Method, device and system for building chassis system test architecture and medium

Abstract

The invention relates to the technical field of vehicles, in particular to a method, device and system for building a chassis system test architecture and a medium, and the method comprises the steps: building a test platform containing a brake system load, setting a power domain controller (IVC), and formulating a signal interaction method between the IVC and a chassis system and between the IVC and the test platform; configuring a braking source converter and a subjective and objective conversion module, and sending a conversion instruction signal through the subjective and objective conversion module to realize switching between objective test and subjective evaluation; the brake source converter is used for switching the connection state between the brake actuating cylinder or the brake pedal and the IBC according to the instruction of the subjective and objective conversion module; an actual RWS sample piece is deployed, a left linear actuating cylinder load control module and a right linear actuating cylinder load control module are arranged, target force signals of a vehicle dynamics module are received through the left linear actuating cylinder load control module and the right linear actuating cylinder load control module, and steering tie rod displacement signals are fed back to the vehicle dynamics module; the chassis system test architecture constructed by the invention has complete functions and is close to a real vehicle environment.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and specifically to a method, apparatus, system, and medium for constructing a chassis system test architecture. Background Technology

[0002] As automotive chassis systems evolve towards intelligence and electrification, and with the increasing demand for shorter development and launch cycles for new models, the calibration cycle for chassis electronic control systems also needs to be shortened. Therefore, it is necessary to calibrate the key parameters of the chassis electronic control system under virtual vehicle conditions before the completion of the vehicle prototype, determining the approximate range of these parameters when chassis performance is optimal. Thus, the chassis electronic control system requires multi-physics-in-the-loop bench testing in a vehicle network environment, using optimized search algorithms to automatically find the approximate range of the key parameters.

[0003] Current technologies involve conducting objective bench-in-the-loop tests on the chassis controller using a separate chassis electronic control system bench-in-the-loop testing platform, or conducting subjective evaluations of chassis performance using a motion simulation platform. However, neither approach integrates objective testing with subjective evaluation on the same testing platform. Furthermore, current testing methods neglect the impact of actuators and other non-chassis controllers (such as the power domain) on chassis performance, resulting in inaccurate simulated operating conditions. Summary of the Invention

[0004] In view of this, the purpose of the embodiments of the present invention is to provide a method, apparatus, system and medium for building a chassis system test architecture, so as to solve one or more technical problems existing in the prior art and provide at least one beneficial option or create conditions.

[0005] On one hand, embodiments of the present invention provide a method for building a chassis system test architecture, the method comprising the following steps: A test platform containing a braking system load was constructed, the braking system load including a braking system control module, a braking cylinder, a real IBC, a real brake caliper and brake lines; Configure the Dynamic Domain Controller (IVC) and define the signal interaction methods between the IVC and the chassis system and test platform; The system is equipped with a brake source converter and a subjective-objective conversion module. The subjective-objective conversion module sends conversion command signals to switch between objective testing and subjective evaluation. The brake source converter switches the connection state between the brake cylinder or brake pedal and the IBC according to the command of the subjective-objective conversion module. When performing objective testing, the brake source converter connects the brake cylinder to the IBC, and the brake system control module controls the brake cylinder to operate according to the brake pedal travel signal. When performing subjective evaluation, the brake source converter connects the brake pedal to the IBC, and the IBC is directly controlled by the brake pedal. Deploy an actual RWS prototype and set up left and right linear actuator cylinder load control modules. The left and right linear actuator cylinder load control modules receive the target force signal from the vehicle dynamics module and feed back the steering tie rod displacement signal to the vehicle dynamics module.

[0006] Optionally, the construction of the test platform including the braking system load includes: The braking system control module is connected to the braking cylinder, which integrates a displacement sensor and a force sensor. The braking cylinder is connected to a real IBC and a real brake caliper through a brake line to simulate the hydraulic circuit of a real vehicle braking system.

[0007] Optionally, the step of setting up the power domain controller (IVC) and defining the signal interaction method between the IVC and the chassis system and test platform includes: IVC receives the accelerator pedal opening and brake pedal position signals forwarded from the powertrain control module, calculates and returns the target speed and torque signals of the front and rear drive motors to the powertrain control module; The IVC receives the vehicle's six-degree-of-freedom attitude signal output from the vehicle dynamics module and interacts with the IBC after processing the signal.

[0008] Optionally, the step of sending a conversion command signal through the subjective-objective conversion module to switch between objective testing and subjective evaluation includes: When switching from subjective evaluation to objective testing, a "0" state command signal is sent to the driver control module, steering wheel angle control module, power system control module, and brake source converter; the brake source converter connects the brake cylinder to the IBC according to the "0" state command signal. When switching from objective testing to subjective evaluation, the objective-subject conversion module sends a "1" status command signal to the driver control module, steering wheel angle control module, power system control module, and brake source converter; the brake source converter connects the brake pedal to the IBC according to the "1" status command signal.

[0009] Optionally, the step of receiving the target force signal from the vehicle dynamics module through the left and right linear actuator cylinder load control module and feeding back the steering tie rod displacement signal to the vehicle dynamics module includes: Connect the load control modules of the left and right linear actuator cylinders to the vehicle dynamics module to receive the target force signals of the left and right rear steering tie rods output by the vehicle dynamics module; The load control module for the left and right linear actuators is connected to the left and right linear actuators. The left and right linear actuators are driven by force control to simulate the load of the rear wheel steering tie rod of a real vehicle. The actual displacement and force signals of the left and right linear actuators are collected and converted into displacement signals of the left and right rear steering tie rods, which are then fed back to the vehicle dynamics module.

[0010] Optionally, the method further includes: A vehicle dynamics module is set up to receive drive torque signals from IVC, as well as wheel speed signals and vehicle speed signals from IBC; the drive torque signals include left front wheel drive torque signals, right front wheel drive torque signals, left rear wheel drive torque signals, and right rear wheel drive torque signals. Based on the drive torque signal, wheel speed signal, and vehicle speed signal, calculate the vehicle's six-degree-of-freedom attitude signal and the target force signals of the left and right rear steering tie rods. Then, send the vehicle's six-degree-of-freedom attitude signal to the IVC and send the target force signals of the left and right rear steering tie rods to the load control modules of the left and right linear actuators.

[0011] Optionally, the step of switching the connection state between the brake cylinder or brake pedal and the IBC via the brake source converter according to the instruction of the subjective-objective conversion module includes: After the subjective-objective conversion module sends a switching command, the brake source converter immediately disconnects the currently connected brake input source and connects the target brake input source, which is a brake cylinder or brake pedal.

[0012] On the other hand, embodiments of the present invention provide a chassis system test architecture construction apparatus, comprising: The first module is used to build a test platform containing a braking system load, which includes a braking system control module, a braking cylinder, a real IBC, a real brake caliper, and brake lines. The second module is used to set up the Dynamic Domain Controller (IVC) and define the signal interaction methods between the IVC and the chassis system and test platform. The third module is used to configure the brake source converter and the subjective-objective conversion module. The subjective-objective conversion module sends conversion command signals to achieve the switching between objective testing and subjective evaluation. The brake source converter switches the connection state of the brake cylinder or brake pedal with the IBC according to the command of the subjective-objective conversion module. When performing objective testing, the brake source converter connects the brake cylinder with the IBC, and the brake system control module controls the brake cylinder to operate according to the brake pedal travel signal. When performing subjective evaluation, the brake source converter connects the brake pedal with the IBC, and the IBC is directly controlled by the brake pedal. The fourth module is used to deploy the actual RWS prototype and set up left and right linear actuator cylinder load control modules. The left and right linear actuator cylinder load control modules receive the target force signal from the vehicle dynamics module and feed back the steering tie rod displacement signal to the vehicle dynamics module.

[0013] On the other hand, embodiments of the present invention provide a system for building a chassis system testing architecture, including: At least one processor; At least one memory for storing at least one program; When the at least one program is executed by the at least one processor, the at least one processor performs the method described above.

[0014] On the other hand, embodiments of the present invention provide a computer-readable storage medium storing a processor-executable program, which, when executed by a processor, is used to perform the above-described method.

[0015] The embodiments of this invention include the following beneficial effects: This invention provides a method, apparatus, system, and medium for constructing a chassis system test architecture. By integrating the braking system load into the test platform, this invention achieves physical simulation of the braking process, ensuring consistency between the test environment and the actual vehicle braking scenario. By setting up a power domain controller (IVC) and establishing a signal interaction method, it effectively opens up the data transmission channel between the chassis system and the test platform, providing a foundation for multi-system collaborative control. By configuring a brake source converter and a subjective / objective conversion module, and through the precise transmission of command signals, it achieves flexible switching between objective testing and subjective evaluation modes, meeting different testing needs. By deploying RWS prototypes and left and right linear actuator load control modules, it can adjust the actuator state in real time according to the target force signal from the vehicle dynamics module and provide feedback displacement signals, forming a closed-loop control that improves the accuracy and response speed of rear wheel steering tests. These steps work together to construct a fully functional chassis system test architecture that closely resembles the actual vehicle environment, laying a solid foundation for the subsequent calibration and performance optimization of key parameters of the chassis electronic control system. Attached Figure Description

[0016] Figure 1 This is a flowchart illustrating the steps of a method for building a chassis system test architecture according to an embodiment of the present invention; Figure 2 This is a schematic diagram of signal transmission on the chassis electronic control system calibration platform in an embodiment of the present invention; Figure 3 This is a schematic diagram of the internal and external signal transmission of the test controller control software in an embodiment of the present invention; Figure 4 This is a structural block diagram of a chassis system test architecture construction device provided in an embodiment of the present invention. Detailed Implementation

[0017] 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.

[0018] It should be noted that although the device diagram shows a modular division and the flowchart illustrates a logical order, in some cases, the steps shown or described may be performed in a different order than the modular division in the device or the order shown in the flowchart. The terms "first," "second," etc., used in the specification, claims, and the aforementioned drawings are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence.

[0019] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains. The terminology used herein is for the purpose of describing embodiments of the invention only and is not intended to limit the invention.

[0020] Furthermore, the described features, structures, or characteristics can be combined in any suitable manner in one or more embodiments. Numerous specific details are provided in the following description to give a full understanding of embodiments of the invention. However, those skilled in the art will recognize that the technical solutions of the invention can be practiced without one or more of the specific details, or other methods, components, apparatuses, steps, etc., can be employed. In other instances, well-known methods, apparatuses, implementations, or operations are not shown or described in detail to avoid obscuring various aspects of the invention.

[0021] The block diagrams shown in the accompanying drawings are merely functional entities and do not necessarily correspond to physically independent entities. That is, these functional entities can be implemented in software, in one or more hardware modules or integrated circuits, or in different network and / or processor devices and / or microcontroller devices.

[0022] The flowcharts shown in the accompanying drawings are merely illustrative and do not necessarily include all content and operations / steps, nor do they necessarily have to be performed in the described order. For example, some operations / steps can be broken down, while others can be combined or partially combined; therefore, the actual execution order may change depending on the specific circumstances.

[0023] Before providing a detailed description of the embodiments of the present invention, some of the nouns and terms involved in the embodiments of the present invention will be explained first. The nouns and terms involved in the embodiments of the present invention are subject to the following interpretations.

[0024] IVC (Integrated Vehicle Dynamics Control) is a core electronic control unit used to control and manage multiple systems in a vehicle. It integrates and coordinates the functions of different controllers in the vehicle, and achieves optimal control of the vehicle's dynamic performance by coordinating the work of each actuator.

[0025] IBC (Integrated Brake Control): Integrates functions such as electronic brake assist, steer-by-wire active braking, vehicle stability control, dual-control parking brake, and mechanical brake backup. It achieves precise control of the braking system through an electronic control unit, improving the vehicle's braking performance and safety.

[0026] RWS (Rear Wheel Steering): A vehicle steering system technology that improves vehicle handling, stability, and agility by controlling the steering angle of the rear wheels, especially during low-speed cornering and high-speed lane changes.

[0027] Chassis electronic control system: This refers to the systems in the vehicle chassis that are controlled by electronic control units, including but not limited to the braking system, steering system, and suspension system. These systems are precisely controlled through electronic signals to optimize vehicle driving performance.

[0028] Multi-physics-in-the-loop bench testing: an advanced vehicle testing method that combines computer simulation technology with physical bench testing to comprehensively evaluate vehicle performance by simulating various operating conditions in actual driving.

[0029] Objective testing versus subjective evaluation: Objective testing refers to methods that evaluate vehicle performance using quantified indicators and data, providing accurate and repeatable test results. Subjective evaluation, on the other hand, is a method of assessing vehicle performance through the senses and experience of the driver or tester, reflecting how the vehicle feels in actual use.

[0030] like Figure 1 As shown, Figure 1 A method for building a chassis system test architecture provided in this embodiment of the invention includes the following steps: S100, Build a test platform containing the braking system load, the braking system load including the braking system control module, braking cylinder, real IBC, real brake caliper and brake line; S200, set up the power domain controller IVC, and define the signal interaction method between the IVC and the chassis system and test platform; S300 is equipped with a brake source converter and a subjective-objective conversion module. The subjective-objective conversion module sends a conversion command signal to switch between objective testing and subjective evaluation. The brake source converter switches the connection state between the brake cylinder or brake pedal and the IBC according to the command of the subjective-objective conversion module. When performing objective testing, the brake source converter connects the brake cylinder to the IBC, and the brake system control module controls the brake cylinder to operate according to the brake pedal travel signal. When performing subjective evaluation, the brake source converter connects the brake pedal to the IBC, and the IBC is directly controlled by the brake pedal. S400 deploys the actual RWS prototype and sets up left and right linear actuator cylinder load control modules. The left and right linear actuator cylinder load control modules receive the target force signal from the vehicle dynamics module and feed back the steering tie rod displacement signal to the vehicle dynamics module.

[0031] It should be noted that the hardware platform relied upon by this method is the chassis electronic control system calibration platform, which comprises five main parts: an objective braking test module, a braking load module, a subjective evaluation module, a rear-wheel steering load module, an IVC (Integrated Vehicle Platform Controller), and a test bench controller. The IVC contains powertrain distribution-related algorithms for powertrain distribution and control; the braking load module includes left front, right front, left rear, and right rear brake calipers, hydraulic lines, an IBC (Integrated Brake Control System), and pressure sensors 1, 2, 3, and 4; the objective braking test module includes brake cylinders and a brake source converter; the rear-wheel steering load module includes left and right linear actuation cylinders and a RWS (Rear-Wheel Steering System); and the subjective evaluation module includes the brake pedal, seat, host computer and screen, steering wheel, and road feel simulator. The test bench controller uses a HIL simulator and serves as the central control center of the entire test bench.

[0032] The test bench controller software is compiled into the test bench controller. The test bench controller software includes a subjective-object switching module, a driver control module, a power system control module, a steering wheel angle control module, a right linear actuator cylinder load control module, a left linear actuator cylinder load control module, a braking system control module, a road control module, a braking torque conversion module, and a vehicle dynamics module.

[0033] After setting up the chassis system test architecture, the load on the rear wheel steering tie rod of a real vehicle was simulated by force control to control the left and right linear actuators. Pressure sensors were connected to the front, right front, left rear, and right rear brake calipers to collect the pressure in the four braking circuits. The feedback signals from these pressure sensors were collected in real time by the test controller. The test controller sent control signals through the DO channel to control the change of the brake source converter state to realize the connection between the brake actuator or brake pedal and the IBC. The controller also sent control signals through the DA channel to control the movement of the brake actuator.

[0034] This invention provides a method for building a chassis system testing architecture, which incorporates real actuators. Under this testing architecture, the functions of objective testing and subjective evaluation can be automatically switched, saving time and effort. In the environment of a real chassis actuator system and power domain controller under different operating conditions, automated objective testing can be performed first. This involves using an automated testing program to find the approximate range of key parameters of the chassis electronic control system when chassis performance is optimal. Then, the system automatically switches to manual subjective evaluation testing for continuous iteration between objective testing and subjective evaluation.

[0035] In steps S100 to S400 of this embodiment of the invention, by integrating the braking system load into the test platform, a physical simulation of the braking process is achieved, ensuring the consistency between the test environment and the actual vehicle braking scenario. Setting up a power domain controller (IVC) and establishing a signal interaction method effectively establishes a data transmission channel between the chassis system and the test platform, providing a foundation for multi-system collaborative control. Configuring a brake source converter and a subjective / objective conversion module enables flexible switching between objective testing and subjective evaluation modes through precise transmission of command signals, meeting different testing requirements. Deploying RWS prototypes and left and right linear actuator load control modules allows for real-time adjustment of the actuator state based on the target force signal from the vehicle dynamics module, and feedback of displacement signals, forming a closed-loop control that improves the accuracy and response speed of rear-wheel steering testing. These steps work together to construct a fully functional chassis system test architecture that closely resembles the actual vehicle environment, laying a solid foundation for the subsequent calibration and performance optimization of key parameters of the chassis electronic control system.

[0036] It should be noted that the chassis electronic control system calibration platform provided by this invention involves multiple key components and their signal transmission paths. A detailed description follows: Component name and function overview: Driver control module: responsible for sending signals such as ignition, gear position, accelerator pedal opening, key position, and brake pedal position.

[0037] Powertrain control module: Receives signals from the driver control module and forwards the accelerator pedal opening and brake pedal position signals. At the same time, it calculates and returns the actual speed and torque signals of the front and rear power motors.

[0038] IVC (Integrated Vehicle Controller): Receives signals from the powertrain control module, calculates and returns the target speed and torque signals of the front and rear drive motors, processes the vehicle's six-degree-of-freedom attitude signals, and interacts with IBC.

[0039] IBC (Integrated Brake Controller): Receives wheel speed signals, vehicle speed signals, etc. from the vehicle dynamics module, and simultaneously calculates and returns the target rear wheel steering angle signal, interacting with the RWS and IVC.

[0040] RWS (Rear Wheel Steering System): Receives the target rear wheel steering angle signal from IBC, calculates and returns the actual rear wheel steering angle signal.

[0041] Vehicle Dynamics Module: Receives drive torque signals for the left front, right front, left rear, and right rear wheels from IVC, as well as wheel speed and vehicle speed signals from IBC, calculates and returns the vehicle's six-degree-of-freedom attitude signals and the target force signals for the left and right rear steering tie rods.

[0042] Braking system control module: Receives the brake pedal travel signal from the driver control module, converts it into the required displacement signal of the braking cylinder, and receives the actual displacement and actual force signals of the braking cylinder.

[0043] Braking cylinder: It integrates displacement and force sensors to receive the required displacement signal from the braking system control module and feed back the actual displacement and force signals.

[0044] Left and right linear actuator cylinder load control module: Receives target force signals for the left and right rear steering tie rods from the vehicle dynamics module, converts them into target load force signals for the left and right linear actuator cylinders, and receives actual displacement and actual force signals for the left and right linear actuator cylinders, converts them into displacement signals for the left and right rear steering tie rods, and returns them to the vehicle dynamics module.

[0045] Steering wheel angle control module: Receives steering wheel angle signals from the driver control module or road feel simulator and converts them into actual steering wheel angle signals.

[0046] Road feel simulator: Receives steering wheel torque signal from vehicle dynamics module and provides feedback on required steering wheel angle signal.

[0047] Subjective-objective conversion module: sends conversion command signals to the driver control module, steering wheel angle control module, power system control module and brake source converter.

[0048] Brake source converter: According to the instructions of the subjective-objective conversion module, it switches the connection status between the brake cylinder or brake pedal and the IBC.

[0049] The signal transmission path and the specific signals transmitted are as follows: From the driver control module to the powertrain control module: send signals for ignition, gear position, accelerator pedal opening, key position, and brake pedal position.

[0050] The powertrain control module transmits accelerator pedal opening and brake pedal position signals via hardwired connections, and key position and gear position signals via CAN communication; it also receives target speed and torque signals for the front and rear drive motors from the IVC.

[0051] IVC to the power system control module: Sends target speed and torque signals of the front and rear power motors via CAN communication; receives actual speed and torque signals returned by the power system control module.

[0052] IVC to Vehicle Dynamics Module: Sends left front, right front, left rear, and right rear wheel drive torque signals via CAN communication; receives vehicle six-degree-of-freedom attitude signals returned by the Vehicle Dynamics Module.

[0053] Vehicle dynamics module to IVC: Transmits vehicle six-degree-of-freedom attitude signals via CAN communication.

[0054] From the driver control module to the braking system control module: send the brake pedal travel signal.

[0055] The braking system control module sends the required displacement signal to the braking cylinder and receives the actual displacement and force signals of the braking cylinder.

[0056] Vehicle dynamics module to IBC: transmits left front, right front, left rear, and right rear wheel speed signals via hardwire; receives vehicle speed signals, booster pushrod stroke signals, and servo cylinder and master cylinder pressure signals returned by IBC.

[0057] IBC to RWS and IVC: Transmits left front, right front, left rear, and right rear wheel speed signals, vehicle speed signal, booster pushrod stroke signal, servo cylinder and master cylinder pressure signals via CAN communication; receives the actual rear wheel steering angle signal returned by RWS.

[0058] From the driver control module to the steering wheel angle control module: send the required steering wheel angle signal (during objective testing); receive the required steering wheel angle signal sent by the road feel simulator (during subjective evaluation).

[0059] Steering wheel angle control module to vehicle dynamics module: Sends actual steering wheel angle signal.

[0060] From the road control module to the vehicle dynamics module: send road surface adhesion coefficient, road surface shape, and road surface shape switching signals.

[0061] Pressure sensor to test controller AD acquisition channel: sends left front, right front, left rear, and right rear wheel brake pressure signals; the test controller converts the brake pressure value into a brake torque signal through the brake torque conversion module and sends it to the vehicle dynamics module.

[0062] IBC to RWS: Transmit the target rear wheel steering angle signal via CAN communication.

[0063] The vehicle dynamics module sends target force signals for the left and right rear steering tie rods to the left and right linear actuator cylinder load control modules; and receives displacement signals for the left and right rear steering tie rods returned by the left and right linear actuator cylinder load control modules.

[0064] The load control module for the left and right linear actuators transmits the target load force signal via hard wires and receives the actual displacement and force signals of the left and right linear actuators.

[0065] Vehicle dynamics module to road feel simulator: Sends steering wheel torque signals via standard Ethernet communication.

[0066] Road feel simulator to steering wheel angle control module: Sends the required steering wheel angle signal via standard Ethernet communication.

[0067] The subjective-objective conversion module sends conversion command signals to the driver control module, steering wheel angle control module, power system control module, and brake source converter via hard wiring.

[0068] In some embodiments, the construction of the test platform including the braking system load includes: S110, connect the braking system control module to the braking cylinder, the braking cylinder integrating a displacement sensor and a force sensor; S120 connects the brake cylinder to a real IBC and a real brake caliper via a brake line to simulate the hydraulic circuit of a real vehicle's braking system.

[0069] In this embodiment, by connecting the braking system control module to the braking cylinder, which integrates displacement and force sensors, the displacement data and output force information of the braking cylinder can be collected in real time, providing data support for the precise control and performance evaluation of the braking system. Simultaneously, by connecting the braking cylinder to a real IBC and brake caliper via brake lines, the hydraulic circuit structure of the actual vehicle braking system is fully replicated. This allows for the realistic simulation of physical phenomena such as hydraulic transmission characteristics, pressure build-up, and decay during braking, avoiding model simplification errors that may exist in pure software simulation. This ensures the simulation accuracy of the test platform for the dynamic response of the braking system and provides a reliable physical basis for the subsequent calibration of braking-related parameters in the chassis electronic control system.

[0070] In some embodiments, the setting of the Dynamic Domain Controller (IVC) and the formulation of a signal interaction method between the IVC and the chassis system and test platform include: S210, IVC receives the accelerator pedal opening and brake pedal position signals forwarded from the power system control module, calculates and returns the target speed and torque signals of the front and rear power motors to the power system control module. S220, IVC receives the vehicle's six-degree-of-freedom attitude signal output by the vehicle dynamics module, and interacts with the IBC after processing the signal.

[0071] In this embodiment, the IVC receives accelerator pedal opening and brake pedal position signals forwarded by the powertrain control module, enabling real-time acquisition of the driver's operational intentions. Based on this, the target speed and torque signals of the front and rear drive motors are calculated and fed back to the powertrain control module, ensuring precise matching of power output with driver needs and achieving efficient powertrain coordination. Simultaneously, the IVC receives six-degree-of-freedom vehicle attitude signals output from the vehicle dynamics module, comprehensively monitoring vehicle attitude changes during driving. Through analysis and processing of these signals and interaction with the IBC, the braking system control strategy can be adjusted according to the vehicle's real-time attitude, further improving vehicle stability and safety. This signal interaction method not only achieves two-way information flow but also provides efficient and reliable data support for the coordinated operation of various chassis system components, ensuring the accuracy and coordination of the entire test architecture when simulating different operating conditions.

[0072] In some embodiments, the step of sending a conversion command signal through the subjective-objective conversion module to switch between objective testing and subjective evaluation includes: When switching from subjective evaluation to objective testing, a "0" state command signal is sent to the driver control module, steering wheel angle control module, power system control module, and brake source converter; the brake source converter connects the brake cylinder to the IBC according to the "0" state command signal. When switching from objective testing to subjective evaluation, the objective-subject conversion module sends a "1" status command signal to the driver control module, steering wheel angle control module, power system control module, and brake source converter; the brake source converter connects the brake pedal to the IBC according to the "1" status command signal.

[0073] In this embodiment, the subjective / objective switching module sends command signals of different states, enabling coordinated action of various related modules during test mode switching. When switching to objective testing, the "0" state command signal causes the driver control module, steering wheel angle control module, and powertrain control module to enter automated control mode. The test program automatically generates control signals based on preset operating conditions. Simultaneously, the brake source converter switches to connect with the brake cylinder and IBC, ensuring that the braking action is precisely controlled by the brake system control module based on the brake pedal travel signal, avoiding the influence of manual intervention on the test results. When switching to subjective evaluation, the "1" state command signal activates the driver control module, allowing testers to directly input control commands through operating components such as the brake pedal and steering wheel. At this time, the powertrain control module and steering wheel angle control module respond to manual operation signals, and the brake source converter switches to connect with the brake pedal and IBC, allowing testers to truly experience the feedback characteristics of the braking system, thereby achieving intuitiveness and accuracy in subjective evaluation. This command signal-based switching mechanism ensures the speed and reliability of switching between the two test modes, providing a strong guarantee for the smooth connection of the test process.

[0074] In some embodiments, receiving the target force signal from the vehicle dynamics module via the left and right linear actuator load control module and feeding back the steering tie rod displacement signal to the vehicle dynamics module includes: S410 connects the left and right linear actuator cylinder load control module to the vehicle dynamics module and receives the left and right rear steering tie rod target force signals output by the vehicle dynamics module. S420 connects the load control module for the left and right linear actuators to the left and right linear actuators. It drives the left and right linear actuators to simulate the load of the rear wheel steering tie rod of a real vehicle through force control, and collects the actual displacement and force signals of the left and right linear actuators, converts them into displacement signals of the left and right rear steering tie rods, and feeds them back to the vehicle dynamics module.

[0075] In this embodiment, a data communication link is established between the left and right linear actuator load control modules and the vehicle dynamics module to ensure that the target force signal can be transmitted to the load control module in real time and accurately. The vehicle dynamics module calculates and outputs the target force signals required for the left and right rear steering tie rods based on current vehicle driving state parameters (such as vehicle speed, steering angle, and road surface adhesion coefficient). Upon receiving this signal, the left and right linear actuator load control modules convert the target force signal into control commands to drive the left and right linear actuators using internal control algorithms (such as PID control algorithms). This precisely drives the actuators to output the corresponding force, thereby simulating the load force borne by the rear wheel steering tie rods during actual vehicle operation. Simultaneously, the displacement and force sensors integrated on the left and right linear actuators collect the actual displacement data and actual output force data of the actuators in real time. The left and right linear actuator load control modules process and convert this collected data, transforming the actual displacement data into an electrical signal corresponding to the displacement of the actual vehicle steering tie rod, and then feeding this displacement signal back to the vehicle dynamics module. After receiving the feedback displacement signal, the vehicle dynamics module uses it as one of the input parameters, compares and calculates it with the preset vehicle dynamics model, and dynamically adjusts and optimizes the subsequent output target force signal to form a complete closed-loop control loop. This ensures the accuracy of the rear wheel steering load simulation and the dynamic response characteristics, thereby improving the reliability of the entire chassis system test architecture for evaluating rear wheel steering performance.

[0076] In some embodiments, the method further includes: A vehicle dynamics module is set up to receive drive torque signals from IVC, as well as wheel speed signals and vehicle speed signals from IBC; the drive torque signals include left front wheel drive torque signals, right front wheel drive torque signals, left rear wheel drive torque signals, and right rear wheel drive torque signals. Based on the drive torque signal, wheel speed signal, and vehicle speed signal, calculate the vehicle's six-degree-of-freedom attitude signal and the target force signals of the left and right rear steering tie rods. Then, send the vehicle's six-degree-of-freedom attitude signal to the IVC and send the target force signals of the left and right rear steering tie rods to the load control modules of the left and right linear actuators.

[0077] In this embodiment, a vehicle dynamics module is configured to comprehensively receive and process core signals from different key components, thereby performing multi-dimensional calculations of vehicle dynamic characteristics. Specifically, the vehicle dynamics module receives drive torque signals from the IVC (Inductively Coupled Vehicle), which details the drive torque information of the left front wheel, right front wheel, left rear wheel, and right rear wheel, directly reflecting the distribution of the vehicle's power output. Simultaneously, the module receives wheel speed and vehicle speed signals from the IBC (Inductively Coupled Vehicle). The wheel speed signals are accurate to the rotational state of each wheel, while the vehicle speed signal provides a reference for the overall vehicle speed. Based on these input signals, the vehicle dynamics module, using a built-in high-precision vehicle dynamics model, calculates the vehicle's six-degree-of-freedom attitude signals in real time through complex mechanical equations and kinematic analysis. These signals include the vehicle's longitudinal displacement, lateral displacement, vertical displacement, yaw angle, pitch angle, and roll angle, comprehensively characterizing the vehicle's motion attitude in three-dimensional space. Furthermore, the module calculates the target force signals for the left and right rear steering tie rods based on the current vehicle driving state and steering requirements; these signals are key instructions for controlling the rear wheel steering system. After calculation, the vehicle dynamics module promptly sends the vehicle's six-degree-of-freedom attitude signals to the IVC, providing crucial state information for the IVC to adjust powertrain distribution and chassis control strategies. Simultaneously, it accurately sends the target force signals of the left and right rear steering tie rods to the left and right linear actuator load control modules, ensuring precise simulation of rear-wheel steering load and thus enabling effective testing and evaluation of the vehicle's rear-wheel steering performance. Throughout this process, the vehicle dynamics module, as the core component for information processing and command generation, provides robust model support and data assurance for the stable operation and testing accuracy of the entire chassis system testing architecture through close data interaction with other modules.

[0078] In some embodiments, switching the connection state between the brake cylinder or brake pedal and the IBC via the brake source converter according to the instruction of the subjective-objective conversion module includes: After the subjective-objective conversion module sends a switching command, the brake source converter immediately disconnects the currently connected brake input source and connects the target brake input source, which is a brake cylinder or brake pedal.

[0079] In this embodiment, the solenoid valve assembly inside the brake source converter responds to the switching command sent by the subjective / objective mode conversion module, quickly cutting off the hydraulic passage between the current brake input source (brake cylinder or brake pedal) and the IBC, while simultaneously connecting the hydraulic connection between the target brake input source and the IBC. During the switching process, the pressure holding device built into the brake source converter briefly maintains the pressure in the brake line to prevent pressure surges caused by connection switching from impacting the braking system and ensuring a smooth transition in the braking process. Furthermore, the brake source converter also sends the current connection status to the test controller in real time via a status feedback signal. The test controller monitors and verifies the feedback signal. If a switching anomaly is detected (such as unsuccessful connection switching or abnormal line pressure), an alarm is immediately issued and the test process is paused. The test is restarted after the fault is resolved, thereby ensuring the reliability and safety of brake source switching and further improving the stability of the entire test architecture during subjective / objective mode conversion.

[0080] The following is a specific embodiment based on the method of the present invention: The signal transmission method of the chassis electronic control system calibration platform is as follows: Figure 2 As shown; The tester sits in a seat with the brake pedal, gear lever, accelerator pedal, and steering wheel installed according to the spatial positions of a real vehicle. A host computer and screen are installed in front of the tester, and the steering wheel is coaxially connected to a road feel simulator. The road feel simulator integrates a steering wheel angle sensor, which collects the current steering wheel angle signal and sends it to the test controller. The test controller collects the throttle opening signal sent by the accelerator pedal via an AD channel. The test controller collects the gear position signal sent by the gear lever via a CAN channel.

[0081] The RWS sample is fixed on a fixture. The left and right linear actuators are connected to the left and right steering tie rods of the RWS sample, respectively. Each linear actuator integrates a force sensor and a displacement sensor. The push rods of the left and right linear actuators can only perform linear reciprocating motion along the axis of the actuator. The test controller sends control signals (requiring force from the left and right linear actuators) via the DA channel to control the movement of the left and right linear actuators. Both the left and right linear actuators integrate displacement and force sensors. The test controller collects feedback signals from the force and displacement sensors of the left and right linear actuators in real time via the AD channel. The RWS and the test controller communicate via CAN.

[0082] The four outlets of the IBC are connected to the left front, right front, left rear, and right rear brake calipers via brake lines. Pressure sensors 1, 2, 3, and 4 are connected between the IBC outlets and the left front, right front, left rear, and right rear brake calipers respectively to collect the pressure in the four brake circuits. The test controller collects the feedback signals from the four pressure sensors in real time via the AD channel. The IBC and the test controller communicate via CAN.

[0083] The test controller sends control signals via the DO channel to control the state changes of the brake source converter. When the brake source converter state changes to "0", the brake actuation cylinder moves to the IBC and is mechanically coaxially connected to the IBC push rod integrated on the IBC, so that the test controller can only push the IBC push rod forward and cannot pull it back. When the brake source converter state changes to "1", the brake pedal moves to the IBC and is connected to the IBC push rod integrated on the IBC according to the actual vehicle assembly method. The tester brakes by driving the brake pedal. The test controller sends control signals (required displacement of the brake actuation cylinder) via the DA channel to control the movement of the brake actuation cylinder. The brake actuation cylinder integrates displacement and force sensors. The test controller collects feedback signals from the force and displacement sensors of the brake actuation cylinder in real time via the AD channel.

[0084] like Figure 3 As shown, the internal and external signal transmission methods of the test controller control software are as follows; The driver control module sends ignition, gear position, accelerator pedal opening, key position, and brake pedal position signals to the powertrain control module. The powertrain control module then forwards the accelerator pedal opening and brake pedal position signals, along with the key position and gear position signals, to the IVC via CAN communication through hardwired connections. The IVC calculates the target speed and torque signals for the front and rear drive motors and returns them to the powertrain control module via CAN communication. Finally, the powertrain control module calculates the actual speed and torque signals for the front and rear drive motors and returns them to the IVC via CAN communication.

[0085] The IVC calculates the drive torque signals for the left front, right front, left rear, and right rear wheels and sends them to the vehicle dynamics module via CAN communication. The vehicle dynamics module then sends the vehicle's six-degree-of-freedom attitude signals to the IVC via CAN communication.

[0086] The driver control module sends the brake pedal travel signal to the brake system control module. The brake system control module converts the brake pedal travel into a brake cylinder displacement demand signal and sends it to the brake cylinder. The brake cylinder collects the actual displacement signal and actual force signal in real time and sends them to the brake system control module.

[0087] The vehicle dynamics module transmits the left front, right front, left rear, and right rear wheel speed signals to the IBC via hardwired connections. The IBC then transmits the left front, right front, left rear, and right rear wheel speed signals, vehicle speed signal, booster pushrod travel signal, and servo cylinder and master cylinder pressure signals to the RWS and IVC via CAN communication. The IVC forwards the vehicle's six-degree-of-freedom attitude signals to the IBC via CAN communication.

[0088] The driver control module sends the required steering wheel angle signal to the steering wheel angle control module. The steering wheel angle control module delays and simulates the required steering wheel angle signal, converts it into an actual steering wheel angle signal, and sends it to the vehicle dynamics module. It then sends the signal to the RWS via CAN communication.

[0089] The road control module sends the road surface adhesion coefficient, road surface shape, and road surface shape switching signals to the vehicle dynamics module. It sets various road surface shapes, including circular road surfaces, straight road surfaces, and plaza road surfaces, and switches between different road surface shapes through road surface shape switching signals.

[0090] Pressure sensors 1, 2, 3, and 4 send the braking pressure signals of the left front, right front, left rear, and right rear wheels to the AD acquisition channel of the test controller. The braking torque conversion module converts the braking pressure values ​​of the four wheels into braking torque signals of the left front, right front, left rear, and right rear wheels and sends them to the vehicle dynamics module.

[0091] The IBC calculates the target rear wheel steering angle and sends it to the RWS via CAN communication. The vehicle dynamics module sends the target force signal of the left rear steering tie rod to the load control module of the left linear actuator. The load control module of the left linear actuator converts it into the target load force signal of the left linear actuator through calibration coefficients and sends it to the left linear actuator through hard wiring. The left linear actuator sends the actual displacement and actual force signal of the left linear actuator to the load control module of the left linear actuator. The load control module of the left linear actuator converts it into the displacement signal of the left rear steering tie rod through calibration coefficients and sends it to the vehicle dynamics module. The vehicle dynamics module sends the target force signal of the right rear steering tie rod to the right linear actuator load control module. The right linear actuator load control module, using calibration coefficients, converts this into a target load force signal for the right linear actuator and sends it to the right linear actuator via hard wiring. The right linear actuator sends its actual displacement and actual force signals to the right linear actuator load control module, which, using calibration coefficients, converts them into a right rear steering tie rod displacement signal and sends it to the vehicle dynamics module. The RWS calculates the actual rear wheel steering angle and sends it to the IBC via CAN communication.

[0092] The vehicle dynamics module sends the steering wheel torque signal to the road feel simulator via standard Ethernet communication, and the road feel simulator sends the required steering wheel angle signal to the steering wheel angle control module via standard Ethernet communication.

[0093] The subjective-objective conversion module sends conversion command signals to the driver control module, steering wheel angle control module and power system control module, and sends conversion command signals to the brake source converter via hard wire.

[0094] The accelerator pedal sends an accelerator pedal opening signal to the powertrain control module via a hard wire, and the gear lever sends a gear position signal to the powertrain control module via a hard wire.

[0095] Conversion methods between objective testing and subjective evaluation Objective testing: When the tester leaves the seat, the subjective-objective conversion module sends a conversion command "0", the brake source converter state changes to "0", and the brake cylinder moves to the IBC position, becoming the source of IBC movement. The steering wheel angle control module receives the required steering wheel angle signal from the driver control module, serving as the source of front wheel steering. The powertrain control module receives gear position and accelerator pedal opening signals from the driver control module.

[0096] Subjective evaluation: The tester sits in the seat, and the subjective-objective conversion module sends a conversion command "1". The brake source converter state changes to "1", the brake pedal moves to the IBC (Integrated Brake Brake) and connects with the IBC pushrod integrated on the IBC according to the actual vehicle assembly method. The tester brakes by driving the brake pedal, steers by turning the steering wheel, and shifts gears by operating the gear lever. The steering wheel angle control module receives the required steering wheel angle signal from the road feel simulator as the source of front wheel steering. The powertrain control module receives gear position and accelerator pedal opening signals from the gear lever and accelerator pedal. The tester evaluates the steering wheel feel based on the steering wheel torque feedback from the road feel simulator and the pedal feel based on the pedal force feedback from the brake pedal.

[0097] Compared with related technologies, the present invention has the following advantages: This invention adds a braking system control module, braking cylinders, a realistic IBC (Integrated Brake Brake), and realistic brake calipers and brake lines, among other braking system loads. It avoids the problem of accurately modeling the braking system hydraulic pressure and adds a Dynamic Domain Controller (IVC). It also establishes a signal interaction method between the IVC, the chassis system, and the test platform, making the vehicle environment required to evaluate optimal chassis performance more realistic.

[0098] This invention uses a brake source converter and a subjective-objective conversion module, so that when switching between objective testing and subjective evaluation in chassis calibration testing, it is only necessary to automatically switch the "0" and "1" states in the subjective-objective conversion module; no manual modification or debugging of other electronic and electrical systems is required, saving time and effort.

[0099] This invention uses an actual RWS prototype and adds a left linear actuator cylinder load control module and a right linear actuator cylinder load control module. The output displacements of the left and right rear wheel steering tie rods are used as inputs to the vehicle dynamics module. By using force control, the load control of the left and right linear actuator cylinders of the rear wheel steering tie rods of a real vehicle is simulated, which accurately reflects the actual vehicle operating conditions.

[0100] refer to Figure 4 This invention also provides a device for building a chassis system test architecture, comprising: The first module is used to build a test platform containing a braking system load, which includes a braking system control module, a braking cylinder, a real IBC, a real brake caliper, and brake lines. The second module is used to set up the Dynamic Domain Controller (IVC) and define the signal interaction methods between the IVC and the chassis system and test platform. The third module is used to configure the brake source converter and the subjective-objective conversion module. The subjective-objective conversion module sends conversion command signals to achieve the switching between objective testing and subjective evaluation. The brake source converter switches the connection state of the brake cylinder or brake pedal with the IBC according to the command of the subjective-objective conversion module. When performing objective testing, the brake source converter connects the brake cylinder with the IBC, and the brake system control module controls the brake cylinder to operate according to the brake pedal travel signal. When performing subjective evaluation, the brake source converter connects the brake pedal with the IBC, and the IBC is directly controlled by the brake pedal. The fourth module is used to deploy the actual RWS prototype and set up left and right linear actuator cylinder load control modules. The left and right linear actuator cylinder load control modules receive the target force signal from the vehicle dynamics module and feed back the steering tie rod displacement signal to the vehicle dynamics module.

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

[0102] This invention also provides a system for building a chassis system test architecture, 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 method described in the above embodiments.

[0103] 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.

[0104] The non-transitory software program and instructions required to implement the methods of the above embodiments are stored in memory and executed by the processor to perform the methods of the above embodiments.

[0105] 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.

[0106] This invention also provides a vehicle, including the vehicle control device described in the above embodiments.

[0107] 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.

[0108] 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.

[0109] Furthermore, one embodiment of the present invention provides a computer-readable storage medium storing computer-executable instructions for performing the above-described method.

[0110] It is worth noting that, since the computer-readable storage medium of the present invention is capable of executing the methods of any of the above embodiments, the specific implementation methods and technical effects of the computer-readable storage medium of the present invention can be referred to the specific implementation methods and technical effects of the methods of any of the above embodiments.

[0111] Furthermore, one embodiment of the present invention 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 to cause the computer device to perform the above-described method.

[0112] It is worth noting that, since the computer program product of the present invention can execute the methods of any of the above embodiments, the specific implementation methods and technical effects of the computer program product of the present invention can be referred to the specific implementation methods and technical effects of the methods of any of the above embodiments.

[0113] 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.

[0114] 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 method for constructing a chassis system test architecture, characterized in that, The method includes the following steps: A test platform containing a braking system load was constructed, the braking system load including a braking system control module, a braking cylinder, a real IBC, a real brake caliper and brake lines; Configure the Dynamic Domain Controller (IVC) and define the signal interaction methods between the IVC and the chassis system and test platform; The system is equipped with a brake source converter and a subjective-objective conversion module. The subjective-objective conversion module sends conversion command signals to switch between objective testing and subjective evaluation. The brake source converter switches the connection state between the brake cylinder or brake pedal and the IBC according to the command of the subjective-objective conversion module. When performing objective testing, the brake source converter connects the brake cylinder to the IBC, and the brake system control module controls the brake cylinder to operate according to the brake pedal travel signal. When performing subjective evaluation, the brake source converter connects the brake pedal to the IBC, and the IBC is directly controlled by the brake pedal. Deploy an actual RWS prototype and set up left and right linear actuator cylinder load control modules. The left and right linear actuator cylinder load control modules receive the target force signal from the vehicle dynamics module and feed back the steering tie rod displacement signal to the vehicle dynamics module.

2. The method for constructing a chassis system test architecture according to claim 1, characterized in that, The construction of the test platform including the braking system load includes: The braking system control module is connected to the braking cylinder, which integrates a displacement sensor and a force sensor. The braking cylinder is connected to a real IBC and a real brake caliper through a brake line to simulate the hydraulic circuit of a real vehicle braking system.

3. The method for constructing a chassis system test architecture according to claim 1, characterized in that, The configuration of the Dynamic Domain Controller (IVC) and the development of signal interaction methods between the IVC, the chassis system, and the test platform include: IVC receives the accelerator pedal opening and brake pedal position signals forwarded from the powertrain control module, calculates and returns the target speed and torque signals of the front and rear drive motors to the powertrain control module; The IVC receives the vehicle's six-degree-of-freedom attitude signal output from the vehicle dynamics module and interacts with the IBC after processing the signal.

4. The method for constructing a chassis system test architecture according to claim 1, characterized in that, The step of sending a conversion command signal through the subjective-objective conversion module to switch between objective testing and subjective evaluation includes: When switching from subjective evaluation to objective testing, a "0" state command signal is sent to the driver control module, steering wheel angle control module, power system control module, and brake source converter; the brake source converter connects the brake cylinder to the IBC according to the "0" state command signal. When switching from objective testing to subjective evaluation, the objective-subject conversion module sends a "1" status command signal to the driver control module, steering wheel angle control module, power system control module, and brake source converter; the brake source converter connects the brake pedal to the IBC according to the "1" status command signal.

5. The method for constructing a chassis system test architecture according to claim 1, characterized in that, The process of receiving the target force signal from the vehicle dynamics module through the load control module of the left and right linear actuator cylinders and feeding back the steering tie rod displacement signal to the vehicle dynamics module includes: Connect the load control modules of the left and right linear actuator cylinders to the vehicle dynamics module to receive the target force signals of the left and right rear steering tie rods output by the vehicle dynamics module; The load control module for the left and right linear actuators is connected to the left and right linear actuators. The left and right linear actuators are driven by force control to simulate the load of the rear wheel steering tie rod of a real vehicle. The actual displacement and force signals of the left and right linear actuators are collected and converted into displacement signals of the left and right rear steering tie rods, which are then fed back to the vehicle dynamics module.

6. The method for constructing a chassis system test architecture according to claim 1, characterized in that, The method further includes: A vehicle dynamics module is set up to receive drive torque signals from IVC, as well as wheel speed signals and vehicle speed signals from IBC; the drive torque signals include left front wheel drive torque signals, right front wheel drive torque signals, left rear wheel drive torque signals, and right rear wheel drive torque signals. Based on the drive torque signal, wheel speed signal, and vehicle speed signal, calculate the vehicle's six-degree-of-freedom attitude signal and the target force signals of the left and right rear steering tie rods. Then, send the vehicle's six-degree-of-freedom attitude signal to the IVC and send the target force signals of the left and right rear steering tie rods to the load control modules of the left and right linear actuators.

7. The method for constructing a chassis system test architecture according to claim 1, characterized in that, The step of switching the connection state between the brake cylinder or brake pedal and the IBC via the brake source converter according to the instructions of the subjective-objective conversion module includes: After the subjective-objective conversion module sends a switching command, the brake source converter immediately disconnects the currently connected brake input source and connects the target brake input source, which is a brake cylinder or brake pedal.

8. A device for constructing a chassis system test architecture, characterized in that, The device includes: The first module is used to build a test platform containing a braking system load, which includes a braking system control module, a braking cylinder, a real IBC, a real brake caliper, and brake lines. The second module is used to set up the Dynamic Domain Controller (IVC) and define the signal interaction methods between the IVC and the chassis system and test platform. The third module is used to configure the brake source converter and the subjective-objective conversion module. The subjective-objective conversion module sends conversion command signals to achieve the switching between objective testing and subjective evaluation. The brake source converter switches the connection state of the brake cylinder or brake pedal with the IBC according to the command of the subjective-objective conversion module. When performing objective testing, the brake source converter connects the brake cylinder with the IBC, and the brake system control module controls the brake cylinder to operate according to the brake pedal travel signal. When performing subjective evaluation, the brake source converter connects the brake pedal with the IBC, and the IBC is directly controlled by the brake pedal. The fourth module is used to deploy the actual RWS prototype and set up left and right linear actuator cylinder load control modules. The left and right linear actuator cylinder load control modules receive the target force signal from the vehicle dynamics module and feed back the steering tie rod displacement signal to the vehicle dynamics module.

9. A system for building a chassis system test architecture, characterized in that, It includes a memory, a processor, and a program stored in the memory and executable on the processor, wherein the program, when executed by the processor, implements the method of any one of claims 1 to 7.

10. A computer-readable storage medium storing a computer program, characterized in that, When the computer program is executed by a processor, it implements the method of any one of claims 1 to 7.

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