Advanced driving assistance system site testing method and device, vehicle and medium

Abstract

The method is mainly applied to the technical field of automobile engineering. The invention discloses a control system for field testing of an advanced driving assistance system. The control system comprises a sensor unit, a testing unit, a power supply unit and a display unit. The sensor unit is connected with a vehicle sensor to obtain data; the power supply unit supplies power to the test unit; the display unit displays the test data to the driver. The test unit comprises a control module, an acquisition module, a transmission module, an optimization module and a generation module. The control module responds to the control instruction to run a test condition; the acquisition module loads the test template and converts the sensor data into truth value data; the transmission module transmits the truth value data to a display unit for visualization; the optimization module monitors and adjusts test working condition parameters through the vehicle dynamics model; the generation module generates a test report including a timestamp, a vehicle state, and an operation record. According to the scheme, the information fault problem of a traditional test system is solved, and the test precision and reliability are improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of automotive engineering, in particular to a high-level driving assistance system field test method, device, vehicle and medium. BACKGROUND

[0002] In the process of the booming development of the automobile industry, the advanced driving assistance system (ADAS) has become a key technology to improve driving safety and comfort. With the increasing complexity of ADAS functions, accurate testing of its performance becomes crucial. In the field of ADAS field performance testing, the demand for real-time data visualization and precise control is increasingly urgent.

[0003] Currently, traditional testing systems often have many limitations. On the one hand, the data visualization speed is difficult to achieve millisecond-level synchronization, and the data update delay is high, which leads to the lag of the test personnel in obtaining information, making it difficult to make immediate judgments and analyses of the vehicle state. On the other hand, the control accuracy and reliability of existing systems also have certain deficiencies. In the process of driver closed-loop control, due to system response delay and the fact that the human-computer interaction interface is not user-friendly, the driver's operation intention cannot be accurately transmitted and executed, affecting the accuracy and reliability of the test. This results in the fact that in the ADAS field test, the test personnel cannot timely and accurately understand the vehicle state and effectively control it, greatly limiting the efficiency and effectiveness of the ADAS test, and making it difficult to meet the growing demand for high-precision testing. SUMMARY

[0004] The present application provides a high-level driving assistance system field test method, device, vehicle and medium, which can effectively solve the information gap problem existing in traditional testing systems and improve the testing accuracy and reliability.

[0005] The present application provides a control system for advanced driving assistance system field testing, which comprises a sensor unit, a test unit, a power supply unit and a display unit; The display unit is fixed in front of the driver's seat of the test vehicle and is used to display test data to the driver; The sensor unit is connected to each sensor of the test vehicle and is used to obtain sensor data; The power supply unit is connected to the test unit and is used to obtain electrical energy from the test vehicle and convert it to power the test unit; The test unit comprises: A control module for running a test working condition in response to a control instruction sent by the test vehicle; An acquisition module for automatically loading a preset test template when the test working condition is running, and converting the sensor data into true value data of the test vehicle according to the preset test template; a transmission module, configured to transmit the true value data to the display unit, so as to visualize the true value data by the display unit; an optimization module, configured to monitor an execution process of the control instruction by a preset vehicle dynamics model, and adjust an operating parameter of the test working condition; a generation module, configured to generate a test report containing a time stamp, a vehicle state and an operation record after the test working condition is completed.

[0006] Optionally, the specific manner of automatically loading a preset test template when the test working condition is running comprises: selecting a target test template from a preset test template library, and generating test instructions containing a function identifier, a scene parameter and an evaluation index according to the target test template; performing field verification on the test instructions, and if the verification is passed, executing the test instructions to determine the test working condition to be currently run.

[0007] Optionally, the control system further comprises a data processing module; the collection module is further configured to collect multi-source sensor data from an inertial navigation unit and a millimeter wave radar in real time; the data processing module is configured to fuse the multi-source sensor data by a time stamp alignment manner and by using a Kalman filtering algorithm, so that a refresh rate of the true value data is not less than 50 Hz, and an end-to-end delay from collection to display is less than 20 milliseconds; the transmission module is further configured to transmit the processed true value data to the display unit, and display the true value data by a dynamic color coding manner.

[0008] Optionally, the specific manner of fusing the multi-source sensor data by the time stamp alignment manner and by using the Kalman filtering algorithm comprises: constructing a state equation of a Kalman filter; calculating a state value of the test vehicle at each time instant by using the state equation; evaluating a confidence degree of sensor data corresponding to each sensor type, and determining a weight value of each sensor data according to the confidence degree; fusing each sensor data after the weight value is assigned with a state value at a corresponding time instant, and outputting the processed true value data.

[0009] Optionally, the optimization module is further configured to determine an optimal control curve for the test working condition based on a preset engine traction force prediction model. The transmission module is also used to display the optimal control curve through the display unit to guide the driver to make precise control of the accelerator or brake of the test vehicle, so that when the test condition is running, the longitudinal distance error does not exceed the first threshold and the vehicle speed error does not exceed the second threshold.

[0010] The present invention also provides a field testing method for an advanced driver assistance system, applicable to any of the aforementioned control systems used for field testing of advanced driver assistance systems, the method comprising: The sensor unit is used to collect test environment data, including the status information of the test vehicle and external environment information. The test environment data is transmitted to the test unit, whereby the test unit extracts key perception information and converts it into a structured data stream. The structured data stream is sent to the display unit via the transmission module; A dynamic interactive interface is generated through the display unit, and the structured data stream is visualized through the dynamic interactive interface. The system can acquire control commands sent by testers, or generate control commands after analyzing and making decisions based on the visual information provided by the dynamic interactive interface. The control commands are sent to the test vehicle and executed to adjust the behavior of the test vehicle and complete the test.

[0011] Optionally, during the operation of the test conditions, the advanced driver assistance system field test method further includes: The operating status of the control system is monitored in real time, including at least the data transmission link status and the hardware temperature status. When data loss is detected in the data transmission link, a data retransmission mechanism is triggered to resend the lost data. When the hardware temperature is detected to exceed a preset temperature threshold, a frequency reduction protection mechanism is triggered to reduce the power consumption and temperature of the control system.

[0012] Optionally, the advanced driver assistance system field testing method further includes: When there are parameters in the structured data stream that exceed a preset security threshold, a highlighted visual warning message is generated on the dynamic interactive interface. In response to a marking instruction received through the dynamic interactive interface, the marking information in the marking instruction is associated with the corresponding parameters in the structured data stream and then stored.

[0013] The present invention also provides a vehicle including a memory and a processor, the memory storing a computer program, and the processor executing the computer program to implement the advanced driver assistance system field testing method as described in any of the preceding claims.

[0014] The present invention also provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the advanced driver assistance system field testing method as described in any of the preceding claims.

[0015] The present invention has at least the following beneficial effects: This technical solution effectively solves the information gap problem in traditional testing systems and improves testing accuracy and reliability by integrating the collaborative work of multiple modules. First, the sensor unit connects to the vehicle's sensors to acquire sensor data in real time, avoiding information loss during data acquisition. Second, the acquisition module in the testing unit can automatically load preset test templates, convert sensor data into true data, and transmit the true data to the display unit for visualization via the transmission module, achieving real-time data feedback and continuity, thus solving the information gap problem. The optimization module uses a vehicle dynamics model to monitor and adjust the control command execution process, ensuring that the operating parameters of the test conditions meet actual requirements and improving testing accuracy. Simultaneously, the generation module generates a test report containing timestamps, vehicle status, and operation records after the test, providing a complete and reliable record of the test results for easy subsequent analysis and verification. Attached Figure Description

[0016] The accompanying drawings are provided to further understand the technical solutions of the present invention and constitute a part of the specification. They are used together with the embodiments of the present invention to explain the technical solutions of the present invention, and do not constitute a limitation on the technical solutions of the present invention.

[0017] Figure 1 This is a schematic diagram of a control system used for field testing of advanced driver assistance systems. Figure 2 This is a schematic diagram of the structure of a test unit in a control system used for field testing of advanced driver assistance systems. Figure 3 This is a flowchart illustrating the steps of a field testing method for an advanced driver assistance system. Figure 4 This is a flowchart of the steps involved in the monitoring and control system of a field testing method for an advanced driver assistance system. Figure 5 This is a flowchart of the dynamic interaction steps in a field testing method for an advanced driver assistance system. Detailed Implementation

[0018] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the invention.

[0019] It should be noted that, within the current technological field, ADAS field testing primarily relies on master-slave vehicle collaborative control, employing an inertial navigation system combined with a walkie-talkie command mode. The following technical solutions are commonly found in the industry: Option A: The main vehicle test operator instructs the slave vehicle driver to adjust the vehicle speed / distance via walkie-talkie.

[0020] Option B: Use a mobile app to display location data and make voice calls (such as the Gaode Car Navigation app).

[0021] However, neither Solution A nor Solution B can solve the following problems: communication delays, interference with walkie-talkie signals (>200ms delay, requiring multiple attempts per operating condition (average time 1 hour / operating condition), resulting in a short adjustment window for high-speed conditions); large human error, with drivers unable to perceive true data (e.g., ±1.5km / h error), requiring 3-5 repeated tests to meet standards; bulky equipment, requiring a laptop + inverter power supply (size ≥300×200mm), difficult installation, and obstructing the driver's view; complex interface, with the inertial navigation software displaying 20+ parameters by default, and key data recognition taking >2 seconds. To solve the above technical problems, this application provides a field testing method, device, vehicle, and medium for advanced driver assistance systems, which can effectively solve the information gap problem existing in traditional testing systems and improve testing accuracy and reliability. The following are various embodiments of the technical solution of this application.

[0022] Please refer to Figure 1 , Figure 1 This is a schematic diagram of a control system used for field testing of advanced driver assistance systems.

[0023] This embodiment provides a control system for field testing of advanced driver assistance systems, including a sensor unit 1, a testing unit 2, a power supply unit 3, and a display unit 4.

[0024] Display unit 4 is fixed in front of the driver's seat of the test vehicle and is used to display test data to the driver.

[0025] Sensor unit 1 is connected to each sensor of the test vehicle to acquire sensor data.

[0026] The power supply unit 3 is connected to the test unit 2 and is used to obtain electrical energy from the test vehicle and convert it to supply power to the test unit 2.

[0027] Test unit 2 is used to respond to control commands to run test conditions, automatically load preset test templates and convert sensor data into true data, transmit the true data to display unit 4 for visualization, monitor and adjust test condition parameters through vehicle dynamics model, and generate a test report containing timestamps, vehicle status and operation records after the test is completed, thereby improving test accuracy and reliability.

[0028] In one specific embodiment, during ADAS field testing, after the driver starts the vehicle, the system automatically loads a preset test template (such as AEB, ACC, etc.) and collects real-time ground truth data (vehicle speed, longitudinal distance, acceleration, etc.) from sensors such as inertial navigation and millimeter-wave radar via the vehicle's CAN bus. The NVAdisplay software synchronizes the data to an embedded long strip screen, displaying key parameters intuitively with dynamic color coding (e.g., turning red when exceeding a threshold). The driver precisely adjusts the throttle / brake based on screen feedback, and the system optimizes the control curve using an engine braking force prediction model to ensure that the longitudinal distance error under test conditions (e.g., AEB from 50km / h to a standstill) is ≤±0.1m. After the test, the system automatically generates a standardized report, including timestamps, vehicle status, and operation records, which can be exported with one click for subsequent analysis.

[0029] Optionally, test unit 2 uses an x86 architecture development board, and display unit 4 is a long strip screen. The compact hardware combination formed by the two supports direct power supply from the vehicle's DC 12V / 24V without the need for inverter conversion. The NVAdisplay software optimizes the display interface, retaining only key test parameters (such as vehicle speed and relative distance), and enhances the driver's perception efficiency through dynamic color encoding (such as turning red when exceeding the threshold).

[0030] Understandably, this embodiment effectively solves the information gap problem in traditional testing systems through the collaborative work of its various units, improving testing accuracy and reliability. First, sensor unit 1 connects to the vehicle sensors, directly acquiring sensor data and avoiding information loss or errors during data acquisition. Second, testing unit 2 automatically loads preset test templates, converting sensor data into ground truth data, and monitors and adjusts test parameters through a vehicle dynamics model, ensuring the accuracy and consistency of the testing process. Simultaneously, testing unit 2 generates a test report containing timestamps, vehicle status, and operation records, fully recording the testing process for easy subsequent analysis and traceability, thus solving the problem of incomplete data in traditional testing. Furthermore, display unit 4 visualizes the ground truth data for the driver in real time, enabling the driver to understand the test situation promptly, further improving testing reliability and operational accuracy.

[0031] Please refer to Figure 2 , Figure 2 This is a schematic diagram of the structure of a test unit in a control system used for field testing of advanced driver assistance systems.

[0032] In some embodiments, test unit 2 includes: Control module 21 is used to respond to control commands sent to the test vehicle and run the test conditions; The data acquisition module 22 is used to automatically load a preset test template when running test conditions, and convert sensor data into true data of the test vehicle according to the preset test template; The transmission module 23 is used to transmit the true value data to the display unit 4 so that the true value data can be visualized through the display unit 4; The optimization module 24 is used to monitor the execution process of control commands through a preset vehicle dynamics model and adjust the operating parameters of the test conditions. The generation module 25 is used to generate a test report containing timestamps, vehicle status, and operation records after the test conditions are completed.

[0033] Optionally, test unit 2 supports mainstream ADAS test protocols (CANoe, Vector) and can be expanded to multi-vehicle collaborative test scenarios.

[0034] Optionally, test unit 2 provides a manual intervention interface, allowing engineers to manually adjust data thresholds or inject analog signals for verification under special operating conditions.

[0035] Optionally, test unit 2 records raw data and operation logs throughout the process, supporting test process reproduction and optimization analysis.

[0036] Understandably, in this embodiment, the control module 21 accurately responds to control commands, ensuring accurate operation of the test conditions; the acquisition module 22 automatically loads templates and converts true data, improving data processing efficiency and accuracy; the transmission module 23 transmits true data to the display unit 4 in real time, enabling data visualization and facilitating real-time monitoring by the driver; the optimization module 24 dynamically monitors and adjusts test parameters based on the vehicle dynamics model, enhancing the adaptability and stability of the test process; and the generation module 25 records detailed test reports for subsequent analysis. These modules work together to further solve the information gap problem of traditional testing systems, significantly improving test accuracy, reliability, and ease of operation.

[0037] In some embodiments, the specific methods for automatically loading a preset test template when running a test condition include: The system selects a target test template from the preset test template library and generates a test instruction containing function identifiers, scenario parameters, and evaluation metrics based on the target test template. The test instruction is then validated, and if the validation passes, the test instruction is executed to determine the current test condition to be run.

[0038] In one embodiment, the test condition execution process is as follows: (1) Test command generation: Select the target test template from the preset test template library. For example, select "Automatic Emergency Braking (AEB) Test Template".

[0039] Based on the target test template, generate test instructions that include function identifiers (such as "Function: AEB"), scenario parameters (such as "Vehicle speed: 60km / h, obstacle distance: 30m") and evaluation indicators (such as "braking distance, braking time").

[0040] (2) Field validation: Perform field validation on the generated test instructions. Validation includes verifying the correctness of function identifiers, the reasonableness of scenario parameters, and the completeness of evaluation metrics.

[0041] If the verification passes, the test command is executed; if the verification fails, an error message is returned and a prompt is made to regenerate the test command.

[0042] (3) Test operation conditions: The control module 21 runs the test conditions according to the test instructions that have passed the verification. For example, it controls the vehicle to travel at a speed of 60 km / h and triggers automatic emergency braking when it is 30 m away from the obstacle.

[0043] The acquisition module 22 acquires sensor data in real time and converts it into ground truth data. For example, it converts radar ranging data into actual distance values.

[0044] The transmission module 23 transmits the true data to the display unit 4, allowing the driver to view the vehicle status and test data in real time.

[0045] The optimization module 24 monitors the operating parameters of the test conditions through the vehicle dynamics model and makes adjustments as needed. For example, it adjusts the evaluation index of braking time based on the actual braking performance of the vehicle.

[0046] (4) Test report generation: After the test is completed, module 25 generates a test report containing timestamps, vehicle status, and operation records. The report includes detailed information such as test time, initial vehicle speed, obstacle distance, braking distance, and braking time.

[0047] The test report can be displayed through display unit 4 or stored in the system for subsequent analysis.

[0048] Understandably, this embodiment solves the problems of information gaps and operational complexity in traditional testing systems. Field validation of test instructions ensures the accuracy of test conditions, while dynamic adjustment of the optimization module improves the adaptability and stability of the testing process. The final detailed test report provides a reliable basis for subsequent analysis, significantly improving test accuracy and reliability.

[0049] In some embodiments, the control system further includes a data processing module.

[0050] The acquisition module is also used to acquire multi-source sensor data from the inertial navigation unit and millimeter-wave radar in real time.

[0051] The data processing module is used to fuse multi-source sensor data by aligning it with timestamps and using the Kalman filter algorithm, so that the refresh rate of the true data is not less than 50Hz and the end-to-end delay from acquisition to display is less than 20 milliseconds.

[0052] The transmission module is also used to transmit the processed truth data to the display unit 4 and display it through dynamic color encoding.

[0053] In some embodiments, the system acquires real-time data (vehicle speed, longitudinal distance, etc.) from multiple sensors such as inertial navigation and millimeter-wave radar via the vehicle's CAN bus / Ethernet interface. It employs timestamp alignment and a Kalman filter algorithm to achieve a data refresh rate ≥50Hz and end-to-end latency <20ms, ensuring real-time performance in high-speed testing scenarios. The embedded elongated screen uses dynamic color encoding (e.g., turning red when exceeding a threshold) to intuitively display key parameters, addressing the pain points of traditional solutions such as data lag and redundant display.

[0054] Understandably, in this embodiment, the acquisition module acquires multi-source sensor data from the inertial navigation unit and millimeter-wave radar in real time. The data processing module fuses this data using timestamp alignment and a Kalman filter algorithm, ensuring that the refresh rate of the true data is no less than 50Hz and the end-to-end latency is less than 20 milliseconds. This high-precision, low-latency data processing method greatly improves the real-time performance and accuracy of the test data. Simultaneously, the transmission module displays the processed true data on the display unit 4 using dynamic color encoding, further enhancing the data visualization and enabling the driver to understand the test situation more intuitively. These improvements effectively solve the problems of data processing latency and unintuitive display in traditional testing systems, significantly improving test accuracy, reliability, and ease of operation.

[0055] In some embodiments, the specific methods for fusing multi-source sensor data using timestamp alignment and Kalman filtering include: Construct the state equation of the Kalman filter; use the state equation to calculate the state value of the test vehicle at each time step; evaluate the confidence level of the sensor data corresponding to each sensor type, and determine the weight value of each sensor data based on the confidence level; fuse each sensor data with the weighted value with the state value at the corresponding time step, and output the processed ground truth data.

[0056] In one specific embodiment, the multi-source sensor data fusion process is as follows: (1) Data Acquisition: The acquisition module 22 acquires sensor data from the inertial navigation unit (INS) and millimeter-wave radar (MMW) in real time. For example, the INS provides vehicle acceleration and angular velocity data, and the millimeter-wave radar provides distance and relative velocity data between the vehicle and obstacles.

[0057] (2) Timestamp alignment: Timestamp alignment is performed on the acquired multi-source sensor data to ensure data consistency in time. For example, data from INS and millimeter-wave radar are aligned to the same time base.

[0058] (3) Kalman Filter Construction: Construct the state equations for the Kalman filter. The state equations describe the state of the test vehicle at each moment, such as position, velocity, and acceleration. Calculate the state values ​​of the test vehicle at each moment using the state equations. For example, predict the state at the next moment based on the vehicle's initial state and dynamic model.

[0059] (4) Sensor data confidence assessment: Evaluate the confidence level of the sensor data for each sensor type. For example, calculate the confidence level of INS data and millimeter-wave radar data based on sensor accuracy, noise level, and measurement environment. Determine the weight value for each sensor data based on the confidence level. For example, sensor data with higher confidence levels are assigned higher weights.

[0060] (5) Data fusion: Each sensor's data, after being assigned a weighted value, is fused with its corresponding state value at that time. For example, INS acceleration data and millimeter-wave radar distance data are fused according to weights to output processed ground truth data. The refresh rate of the fused ground truth data is ensured to be no less than 50Hz, and the end-to-end latency from acquisition to display is less than 20 milliseconds.

[0061] (6) Data transmission and display: The transmission module 23 transmits the processed truth data to the display unit 4 and displays it using dynamic color encoding. For example, different colors are used to represent different distance and speed values, allowing the driver to intuitively understand the test results.

[0062] Understandably, in this embodiment, the testing system can efficiently fuse multi-source sensor data, solving the problems of insufficient data fusion accuracy and large latency in traditional testing systems. The state equation and confidence evaluation mechanism of the Kalman filter ensure the accuracy and reliability of data fusion, while high refresh rate and low latency data processing improve the real-time performance of the test data. The dynamic color-coded display method further enhances the visualization of the data, enabling drivers to understand the test situation more intuitively. These improvements significantly enhance testing accuracy, reliability, and ease of operation, providing strong support for field testing of advanced driver assistance systems.

[0063] In some embodiments, the optimization module is further configured to determine the optimal control curve for the test condition based on a preset engine braking force prediction model.

[0064] The transmission module is also used to display the optimal control curve through the display unit 4 to guide the driver to make precise control of the accelerator or brake of the test vehicle, so that when running the test conditions, the longitudinal distance error does not exceed the first threshold and the vehicle speed error does not exceed the second threshold.

[0065] In this embodiment, the control system provides real-time data feedback, enabling the driver to precisely adjust the throttle / brake force. Combined with the engine braking force prediction model, the deceleration curve is optimized to ensure that the longitudinal distance error of the test conditions (such as AEB and ACC) is ≤ ±0.1m and the vehicle speed error is ≤ ±0.2km / h, which is 5 times more accurate than traditional manual control.

[0066] Understandably, in this embodiment, the optimization module determines the optimal control curve for the test conditions based on a preset engine braking force prediction model, providing precise guidance for the throttle or brake operation of the test vehicle. The transmission module displays the optimal control curve to the driver through the display unit 4, enabling precise control based on the curve. This optimization mechanism ensures that during test operation, the longitudinal distance error does not exceed a first threshold, and the vehicle speed error does not exceed a second threshold, thereby greatly improving the accuracy and consistency of the testing process. Simultaneously, combined with multi-source sensor data fusion and dynamic display functions, the system can provide more comprehensive and real-time test support, further enhancing the reliability and ease of operation of the test, and providing a more accurate and efficient solution for the field testing of advanced driver assistance systems.

[0067] Please refer to Figure 3 , Figure 3 This is a flowchart illustrating the steps of a field testing method for an advanced driver assistance system.

[0068] This embodiment also provides a field testing method for an advanced driver assistance system, applied to any of the above-mentioned control systems used for field testing of advanced driver assistance systems. The testing method includes: S101. Use sensor units to collect test environment data, including the status information of the test vehicle and the external environment information.

[0069] S102. Transmit the test environment data to the test unit so that the test unit can extract key perception information and convert it into a structured data stream.

[0070] S103. The structured data stream is sent to the display unit through the transmission module.

[0071] S104. A dynamic interactive interface is generated through the display unit, and the structured data stream is visualized through the dynamic interactive interface.

[0072] S105. Obtain control commands sent by testers, or generate control commands after analyzing and making decisions based on the visual information provided by the dynamic interactive interface.

[0073] S106. After sending the control command to the test vehicle, execute it to adjust the behavior of the test vehicle and complete the test.

[0074] In this embodiment, the sensor unit collects the test vehicle's status information and external environmental information, and transmits this data to the test unit for extraction and structured processing of key perception information. This process ensures the integrity and accuracy of the test data, providing a reliable foundation for subsequent analysis and decision-making.

[0075] Structured data streams are transmitted to the display unit via a transmission module, and the display unit generates a dynamic interactive interface to visualize the data. This real-time visualization capability allows testers to intuitively understand the status of the test vehicle and the external environment, enhancing the transparency and controllability of the testing process. The testing method supports automatically generating control commands by acquiring control commands sent by testers or by analyzing and making decisions based on the visualized information provided by the dynamic interactive interface. This flexibility allows the testing process to be completed through both manual intervention and automated decision-making, improving the adaptability and efficiency of the test. Control commands are sent to and executed on the test vehicle, adjusting its behavior to complete the test. This process ensures that the test vehicle can accurately execute test conditions based on real-time data and commands, improving the reliability and repeatability of test results.

[0076] Please refer to Figure 4 , Figure 4 This is a flowchart of the steps involved in monitoring and controlling the system in a field testing method for an advanced driver assistance system.

[0077] In some embodiments, during the operation of a test condition, a field testing method for an advanced driver assistance system further includes: S201. Monitor the operating status of the control system in real time. The operating status includes at least the data transmission link status and the hardware temperature status.

[0078] S202. When data loss is detected in the data transmission link, a data retransmission mechanism is triggered to resend the lost data.

[0079] S203. When the hardware temperature is detected to exceed the preset temperature threshold, the frequency reduction protection mechanism is triggered to reduce the power consumption and temperature of the control system.

[0080] In this embodiment, during the test operation, the monitoring and protection module monitors the operating status of the control system in real time, including the data transmission link status and hardware temperature status.

[0081] The data transmission link status is determined by detecting the integrity of data packets to determine whether data packet loss has occurred.

[0082] When data packet loss is detected in the data transmission link, a data retransmission mechanism is triggered. The system automatically records the sequence number and timestamp of the lost data and retransmits the lost data packets from the data source. The transmission module verifies the retransmitted data at the receiving end to ensure data integrity and accuracy.

[0083] The hardware temperature status is monitored in real time by a built-in temperature sensor and compared with a preset temperature threshold. When the detected hardware temperature exceeds the preset threshold, a frequency reduction protection mechanism is triggered. The system automatically reduces the processor frequency to decrease hardware power consumption and prevent hardware damage caused by overheating. At the same time, the system issues a temperature warning to the tester through the display unit, prompting them to take appropriate measures (such as pausing the test or increasing cooling).

[0084] Understandably, this embodiment monitors and controls the system's operational status in real time, including data transmission link status and hardware temperature status, enabling the system to promptly detect potential problems. When data packet loss is detected in the data transmission link, a data retransmission mechanism is triggered to ensure data integrity and accuracy, avoiding test errors or interruptions caused by data loss. Simultaneously, when the hardware temperature exceeds a preset threshold, a frequency reduction protection mechanism is triggered to reduce system power consumption and temperature, preventing hardware damage due to overheating and extending equipment lifespan. These improvements effectively enhance the continuity and safety of the testing process, further improving the reliability and stability of advanced driver assistance system field testing, ensuring the efficient completion of test tasks.

[0085] Please refer to Figure 5 , Figure 5 This is a flowchart of the dynamic interaction steps in a field testing method for an advanced driver assistance system.

[0086] In some embodiments, a field testing method for an advanced driver assistance system further includes: S301. When there are parameters in the structured data stream that exceed the preset security threshold, a highlighted visual warning message is generated on the dynamic interactive interface.

[0087] S302, In response to the tagging instruction received through the dynamic interactive interface, the tagging information in the tagging instruction is associated with the corresponding parameters in the structured data stream and then stored.

[0088] In this embodiment, during testing, when parameters in the structured data stream exceed a preset safety threshold (e.g., vehicle speed exceeding the speed limit or obstacle too close), the display unit generates a highlighted visual warning message on the dynamic interactive interface. For example, a red highlight is used to display a speeding warning or an obstacle too close warning. Test personnel receive a marking instruction through the dynamic interactive interface (e.g., clicking the "Mark" button) and associate the marking information (such as "speeding event" or "emergency braking") in the marking instruction with the corresponding parameters in the structured data stream. The system stores the marking information and corresponding parameter data in a database for subsequent analysis and traceability.

[0089] Understandably, when parameters in the structured data stream exceed preset safety thresholds, generating highlighted visual warnings on the dynamic interactive interface promptly alerts testers to potential risks, enhancing the safety of the testing process. Simultaneously, responding to marking commands, the marking information is associated with and stored in the corresponding parameters of the structured data stream, facilitating rapid location and analysis of abnormal data and improving the convenience and efficiency of data management. These improvements effectively enhance the real-time monitoring capabilities of the testing process, strengthen data traceability and analysis efficiency, and further optimize the field testing process for advanced driver assistance systems.

[0090] This invention also provides a vehicle control device, including a memory, a processor, and a program stored in the memory and executable on the processor. When the program is executed by the processor, it implements the advanced driver assistance system field testing method of the above embodiments.

[0091] Taking the example of a processor and memory in a vehicle controller being connected via a bus, the memory, as a non-transitory computer-readable storage medium, can be used to store non-transitory software programs and non-transitory computer-executable programs. Furthermore, the memory may include high-speed random access memory, and may also include non-transitory memory, such as at least one disk storage device, flash memory device, or other non-transitory solid-state storage device. In some embodiments, the memory may optionally include memory remotely located relative to the control processor, and these remote memories can be connected to the control device via a network. The non-transitory software programs and instructions required to implement the control methods of the above embodiments are stored in the memory, and when executed by the processor, the control methods of the above embodiments are performed.

[0092] The device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs.

[0093] This invention also provides a vehicle, including the vehicle control device described in the above embodiments.

[0094] The vehicle can be a private car, such as a sedan, SUV, MPV, or pickup truck. It can also be a commercial vehicle, such as a van, bus, small truck, or large semi-trailer. The vehicle must have an electric motor capable of outputting power or acting as a generator to store mechanical energy. When the vehicle is a new energy vehicle, it can be a hybrid or a pure electric vehicle.

[0095] Since the vehicle applies all the technical solutions of the above-mentioned control device or vehicle controller, it has at least all the beneficial effects brought about by the technical solutions of the above embodiments, which will not be repeated here.

[0096] Furthermore, one embodiment of the present invention provides a computer-readable storage medium storing computer-executable instructions for performing the above-described advanced driver assistance system field testing method.

[0097] It is worth noting that, since the computer-readable storage medium of the present invention is capable of executing the advanced driver assistance system field testing method of any of the above embodiments, the specific implementation and technical effects of the computer-readable storage medium of the present invention can be referred to the specific implementation and technical effects of the advanced driver assistance system field testing method of any of the above embodiments.

[0098] Furthermore, one embodiment of the present invention also provides a computer program product, including a computer program or computer instructions, the computer program or computer instructions being stored in a computer-readable storage medium, a processor of a computer device reading the computer program or computer instructions from the computer-readable storage medium, and the processor executing the computer program or computer instructions, causing the computer device to perform the above-described advanced driver assistance system field testing method.

[0099] It is worth noting that, since the computer program product of this embodiment can execute the advanced driver assistance system field testing method of any of the above embodiments, the specific implementation method and technical effect of the computer program product of this embodiment can refer to the specific implementation method and technical effect of the advanced driver assistance system field testing method of any of the above embodiments.

[0100] It will be understood by those skilled in the art that all or some of the steps and systems in the methods disclosed above can be implemented as software, firmware, hardware, and suitable combinations thereof. Some or all of the physical components can be implemented as software executed by a processor, such as a central processing unit, digital signal processor, or microprocessor, or as hardware, or as an integrated circuit, such as an application-specific integrated circuit. Such software can be distributed on a computer-readable medium, which can include computer storage media (or non-transitory media) and communication media (or transient media). As is known to those skilled in the art, the term computer storage media includes volatile and non-volatile, removable and non-removable media implemented in any method or technology for storing information (such as computer-readable instructions, data structures, program modules, or other data). Computer storage media includes, but is not limited to, RAM, ROM, EEPROM, flash memory or other memory technologies, CD-ROM, digital versatile disc (DVD) or other optical disc storage, magnetic cartridges, magnetic tape, disk storage or other magnetic storage devices, or any other medium that can be used to store desired information and is accessible to a computer. Furthermore, as is known to those skilled in the art, communication media typically include computer-readable instructions, data structures, program modules, or other data in modulated data signals such as carrier waves or other transmission mechanisms, and may include any information delivery medium.

[0101] The device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs.

Claims

1. A control system for field testing of advanced driver assistance systems, characterized in that, The control system includes a sensor unit, a testing unit, a power supply unit, and a display unit; The display unit is fixed in front of the driver's seat of the test vehicle and is used to display test data to the driver; The sensor unit is connected to each sensor of the test vehicle and is used to acquire sensor data; The power supply unit is connected to the test unit and is used to obtain electrical energy from the test vehicle and convert it to supply power to the test unit. The test unit includes: The control module is used to respond to control commands sent to the test vehicle and run the test conditions. The data acquisition module is used to automatically load a preset test template when the test condition is running, and convert the sensor data into the true value data of the test vehicle according to the preset test template. A transmission module is used to transmit the truth data to the display unit so that the truth data can be visualized through the display unit; The optimization module is used to monitor the execution process of the control command through a preset vehicle dynamics model and adjust the operating parameters of the test condition. The generation module is used to generate a test report containing timestamps, vehicle status, and operation records after the test conditions are completed.

2. The control system according to claim 1, characterized in that, The specific methods for automatically loading the preset test template when running the aforementioned test conditions include: Select a target test template from the preset test template library, and generate a test instruction containing a function identifier, scenario parameters and evaluation indicators based on the target test template; The test command is validated. If the validation passes, the test command is executed to determine the current test condition to be run.

3. The control system according to claim 1, characterized in that, The control system also includes a data processing module; The acquisition module is also used to acquire multi-source sensor data from the inertial navigation unit and millimeter-wave radar in real time. The data processing module is used to fuse the multi-source sensor data by aligning it with timestamps and using a Kalman filter algorithm, so that the refresh rate of the true data is not less than 50Hz and the end-to-end delay from acquisition to display is less than 20 milliseconds. The transmission module is also used to transmit the processed truth data to the display unit and display it using a dynamic color encoding method.

4. The control system according to claim 3, characterized in that, The specific methods for fusing the multi-source sensor data using timestamp alignment and the Kalman filter algorithm include: Construct the state equations of the Kalman filter; The state equation is used to calculate the state value of the test vehicle at each moment; Evaluate the confidence level of the sensor data corresponding to each sensor type, and determine the weight value of each sensor data based on the confidence level; The weighted data from each sensor is fused with the state value at the corresponding time point to output the processed true data.

5. The control system according to claim 1, characterized in that, The optimization module is also used to determine the optimal control curve for the test condition based on a preset engine braking force prediction model. The transmission module is also used to display the optimal control curve through the display unit to guide the driver to make precise control of the accelerator or brake of the test vehicle, so that when the test condition is running, the longitudinal distance error does not exceed the first threshold and the vehicle speed error does not exceed the second threshold.

6. A field testing method for an advanced driver assistance system, characterized in that, The method, applied to the control system for field testing of advanced driver assistance systems according to any one of claims 1 to 5, comprises: The sensor unit is used to collect test environment data, including the status information of the test vehicle and external environment information. The test environment data is transmitted to the test unit, whereby the test unit extracts key perception information and converts it into a structured data stream. The structured data stream is sent to the display unit via the transmission module; A dynamic interactive interface is generated through the display unit, and the structured data stream is visualized through the dynamic interactive interface. The system can acquire control commands sent by testers, or generate control commands after analyzing and making decisions based on the visual information provided by the dynamic interactive interface. The control commands are sent to the test vehicle and executed to adjust the behavior of the test vehicle and complete the test.

7. The method according to claim 6, characterized in that, During the operation of the test condition, the method further includes: The operating status of the control system is monitored in real time, including at least the data transmission link status and the hardware temperature status. When data loss is detected in the data transmission link, a data retransmission mechanism is triggered to resend the lost data. When the hardware temperature is detected to exceed a preset temperature threshold, a frequency reduction protection mechanism is triggered to reduce the power consumption and temperature of the control system.

8. The method according to claim 6, characterized in that, The method further includes: When there are parameters in the structured data stream that exceed a preset security threshold, a highlighted visual warning message is generated on the dynamic interactive interface. In response to a marking instruction received through the dynamic interactive interface, the marking information in the marking instruction is associated with the corresponding parameters in the structured data stream and then stored.

9. A vehicle, characterized in that, The vehicle includes a memory and a processor, the memory storing a computer program, and the processor executing the computer program to implement the advanced driver assistance system field testing method according to any one of claims 6 to 8.

10. A computer-readable storage medium storing a computer program, characterized in that, When the computer program is executed by the processor, it implements the advanced driver assistance system field testing method according to any one of claims 6 to 8.

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