A method for tracking a test vehicle during vehicle driving tests, a test vehicle, and a system.

Abstract

This invention discloses a method, test vehicle, and system for tracking a vehicle under test during vehicle driving tests. The method involves cyclically receiving the positions and driving states of both the test vehicle and the vehicle under test. Then, a Kalman filter is used to estimate and adjust the position of the vehicle under test in the next cycle. Based on the adjusted positions and driving states of the test vehicle and the test vehicle, as well as the target orientation range of the test item, the target position to which the test vehicle needs to move is determined. Then, based on the target position, the current position of the test vehicle, and the vehicle's heading, the speed control method (acceleration, deceleration, or hold) is determined, and the target direction of movement is also determined. Finally, the test vehicle is controlled using a PID algorithm in conjunction with the speed control method and the target direction of movement until the test vehicle reaches the target orientation range required by the test item.

Description

Technical Field

[0001] This invention relates to vehicle driving control technology, and more particularly to the tracking of a test vehicle by a vehicle under test during vehicle testing. Background Technology

[0002] As automobiles become increasingly electronic, electromagnetic compatibility (EMC) issues have become more prominent. Especially with the rapid development of electric vehicles and artificial intelligence, and the increasing application of autonomous driving technology, EMC issues are particularly critical due to their implications for passenger safety. EMC issues manifest in two main ways: firstly, the electromagnetic interference generated by a vehicle during normal operation must not exceed certain limits; secondly, the vehicle must possess a certain level of immunity to electromagnetic interference during normal operation. Simply put, vehicles on the road should avoid electromagnetic interference with each other. In extreme cases, such interference can lead to loss of control, ultimately resulting in fatalities. Therefore, EMC testing for automobiles has become an increasingly important priority.

[0003] Traditional electromagnetic compatibility (EMC) testing for equipment is typically conducted in static or specific testing environments, such as placing the equipment in a darkroom. This traditional approach cannot simulate the electromagnetic interference and immunity performance of a car under real-world driving conditions, as EMC testing of a vehicle requires continuous operation. The most likely solution is to set up a dedicated testing facility for automotive EMC. This facility simulates various driving scenarios, including normal driving on ordinary city roads, high-speed driving on highways, low-speed driving in residential areas, parking and maneuvering in and out of parking lots, and driving straight or turning – all typical automotive driving scenarios.

[0004] Because the vehicle under test (VAT) is in a dynamic displacement state during electromagnetic compatibility (EMC) testing, a dedicated test vehicle is required to follow it. This test vehicle needs to be equipped with EMC testing equipment. The EMC testing equipment transmits electromagnetic interference (EMI) signals to the VAT via an antenna, or receives EMI signals emitted by the VAT, to perform EMC testing. Under current technological conditions, EMC testing equipment is readily available. Therefore, how the test vehicle can track the test vehicle to maintain its position alongside the VAT presents a significant challenge.

[0005] While manual driving of the test vehicle is a viable option to achieve the goal of electromagnetic compatibility (EMC) testing, the content of automotive EMC testing must adhere to automotive industry EMC testing standards. These standards often include numerous test items, each with varying distance and / or orientation requirements. The driver must then operate and control the test vehicle according to these EMC test requirements. Furthermore, the distance and orientation requirements of these test items typically refer to antennas, requiring the driver to consider the antenna's position on the vehicle. In some cases, the test vehicle might even be an AI-controlled autonomous vehicle, making communication impossible in situations where the driver in the test vehicle cannot interact with the driver in the vehicle under test. Clearly, this places a heavy burden on the driver's skills, and the workload is extremely high and time-consuming, making it difficult for humans to sustain. Therefore, it is necessary for the test vehicle to automatically track the vehicle under test, particularly by tracking it according to the standards and requirements of the EMC test items being tested or currently being tested, thereby further automating the EMC testing process. Summary of the Invention

[0006] The problem this invention aims to solve is: position tracking of the vehicle under test by the test vehicle in automotive electromagnetic compatibility testing.

[0007] To solve the above problems, the present invention adopts the following solution:

[0008] According to a method for tracking a vehicle under test during vehicle driving tests, the method includes the following steps:

[0009] Step S1: Continuously receive the current location information and driving status data of the test vehicle and the vehicle under test; the driving status data includes the direction of movement and the speed of movement;

[0010] Step S2: Estimate the preset A time based on the current location information and driving status data of the tested vehicle to obtain the adjusted location information and driving status data of the tested vehicle.

[0011] Step S3: Perform coordinate rotation and translation transformation on the position information and movement direction of the test vehicle to transform it onto the coordinate system of the vehicle under test, so as to obtain the relative position and movement direction of the test vehicle after transformation, and calculate the target distance range and target orientation range determined by the test requirements of the current test item on the target relative position range of the vehicle under test coordinate system; the target coordinate system is centered on the position information of the vehicle under test after adjustment, and the movement direction of the vehicle under test after adjustment is the X-axis;

[0012] Step S4: Determine the relative position of the moving target as follows:

[0013] If the absolute value of the Y-axis coordinate of the relative position of the test vehicle after the transformation is not greater than Wv, and the absolute value of the X-axis coordinate of the relative position of the test vehicle after the transformation is not greater than Lv, then the point that is far away from the unsafe area in the direction of movement of the test vehicle after the transformation is taken as the relative position of the moving target; the unsafe area refers to 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.

[0014] Otherwise, if the Y-axis coordinate of the relative position of the test vehicle after the change 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, the Y-axis coordinate of the relative position of the test vehicle after the change 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, the X-axis coordinate of the relative position of the test vehicle after the change 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, the X-axis coordinate of the relative position of the test vehicle after the change 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 direction of movement of the test vehicle after the change as the relative position of the moving target.

[0015] 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 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, 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 relative position of the test vehicle after transformation will be translated along the X-axis to a position with an X-axis coordinate of -Lv-Lc as the relative position of the target.

[0016] Otherwise, if the Y-axis coordinate of the relative position of the test vehicle after the change 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 relative position of the test vehicle after the change will be translated along the X-axis to the position with X-axis coordinate of Lv+Lc as the relative position of the moving target.

[0017] Otherwise, if the Y-axis coordinate of the relative position of the test vehicle after the change 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 relative position of the test vehicle after the change is translated along the Y-axis to a position with Y-axis coordinates of -Wv-Wc as the relative position of the moving target.

[0018] Otherwise, if the Y-axis coordinate of the relative position of the test vehicle after the change 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 relative position of the test vehicle after the change is translated along the Y-axis to the position with Y-axis coordinate of Wv+Wc as the relative position of the moving target.

[0019] Otherwise, if the X-axis coordinate of the relative position of the test vehicle after the change 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 the change is greater than Lv and the X-axis coordinate of the center of the target relative position range is less than -Lv, then the relative position of the test vehicle after the change is translated along the Y-axis to a position with Y-axis coordinates of Wv+Wc or -Wv-Wc as the relative position of the target.

[0020] Where Lv is the safe distance in the direction of vehicle travel, Wv is the safe distance to the side in the direction of vehicle travel, and Wc and Lc are preset parameters.

[0021] Step S5: Calculate the relative azimuth angle between the position vector of the moving target relative to the changed position of the test vehicle and the changed direction of movement of the test vehicle;

[0022] If the X-axis coordinate of the relative position of the test vehicle after the change 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 the change are both greater than Lv, then the speed control method is acceleration, and the position vector is used as the relative direction of movement.

[0023] Otherwise, if the relative azimuth angle is less than the second angle threshold, the speed control mode is to hold, and the position vector is used as the relative direction of movement;

[0024] Otherwise, if the relative azimuth angle is less than the third angle threshold, the speed control method is deceleration, and the position vector is used as the relative direction of movement;

[0025] Otherwise, the speed control method is deceleration, and the direction opposite to the position vector is used as the relative direction of movement;

[0026] Wherein, 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;

[0027] The third angle threshold is not less than 90 degrees;

[0028] Step S6: After transforming the relative direction of movement to the coordinate system of the test vehicle, the target direction of movement is obtained, and the test vehicle is driven according to the speed control method and the target direction of movement.

[0029] Furthermore, according to the method for tracking the vehicle under test in vehicle driving tests according to the present invention, step S2 includes the following steps:

[0030] Step S21: Initialize the state transition matrix F, observation matrix H, position measurement noise covariance matrix R, and acceleration noise matrix Q, and load the estimated vector a(t-1) and covariance matrix P(t-1) obtained from the previous calculation; where,

[0031] ;

[0032] ;

[0033] ;

[0034] ;

[0035] Step S22: Calculate the Kalman gain ;

[0036] Step S23: Calculate the estimated vector a(t) and update the covariance matrix P(t). Output the estimated vector a(t) as the calibrated vehicle position information and driving state data.

[0037] ;

[0038] ;

[0039] In the above formula, G and Y are intermediate quantities.

[0040] ;

[0041] ;

[0042] in,

[0043] cz is the pre-defined standard deviation of the noise at the position measurement;

[0044] ca is the pre-defined standard deviation of acceleration disturbance;

[0045] a(t-1) and a(t) are the estimated vectors at time t-1 and time t, respectively, and a(0) = z(1);

[0046] 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.

[0047] K(t) is the Kalman gain at time t;

[0048] The vector z(t) composed of the current position information and driving state data of the vehicle under test is represented as: z(t)={px(t),py(t),vx(t),vy(t)}; where px(t) and py(t) are the current X-axis position coordinates and Y-axis position coordinates of the vehicle under test at time t, respectively, and vx(t) and vy(t) are the current X-axis velocity components and Y-axis velocity components of the vehicle under test at time t, respectively; I is the identity matrix; the superscript T indicates matrix transpose.

[0049] Furthermore, in the method for tracking a test vehicle during vehicle driving tests according to the present invention, the test vehicle is equipped with an antenna; the method further includes the following steps:

[0050] Step S7: When the relative position of the test vehicle after the change is within the range of the target relative position, adjust the antenna orientation.

[0051] Furthermore, according to the method for tracking the vehicle under test in vehicle driving tests according to the present invention, the test vehicle is also equipped with a multi-axis robotic arm and an antenna; the antenna is disposed on the multi-axis robotic arm;

[0052] In step S3, when calculating the target's relative position range, the target's relative position range is expanded by the maximum extension length of the antenna on the multi-axis robotic arm relative to the test vehicle;

[0053] The method also includes the following steps:

[0054] Step S7: When the relative position of the test vehicle after the change is within the range of the target relative position, adjust the extension direction and extension 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 of the test vehicle after the change, and adjust the antenna orientation according to the antenna position determined by the extension direction and extension length of the multi-axis robotic arm.

[0055] According to a test vehicle of the present invention, the test vehicle is used to test a vehicle under test while it is in motion, and is equipped with a test controller; both the test vehicle and the vehicle under test are equipped with environmental sensing devices; the environmental sensing devices are capable of detecting the current vehicle position and driving status; the test controller is capable of receiving the current position information and driving status data detected by the environmental sensing devices on the test vehicle and the vehicle under test; the driving status data includes the direction of movement and the speed of movement; the test controller tracks 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 above.

[0056] Furthermore, according to the test vehicle of the present invention, the test vehicle performs electromagnetic compatibility testing on the vehicle under test, and is also equipped with a multi-axis robotic arm and an antenna; the antenna is mounted on the multi-axis robotic arm; the test controller performs electromagnetic compatibility testing by executing a computer program: transmitting and / or receiving signals through the antenna according to the electromagnetic compatibility test items, and collecting, saving and / or uploading the electromagnetic compatibility test results;

[0057] In step S3 of tracking the vehicle under test, the range of the target relative position is calculated by expanding the range of the target relative position using the maximum extension length of the antenna on the multi-axis robotic arm relative to the test vehicle.

[0058] The tracking of the vehicle under test also includes the following steps:

[0059] Step S7: When the relative position of the test vehicle after the change is within the range of the target relative position, adjust the extension direction and extension 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 of the test vehicle after the change, and adjust the antenna orientation according to the antenna position determined by the extension direction and extension length of the multi-axis robotic arm.

[0060] According to the present invention, a system for tracking a vehicle under test in a vehicle driving test includes a test vehicle and a vehicle under test; the test vehicle is equipped with a test controller; both the test vehicle and the vehicle under test are equipped with environmental sensing devices; the environmental sensing devices are capable of detecting the current vehicle position and driving status; the test controller is capable of receiving the current position information and driving status data detected by the environmental sensing devices on the test vehicle and the vehicle under test; the driving status data includes the direction of movement and the speed of movement; the test controller tracks the vehicle under test by executing a computer program; the tracking of the vehicle under test employs the aforementioned method for tracking a vehicle under test in a vehicle driving test.

[0061] Furthermore, in the vehicle driving test tracking system of the present invention, the test vehicle performs electromagnetic compatibility (EMC) tests on the vehicle under test, and is also equipped with a multi-axis robotic arm and an antenna; the antenna is mounted on the multi-axis robotic arm; the test controller executes a computer program to perform corresponding EMC tests by transmitting and / or receiving signals through the antenna according to the EMC test items, and collects, saves and / or uploads the EMC test results;

[0062] In step S3 of tracking the vehicle under test, the range of the target relative position is calculated by expanding the range of the target relative position using the maximum extension length of the antenna on the multi-axis robotic arm relative to the test vehicle.

[0063] The tracking of the vehicle under test also includes the following steps:

[0064] Step S7: When the relative position of the test vehicle after the change is within the range of the target relative position, adjust the extension direction and extension 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 of the test vehicle after the change, and adjust the antenna orientation according to the antenna position determined by the extension direction and extension length of the multi-axis robotic arm.

[0065] Furthermore, in the vehicle driving test tracking system of the present invention, the environmental sensing device uses UWB+Bluetooth+satellite fusion positioning technology to locate the vehicle position.

[0066] Furthermore, according to the vehicle driving test tracking system of the present invention, the system further includes a wireless signal base station deployed on the test site; the wireless signal base station is connected to the base station control center.

[0067] The technical effects of this invention are as follows:

[0068] 1. This invention matches and predicts the position and driving status between the vehicle under test and the test vehicle, enabling the test vehicle to automatically keep track of the vehicle under test, thereby avoiding various problems that occur with manual driving.

[0069] 2. This 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.

[0070] 3. When the test vehicle tracks the vehicle under test, the present invention defines a safe range for the vehicle under test and directly prevents the test vehicle from entering the unsafe zone, thereby ensuring driving safety.

[0071] 4. The tracking of the test vehicle by the present invention is not limited to electromagnetic compatibility testing of the test vehicle, but can also be applied to other tests of the test vehicle. Attached Figure Description

[0072] Figure 1 This is a schematic diagram of an embodiment of the automotive electromagnetic compatibility field testing system of the present invention.

[0073] Figure 2 This is a schematic diagram of the site planning within the low-speed test area according to an embodiment of the present invention.

[0074] Figure 3 This is a schematic diagram of the electrical system structure according to an embodiment of the present invention.

[0075] Figure 4 This is a schematic diagram of the structure of the environmental sensing device according to an embodiment of the present invention.

[0076] Figure 5This is a flowchart illustrating the method for tracking the vehicle under test in the vehicle driving test according to the present invention.

[0077] Figure 6 This is a schematic diagram of coordinate transformation in the vehicle driving test tracking method of the present invention.

[0078] In the above figures,

[0079] 1 is the test vehicle, 11 is the test controller, 12 is the electromagnetic compatibility test equipment, 121 is the electromagnetic signal processing module, 122 is the antenna, 13 is the first environmental sensing device, and 19 is the multi-axis robotic arm.

[0080] 2 is the vehicle being tested, and 23 is the second environmental sensing device;

[0081] 31 is the computing unit, 32 is the wireless communication module, 33 is the satellite positioning module, 34 is the gyroscope, 35 is the accelerometer, and 36 is the speedometer;

[0082] 81 is the wireless signal base station, and 82 is the base station control center;

[0083] 900 is the test track, 910 is the low-speed test area, 911 is the simulated road, 912 is the simulated parking garage, 920 is the high-speed test area, and 921 is the deceleration buffer zone. Detailed Implementation

[0084] The present invention will now be described in further detail with reference to the accompanying drawings.

[0085] Figure 1 An electromagnetic compatibility (EMC) testing system for automobiles was tested. This system includes a test area 900, a vehicle under test (V2) serving as the EMC test target within the test area 900, and a test vehicle 1 performing EMC testing on the V2. Test vehicle 1 is the test vehicle referred to in this invention, and the V2 is the vehicle under test referred to in this invention. During EMC testing, the V2 drives within the test area 900, simulating normal driving on ordinary urban roads, high-speed driving on highways, low-speed driving in residential areas, parking and exiting parking lots, or simulating real-world driving scenarios such as driving straight or turning.

[0086] Test area 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 simulates scenarios such as the tested vehicle 2 driving at low speeds within a residential area, parking in and out of a parking lot, driving straight, turning, or parallel parking. The low-speed test area 910 has a length L1 of 100-200 meters and a width W1 of 100-200 meters, meaning its size is 100-200 meters x 100-200 meters. The high-speed test area 920 simulates the tested vehicle 2 driving normally on ordinary urban roads or at high speeds on highways. Its length L2 is no less than 5000 meters, and its width W2 is 30-40 meters. During electromagnetic compatibility testing, the tested vehicle 2 is required to drive within a designated route or area within test area 900, while the test vehicle 1 is not subject to this requirement. This gives the test vehicle 1 greater freedom in tracking or following the tested vehicle 2. For example, when testing in high-speed test area 920, the driving path of the test vehicle 2 is required to be limited to the center lane 922, while the test vehicle 1 can drive either inside or outside the center lane 922; another example is when testing in low-speed test area 910, referring to... Figure 2 The driving path of the test vehicle 2 is required to be limited to the area of ​​the simulated road 911 or the simulated garage 912 planned by the site; while the test vehicle 1 can drive in or outside the area of ​​the planned simulated road 911 and the simulated garage 912.

[0087] Furthermore, in this embodiment, the high-speed test area 920 is constructed according to highway specifications and can support vehicle speeds of not less than 120 km / h, which can be considered as a highway section of not less than 5 km in length. To prevent the test vehicle 1 or the vehicle under test 2 from running out of the high-speed test area 920 while traveling at high speed, a deceleration buffer zone 921 is provided at the end of the high-speed test area 920 away from the low-speed test area 910.

[0088] Obviously, for test vehicle 1 to track and follow vehicle 2 under test, both vehicle 1 and vehicle 2 need to be located. Traditional vehicle positioning can use global positioning systems, such as GPS or BeiDou navigation positioning. However, both GPS and BeiDou navigation positioning have limitations in terms of positioning accuracy and are significantly affected by cloud cover or weather conditions. In this embodiment, to improve the positioning accuracy and stability of the positioning system, several wireless signal base stations 81 are configured on the test site 900. (Refer to...) Figure 3The wireless signal base station 81 is connected to the base station control center 82 via a network. Through wireless signal interaction between the wireless signal base station 81 and the vehicle, wireless positioning is achieved for both the test vehicle 1 and the vehicle under test 2. Specifically, in this embodiment, the wireless positioning technology uses UWB+Bluetooth fusion positioning, combined with satellite positioning to obtain the final positioning. UWB is an abbreviation for Ultra Wide Band, which is ultra-wideband carrier technology. Specifically, through 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 UWB positioning data; through 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 Bluetooth positioning data; finally, the UWB positioning data, Bluetooth positioning data, and satellite positioning data are compared and combined to obtain the final positioning data. That is to say, the positioning technology in this embodiment uses UWB+Bluetooth+satellite fusion positioning technology, with a positioning accuracy of 10cm. In the above positioning technology, TOA is the signal arrival time, TDOA is the signal arrival time difference, and AOA is the signal arrival angle. The positioning technology described above is familiar to those skilled in the art, and will not be described in detail here.

[0089] In addition, the wireless signal base station 81 is also used to construct a mobile network, enabling data communication between the test vehicle 1, the vehicle under test 2, and the base station control center 82. The mobile network can employ wireless communication technologies such as GPRS, 3G / 4G, or others such as ZETA and LoRa. This embodiment preferably uses 4G wireless communication technology.

[0090] Reference Figure 3The test vehicle 1 is equipped with an electromagnetic compatibility (EMC) testing device 12. The EMC testing device 12 includes an electromagnetic signal processing module 121 and an antenna 122 connected to each other. The electromagnetic signal processing module 121 performs spectrum analysis and signal strength detection on the electromagnetic signals received by the antenna 122, and generates electromagnetic interference signals required for EMC testing, which are then transmitted through the antenna 122. During EMC testing, the antenna 122 needs to be directly facing the vehicle under test (V2). Therefore, the antenna 122 needs to be mounted on a position adjustment mechanism capable of at least 360-degree rotation. This allows the antenna 122 to be adjusted to face the V2 at any angle relative to the test vehicle 1. In this embodiment, the position adjustment mechanism uses a multi-axis robotic arm 19; that is, the test vehicle 1 is equipped with a multi-axis robotic arm 19, and the antenna 122 is mounted at the end of the multi-axis robotic arm 19. Therefore, by adjusting the relative angles and torsion angles between the multi-axis robotic arms 19, the antenna 122 can be oriented towards the test vehicle 2 at any different angles relative to the vehicle under test from the test vehicle 1, and the antenna 122 can also be extended or retracted relative to the test vehicle 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 not within the scope of this invention and will not be described in detail here.

[0091] The test vehicle 1 is also equipped with a test controller 11. The test controller 11 is a von Neumann-style computing device constructed from a processor and memory, which executes computer programs to achieve its corresponding functions. The test controller 11, by executing computer programs, can at least achieve the following:

[0092] First, the programmed control of electromagnetic compatibility testing;

[0093] Second, maintain following and tracking of 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.

[0094] The test controller 11 is connected to the electromagnetic signal processing module 121. In the programmed control of electromagnetic compatibility (EMC) testing, simply by following the pre-configured sequence of EMC test items, the test items for each EMC test item of the vehicle under test 2 can be completed sequentially. In another optional embodiment, the test controller 11, based on the current scenario and the relative positions of the test vehicle 1 and the vehicle under test 2, preferentially selects untested EMC test items for EMC testing. Programmed control of EMC testing is not within the scope of this invention, and its more detailed aspects will not be elaborated upon in this specification.

[0095] The second function mentioned above, namely, maintaining the following and tracking of the vehicle under test 2 and adjusting the relative positions of the test vehicle 1 and the vehicle under test 2 according to the test requirements of the electromagnetic compatibility test, is the method for tracking the vehicle under test in vehicle driving tests as referred to in this invention. In other words, the method for tracking the vehicle under test in vehicle driving tests as referred to in this invention, in this embodiment, is implemented by the test controller 11 executing a computer program, as described above. Figure 5 It includes steps for receiving location and driving status, cyclic interval compensation and adjustment, coordinate position transformation, determining the position of the moving target, determining speed control and orientation, and driving and antenna adjustment control.

[0096] The step of receiving location and driving status, namely step S1 mentioned above, involves continuously receiving the current location information and driving status data of the test vehicle and the vehicle under test. Location information is typically represented by two-dimensional coordinates on a ground plane, which can be expressed using latitude and longitude or two-dimensional coordinates relative to a base point at 900 degrees above the test site. Driving status data includes at least the vehicle's direction of movement and speed. In this embodiment, the driving status data also includes acceleration. The direction of movement here refers to the vehicle's facing direction; therefore, even if the speed is 0, the direction of movement still exists. A negative speed indicates that the vehicle is reversing.

[0097] In this embodiment, the test vehicles and the vehicles under test are specifically test vehicle 1 and vehicle under test 2. In this embodiment, location information and driving status data are collected by environmental sensors installed on test vehicle 1 and vehicle under test 2. (Refer to...) Figure 3 The environmental sensing device installed on the test vehicle 1 is the first environmental sensing device 13, and the environmental sensing device installed 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.

[0098] Reference Figure 4The 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 architecture computing device constructed from a processor and a memory. In an optional 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 mentioned earlier, in this embodiment, wireless positioning is based on UWB+Bluetooth fusion positioning, and 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, the base station control center 82 performs UWB positioning and Bluetooth positioning on the test vehicle 1 and the vehicle under test 2 respectively, and then sends the corresponding UWB positioning data and Bluetooth positioning data to the test vehicle 1 and the vehicle under test 2 respectively through the 4G mobile communication network. The first environmental sensor 13 and the second environmental sensor 23 obtain the final current position information of the test vehicle 1 and the vehicle under test 2 based on the received UWB positioning data and Bluetooth positioning data of the test vehicle 1 and the vehicle under test 2, and the satellite positioning data obtained by the satellite positioning module 33. After obtaining the current position information, the second environmental sensor 23 combines the movement direction, movement acceleration, and movement speed detected by the gyroscope 34, accelerometer 35, and speedometer 36, and packages and sends it to the test vehicle 1. After receiving the current location information and driving status data of the vehicle under test 2 through the wireless communication module 32, the first environmental sensing device 13 combines its own current location information with the direction of movement, acceleration of movement and speed of movement detected by the gyroscope 34, accelerometer 35 and speedometer 36, and packages the current location information and driving status data of the test vehicle 1 and the vehicle under test 2 and sends them to the test controller 11.

[0099] In the step of receiving location and driving status data, the continuous reception of current location information and driving status data of the test vehicle and the vehicle under test is typically a cyclical process at certain time intervals. Correspondingly, subsequent steps also follow a cyclical process at certain time intervals. Therefore, there is a time interval or period between the previous and next cyclic processing steps. Since the test vehicle's tracking of the vehicle under test requires it to maintain tracking at the next cyclic time point, it is necessary to predict the position of the vehicle under test at the next cyclic time point. Therefore, the subsequent step after receiving location and driving status data is the cyclic interval compensation and calibration step, used to predict and calculate the position of the vehicle under test at the next cyclic time point.

[0100] The cyclic interval compensation and calibration step, namely step S2 mentioned above, estimates the position and driving status data of the tested vehicle after a preset time A based on the current position information and driving status data of the tested vehicle, thus obtaining the calibrated position and driving status data of the tested vehicle. Here, time A can usually be set according to the cyclic time interval. For example, if time A is set to one cyclic time interval, the calibrated position and driving status data of the tested vehicle can be considered as an estimate of the position and driving status data of the tested vehicle at the next cyclic time node; or if time A is set to half of the cyclic time interval, the calibrated position and driving status data of the tested vehicle can be considered as the median of the current position and driving status data of the tested vehicle and the position and driving status data of the tested vehicle at the next cyclic time node. As an estimate, time A can also be an independently preset parameter independent of the next cyclic time node. The estimated position and driving status data of the tested vehicle after time A can be obtained using Kalman filtering, particle filtering, or other methods. Specifically, in this embodiment, Kalman filtering is preferably used to estimate the position and driving status data of the tested vehicle, which can be expressed as:

[0101] ;in,

[0102] ;

[0103] ;

[0104] ;

[0105] .

[0106] In the above formula,

[0107] The vector z(t) composed of the current position information and driving status data of the vehicle under test is represented as: z(t)={px(t),py(t),vx(t),vy(t)}; where px(t) and py(t) are the X-axis position coordinates and Y-axis position coordinates of the vehicle under test at time t, respectively, and vx(t) and vy(t) are the X-axis velocity component and Y-axis velocity component of the vehicle under test at time t, respectively.

[0108] 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, which is the vector composed of the adjusted position information and driving state data of the tested vehicle; a(t-1) is the estimated vector of the previous round, which is the vector composed of the adjusted position information and driving state data of the tested vehicle in the previous cycle. The estimated vector a(t) is the estimated position information and driving state 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. It can be expressed as: a(t)={ppx(t),ppy(t),pvx(t),pvy(t)}; where ppx(t) and ppy(t) are the estimated X-axis position coordinates and Y-axis position coordinates at time t, respectively, and pvx(t) and pvy(t) are the estimated X-axis velocity components and Y-axis velocity components at time t, respectively.

[0109] F is the state transition matrix, expressed as: ;

[0110] H is the observation matrix, expressed as: ;

[0111] R is the position measurement noise covariance matrix, expressed as: ;

[0112] Q is the acceleration noise matrix, expressed as: ;

[0113] in,

[0114] cz is the standard deviation of position measurement noise; ca is the standard deviation of acceleration disturbance.

[0115] K(t) is the Kalman gain at time t;

[0116] P(t-1) and P(t) are the covariance matrices at time t-1 and time t, respectively;

[0117] G and Y are intermediate values; I is the identity matrix;

[0118] F T H is the transpose of matrix F. T T is the transpose of matrix H, meaning that the superscript T is the transpose of the matrix.

[0119] The standard deviation of position measurement noise (cz) and the standard deviation of acceleration disturbance (ca) are preset.

[0120] Step S21: Initialize the state transition matrix F, observation matrix H, position measurement noise covariance matrix R and acceleration noise matrix Q, and load the estimated vector a(t-1) and covariance matrix P(t-1) obtained from the previous round of calculation;

[0121] Step S22: Calculate the Kalman gain ;

[0122] Step S23: Calculate the estimated vector a(t) and update the covariance matrix P(t). Output the estimated vector a(t) as the adjusted vehicle position information and driving state data; that is, calculate the aforementioned formula:

[0123] and

[0124] .

[0125] In step S21, if there is no previous round of calculation, the vector z(t) is used as the previous round's estimated vector a(t-1), and the covariance matrix P(t-1) is directly adopted as a preset matrix. That is, when t is the first moment, the previous round's estimated vector a(0) is directly assigned the value of z(1), that is, a(0)=z(1)={px(1),py(1),vx(1),vy(1)}, and the previous round's covariance matrix P(0) is a preset matrix. Among them, px(1) and py(1) are the current X-axis position coordinates and Y-axis position coordinates of the tested vehicle at the first moment, respectively, and vx(1) and vy(1) are the current X-axis velocity components and Y-axis velocity components of the tested vehicle at the first moment, respectively.

[0126] The coordinate transformation step, also known as step S3 above, involves performing coordinate rotation and translation transformations on the position information and movement direction of the test vehicle, transforming them to the coordinate system of the vehicle under test. This yields the transformed relative position and movement direction of the test vehicle. Furthermore, it calculates the relative position range of the target distance and orientation range determined by the test requirements of the current test item within the target vehicle's coordinate system. The coordinate system of the vehicle under test is centered on the adjusted position information of the vehicle under test, with the adjusted movement direction of the vehicle under test as the X-axis. (Refer to...) Figure 6 After the coordinate transformation described above, the origin of the coordinate system is the center of the tested vehicle 2, and the direction of movement of the tested vehicle 2 is the positive X-axis. This coordinate transformation is for the convenience of subsequent calculations.

[0127] The step of determining the moving target position, namely step S4 mentioned above, involves determining the relative position of the moving target for test vehicle 1 based on the relative position of the test vehicle after its transformation and the range of the target's relative position. The relative position of the moving target is the target position that test vehicle 1 needs to move to in the current state. The ultimate goal is to enable test vehicle 1 to reach the target relative position range as quickly as possible to perform the corresponding test items. Since this target position is based on the coordinate system of the vehicle under test, it is a relative position. The method for determining the relative position of the moving target is as follows:

[0128] 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 that is far away from the unsafe area in the direction of movement after transformation is taken as the relative position of the moving target; the unsafe area refers to 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.

[0129] Otherwise, if the Y-axis coordinate of the relative position of the test vehicle after the change 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 the change 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 the change 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 the change 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 direction of movement of the test vehicle after the change as the relative position of the moving target.

[0130] 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 the relative position of the test vehicle after transformation will be translated along the X-axis to a position with an X-axis coordinate of -Lv-Lc as the relative position of the target.

[0131] Otherwise, if the Y-axis coordinate of the relative position of the test vehicle after the change 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 relative position of the test vehicle after the change will be translated along the X-axis to the position with X-axis coordinate of Lv+Lc as the relative position of the moving target.

[0132] Otherwise, if the Y-axis coordinate of the relative position of the test vehicle after the change 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 relative position of the test vehicle after the change will be translated along the Y-axis to a position with Y-axis coordinates of -Wv-Wc as the relative position of the moving target.

[0133] Otherwise, if the Y-axis coordinate of the relative position of the test vehicle after the change 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 relative position of the test vehicle after the change will be translated along the Y-axis to the position with Y-axis coordinate of Wv+Wc as the relative position of the moving target.

[0134] Otherwise, if the X-axis coordinate of the relative position of the test vehicle after the change 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 the change is greater than Lv and the X-axis coordinate of the center of the target relative position range is less than -Lv, then the relative position of the test vehicle after the change will be translated along the Y-axis to a position with Y-axis coordinates of Wv+Wc or -Wv-Wc as the relative position of the target.

[0135] Where Lv is the safe distance in the direction of vehicle travel, Wv is the safe distance to the side in the direction of vehicle travel, and Wc and Lc are preset parameters.

[0136] Specifically, the methods described above for determining the relative position of a moving target cover the following situations:

[0137] The first scenario involves adjustments to driving safety.

[0138] The second scenario is adjustment that can be made in a straight line;

[0139] The third scenario is a direct transition adjustment;

[0140] The fourth scenario is a transitional adjustment on the opposite side.

[0141] Reference Figure 6 The test vehicle 2 travels along the X-axis. A safe distance exists around the test vehicle 1. When the test vehicle 1 enters this safe distance range, there is a risk of collision between the test vehicle 1 and the test vehicle 2. The safe distance of the test vehicle 2 along the driving direction is Lv, and the safe distance to the side in the driving direction is Wv. Therefore, four straight lines X1, X2, Y1, and Y2 can be drawn in the coordinate system of the test vehicle, satisfying the following conditions:

[0142] Line X1: y = -Wv;

[0143] Line X2: y = Wv;

[0144] Line Y1: x = -Lv;

[0145] The line Y2: x = Lv.

[0146] Thus, the planar space is divided into 9 regions R00, R01, R02, R10, R11, R12, R20, R21, and R22 by the lines X1, X2, Y1, and Y2. Among them, region R00 is the region enclosed by the lines X1, X2, Y1, and Y2, which is the unsafe region, while the other regions are safe regions.

[0147] The first scenario, driving safety adjustment, refers to the situation when test vehicle 1 enters the unsafe zone R00. Since test vehicle 1 faces a collision risk within the unsafe zone, it needs to leave R00 as quickly as possible. The condition that test vehicle 1 is within the unsafe zone R00 is met: the absolute value of the Y-axis coordinate of its relative position after the change is not greater than Wv, and the absolute value of the X-axis coordinate of its relative position after the change is not greater than Lv. In this case, test vehicle 1 uses a point away from the unsafe zone in the changed direction of movement as its relative target position.

[0148] The second scenario, straight-line reachability adjustment, refers to the test vehicle 1 being able to travel in a straight line from its current position to the target relative position range without crossing the unsafe zone R00. This scenario can be further divided into four cases:

[0149] In scenario a.1, the Y-axis coordinate of the test vehicle's relative position after the transformation is greater than Wv, and there is a region within the target's 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. A portion of the target's relative position range lies within region R10, R11, or R12.

[0150] Scenario a.2: After the test vehicle's relative position is changed, the Y-axis coordinate is less than -Wv, and there is a region within the target's 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. A portion of the target's relative position range lies within region R20, R21, or R22.

[0151] Scenario a.3: After the test vehicle's relative position X-axis coordinate is changed, it is greater than Lv, and there is a region within the target's 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. A portion of the target's relative position range is located within region R11, R01, or R21.

[0152] Scenario a.4: After the test vehicle's relative position X-axis coordinate is changed, it is less than -Lv, and there is a region within the target's 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. A portion of the target's relative position range lies within region R12, R02, or R22.

[0153] In the second scenario, test vehicle 1 can travel in a straight line to reach the target's relative position. Therefore, the point within the corresponding area that is closest to the test vehicle's changed direction of movement is identified as the relative position of the moving target. Since the test vehicle's changed direction of movement is a straight line, the point within the area that is closest to this straight line is identified as the relative position of the moving target.

[0154] The third scenario is a direct-turn transition adjustment. In this scenario, test vehicle 1 must complete one turn to reach the target relative position range. When test vehicle 1 turns around test vehicle 2, it should turn around from behind test vehicle 2 as much as possible. This scenario can be divided into eight cases:

[0155] In scenario b.1, test vehicle 1 is located in area R10 or R11, and the target's relative position range is located in area R02 or R22.

[0156] The conditions must be met: after the test vehicle's transformation, its relative position on the Y-axis must be greater than Wv, and its X-axis coordinate greater than -Lv-Lc. Furthermore, the center of the target's relative position range must have an X-axis coordinate less than -Lv and a Y-axis coordinate less than Wv. This requires a transitional rotation through region R12, meaning the test vehicle's transformed relative position is translated along the X-axis to a position with X-axis coordinates of -Lv-Lc, which is then used as the relative position of the moving target.

[0157] In scenario b.2, test vehicle 1 is located in region R20 or R21, and the target's relative position range is located in region R02 or R12. The conditions are met: the Y-axis coordinate of the test vehicle's transformed relative position is less than -Wv, and the X-axis coordinate is greater than -Lv-Lc; and the X-axis coordinate of the center of the target's relative position range is less than -Lv, and the Y-axis coordinate is greater than -Wv. This scenario requires a transitional rotation through region R22, meaning the transformed relative position of the test vehicle is translated along the X-axis to a position with X-axis coordinates of -Lv-Lc as the moving target's relative position.

[0158] In scenario b.3, test vehicle 1 is located in region R10 or R12, and the target's relative position range is located in region R01 or R21. The conditions are met: after the test vehicle's transformation, its relative position's Y-axis coordinate is greater than Wv, and its X-axis coordinate is less than Lv+Lc; and the center of the target's relative position range has an X-axis coordinate greater than Lv and a Y-axis coordinate less than Wv. This scenario requires a transitional shift through region R11, meaning the test vehicle's transformed relative position is translated along the X-axis to a position with X-axis coordinates of Lv+Lc, which is then used as the moving target's relative position.

[0159] Scenario b.4: Test vehicle 1 is located in region R20 or R22, and the target's relative position range is located in region R01 or R11. The following conditions must be met: the Y-axis coordinate of the test vehicle's transformed relative position is less than -Wv, and the X-axis coordinate is less than Lv+Lc; and the X-axis coordinate of the center of the target's relative position range is greater than Lv, and the Y-axis coordinate is greater than -Wv. This scenario requires a transitional shift through region R21, meaning the test vehicle's transformed relative position is translated along the X-axis to a position with X-axis coordinates of Lv+Lc as the moving target's relative position.

[0160] In scenario b.5, test vehicle 1 is located in region R11 or R01, and the target's relative position range is located in region R20 or R22. The conditions are met: the Y-axis coordinate of the test vehicle's transformed relative position is greater than -Wv, and the X-axis coordinate is greater than Lv; and the Y-axis coordinate of the center of the target's relative position range is less than -Wv, and the X-axis coordinate is less than Lv. This scenario requires a transitional shift through region R21, i.e., the transformed relative position of the test vehicle is translated along the Y-axis to a position with Y-axis coordinates of -Wv-Wc as the relative position of the moved target.

[0161] In scenario b.6, test vehicle 1 is located in region R21 or R01, and the target's relative position range is located in region R10 or R12. The conditions are met: the Y-axis coordinate of the test vehicle's transformed relative position is less than Wv, and the X-axis coordinate is greater than Lv; and the center of the target's relative position range has a Y-axis coordinate greater than Wv and an X-axis coordinate less than Lv. This scenario requires a transitional shift through region R11, i.e., the transformed relative position of the test vehicle is translated along the Y-axis to a position with Y-axis coordinates of Wv + Wc as the relative position of the moved target.

[0162] In scenario b.7, test vehicle 1 is located in region R12 or R02, and the target's relative position range is located in region R20 or R21. The conditions are met: the Y-axis coordinate of the test vehicle's transformed relative position is greater than -Wv, and the X-axis coordinate is less than -Lv; and the center of the target's relative position range has a Y-axis coordinate less than -Wv and an X-axis coordinate greater than -Lv. This scenario requires a transitional shift through region R22, i.e., the transformed relative position of the test vehicle is translated along the Y-axis to a position with Y-axis coordinates of -Wv-Wc as the relative position of the moved target.

[0163] In scenario b.8, test vehicle 1 is located in region R02 or R22, and the target's relative position range is located in region R10 or R11. The conditions are met: the Y-axis coordinate of the test vehicle's transformed relative position is less than Wv, and the X-axis coordinate is less than -Lv; and the Y-axis coordinate of the center of the target's relative position range is greater than Wv, and the X-axis coordinate is greater than -Lv. This scenario requires a transitional shift through region R12, i.e., the transformed relative position of the test vehicle is translated along the Y-axis to a position with Y-axis coordinates of Wv + Wc as the relative position of the moved target.

[0164] The fourth scenario is a transitional adjustment on the opposite side. In this case, test vehicle 1 needs to make at least two turns to reach the target relative position range. When test vehicle 1 turns around test vehicle 2, it should turn around from behind test vehicle 2 as much as possible. This scenario can be divided into the following four situations:

[0165] Scenario c.1: Test vehicle 1 is located in region R10, while the target's relative position range is located in the corresponding region R20. The conditions are met: after the test vehicle's transformation, its relative position's Y-axis coordinate is greater than Wv, and its X-axis coordinate is greater than -Lv-Lc and less than Lv. Furthermore, the center of the target's relative position range has a Y-axis coordinate less than -Wv and an X-axis coordinate greater than -Lv and less than Lv. In this case, test vehicle 1 first needs to move to region R12, then navigate through regions R02 and R22 to reach the target's relative position range within region R20. Moving to region R12 means translating the test vehicle's transformed relative position along the X-axis to a position with X-axis coordinates of -Lv-Lc, which is then used as the target's relative position.

[0166] Scenario c.2: Test vehicle 1 is located in region R20, while the target's relative position range is located in the corresponding region R10. The conditions are met: after the test vehicle's transformation, its relative position's Y-axis coordinate is less than -Wv, and its X-axis coordinate is greater than -Lv-Lc and less than Lv. Furthermore, the center of the target's 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 needs to first move to region R22, then navigate through regions R02 and R12 to reach the target's relative position range within region R10. Moving to region R22 means translating the test vehicle's transformed relative position along the X-axis to a position with X-axis coordinates of -Lv-Lc, which is then used as the target's relative position.

[0167] Scenario c.3: Test vehicle 1 is located in region R02, while the target's relative position range is located in the corresponding region R01. The conditions are met: after the test vehicle's transformation, its X-axis coordinate is less than -Lv, and its Y-axis coordinate is greater than -Wv and less than Wv. Furthermore, the center of the target's relative position range has an X-axis coordinate greater than Lv and a Y-axis coordinate greater than -Wv and less than Wv. In this case, test vehicle 1 needs to first move to the lateral region, and after a lateral maneuver, reach the target's relative position range within region R01. Moving to the lateral region involves translating the test vehicle's transformed relative position along the Y-axis to a position with Y-axis coordinates of Wv+Wc or -Wv-Wc, thus reaching region R12 or R22.

[0168] Scenario c.4: Test vehicle 1 is located in region R01, while the target's relative position range is located in the opposite region R02. The following conditions must be met: the X-axis coordinate of the test vehicle's transformed relative position is less than Lv, and the Y-axis coordinate is greater than -Wv and less than Wv; the X-axis coordinate of the center of the target's 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 needs to first move to the lateral region, and after lateral maneuvering, reach the target's relative position range within region R02. Moving to the lateral region can be achieved by translating the test vehicle's transformed relative position along the Y-axis to a position with Y-axis coordinates of Wv+Wc or -Wv-Wc, thus reaching region R21 or R11.

[0169] The above four scenarios are categorized based on the area encompassed by the relative position of the test vehicle after its transformation and the relative position range of the target. Furthermore, in terms of the method for determining the relative position of the moving target, they can be divided into the following categories:

[0170] In the first category, the test vehicle 1 takes a point away from the unsafe zone in the changed direction of movement as the relative position of the moving target. This corresponds to the first type of 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 the change is not greater than Wv, and the absolute value of the X-axis coordinate of the relative position of the test vehicle after the change is not greater than Lv.

[0171] The second type involves finding the point in the corresponding area that is closest to the changed direction of movement of the test vehicle as the relative position of the moving target. This corresponds to the second type of straight-line reachable adjustment mentioned above, and meets the following conditions:

[0172] The test vehicle's relative position Y-axis coordinate after the change is greater than Wv, and there exists a region within the target's relative position range where the Y-axis coordinate is greater than Wv, or...

[0173] The test vehicle's relative position Y-axis coordinate after the change is less than -Wv, and the target's relative position range contains a region with a Y-axis coordinate less than -Wv, or...

[0174] The test vehicle's relative position X-axis coordinate after the change is greater than Lv, and the target's relative position range contains a region with an X-axis coordinate greater than Lv, or...

[0175] The test vehicle's relative position X-axis coordinate after the change is less than -Lv, and there are areas within the target's relative position range where the X-axis coordinate is less than -Lv.

[0176] The corresponding area here refers to the area within the target's relative position range that the test vehicle can reach in a straight line. In a simplified implementation, the corresponding area can be determined as follows:

[0177] When the Y-axis coordinate of the test vehicle's relative position after the change is greater than Wv, the corresponding area is the region where the Y-axis coordinate of the target's relative position is greater than Wv; when the Y-axis coordinate of the test vehicle's relative position after the change is less than -Wv, the corresponding area is the region where the Y-axis coordinate of the target's relative position is less than -Wv; when the X-axis coordinate of the test vehicle's relative position after the change is greater than Lv, the corresponding area is the region where the X-axis coordinate of the target's relative position is greater than Lv; when the X-axis coordinate of the test vehicle's relative position after the change is less than -Lv, the corresponding area is the region where the X-axis coordinate of the target's relative position is less than -Lv.

[0178] Of course, the above implementation method uses a conservative approach to determine the corresponding area. In reality, the area that the test vehicle can reach in a straight line within the target's relative position range is larger than the corresponding area defined in the above implementation method.

[0179] The third type involves translating the relative position of the test vehicle along the X-axis to a position with X-axis coordinates of -Lv-Lc, and using this as the relative position of the moving target. This corresponds to the four cases b.1, b.2, c.1, and c.2 mentioned above, and satisfies the following conditions:

[0180] After the test vehicle changes position, its relative position Y-axis coordinate is greater than Wv, its X-axis coordinate is greater than -Lv-Lc, and the center of the target's relative position range has an X-axis coordinate less than -Lv and a Y-axis coordinate less than Wv, or...

[0181] After the test vehicle changes position, its relative position Y-axis coordinate is less than -Wv, and its X-axis coordinate is greater than -Lv-Lc. Furthermore, the center of the target's relative position range has an X-axis coordinate less than -Lv and a Y-axis coordinate greater than -Wv. Alternatively,

[0182] After the test vehicle changes position, its relative position Y-axis coordinate is greater than Wv, and its X-axis coordinate is greater than -Lv-Lc and less than Lv. Furthermore, the center of the target's relative position range has a Y-axis coordinate less than -Wv and an X-axis coordinate greater than -Lv and less than Lv. Alternatively,

[0183] After the test vehicle changes position, its relative position Y-axis coordinate is less than -Wv, and its X-axis coordinate is greater than -Lv-Lc and less than Lv. Furthermore, the center of the target's relative position range has a Y-axis coordinate greater than Wv and an X-axis coordinate greater than -Lv and less than Lv.

[0184] Considering the overlap with the first and second types, the conditions can be simply stated as:

[0185] After the test vehicle changes position, its relative position Y-axis coordinate is greater than Wv, its X-axis coordinate is greater than -Lv-Lc, and the center of the target's relative position range has a Y-axis coordinate less than -Wv or an X-axis coordinate less than -Lv, or...

[0186] After the test vehicle changes position, its relative position Y-axis coordinate is less than -Wv, its X-axis coordinate is greater than -Lv-Lc, and the center of the target's relative position range has a Y-axis coordinate greater than Wv or an X-axis coordinate less than -Lv.

[0187] The fourth type involves translating the relative position of the test vehicle along the X-axis to a position with X-axis coordinates of Lv+Lc, which is taken as the relative position of the moving target. This corresponds to cases b.3 and b.4 above and satisfies the following conditions:

[0188] After the test vehicle changes position, its relative position Y-axis coordinate is greater than Wv, and its X-axis coordinate is less than Lv+Lc. Furthermore, the center of the target's relative position range has an X-axis coordinate greater than Lv and a Y-axis coordinate less than Wv.

[0189] After the test vehicle changes position, its relative position Y-axis coordinate is less than -Wv, its X-axis coordinate is less than Lv+Lc, and the center of the target's relative position range has an X-axis coordinate greater than Lv and a Y-axis coordinate greater than -Wv.

[0190] Considering the overlap with the first, second, and third categories, the conditions can be simply stated as:

[0191] After the test vehicle changes position, its Y-axis coordinate is greater than Wv or less than -Wv, its X-axis coordinate is less than Lv+Lc, and the X-axis coordinate of the center of the target's relative position range is greater than Lv.

[0192] The fifth category involves translating the test vehicle's relative position along the Y-axis to a position with Y-axis coordinates of -Wv-Wc, which is taken as the relative position of the moving target. This corresponds to cases b.5 and b.7 above, and satisfies the following conditions:

[0193] After the test vehicle changes position, its relative position Y-axis coordinate is greater than -Wv, and its X-axis coordinate is greater than Lv. Conversely, the center of the target's relative position range has a Y-axis coordinate less than -Wv and an X-axis coordinate less than Lv.

[0194] After the test vehicle changes position, its relative position Y-axis coordinate is greater than -Wv and its X-axis coordinate is less than -Lv. Furthermore, the center of the target's relative position range has a Y-axis coordinate less than -Wv and an X-axis coordinate greater than -Lv.

[0195] Considering the overlap with categories one, two, three, and four, the conditions that must be met can be simply stated as:

[0196] After the test vehicle changes position, its relative position Y-axis coordinate is greater than -Wv, its X-axis coordinate is less than -Lv or greater than Lv, and the Y-axis coordinate of the center of the target's relative position range is less than -Wv.

[0197] The sixth category involves translating the test vehicle's relative position along the Y-axis to a position with Y-axis coordinates Wv+Wc, which is then used as the relative position of the moving target. This corresponds to cases b.6 and b.8 above, and satisfies the following conditions:

[0198] After the test vehicle changes position, its Y-axis coordinate is less than Wv and its X-axis coordinate is greater than Lv. Furthermore, the center of the target's relative position range has a Y-axis coordinate greater than Wv and an X-axis coordinate less than Lv. Alternatively,

[0199] After the test vehicle changes position, its relative position Y-axis coordinate is less than Wv and its X-axis coordinate is less than -Lv, while the center of the target's relative position range has a Y-axis coordinate greater than Wv and an X-axis coordinate greater than -Lv.

[0200] Considering the overlap with the first five categories, the conditions can be simply stated as:

[0201] After the test vehicle changes position, its Y-axis coordinate is less than Wv, its X-axis coordinate is greater than Lv, and the Y-axis coordinate of the center of the target's relative position range is greater than Wv.

[0202] The seventh category involves translating the test vehicle's relative position along the Y-axis to a position with Y-axis coordinates of Wv+Wc or -Wv-Wc, which is then used as the relative position of the moving target. This corresponds to cases c.3 and c.4, and the following conditions must be met:

[0203] After the test vehicle changes position, its X-axis coordinate is less than -Lv, and its Y-axis coordinate is greater than -Wv and less than Wv. Furthermore, the center of the target's relative position range has an X-axis coordinate greater than Lv and a Y-axis coordinate greater than -Wv and less than Wv. Alternatively,

[0204] After the test vehicle changes position, its X-axis coordinate is less than Lv, and its Y-axis coordinate is greater than -Wv and less than Wv. Furthermore, the center of the target's relative position range has an X-axis coordinate less than -Lv and a Y-axis coordinate greater than -Wv and less than Wv.

[0205] Considering the overlap with the first six categories, the conditions can be simply stated as:

[0206] The test vehicle's relative position X-axis coordinate after the change is less than -Lv, and the target's relative position range center X-axis coordinate is greater than -Lv; or the test vehicle's relative position X-axis coordinate after the change is greater than Lv, and the target's relative position range center X-axis coordinate is less than -Lv.

[0207] The step of determining speed control and orientation, referred to as step S5 above, involves calculating the relative azimuth angle between the position vector of the moving target's relative position to the test vehicle's transformed relative position and the test vehicle's transformed direction of movement. Then, based on the position vector and relative azimuth angle, the speed control method and relative direction of movement are determined. The relative azimuth angle is the angle between the line connecting the moving target's relative position and the test vehicle's current position and the test vehicle's direction of movement. Since the moving target's relative position is calculated based on the test vehicle's coordinate system, in actual calculations, the moving target's relative position can be converted to its absolute position in a ground coordinate system before calculating the angle. In this case, the step can be expressed as: converting the moving target's relative position to its absolute position in a ground coordinate system, and then calculating the relative azimuth angle between the position vector of the moving target's absolute position to the test vehicle's current position and the test vehicle's current direction of movement. The position vector is the vector obtained by subtracting the moving target's relative position from the test vehicle's transformed relative position, representing the target direction 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 method and relative direction of movement. The speed control methods are acceleration, deceleration, or holding.

[0208] The method for determining the speed control mode and relative direction of movement based on the position vector and relative azimuth angle is as follows:

[0209] If the X-axis coordinate of the relative position of the test vehicle after the change 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 the change are both greater than Lv, then the speed control method is acceleration, and the position vector is used as the relative direction of movement.

[0210] Otherwise, if the relative azimuth angle is less than the second angle threshold, the speed control mode is to hold, and the position vector is used as the relative direction of movement;

[0211] Otherwise, if the relative azimuth angle is less than the third angle threshold, the speed control method is deceleration, and the position vector is used as the relative direction of movement;

[0212] Otherwise, the speed control method is deceleration, and the direction opposite to the position vector is used as the relative direction of movement;

[0213] Wherein, 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;

[0214] The third angle threshold is not less than 90 degrees.

[0215] When the X-axis coordinates of the test vehicle after its position change are all greater than Lv, and the Y-axis coordinates are 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 this invention, when the test vehicle is directly in front of the vehicle under test, the front of the test vehicle will not face the vehicle under test, therefore there is no risk of a head-on collision with the vehicle under test during acceleration.

[0216] When the relative azimuth angle is less than the first angle threshold, the moving target can be considered to be directly in front of the test vehicle's current direction of travel, possibly with a small angle. In this case, there is a certain distance between the test vehicle and the moving target, requiring acceleration to reach it, with slight adjustments to the direction of travel. The first angle threshold is generally 20-40 degrees.

[0217] 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 direction of travel of the test vehicle. However, the angle is small, and normal steering at the current speed is sufficient. But if both the test vehicle and the moving target are located in front of the test vehicle, decelerating and changing lanes in front of the test vehicle could easily cause a collision. Therefore, accelerating is necessary to pass. The second angle threshold is generally 45-60 degrees.

[0218] When the relative azimuth angle is greater than the second angle threshold but less than the third angle threshold, the relative position of the moving target has a large angle with the current direction of travel of the test vehicle, requiring a sharp turn. Because sharp turns can easily cause lateral displacement and create a risk of collision with the test vehicle, especially at high speeds, it is prone to rollover, necessitating deceleration. In this situation, the test vehicle is not directly in front of the test vehicle, so there is no risk of rear-ending the test vehicle during deceleration. The third angle threshold is typically 90-120 degrees.

[0219] When the relative azimuth angle is greater than the third angle threshold, the moving target's relative position is actually behind the test vehicle's direction of travel. Therefore, it is necessary to decelerate to 0 and then initiate reverse to reach the moving target's relative position. The direction of movement can be adjusted to be corrected by reversing in the opposite direction of the position vector. At this time, the test vehicle is not directly in front of the vehicle under test, so there is no need to worry about the test vehicle rear-ending the test vehicle while decelerating.

[0220] The train operation and antenna adjustment control procedures are divided into train adjustment control procedures and antenna adjustment control procedures. (Refer to...) Figure 6 The test vehicle 2 travels along the X-axis. A safe distance exists around the test vehicle 1. When the test vehicle 1 enters this safe distance range, there is a risk of collision between the test vehicle 1 and the test vehicle 2. The safe distance of the test vehicle 2 along the driving direction is Lv, and the safe distance to the side in the driving direction is Wv. Therefore, four straight lines X1, X2, Y1, and Y2 can be drawn in the coordinate system of the test vehicle, satisfying the following conditions:

[0221] Line X1: y = -Wv;

[0222] Line X2: y = Wv;

[0223] Line Y1: x = -Lv;

[0224] The line Y2: x = Lv.

[0225] Thus, the planar space is divided into 9 regions R00, R01, R02, R10, R11, R12, R20, R21, and R22 by the lines X1, X2, Y1, and Y2. Among them, region R00 is the region enclosed by the lines X1, X2, Y1, and Y2, which is the unsafe region, while the other regions are safe regions.

[0226] The first scenario, driving safety adjustment, refers to the situation when test vehicle 1 enters the unsafe zone R00. Since test vehicle 1 faces a collision risk within the unsafe zone, it needs to leave R00 as quickly as possible. The condition that test vehicle 1 is within the unsafe zone R00 is met: the absolute value of the Y-axis coordinate of its relative position after the change is not greater than Wv, and the absolute value of the X-axis coordinate of its relative position after the change is not greater than Lv. In this case, test vehicle 1 uses a point away from the unsafe zone in the changed direction of movement as its relative target position.

[0227] The second scenario, straight-line reachability adjustment, refers to the test vehicle 1 being able to travel in a straight line from its current position to the target relative position range without crossing the unsafe zone R00. This scenario can be further divided into four cases:

[0228] In scenario a.1, the Y-axis coordinate of the test vehicle's relative position after the transformation is greater than Wv, and there is a region within the target's 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. A portion of the target's relative position range lies within region R10, R11, or R12.

[0229] Scenario a.2: After the test vehicle's relative position is changed, the Y-axis coordinate is less than -Wv, and there is a region within the target's 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. A portion of the target's relative position range lies within region R20, R21, or R22.

[0230] Scenario a.3: After the test vehicle's relative position X-axis coordinate is changed, it is greater than Lv, and there is a region within the target's 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. A portion of the target's relative position range is located within region R11, R01, or R21.

[0231] Scenario a.4: After the test vehicle's relative position X-axis coordinate is changed, it is less than -Lv, and there is a region within the target's 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. A portion of the target's relative position range lies within region R12, R02, or R22.

[0232] In the second scenario, test vehicle 1 can travel in a straight line to reach the target's relative position. Therefore, the point within the corresponding area that is closest to the test vehicle's changed direction of movement is identified as the relative position of the moving target. Since the test vehicle's changed direction of movement is a straight line, the point within the area that is closest to this straight line is identified as the relative position of the moving target.

[0233] The third scenario is a direct-turn transition adjustment. In this scenario, test vehicle 1 must complete one turn to reach the target relative position range. When test vehicle 1 turns around test vehicle 2, it should turn around from behind test vehicle 2 as much as possible. This scenario can be divided into eight cases:

[0234] In scenario b.1, test vehicle 1 is located in area R10 or R11, and the target's relative position range is located in area R02 or R22.

[0235] The conditions must be met: after the test vehicle's transformation, its relative position on the Y-axis must be greater than Wv, and its X-axis coordinate greater than -Lv-Lc. Furthermore, the center of the target's relative position range must have an X-axis coordinate less than -Lv and a Y-axis coordinate less than Wv. This requires a transitional rotation through region R12, meaning the test vehicle's transformed relative position is translated along the X-axis to a position with X-axis coordinates of -Lv-Lc, which is then used as the relative position of the moving target.

[0236] In scenario b.2, test vehicle 1 is located in region R20 or R21, and the target's relative position range is located in region R02 or R12. The conditions are met: the Y-axis coordinate of the test vehicle's transformed relative position is less than -Wv, and the X-axis coordinate is greater than -Lv-Lc; and the X-axis coordinate of the center of the target's relative position range is less than -Lv, and the Y-axis coordinate is greater than -Wv. This scenario requires a transitional rotation through region R22, meaning the transformed relative position of the test vehicle is translated along the X-axis to a position with X-axis coordinates of -Lv-Lc as the moving target's relative position.

[0237] In scenario b.3, test vehicle 1 is located in region R10 or R12, and the target's relative position range is located in region R01 or R21. The conditions are met: after the test vehicle's transformation, its relative position's Y-axis coordinate is greater than Wv, and its X-axis coordinate is less than Lv+Lc; and the center of the target's relative position range has an X-axis coordinate greater than Lv and a Y-axis coordinate less than Wv. This scenario requires a transitional shift through region R11, meaning the test vehicle's transformed relative position is translated along the X-axis to a position with X-axis coordinates of Lv+Lc, which is then used as the moving target's relative position.

[0238] Scenario b.4: Test vehicle 1 is located in region R20 or R22, and the target's relative position range is located in region R01 or R11. The following conditions must be met: the Y-axis coordinate of the test vehicle's transformed relative position is less than -Wv, and the X-axis coordinate is less than Lv+Lc; and the X-axis coordinate of the center of the target's relative position range is greater than Lv, and the Y-axis coordinate is greater than -Wv. This scenario requires a transitional shift through region R21, meaning the test vehicle's transformed relative position is translated along the X-axis to a position with X-axis coordinates of Lv+Lc as the moving target's relative position.

[0239] In scenario b.5, test vehicle 1 is located in region R11 or R01, and the target's relative position range is located in region R20 or R22. The conditions are met: the Y-axis coordinate of the test vehicle's transformed relative position is greater than -Wv, and the X-axis coordinate is greater than Lv; and the Y-axis coordinate of the center of the target's relative position range is less than -Wv, and the X-axis coordinate is less than Lv. This scenario requires a transitional shift through region R21, i.e., the transformed relative position of the test vehicle is translated along the Y-axis to a position with Y-axis coordinates of -Wv-Wc as the relative position of the moved target.

[0240] In scenario b.6, test vehicle 1 is located in region R21 or R01, and the target's relative position range is located in region R10 or R12. The conditions are met: the Y-axis coordinate of the test vehicle's transformed relative position is less than Wv, and the X-axis coordinate is greater than Lv; and the center of the target's relative position range has a Y-axis coordinate greater than Wv and an X-axis coordinate less than Lv. This scenario requires a transitional shift through region R11, i.e., the transformed relative position of the test vehicle is translated along the Y-axis to a position with Y-axis coordinates of Wv + Wc as the relative position of the moved target.

[0241] In scenario b.7, test vehicle 1 is located in region R12 or R02, and the target's relative position range is located in region R20 or R21. The conditions are met: the Y-axis coordinate of the test vehicle's transformed relative position is greater than -Wv, and the X-axis coordinate is less than -Lv; and the center of the target's relative position range has a Y-axis coordinate less than -Wv and an X-axis coordinate greater than -Lv. This scenario requires a transitional shift through region R22, i.e., the transformed relative position of the test vehicle is translated along the Y-axis to a position with Y-axis coordinates of -Wv-Wc as the relative position of the moved target.

[0242] In scenario b.8, test vehicle 1 is located in region R02 or R22, and the target's relative position range is located in region R10 or R11. The conditions are met: the Y-axis coordinate of the test vehicle's transformed relative position is less than Wv, and the X-axis coordinate is less than -Lv; and the Y-axis coordinate of the center of the target's relative position range is greater than Wv, and the X-axis coordinate is greater than -Lv. This scenario requires a transitional shift through region R12, i.e., the transformed relative position of the test vehicle is translated along the Y-axis to a position with Y-axis coordinates of Wv + Wc as the relative position of the moved target.

[0243] The fourth scenario is a transitional adjustment on the opposite side. In this case, test vehicle 1 needs to make at least two turns to reach the target relative position range. When test vehicle 1 turns around test vehicle 2, it should turn around from behind test vehicle 2 as much as possible. This scenario can be divided into the following four situations:

[0244] Scenario c.1: Test vehicle 1 is located in region R10, while the target's relative position range is located in the corresponding region R20. The conditions are met: after the test vehicle's transformation, its relative position's Y-axis coordinate is greater than Wv, and its X-axis coordinate is greater than -Lv-Lc and less than Lv. Furthermore, the center of the target's relative position range has a Y-axis coordinate less than -Wv and an X-axis coordinate greater than -Lv and less than Lv. In this case, test vehicle 1 first needs to move to region R12, then navigate through regions R02 and R22 to reach the target's relative position range within region R20. Moving to region R12 means translating the test vehicle's transformed relative position along the X-axis to a position with X-axis coordinates of -Lv-Lc, which is then used as the target's relative position.

[0245] Scenario c.2: Test vehicle 1 is located in region R20, while the target's relative position range is located in the corresponding region R10. The conditions are met: after the test vehicle's transformation, its relative position's Y-axis coordinate is less than -Wv, and its X-axis coordinate is greater than -Lv-Lc and less than Lv. Furthermore, the center of the target's 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 needs to first move to region R22, then navigate through regions R02 and R12 to reach the target's relative position range within region R10. Moving to region R22 means translating the test vehicle's transformed relative position along the X-axis to a position with X-axis coordinates of -Lv-Lc, which is then used as the target's relative position.

[0246] Scenario c.3: Test vehicle 1 is located in region R02, while the target's relative position range is located in the corresponding region R01. The conditions are met: after the test vehicle's transformation, its X-axis coordinate is less than -Lv, and its Y-axis coordinate is greater than -Wv and less than Wv. Furthermore, the center of the target's relative position range has an X-axis coordinate greater than Lv and a Y-axis coordinate greater than -Wv and less than Wv. In this case, test vehicle 1 needs to first move to the lateral region, and after a lateral maneuver, reach the target's relative position range within region R01. Moving to the lateral region involves translating the test vehicle's transformed relative position along the Y-axis to a position with Y-axis coordinates of Wv+Wc or -Wv-Wc, thus reaching region R12 or R22.

[0247] Scenario c.4: Test vehicle 1 is located in region R01, while the target's relative position range is located in the opposite region R02. The following conditions must be met: the X-axis coordinate of the test vehicle's transformed relative position is less than Lv, and the Y-axis coordinate is greater than -Wv and less than Wv; the X-axis coordinate of the center of the target's 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 needs to first move to the lateral region, and after lateral maneuvering, reach the target's relative position range within region R02. Moving to the lateral region can be achieved by translating the test vehicle's transformed relative position along the Y-axis to a position with Y-axis coordinates of Wv+Wc or -Wv-Wc, thus reaching region R21 or R11.

[0248] The above four scenarios are categorized based on the area encompassed by the relative position of the test vehicle after its transformation and the relative position range of the target. Furthermore, in terms of the method for determining the relative position of the moving target, they can be divided into the following categories:

[0249] In the first category, the test vehicle 1 takes a point away from the unsafe zone in the changed direction of movement as the relative position of the moving target. This corresponds to the first type of 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 the change is not greater than Wv, and the absolute value of the X-axis coordinate of the relative position of the test vehicle after the change is not greater than Lv.

[0250] The second type involves finding the point in the corresponding area that is closest to the changed direction of movement of the test vehicle as the relative position of the moving target. This corresponds to the second type of straight-line reachable adjustment mentioned above, and meets the following conditions:

[0251] The test vehicle's relative position Y-axis coordinate after the change is greater than Wv, and there exists a region within the target's relative position range where the Y-axis coordinate is greater than Wv, or...

[0252] The test vehicle's relative position Y-axis coordinate after the change is less than -Wv, and the target's relative position range contains a region with a Y-axis coordinate less than -Wv, or...

[0253] The test vehicle's relative position X-axis coordinate after the change is greater than Lv, and the target's relative position range contains a region with an X-axis coordinate greater than Lv, or...

[0254] The test vehicle's relative position X-axis coordinate after the change is less than -Lv, and there are areas within the target's relative position range where the X-axis coordinate is less than -Lv.

[0255] The corresponding area here refers to the area within the target's relative position range that the test vehicle can reach in a straight line. In a simplified implementation, the corresponding area can be determined as follows:

[0256] When the Y-axis coordinate of the test vehicle's relative position after the change is greater than Wv, the corresponding area is the region where the Y-axis coordinate of the target's relative position is greater than Wv; when the Y-axis coordinate of the test vehicle's relative position after the change is less than -Wv, the corresponding area is the region where the Y-axis coordinate of the target's relative position is less than -Wv; when the X-axis coordinate of the test vehicle's relative position after the change is greater than Lv, the corresponding area is the region where the X-axis coordinate of the target's relative position is greater than Lv; when the X-axis coordinate of the test vehicle's relative position after the change is less than -Lv, the corresponding area is the region where the X-axis coordinate of the target's relative position is less than -Lv.

[0257] Of course, the above implementation method uses a conservative approach to determine the corresponding area. In reality, the area that the test vehicle can reach in a straight line within the target's relative position range is larger than the corresponding area defined in the above implementation method.

[0258] The third type involves translating the relative position of the test vehicle along the X-axis to a position with X-axis coordinates of -Lv-Lc, and using this as the relative position of the moving target. This corresponds to the four cases b.1, b.2, c.1, and c.2 mentioned above, and satisfies the following conditions:

[0259] After the test vehicle changes position, its relative position Y-axis coordinate is greater than Wv, its X-axis coordinate is greater than -Lv-Lc, and the center of the target's relative position range has an X-axis coordinate less than -Lv and a Y-axis coordinate less than Wv, or...

[0260] After the test vehicle changes position, its relative position Y-axis coordinate is less than -Wv, and its X-axis coordinate is greater than -Lv-Lc. Furthermore, the center of the target's relative position range has an X-axis coordinate less than -Lv and a Y-axis coordinate greater than -Wv. Alternatively,

[0261] After the test vehicle changes position, its relative position Y-axis coordinate is greater than Wv, and its X-axis coordinate is greater than -Lv-Lc and less than Lv. Furthermore, the center of the target's relative position range has a Y-axis coordinate less than -Wv and an X-axis coordinate greater than -Lv and less than Lv. Alternatively,

[0262] After the test vehicle changes position, its relative position Y-axis coordinate is less than -Wv, and its X-axis coordinate is greater than -Lv-Lc and less than Lv. Furthermore, the center of the target's relative position range has a Y-axis coordinate greater than Wv and an X-axis coordinate greater than -Lv and less than Lv.

[0263] Considering the overlap with the first and second types, the conditions can be simply stated as:

[0264] After the test vehicle changes position, its relative position Y-axis coordinate is greater than Wv, its X-axis coordinate is greater than -Lv-Lc, and the center of the target's relative position range has a Y-axis coordinate less than -Wv or an X-axis coordinate less than -Lv, or...

[0265] After the test vehicle changes position, its relative position Y-axis coordinate is less than -Wv, its X-axis coordinate is greater than -Lv-Lc, and the center of the target's relative position range has a Y-axis coordinate greater than Wv or an X-axis coordinate less than -Lv.

[0266] The fourth type involves translating the relative position of the test vehicle along the X-axis to a position with X-axis coordinates of Lv+Lc, which is taken as the relative position of the moving target. This corresponds to cases b.3 and b.4 above and satisfies the following conditions:

[0267] After the test vehicle changes position, its relative position Y-axis coordinate is greater than Wv, and its X-axis coordinate is less than Lv+Lc. Furthermore, the center of the target's relative position range has an X-axis coordinate greater than Lv and a Y-axis coordinate less than Wv.

[0268] After the test vehicle changes position, its relative position Y-axis coordinate is less than -Wv, its X-axis coordinate is less than Lv+Lc, and the center of the target's relative position range has an X-axis coordinate greater than Lv and a Y-axis coordinate greater than -Wv.

[0269] Considering the overlap with the first, second, and third categories, the conditions can be simply stated as:

[0270] After the test vehicle changes position, its Y-axis coordinate is greater than Wv or less than -Wv, its X-axis coordinate is less than Lv+Lc, and the X-axis coordinate of the center of the target's relative position range is greater than Lv.

[0271] The fifth category involves translating the test vehicle's relative position along the Y-axis to a position with Y-axis coordinates of -Wv-Wc, which is taken as the relative position of the moving target. This corresponds to cases b.5 and b.7 above, and satisfies the following conditions:

[0272] After the test vehicle changes position, its relative position Y-axis coordinate is greater than -Wv, and its X-axis coordinate is greater than Lv. Conversely, the center of the target's relative position range has a Y-axis coordinate less than -Wv and an X-axis coordinate less than Lv.

[0273] After the test vehicle changes position, its relative position Y-axis coordinate is greater than -Wv and its X-axis coordinate is less than -Lv. Furthermore, the center of the target's relative position range has a Y-axis coordinate less than -Wv and an X-axis coordinate greater than -Lv.

[0274] Considering the overlap with categories one, two, three, and four, the conditions that must be met can be simply stated as:

[0275] After the test vehicle changes position, its relative position Y-axis coordinate is greater than -Wv, its X-axis coordinate is less than -Lv or greater than Lv, and the Y-axis coordinate of the center of the target's relative position range is less than -Wv.

[0276] The sixth category involves translating the test vehicle's relative position along the Y-axis to a position with Y-axis coordinates Wv+Wc, which is then used as the relative position of the moving target. This corresponds to cases b.6 and b.8 above, and satisfies the following conditions:

[0277] After the test vehicle changes position, its Y-axis coordinate is less than Wv and its X-axis coordinate is greater than Lv. Furthermore, the center of the target's relative position range has a Y-axis coordinate greater than Wv and an X-axis coordinate less than Lv. Alternatively,

[0278] After the test vehicle changes position, its relative position Y-axis coordinate is less than Wv and its X-axis coordinate is less than -Lv, while the center of the target's relative position range has a Y-axis coordinate greater than Wv and an X-axis coordinate greater than -Lv.

[0279] Considering the overlap with the first five categories, the conditions can be simply stated as:

[0280] After the test vehicle changes position, its Y-axis coordinate is less than Wv, its X-axis coordinate is greater than Lv, and the Y-axis coordinate of the center of the target's relative position range is greater than Wv.

[0281] The seventh category involves translating the test vehicle's relative position along the Y-axis to a position with Y-axis coordinates of Wv+Wc or -Wv-Wc, which is then used as the relative position of the moving target. This corresponds to cases c.3 and c.4, and the following conditions must be met:

[0282] After the test vehicle changes position, its X-axis coordinate is less than -Lv, and its Y-axis coordinate is greater than -Wv and less than Wv. Furthermore, the center of the target's relative position range has an X-axis coordinate greater than Lv and a Y-axis coordinate greater than -Wv and less than Wv. Alternatively,

[0283] After the test vehicle changes position, its X-axis coordinate is less than Lv, and its Y-axis coordinate is greater than -Wv and less than Wv. Furthermore, the center of the target's relative position range has an X-axis coordinate less than -Lv and a Y-axis coordinate greater than -Wv and less than Wv.

[0284] Considering the overlap with the first six categories, the conditions can be simply stated as:

[0285] The test vehicle's relative position X-axis coordinate after the change is less than -Lv, and the target's relative position range center X-axis coordinate is greater than -Lv; or the test vehicle's relative position X-axis coordinate after the change is greater than Lv, and the target's relative position range center X-axis coordinate is less than -Lv.

[0286] The step of determining speed control and orientation, referred to as step S5 above, involves calculating the relative azimuth angle between the position vector of the moving target's relative position to the test vehicle's transformed relative position and the test vehicle's transformed direction of movement. Then, based on the position vector and relative azimuth angle, the speed control method and relative direction of movement are determined. The relative azimuth angle is the angle between the line connecting the moving target's relative position and the test vehicle's current position and the test vehicle's direction of movement. Since the moving target's relative position is calculated based on the test vehicle's coordinate system, in actual calculations, the moving target's relative position can be converted to its absolute position in a ground coordinate system before calculating the angle. In this case, the step can be expressed as: converting the moving target's relative position to its absolute position in a ground coordinate system, and then calculating the relative azimuth angle between the position vector of the moving target's absolute position to the test vehicle's current position and the test vehicle's current direction of movement. The position vector is the vector obtained by subtracting the moving target's relative position from the test vehicle's transformed relative position, representing the target direction 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 method and relative direction of movement. The speed control methods are acceleration, deceleration, or holding.

[0287] The method for determining the speed control mode and relative direction of movement based on the position vector and relative azimuth angle is as follows:

[0288] If the X-axis coordinate of the relative position of the test vehicle after the change 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 the change are both greater than Lv, then the speed control method is acceleration, and the position vector is used as the relative direction of movement.

[0289] Otherwise, if the relative azimuth angle is less than the second angle threshold, the speed control mode is to hold, and the position vector is used as the relative direction of movement;

[0290] Otherwise, if the relative azimuth angle is less than the third angle threshold, the speed control method is deceleration, and the position vector is used as the relative direction of movement;

[0291] Otherwise, the speed control method is deceleration, and the direction opposite to the position vector is used as the relative direction of movement;

[0292] Wherein, 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;

[0293] The third angle threshold is not less than 90 degrees.

[0294] When the X-axis coordinates of the test vehicle after its position change are all greater than Lv, and the Y-axis coordinates are 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 this invention, when the test vehicle is directly in front of the vehicle under test, the front of the test vehicle will not face the vehicle under test, therefore there is no risk of a head-on collision with the vehicle under test during acceleration.

[0295] When the relative azimuth angle is less than the first angle threshold, the moving target can be considered to be directly in front of the test vehicle's current direction of travel, possibly with a small angle. In this case, there is a certain distance between the test vehicle and the moving target, requiring acceleration to reach it, with slight adjustments to the direction of travel. The first angle threshold is generally 20-40 degrees.

[0296] 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 direction of travel of the test vehicle. However, the angle is small, and normal steering at the current speed is sufficient. But if both the test vehicle and the moving target are located in front of the test vehicle, decelerating and changing lanes in front of the test vehicle could easily cause a collision. Therefore, accelerating is necessary to pass. The second angle threshold is generally 45-60 degrees.

[0297] When the relative azimuth angle is greater than the second angle threshold but less than the third angle threshold, the relative position of the moving target has a large angle with the current direction of travel of the test vehicle, requiring a sharp turn. Because sharp turns can easily cause lateral displacement and create a risk of collision with the test vehicle, especially at high speeds, it is prone to rollover, necessitating deceleration. In this situation, the test vehicle is not directly in front of the test vehicle, so there is no risk of rear-ending the test vehicle during deceleration. The third angle threshold is typically 90-120 degrees.

[0298] When the relative azimuth angle is greater than the third angle threshold, the moving target's relative position is actually behind the test vehicle's direction of travel. Therefore, it is necessary to decelerate to 0 and then initiate reverse to reach the moving target's relative position. The direction of movement can be adjusted to be corrected by reversing in the opposite direction of the position vector. At this time, the test vehicle is not directly in front of the vehicle under test, so there is no need to worry about the test vehicle rear-ending the test vehicle while decelerating.

[0299] The train and antenna adjustment control steps are divided into train adjustment control steps and antenna adjustment control steps.

[0300] The vehicle adjustment control step, namely step S6 mentioned above, involves transforming the relative direction of movement to the test vehicle coordinate system to obtain the target direction of movement, and then driving the test vehicle according to the speed control method and the target direction of movement. Here, the test vehicle coordinate system has the current position information of the test vehicle as its central origin and the direction of movement of the test vehicle as the X-axis. The target direction of movement is angle data between -90 degrees and 90 degrees, representing the angle at which the vehicle needs to turn. Those skilled in the art will understand that in conventional vehicle control, a PID algorithm is needed to dynamically adjust the throttle, brake, and steering parameters. However, the method for tracking the test vehicle in this invention has a sufficiently short cycle execution time interval, and the method itself is a dynamic process; each execution cycle is equivalent to the differential processing of a PID. Therefore, in this embodiment, the target direction of movement is directly represented as left turn, right turn, or hold. The target direction of movement (left turn, right turn, or hold) and the speed control method (acceleration, deceleration, or hold) serve as the inputs to the PID algorithm, along with the dynamic throttle, brake, and steering parameters. How the vehicle is controlled using the PID algorithm is not within the scope of this invention and will not be elaborated upon in this specification.

[0301] The antenna adjustment control step is the aforementioned step S7. When the relative position of the test vehicle after the change is within the range of the target relative position, the extension direction and extension length of the multi-axis robotic arm are adjusted according to the relative direction and distance of the center of the target relative position range relative to the relative position of the test vehicle after the change. The antenna orientation is adjusted according to the antenna position determined by the extension direction and extension length of the multi-axis robotic arm.

[0302] In other words, in this embodiment, the antenna adjustment control is performed only when the test vehicle enters the target location range. If the test vehicle is within the target location range, the antenna usually needs to be retracted.

[0303] Furthermore, the aforementioned antenna control adjustment is based on the automotive electromagnetic compatibility test of this embodiment. Those skilled in the art will understand that in other vehicle driving tests, if there is no antenna, then the antenna control adjustment step is unnecessary, or if the antenna is not mounted on a multi-axis robotic arm, only the antenna rotation needs to be adjusted.

[0304] Furthermore, in the above steps of the method for tracking the test vehicle during vehicle driving tests in this embodiment, the steps of determining the moving target position and determining speed control and orientation are based on the scenario where the test vehicle is not located 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 of the test vehicle after the change is within the target relative position range, the center point of the target relative position range can be used as the moving target relative position in the step of determining the moving target 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 need not be elaborated upon.

[0305] Furthermore, when test vehicle 1 tracks vehicle 2 under test, site factors need to be considered to avoid test vehicle 1 driving outside the test site 900 or colliding with facilities within the test site 900. According to the method of this embodiment, handling these factors is relatively simple. On one hand, the test site 900 in this embodiment is designed to be as unobstructed as possible; the only facility within the test site 900 is the wireless signal base station 81 located in the center of the low-speed test area 910. Therefore, when considering site factors, when determining the relative position of the moving target, it is possible to determine whether the relative position of the moving target is within the test site 900 range, and whether there are any facilities that need to be avoided on the path between the current position of test vehicle 1 and the relative position of the moving target.

Claims

1. A method for tracking a test vehicle during vehicle driving tests, characterized in that, The method includes the following steps: Step S1: Continuously receive the current location information and driving status data of the test vehicle and the vehicle under test; the driving status data includes the direction of movement and the speed of movement; Step S2: Estimate the preset A time based on the current location information and driving status data of the tested vehicle to obtain the adjusted location information and driving status data of the tested vehicle. Step S3: Perform coordinate rotation and translation transformation on the position information and movement direction of the test vehicle to transform it onto the coordinate system of the vehicle under test, so as to obtain the relative position and movement direction of the test vehicle after transformation, and calculate the target distance range and target orientation range determined by the test requirements of the current test item on the target relative position range of the vehicle under test coordinate system; the target coordinate system is centered on the position information of the vehicle under test after adjustment, and the movement direction of the vehicle under test after adjustment is the X-axis; Step S4: Determine the relative position of the moving target as follows: If the absolute value of the Y-axis coordinate of the relative position of the test vehicle after the transformation is not greater than Wv, and the absolute value of the X-axis coordinate of the relative position of the test vehicle after the transformation is not greater than Lv, then the point that is far away from the unsafe area in the direction of movement of the test vehicle after the transformation is taken as the relative position of the moving target; the unsafe area refers to 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 relative position of the test vehicle after the change 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, the Y-axis coordinate of the relative position of the test vehicle after the change 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, the X-axis coordinate of the relative position of the test vehicle after the change 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, the X-axis coordinate of the relative position of the test vehicle after the change 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 direction of movement of the test vehicle after the change 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 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, 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 relative position of the test vehicle after transformation will be translated along the X-axis to a position with an X-axis coordinate of -Lv-Lc as the relative position of the target. Otherwise, if the Y-axis coordinate of the relative position of the test vehicle after the change 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 relative position of the test vehicle after the change will be translated along the X-axis to the position with X-axis coordinate of 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 the change 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 relative position of the test vehicle after the change is translated along the Y-axis to a position with Y-axis coordinates of -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 the change 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 relative position of the test vehicle after the change is translated along the Y-axis to the position with Y-axis coordinate of 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 the change 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 the change is greater than Lv and the X-axis coordinate of the center of the target relative position range is less than -Lv, then the relative position of the test vehicle after the change is translated along the Y-axis to a position with Y-axis coordinates of Wv+Wc or -Wv-Wc as the relative position of the target. Where Lv is the safe distance in the direction of vehicle travel, Wv is the safe distance to the side in the direction of vehicle travel, and Wc and Lc are preset parameters. Step S5: Calculate the relative azimuth angle between the position vector of the moving target relative to the changed position of the test vehicle and the changed direction of movement of the test vehicle; If the X-axis coordinate of the relative position of the test vehicle after the change 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 the change are both greater than Lv, then the speed control method 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 to hold, 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 method is deceleration, and the position vector is used as the relative direction of movement; Otherwise, the speed control method is deceleration, and the direction opposite to the position vector is used as the relative direction of movement; Wherein, 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 direction of movement to the coordinate system of the test vehicle, the target direction of movement is obtained, and the test vehicle is driven according to the speed control method and the target direction of movement; The coordinate system of the test vehicle is centered on the current position information of the test vehicle and the X-axis is the direction of movement of the test vehicle.

2. The method for tracking the test vehicle during vehicle driving tests according to claim 1, characterized in that, Step S2 includes the following steps: Step S21: Initialize the state transition matrix F, observation matrix H, position measurement noise covariance matrix R, and acceleration noise matrix Q, and load the estimated vector a(t-1) and covariance matrix P(t-1) obtained from the previous calculation; where, ； ； ； ； Step S22: Calculate the Kalman gain ; Step S23: Calculate the estimated vector a(t) and update the covariance matrix P(t). Output the estimated vector a(t) as the calibrated vehicle position information and driving state data. ； ； In the above formula, G and Y are intermediate quantities. ； ； in, cz is the pre-defined standard deviation of the noise at the position measurement; ca is the pre-defined standard deviation of acceleration disturbance; 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; The vector z(t) composed of the current position information and driving state data of the vehicle under test is represented as: z(t)={px(t),py(t),vx(t),vy(t)}; where px(t) and py(t) are the current X-axis position coordinates and Y-axis position coordinates of the vehicle under test at time t, respectively, and vx(t) and vy(t) are the current X-axis velocity components and Y-axis velocity components of the vehicle under test at time t, respectively; I is the identity matrix; the superscript T indicates matrix transpose.

3. The method for tracking the vehicle under test during vehicle driving tests according to claim 1, characterized in that, The test vehicle is equipped with an antenna; the method also includes the following steps: Step S7: When the relative position of the test vehicle after the change is within the range of the target relative position, adjust the antenna orientation.

4. The method for tracking the vehicle under test during vehicle driving tests according to claim 1, characterized in that, The test vehicle is also equipped with a multi-axis robotic arm and an antenna; the antenna is mounted on the multi-axis robotic arm. In step S3, when calculating the target's relative position range, the target's relative position range is expanded by the maximum extension length of the antenna on the multi-axis robotic arm relative to the test vehicle; The method also includes the following steps: Step S7: When the relative position of the test vehicle after the change is within the range of the target relative position, adjust the extension direction and extension 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 of the test vehicle after the change, and adjust the antenna orientation according to the antenna position determined by the extension direction and extension length of the multi-axis robotic arm.

5. A test vehicle, characterized in that, The test vehicle is used to test the vehicle under test while it is in motion, and is equipped with a test controller. Both the test vehicle and the vehicle under test are equipped with environmental sensors. These environmental sensors can detect the current vehicle position and driving status. The test controller can receive the current position information and driving status data detected by the environmental sensors on both the test vehicle and the vehicle under test. The driving status data includes the direction of movement and the speed of movement. The test controller tracks the vehicle under test by executing a computer program. The tracking of the vehicle under test employs the method described in claim 1, 2, or 3 for vehicle driving test tracking.

6. The test vehicle according to claim 5, characterized in that, The test vehicle performs electromagnetic compatibility (EMC) tests on the vehicle under test and is also equipped with a multi-axis robotic arm and an antenna. The antenna is mounted on the multi-axis robotic arm. The test controller executes a computer program to perform corresponding EMC tests by transmitting and / or receiving signals through the antenna according to the EMC test items, and collects, saves and / or uploads the EMC test results. In step S3 of tracking the vehicle under test, the range of the target relative position is calculated by expanding the range of the target relative position using the maximum extension length of the antenna on the multi-axis robotic arm relative to the test vehicle. The tracking of the vehicle under test also includes the following steps: Step S7: When the relative position of the test vehicle after the change is within the range of the target relative position, adjust the extension direction and extension 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 of the test vehicle after the change, and adjust the antenna orientation according to the antenna position determined by the extension direction and extension length of the multi-axis robotic arm.

7. A system for tracking a vehicle under test during vehicle driving tests, characterized in that, The system includes a test vehicle and a vehicle under test; the test vehicle is equipped with a test controller; both the test vehicle and the vehicle under test are equipped with environmental sensors; the environmental sensors can detect the current vehicle position and driving status; the test controller can receive the current position information and driving status data detected by the environmental sensors on the test vehicle and the vehicle under test; the driving status data includes the direction of movement and the speed of movement; the test controller tracks 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 vehicle driving test according to claim 1, 2 or 3.

8. The system for tracking the vehicle under test during vehicle driving tests according to claim 7, characterized in that, The test vehicle performs electromagnetic compatibility (EMC) tests on the vehicle under test and is also equipped with a multi-axis robotic arm and an antenna. The antenna is mounted on the multi-axis robotic arm. The test controller executes a computer program to perform corresponding EMC tests by transmitting and / or receiving signals through the antenna according to the EMC test items, and collects, saves, and / or uploads the EMC test results. In step S3 of tracking the vehicle under test, the range of the target relative position is calculated by expanding the range of the target relative position using the maximum extension length of the antenna on the multi-axis robotic arm relative to the test vehicle. The tracking of the vehicle under test also includes the following steps: Step S7: When the relative position of the test vehicle after the change is within the range of the target relative position, adjust the extension direction and extension 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 of the test vehicle after the change, and adjust the antenna orientation according to the antenna position determined by the extension direction and extension length of the multi-axis robotic arm.

9. The system for tracking the vehicle under test during vehicle driving tests according to claim 7, characterized in that, The environmental sensing device uses UWB + Bluetooth + satellite fusion positioning technology to locate the vehicle's position.

10. The system for tracking the vehicle under test during vehicle driving tests according to claim 9, characterized in that, The system also includes wireless signal base stations deployed at the test site; the wireless signal base stations are connected to the base station control center.

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