the target position range of the test item, appropriate adjustments can be made according to the above process. For example, when the relative position after the transformation of the test vehicle is within the target relative position range, in the step of determining the moving target position, the center point of the target relative position range can be used as the moving target relative position. If the distance between the center of the target relative position range and the current test vehicle is less than a certain range, it can be considered that the moving target relative position has been reached, and no adjustment is required. These are familiar to those skilled in the art and will not be elaborated.

[0139] In addition, when the test vehicle 1 tracks the vehicle under test 2, site factors need to be considered to prevent the test vehicle 1 from driving out of the test site 900 or colliding with facilities within the test site 900. According to the method of this embodiment, the handling of these factors is also relatively simple. On the one hand, the test site 900 of this embodiment is designed to be as unobstructed as possible, and the only facility within the test site 900 is the wireless signal base station 81 set at the center position of the low-speed test area 910. Thus, when considering site factors, when determining the moving target relative position, it can be judged whether it is within the range of the test site 900 of the moving target relative position, and whether there is an edge range of the test site 900 that needs to be avoided or whether there are facilities that need to be avoided on the path between the current position of the test vehicle 1 and the moving target relative position.

Claims

1. A method for a vehicle driving test to track a vehicle under test, characterized in that, The method includes the following steps: Step S1: Continuously receive the current position information and driving state data of the test vehicle and the vehicle under test; the driving state data includes the moving direction and moving speed; Step S2: Estimate the position information and driving state data of the vehicle under test after a preset A time according to the current position information and driving state data of the vehicle under test, and obtain the calibrated position information and driving state data of the vehicle under test; Step S3: Perform coordinate rotation and translation transformation on the position information and moving direction of the test vehicle to the coordinate system of the vehicle under test, obtain the relative position after transformation and the moving direction after transformation of the test vehicle, and calculate the target relative position range of the target distance range and target azimuth range determined by the test requirements of the current test item on the coordinate system of the vehicle under test; the coordinate system of the vehicle under test takes the calibrated position information of the vehicle under test as the central origin and the calibrated moving direction of the vehicle under test as the X-axis; Step S4: Determine the relative position of the moving target according to the following method: If the absolute value of the Y-axis coordinate of the relative position of the test vehicle after transformation is not greater than Wv, and the absolute value of the X-axis coordinate of the relative position of the test vehicle after transformation is not greater than Lv, then use the point away from the non-safe area in the moving direction of the test vehicle after transformation as the moving target position; the non-safe area refers to the rectangular area enclosed by the X-axis coordinates of Lv and -Lv and the Y-axis coordinates of Wv and -Wv on the coordinate system of the vehicle under test; Otherwise, if the Y-axis coordinate of the relative position of the test vehicle after transformation is greater than Wv, and there is an area with a Y-axis coordinate greater than Wv in the target relative position range, or the Y-axis coordinate of the relative position of the test vehicle after transformation is less than -Wv, and there is an area with a Y-axis coordinate less than -Wv in the target relative position range, or the X-axis coordinate of the relative position of the test vehicle after transformation is greater than Lv, and there is an area with an X-axis coordinate greater than Lv in the target relative position range, or the X-axis coordinate of the relative position of the test vehicle after transformation is less than -Lv, and there is an area with an X-axis coordinate less than -Lv in the target relative position range, then find the point closest to the moving direction of the test vehicle after transformation from the corresponding area as the relative position of the moving target; Otherwise, if the Y-axis coordinate of the relative position of the test vehicle after transformation is greater than Wv, the X-axis coordinate is greater than -Lv - Lc, and the central Y-axis coordinate of the target relative position range is less than -Wv or the X-axis coordinate is less than -Lv, or the Y-axis coordinate of the relative position of the test vehicle after transformation is less than -Wv, the X-axis coordinate is greater than -Lv - Lc, and the central Y-axis coordinate of the target relative position range is greater than Wv or the X-axis coordinate is less than -Lv, then translate the relative position of the test vehicle after transformation along the X-axis to the position where the X-axis coordinate is -Lv - Lc as the relative position of the moving target; Otherwise, if the Y-axis coordinate of the relative position of the test vehicle after transformation is greater than Wv or less than -Wv, the X-axis coordinate is less than Lv + Lc, and the central X-axis coordinate of the target relative position range is greater than Lv, translate the relative position of the test vehicle after transformation along the X-axis to the position where the X-axis coordinate is Lv + Lc as the relative position of the moving target; Otherwise, if the Y-axis coordinate of the relative position of the test vehicle after transformation is greater than -Wv, the X-axis coordinate is less than -Lv or greater than Lv, and the Y-axis coordinate of the center of the target relative position range is less than -Wv, then translate the relative position of the test vehicle after transformation along the Y-axis to the position where the Y-axis coordinate is -Wv - Wc as the moving target relative position; Otherwise, if the Y-axis coordinate of the relative position of the test vehicle after transformation is less than Wv, the X-axis coordinate is less than -Lv or greater than Lv, and the Y-axis coordinate of the center of the target relative position range is greater than Wv, then translate the relative position of the test vehicle after transformation along the Y-axis to the position where the Y-axis coordinate is Wv + Wc as the moving target relative position; Otherwise, if the X-axis coordinate of the relative position of the test vehicle after transformation is less than -Lv and the X-axis coordinate of the center of the target relative position range is greater than Lv, or the X-axis coordinate of the relative position of the test vehicle after transformation is greater than Lv and the X-axis coordinate of the center of the target relative position range is less than -Lv, then translate the relative position of the test vehicle after transformation along the Y-axis to the position where the Y-axis coordinate is Wv + Wc or -Wv - Wc as the moving target relative position; Wherein, Lv is the safety distance in the vehicle driving direction, Wv is the safety distance on the side of the vehicle driving direction, and Wc and Lc are preset parameters; Step S5: Calculate the relative azimuth angle between the position vector of the moving target relative position with respect to the relative position of the test vehicle after transformation and the moving direction of the test vehicle after transformation; If the X-axis of the relative position of the test vehicle after transformation is greater than Lv, the Y-axis coordinate is greater than -Wv and less than Wv, or the relative azimuth angle is less than the first angle threshold, or the relative azimuth angle is less than the second angle threshold and the X-axis coordinates of the moving target relative position and the relative position of the test vehicle after transformation are both greater than Lv, then the speed control mode is acceleration, and the position vector is used as the moving relative direction; Otherwise, if the relative azimuth angle is less than the second angle threshold, then the speed control mode is to maintain, and the position vector is used as the moving relative direction; Otherwise, if the relative azimuth angle is less than the third angle threshold, then the speed control mode is deceleration, and the position vector is used as the moving relative direction; Otherwise, the speed control mode is deceleration, and the direction opposite to the position vector is used as the moving relative direction; Wherein, the first angle threshold < the second angle threshold, and the first angle threshold and the second angle threshold are less than 90 degrees; The third angle threshold is not less than 90 degrees; Step S6: After transforming the moving relative direction into the test vehicle coordinate system, obtain the moving target direction, and drive the test vehicle according to the speed control mode and the moving target direction; The test vehicle coordinate system takes the current position information of the test vehicle as the central origin and the moving direction of the test vehicle as the X-axis.

2. The method for tracking a vehicle under test during a vehicle driving test according to claim 1, wherein, The step S2 includes the following steps: Step S21: Initialize the state transition matrix F, the observation matrix H, the position measurement noise covariance matrix R, and the acceleration noise matrix Q, and load the estimated vector a(t - 1) and the covariance matrix P(t - 1) obtained from the previous round of calculation; wherein, ； ； ； ； Step S22: Calculate the Kalman gain ; Step S23: Calculate the estimated vector a(t) and update the covariance matrix P(t), and output the estimated vector a(t) as the calibrated position information and driving state data of the measured vehicle; wherein, ； ； In the above formula, G and Y are intermediate quantities. ； ； Wherein, cz is the standard deviation of the pre-set position measurement noise; ca is the standard deviation of the pre-set acceleration perturbation; a(t - 1) and a(t) are the estimated vectors at time t - 1 and time t respectively, and a(0) = z(1); P(t - 1) and P(t) are the covariance matrices at time t - 1 and time t respectively, and P(0) is the pre-set covariance matrix; K(t) is the Kalman gain at time t; z(t) is the vector composed of the current position information and driving state data of the vehicle to be measured, expressed as: z(t) = {px(t), py(t), vx(t), vy(t)}; wherein, px(t) and py(t) are the current x-axis position coordinate and y-axis position coordinate of the vehicle to be measured at time t respectively, and vx(t) and vy(t) are the current x-axis speed component and y-axis speed component of the vehicle to be measured at time t respectively; I is the identity matrix; the superscript T represents the matrix transpose.

3. The method for tracking a vehicle under test in a vehicle driving test according to claim 1, characterized in that, An antenna is configured on the test vehicle; the method further includes the following steps: Step S7: When the relative position after the transformation of the test vehicle is within the target relative position range, adjust the antenna orientation.

4. The method for tracking a vehicle under test during a vehicle driving test according to claim 1, wherein The test vehicle is also equipped with a multi-axis robotic arm and an antenna; the antenna is arranged on the multi-axis robotic arm; When calculating the target relative position range in step S3, expand the target relative position range with the maximum telescopic length of the antenna on the multi-axis robotic arm relative to the test vehicle; The method further includes the following steps: Step S7: When the relative position after the transformation of the test vehicle is within the target relative position range, adjust the telescopic direction and telescopic length of the multi-axis robotic arm according to the relative direction and distance of the center of the target relative position range relative to the relative position after the transformation of the test vehicle, and adjust the antenna orientation according to the antenna position determined by the telescopic direction and telescopic length of the multi-axis robotic arm.

5. A test vehicle, characterized in that, The test vehicle is used to test the vehicle to be measured during driving, and is configured with a test controller; an environment sensing device is arranged on the test vehicle and the vehicle to be measured; the environment sensing device is a sensing device capable of detecting the current vehicle position and driving state; the test controller can receive the current position information and driving state data detected by the environment sensing device on the test vehicle and the vehicle to be measured; the driving state data includes the moving direction and moving speed; the test controller realizes the tracking of the vehicle to be measured by executing a computer program; the tracking of the vehicle to be measured adopts the method for tracking the vehicle to be measured during vehicle driving test described in claim 1 or 2 or 3.

6. The test vehicle according to claim 5, wherein The test of the test vehicle on the vehicle to be tested is an electromagnetic compatibility test, and is also equipped with a multi-axis robotic arm and an antenna; the antenna is arranged on the multi-axis robotic arm; the test controller realizes through executing a computer program: corresponding electromagnetic compatibility tests are carried out by transmitting and / or receiving signals through the antenna according to the electromagnetic compatibility test items, and the electromagnetic compatibility test results are collected, saved and / or uploaded; When calculating the target relative position range in step S3 of the tracking of the vehicle to be measured, expand the target relative position range with the maximum telescopic length of the antenna on the multi-axis robotic arm relative to the test vehicle; The tracking of the vehicle to be measured further includes the following steps: Step S7: When the relative position of the test vehicle after transformation is within the target relative position range, adjust the telescopic direction and length of the multi-axis robotic arm according to the relative direction and distance between the center of the target relative position range and the relative position of the test vehicle after transformation, and adjust the antenna orientation according to the antenna position determined by the telescopic direction and length of the multi-axis robotic arm.

7. A system for tracking a vehicle under test during a vehicle driving test, characterized in that, The system includes a test vehicle and a vehicle under test; a test controller is configured on the test vehicle; environment sensing devices are provided on the test vehicle and the vehicle under test; the environment sensing devices can detect the current vehicle position and driving state; the test controller can receive the current position information and driving state data detected by the environment sensing devices on the test vehicle and the vehicle under test; the driving state data includes the moving direction and moving speed; the test controller realizes the tracking of the vehicle under test by executing a computer program; the tracking of the vehicle under test adopts the method for tracking the vehicle under test in the vehicle driving test described in claim 1 or 2 or 3.

8. The system for tracking a vehicle under test during a vehicle driving test according to claim 7, characterized in that, The test of the vehicle under test by the test vehicle is an electromagnetic compatibility test, and is also equipped with a multi-axis robotic arm and an antenna; the antenna is arranged on the multi-axis robotic arm; the test controller realizes, by executing a computer program: performing corresponding electromagnetic compatibility tests by transmitting and / or receiving signals through the antenna according to the electromagnetic compatibility test items, collecting, saving and / or uploading the electromagnetic compatibility test results. When calculating the target relative position range in step S3 of the tracking of the vehicle under test, expand the target relative position range by the maximum telescopic length of the antenna on the multi-axis robotic arm relative to the test vehicle. The tracking of the vehicle under test further includes the following steps: Step S7: When the relative position of the test vehicle after transformation is within the target relative position range, adjust the telescopic direction and length of the multi-axis robotic arm according to the relative direction and distance between the center of the target relative position range and the relative position of the test vehicle after transformation, and adjust the antenna orientation according to the antenna position determined by the telescopic direction and length of the multi-axis robotic arm.

9. The system for tracking a vehicle under test during a vehicle driving test according to claim 7, wherein, The environment sensing device uses UWB + Bluetooth + satellite fusion positioning technology for vehicle position positioning.

10. The system for tracking a vehicle under test during a vehicle driving test according to claim 9, characterized in that, The system further includes a wireless signal base station arranged on the test site; the wireless signal base station is connected to the base station control center.

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