Method and electronic equipment for determining acceptance criterion of functional safety long mileage test
By scientifically determining the acceptance criteria for long-mileage testing through probabilistic statistical relationships, the problem of insufficient or excessive testing in existing technologies is solved, achieving a balance between testing sufficiency and efficiency, and shortening the product development cycle.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2025-11-06
- Publication Date
- 2026-03-24
AI Technical Summary
Existing technologies lack scientific basis for long-mileage testing, resulting in insufficient or excessive testing, failing to cover enough operating scenarios, which may allow inadequately validated products to enter the market, and waste time and resources.
By obtaining the permissible incidence rate and significance level of hazard events per unit mileage for functional safety objectives through the first probability statistical relationship, the target test mileage required to meet the acceptance criteria for long-mileage testing is calculated. The acceptance criteria are then dynamically updated based on actual test results to ensure the sufficiency and efficiency of testing.
This approach enables the scientific determination of testing mileage, preventing insufficiently validated products from entering the market, while also avoiding resource waste caused by excessively long testing mileage and shortening the product development cycle.
Smart Images
Figure CN121724638A_ABST
Abstract
Description
Technical Field
[0001] This invention relates to the field of vehicle functional safety, and more particularly to a method for determining acceptance criteria for long-mileage functional safety testing, as well as electronic devices and computer-readable storage media. Background Technology
[0002] In related technologies, the most commonly used approach for long-mileage testing is fixed test mileage. This means vehicle manufacturers specify a fixed test mileage, and functional safety is only considered achieved if no hazardous events occur within that mileage; otherwise, the test mileage needs to be accumulated again. However, the fixed test mileage method lacks scientific basis, and the test mileage may not cover sufficient operating scenarios, leading to insufficient testing and potentially allowing inadequately validated products to enter the market. However, excessively long testing mileage can lead to a waste of time and resources, and significantly extend the product development cycle. Summary of the Invention
[0003] This invention aims to at least solve one of the technical problems existing in the prior art. To this end, one objective of this invention is to propose a method for determining the acceptance criteria for long-mileage functional safety testing. This method can scientifically obtain the target test mileage required to meet the long-mileage test acceptance criteria through a first probability statistical relationship, ensuring that the test mileage covers sufficient operating scenarios to make the testing effective, preventing insufficiently validated products from entering the market, and avoiding the waste of time and resources due to excessively long test mileage, thereby reducing the product development cycle.
[0004] The second objective of this invention is to provide an electronic device.
[0005] A third objective of this invention is to provide a computer-readable storage medium.
[0006] To address the aforementioned problems, a first aspect of the present invention provides a method for determining acceptance criteria for long-mileage functional safety testing. The method includes: obtaining the per-mile hazard event occurrence rate allowed by functional safety objectives; obtaining a first target test mileage required to satisfy the long-mileage testing acceptance criteria based on a first probability statistical relationship between the per-mile hazard event occurrence rate and a preset significance level value and the actual number of occurrences of the hazard events; and conducting long-mileage testing based on the first target test mileage.
[0007] According to the method for determining the acceptance criteria for long-mileage functional safety testing according to embodiments of the present invention, the permissible rate of hazardous events per unit mileage and the preset significance level value of the functional safety target are first determined. The first target test mileage required to meet the acceptance criteria for long-mileage testing is obtained by using the first probability statistical relationship that the actual number of occurrences of hazardous events follows. Long-mileage testing is then carried out based on the first target test mileage to ensure that the test mileage covers sufficient operating scenarios to make the test effective, avoid the entry of insufficiently verified products into the market, and at the same time avoid the waste of time and resources caused by excessively long test mileage, thereby reducing the product development cycle.
[0008] In some embodiments, obtaining the per-mile hazard event incidence rate allowed by the functional safety objective includes: obtaining the per-mile hazard event incidence rate based on the vehicle safety integrity level of the functional safety objective; or, obtaining the set per-mile hazard event incidence rate.
[0009] In some embodiments, obtaining a first target test mileage required to meet the long-mileage test acceptance criteria based on a first probabilistic statistical relationship following the occurrence rate of hazardous events per unit mileage and a preset significance level value includes: inputting the occurrence rate of hazardous events per unit mileage, the significance level value, and the actual number of occurrences of hazardous events into the first probabilistic statistical relationship to calculate the first target test mileage, wherein the actual number of occurrences of hazardous events is zero.
[0010] In some embodiments, the actual test results of long-mileage testing with the first target test mileage as the target are obtained; when the actual test results indicate that a harmful event has occurred, a second target test mileage is obtained according to a second probability statistical relationship, the second probability statistical relationship being constructed based on prior information and the actual test results; a new target test mileage is obtained based on the second target test mileage and the mileage of the completed test, so that long-mileage testing can continue based on the new target test mileage; or, when the actual test results indicate that no harmful event has occurred, it is determined that the long-mileage test acceptance criteria are met.
[0011] In some embodiments, the second probabilistic statistical relationship is the relationship between the actual number of occurrences of the hazardous event, the incidence rate of the hazardous event per unit mileage, the significance level value, and the second target test mileage when conducting long-mileage testing with the first target test mileage as the target.
[0012] In some embodiments, when conducting long-mileage testing with the second target test mileage as the target, the actual number of times the hazardous event occurs is 1.
[0013] In some embodiments, obtaining a new target test mileage based on the second target test mileage and the mileage of completed tests includes: obtaining the mileage difference between the second target test mileage and the mileage of completed tests as the new target test mileage, wherein the mileage of completed tests is the test mileage completed before the occurrence of the hazardous event.
[0014] In some embodiments, the method further includes: if harmful events still occur when mileage testing continues with the new target test mileage, then a new second target test mileage is obtained according to the second probability statistical relationship, and a new target test mileage is obtained based on the new second target test mileage, so as to continue long-mileage testing based on the new target test mileage, wherein each time the second target test mileage is calculated, the actual occurrence number of harmful events in the second probability statistical relationship increases by 1; if harmful events still occur when long-mileage testing continues with the new target test mileage, the new target test mileage is repeatedly obtained until the long-mileage testing acceptance criterion is met.
[0015] A second aspect of the present invention provides an electronic device, comprising: at least one processor; a memory connected to the at least one processor; the memory storing a computer program executable by the at least one processor, wherein the at least one processor executes the computer program to implement the method for determining functional safety long-mileage test acceptance criteria as described in the above embodiments.
[0016] According to the electronic device of the present invention, the corresponding long-mileage test program can be stored in the memory. When implementing the method for determining the acceptance criteria for functional safety long-mileage tests, the target test mileage required to meet the long-mileage test acceptance criteria is scientifically obtained through a first probability statistical relationship. This ensures that the test mileage covers sufficient operating scenarios to make the test effective, avoids products with insufficient verification from entering the market, and avoids the waste of time and resources caused by excessively long test mileage, thereby reducing the product development cycle.
[0017] A third aspect of the present invention provides a computer-readable storage medium having a computer program stored thereon, wherein the computer program, when executed by a processor, implements the method for determining functional safety long-mileage test acceptance criteria as described in the above embodiments.
[0018] Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description
[0019] The above and / or additional aspects and advantages of the present invention will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which: Figure 1This is a flowchart of a method for determining functional safety long-mileage test acceptance criteria according to an embodiment of the present invention; Figure 2 This is a flowchart of a long-mileage functional safety test according to an embodiment of the present invention; Figure 3 This is a structural block diagram of an electronic device according to an embodiment of the present invention.
[0020] Figure label: 100 electronic devices; Processor 101; Memory 102; Detailed Implementation The embodiments of the present invention are described in detail below. The embodiments described with reference to the accompanying drawings are exemplary. The embodiments of the present invention are described in detail below.
[0021] In the field of automotive functional safety, long-mileage testing is an important vehicle integration testing method used to verify that functional safety requirements are correctly implemented, safety mechanisms are correctly realized, and the system has a sufficient level of robustness. The aim is to ensure the adequacy of verification by accumulating sufficient test mileage. However, the industry currently lacks a scientific method for determining acceptance criteria for long-mileage testing, which has led to problems such as insufficient testing.
[0022] The most commonly used approach in existing long-mileage testing is fixed test mileage, where vehicle manufacturers specify a fixed test mileage. Functional safety is only considered achieved if no hazardous events occur within that test mileage; otherwise, the test mileage needs to be accumulated again. Considering the time and resource waste caused by excessively long test mileage, simulation-based accelerated testing can also be used. However, ensuring the consistency between the model and the real vehicle and environment is a problem that urgently needs to be solved.
[0023] The fixed test mileage method clearly lacks scientific basis. Insufficient test mileage will fail to cover enough operating scenarios, potentially leading to inadequately validated products entering the market. Conversely, excessive test mileage will waste time and resources, significantly extending the product development cycle. As for simulation-accelerated testing methods, they will be ineffective in testing and verification when the vehicle or environment model deviates from the real vehicle or environment.
[0024] To address the above issues, the first aspect of this invention provides a method for determining the acceptance criteria for long-mileage functional safety testing. This method can scientifically obtain the target test mileage required to meet the long-mileage test acceptance criteria through a first probability statistical relationship, ensuring that the test mileage covers sufficient operating scenarios to make the test effective, preventing insufficiently validated products from entering the market, and avoiding the waste of time and resources due to excessively long test mileage, thereby reducing the product development cycle.
[0025] This invention proposes a method for determining acceptance criteria for long-mileage functional safety testing. Acceptance criteria refer to a set of clear and measurable standards used in the verification and validation process to determine whether a system, function, or test result is "passed" or "accepted". In the context of long-mileage testing, acceptance criteria refer to the following: within a specified total test mileage (e.g., 100,000 kilometers) calculated based on statistics, the incidence of hazardous events must be less than an acceptable threshold. Hazardous events include collisions, severe degradation of system function, etc. In other words, the vehicle is considered to have passed only if the incidence of hazardous events is less than the acceptable threshold after completing the total test mileage.
[0026] The method for determining the acceptance criteria for long-mileage functional safety testing according to embodiments of the present invention will be described below.
[0027] The following is for reference. Figure 1 A method for determining functional safety long-mileage test acceptance criteria according to an embodiment of the first aspect of the present invention is described, such as... Figure 1 As shown, the method includes at least steps S1-S2.
[0028] Step S1: Obtain the per-mile hazard event rate allowed by the functional safety objective.
[0029] Specifically, in the field of functional safety, a hazard event is a core concept and the starting point for safety analysis and risk assessment. A hazard event is an event caused by a system malfunction that may result in personal injury. Simply put, a hazard event is a potential dangerous situation that could cause personal injury.
[0030] To quantify and validate long-mileage testing, a quantifiable target is needed as a benchmark. Based on functional safety objectives, the incidence rate of hazardous events per unit mileage is obtained; that is, different functional safety objectives result in different incidence rates per unit mileage. For example, the incidence rate per unit mileage can be obtained through ASIL (Automotive Safety Integrity Level).
[0031] Step S2: Based on the occurrence rate of hazardous events per unit mileage and the preset significance level value, the first target test mileage required to meet the long mileage test acceptance criteria is obtained according to the first probability statistical relationship that the actual number of occurrences of hazardous events follows, so as to conduct long mileage testing based on the first target test mileage.
[0032] Specifically, the significance level, usually denoted by α, is a key concept in statistics used for hypothesis testing. It reflects the probability of incorrectly rejecting the null hypothesis when it is true. The significance level is a threshold set in hypothesis testing to determine whether the observed data is extreme enough to give us reason to reject the null hypothesis.
[0033] After obtaining the per-mile hazard event occurrence rate allowed by the functional safety objectives, the first target test mileage required to meet the long-mileage test acceptance criteria is calculated based on the per-mile hazard event occurrence rate and the preset significance level value, according to the first probability statistical relationship that the actual number of occurrences of the hazard events follows. The first target test mileage can be understood as the test mileage calculated by the first probability statistical relationship at the beginning of the long-mileage test of the vehicle. After determining the first target test mileage, the long-mileage test is carried out using the first target test mileage.
[0034] According to the method for determining the acceptance criteria for long-mileage functional safety testing according to embodiments of the present invention, the permissible rate of hazardous events per unit mileage and the preset significance level value of the functional safety target are first determined. The first target test mileage required to meet the acceptance criteria for long-mileage testing is obtained by using the first probability statistical relationship that the actual number of occurrences of hazardous events follows. Long-mileage testing is then carried out based on the first target test mileage to ensure that the test mileage covers sufficient operating scenarios to make the test effective, avoid the entry of insufficiently verified products into the market, and at the same time avoid the waste of time and resources caused by excessively long test mileage, thereby reducing the product development cycle.
[0035] In some embodiments, obtaining the per-mile hazard event incidence rate allowed by the functional safety objective includes: obtaining the per-mile hazard event incidence rate based on the vehicle safety integrity level of the functional safety objective; or, obtaining a set per-mile hazard event incidence rate.
[0036] Specifically, when obtaining the permissible hazard event rate per unit mileage for functional safety objectives, the permissible hazard event rate per unit mileage can be obtained based on the vehicle safety integrity level of the functional safety objectives. In other words, different vehicle safety integrity levels of functional safety objectives correspond to different permissible hazard event rates per unit mileage. Alternatively, the permissible hazard event rate per unit mileage can be set, and the set permissible hazard event rate per unit mileage can be obtained when calculating the first target test mileage.
[0037] For example, when obtaining the permissible hazard event rate per unit mileage for functional safety objectives, the vehicle safety integrity level (ASIL level) of the functional safety objectives can be used to determine the hazard event rate per unit mileage. Taking an average vehicle speed of 60 kph, and referring to the failure rate requirements for different ASIL levels in the ISO 26262 standard, the corresponding failure rates for different ASIL levels can be calculated. As shown in Table 1 below: Table 1 Comparison of ASIL Levels and Hazardous Event Incidence Rates per Unit Mileage
[0038] In some embodiments, obtaining a first target test mileage that meets the long-mileage test acceptance criteria based on a first probability statistical relationship between the hazard event occurrence rate per unit mileage and a preset significance level value and the actual number of occurrences of hazard events includes: inputting the hazard event occurrence rate per unit mileage, the significance level value, and the actual number of occurrences of hazard events into the first probability statistical relationship to calculate the first target test mileage, wherein the actual number of occurrences of hazard events is zero.
[0039] Specifically, after obtaining the incidence rate of hazardous events per unit mileage, the significance level value, and the actual number of hazardous events based on the vehicle safety integrity level of the functional safety target, the above data are input into the first probability statistical relationship to calculate the first target test mileage.
[0040] For example, assuming the actual number of occurrences of a hazardous event follows a Poisson distribution, the probability of k hazardous events occurring can be expressed as: (1) in: This indicates the incidence of hazardous events per unit mileage. This indicates the total test mileage.
[0041] If no harmful events occur during the test ( ),but: ; Let the significance level be α, then we have: ; For significance level One can choose a moderate value (such as 5%) from the perspective of balancing rigor and cost efficiency, or choose a more stringent value (such as 1%) from the perspective of being more rigorous to ensure safety.
[0042] The solution can be used to obtain the incidence rate of hazardous events per unit mileage to verify that the target is met. Required test mileage : (2) That is, the number of mileages without any hazardous events must satisfy the above formula (2) in order to be considered that the system's hazardous event rate per unit mileage in the same driving scenario does not exceed .
[0043] Formula (2) above represents the first probability statistical relationship. Since no harmful events occur in the initial stage of the test, the result can be determined directly based on the first probability statistical relationship, i.e., formula (2). (Incidence of hazardous events per unit mileage) and Substituting the (significance level) into the equation, we calculate the initial acceptance criterion, which is the required first target test mileage. .
[0044] In some embodiments, the actual test results of long-mileage testing with a first target test mileage as the target are obtained; when the actual test results indicate that a hazardous event has occurred, a second target test mileage is obtained according to a second probability statistical relationship, which is constructed based on prior information and the actual test results; a new target test mileage is obtained based on the second target test mileage and the mileage of the completed test, so that long-mileage testing can continue based on the new target test mileage; or, when the actual test results indicate that no hazardous event has occurred, it is determined that the long-mileage test acceptance criteria are met.
[0045] Specifically, after calculating the first target test mileage using the first probabilistic statistical relationship, a long-mileage test is conducted with the first target test mileage as the objective, and the actual test results are obtained. If the actual test result indicates that a hazardous event has occurred, a second target test mileage is obtained according to the second probabilistic statistical relationship. The second target test mileage can be understood as the target test mileage that is re-obtained using the second probabilistic statistical relationship when the actual test result indicates that a hazardous event has occurred. Prior information refers to information about an unknown parameter or hypothesis obtained based on past experience, knowledge, and historical data before conducting the current experiment or collecting new data. The second probabilistic statistical relationship is constructed based on prior information and actual test results. After calculating the second target test mileage, a new target test mileage is obtained based on the second target test mileage and the mileage of the completed test. The long-mileage test continues with the new target test mileage until the actual test result indicates that no new hazardous events have occurred, at which point the long-mileage test acceptance criterion is determined to be met.
[0046] For example, if the first target test mileage is 100,000 kilometers, but the actual test result is that a harmful event occurs, then according to the second probability statistical relationship, the second target test mileage is obtained. The second target test mileage must be greater than the first target test mileage of 100,000 kilometers, and may be 300,000 kilometers. The second target test mileage and the mileage of the completed test are used to obtain the new target test mileage, which is the second target test mileage of 300,000 kilometers minus the mileage driven in the first target test mileage. The long-mileage test continues with the new target test mileage.
[0047] In some embodiments, the second probabilistic statistical relationship is the relationship between the actual number of hazardous events, the incidence rate of hazardous events per unit mileage, the significance level value, and the second target test mileage when conducting long-mileage testing with the first target test mileage as the target.
[0048] Specifically, to avoid having to start accumulating test mileage from scratch after a harmful event occurs during testing, the test mileage requirement can be dynamically updated by combining the prior distribution and the actual test results.
[0049] Based on the conjugate prior property in Bayesian statistics, and considering that the likelihood function (1) is a Poisson distribution, a gamma distribution can be chosen as the prior function. Here, an uninformative prior is used, which satisfies: ; Since the posterior distribution under the conjugate prior condition belongs to the same probability distribution family as the prior distribution, the posterior distribution also follows a gamma distribution, i.e.: ; The corresponding probability density function can be expressed as: (3) in: ; Let the significance level be α, then for the posterior probability density function at... The integral yields: ; Substituting (3) into the equation, we get: (4) The solution can be obtained using formula (4): When the actual number of hazardous events is k, the total test mileage must be t to satisfy the requirement that the incidence rate of hazardous events per unit mileage does not exceed the target. .
[0050] Formula (4) above is the second probability statistical relationship. That is, when the actual test result of the long-mileage test with the first target test mileage as the target is that a harmful event occurs, the second target test mileage needs to be calculated through the second probability statistical relationship. The second target test mileage can be calculated through the second probability statistical relationship by the actual number of harmful events, the incidence rate of harmful events per unit mileage, and the significance level value when the long-mileage test with the first target test mileage as the target is conducted.
[0051] In some embodiments, the actual number of hazardous events occurring when conducting long-mileage testing with a second target test mileage as the target is 1.
[0052] Specifically, when conducting long-mileage testing with the first target test mileage as the objective, the test will stop immediately upon the occurrence of a hazardous event, and the second target test mileage will be calculated directly. For example, if a vehicle starts a long-mileage test from its initial state with the first target test mileage, and a hazardous event occurs, the second target test mileage needs to be obtained through a second probability statistical relationship. Then, a new target test mileage is obtained based on the second target test mileage and the mileage already completed. Therefore, when conducting long-mileage testing with the second target test mileage as the objective, the actual number of hazardous events is 1.
[0053] In some embodiments, obtaining a new target test mileage based on a second target test mileage and the mileage of completed tests includes: obtaining the mileage difference between the second target test mileage and the mileage of completed tests as the new target test mileage, wherein the mileage of completed tests refers to the test mileage completed before the occurrence of the hazard event.
[0054] Specifically, when conducting long-mileage testing with the first target test mileage as the objective, the vehicle begins the long-mileage test in its initial state. If the actual test result indicates that a hazardous event has occurred, the difference between the second target test mileage and the mileage already completed needs to be obtained as the new target test mileage, and the long-mileage test continues. For example, if the first target test mileage is 100,000 kilometers, but a hazardous event occurs after 50,000 kilometers, then according to the second probability statistical relationship, the second target test mileage is obtained. The second target test mileage must be greater than the first target test mileage of 100,000 kilometers, possibly 300,000 kilometers. The new target test mileage is obtained by subtracting the 50,000 kilometers traveled in the first target test mileage from the second target test mileage of 300,000 kilometers, resulting in a new target test mileage of 250,000 kilometers. The long-mileage test continues with this new target test mileage.
[0055] For example, when conducting long-mileage testing with the initial acceptance criteria as the goal, the test mileage can be determined based on the target test mileage. The occurrence of hazardous events during the period is classified as follows: If no harmful events occur, the acceptance criteria are considered met, and the test can be terminated. If harmful events occur during the test, the acceptance criteria must be updated. According to formula (4), which is the second probability statistical relationship, the distance determined in the first target test mileage can be... and Substitute the values and adjust them according to the cumulative number of current hazardous events. The update is performed to calculate the updated acceptance criteria, which is the total required test mileage. Update. (For example) The tested mileage at the time of the secondary incident was [missing information]. After investigating and fixing the incident, it can continue to be carried out. Conduct long-mileage tests on the target until the acceptance criteria are met.
[0056] like Figure 2 As shown, long-mileage functional safety testing may include the following steps: Step S3, Initialization.
[0057] Step S4: Parameter selection.
[0058] Step S5: Calculate the initial acceptance criteria.
[0059] Step S6, long-mileage test.
[0060] Step S7: Determine whether a hazardous event has occurred. If yes, proceed to step S8; otherwise, proceed to step S9.
[0061] Step S8: Recalculate the acceptance criteria.
[0062] Step S9: Determine whether the acceptance criteria are met. If yes, proceed to step S10; otherwise, proceed to step S7.
[0063] Step S10, End.
[0064] In some embodiments, the method further includes: if harmful events still occur when mileage testing continues with a new target test mileage, then a new second target test mileage is obtained according to a second probability statistical relationship, and a new target test mileage is obtained based on the new second target test mileage, so as to continue long-mileage testing based on the new target test mileage, wherein each time the second target test mileage is calculated, the actual occurrence number of harmful events in the second probability statistical relationship increases by 1; if harmful events still occur when long-mileage testing continues with a new target test mileage, the new target test mileage is repeatedly obtained until the long-mileage testing acceptance criteria are met.
[0065] Specifically, when conducting long-mileage testing with the first target test mileage as the objective, the vehicle starts the long-mileage test in its initial state. If the actual test result is that a hazardous event occurs, the difference between the second target test mileage and the mileage already completed needs to be obtained as the new target test mileage. The long-mileage test continues, and each time the second target test mileage is calculated, the actual number of hazardous events in the second probability statistical relationship increases by 1.
[0066] For example, if the first target test mileage is calculated to be 100,000 kilometers based on the first probability statistical relationship, and a long-mileage test is conducted with the first target test mileage of 100,000 kilometers, if no harmful events occur within 100,000 kilometers, the acceptance criterion is met and the test can be terminated. If the test result shows that a harmful event occurs when the vehicle reaches 50,000 kilometers, the long-mileage test acceptance criterion is not met, and the actual number of harmful events changes from 0 to 1.
[0067] If the long-mileage test acceptance criterion is not met, a second target test mileage is obtained based on the second probability statistical relationship. The second target test mileage must be greater than the first target test mileage of 100,000 kilometers, and may be 300,000 kilometers. The second target test mileage and the mileage already tested are used to obtain a new target test mileage, which is the second target test mileage of 300,000 kilometers minus the mileage of 50,000 kilometers driven in the first target test mileage, resulting in a new target test mileage of 250,000 kilometers. Long-mileage testing continues with the new target test mileage. If no hazardous events occur within the 250,000 kilometers, that is, the actual number of hazardous events occurring within the total mileage of 300,000 kilometers is 1, then the acceptance criterion is met and the test can be terminated. If the test result shows that a hazardous event exists at 200,000 kilometers, the long-mileage test acceptance criterion is not met, and the actual number of hazardous events changes from 1 to 2.
[0068] At this point, the second target test mileage is calculated again based on the second probability statistical relationship. The second target test mileage is definitely greater than the target test mileage of 300,000 kilometers calculated last time, and may be 600,000 kilometers. The second target test mileage and the mileage already tested are combined to obtain a new target test mileage, which is the second target test mileage of 600,000 kilometers minus the mileage driven of 200,000 kilometers, resulting in a new target test mileage of 400,000 kilometers. Long-mileage testing continues with the new target test mileage. If no harmful events occur within 400,000 kilometers, that is, the actual number of harmful events occurring within the total mileage of 600,000 kilometers is 2, then the acceptance criterion is met and the test can be ended. If the test result shows that there are harmful events within 400,000 kilometers, then the long-mileage test acceptance criterion is not met, and the actual number of harmful events changes from 2 to 3. The new target test mileage is calculated again, and the test is repeated to obtain a new target test mileage until the long-mileage test acceptance criterion is met.
[0069] This invention aims to provide a method for determining acceptance criteria based on probability statistics, specifically a method for determining acceptance criteria for long-mileage testing based on probability statistics. The acceptance criteria are dynamically updated according to the actual test results, and the long-mileage testing acceptance criteria are calculated in conjunction with functional safety objectives.
[0070] The acceptance criteria are calculated using a probabilistic statistical approach, and the calculation process incorporates the ASIL level of functional safety objectives, making the formulation of acceptance criteria more accurate and scientific, and avoiding problems such as insufficient testing. In addition, the acceptance criteria are dynamically updated based on actual test results, which avoids accumulating mileage from scratch. While ensuring the adequacy of testing, it can effectively reduce testing costs and shorten the product verification cycle.
[0071] A second aspect of the present invention provides an electronic device, such as... Figure 3 As shown, the electronic device 100 may include at least one processor 101 and a memory 102.
[0072] In this device, at least one processor 101 is connected to at least one memory 102, which stores a computer program that can be executed by at least one processor 101. When at least one processor 101 executes the computer program, it implements a method for determining functional safety long-mileage test acceptance criteria. The electronic device 100 can be a computer, a data processing device, a simulation processing device, etc.
[0073] According to the electronic device of the present invention, the corresponding long-mileage test program can be stored in the memory. When implementing the method for determining the acceptance criteria for functional safety long-mileage tests, the target test mileage required to meet the long-mileage test acceptance criteria is scientifically obtained through a first probability statistical relationship. This ensures that the test mileage covers sufficient operating scenarios to make the test effective, avoids products with insufficient verification from entering the market, and avoids the waste of time and resources caused by excessively long test mileage, thereby reducing the product development cycle.
[0074] A third aspect of the present invention provides a computer-readable storage medium having a computer program stored thereon, wherein the computer program, when executed by a processor, implements the method for determining the functional safety long-mileage test acceptance criteria of the above embodiments.
[0075] In the description of this specification, any process or method described in the flowcharts or otherwise herein may be understood as representing a module, segment, or portion of code comprising one or more executable instructions for implementing custom logic functions or processes, and the scope of the preferred embodiments of the invention includes additional implementations in which functions may be performed not in the order shown or discussed, including substantially simultaneously or in reverse order according to the functions involved, as will be understood by those skilled in the art to which embodiments of the invention pertain.
[0076] The logic and / or steps represented in the flowchart or otherwise described herein, for example, can be considered as a sequenced list of executable instructions for implementing logical functions, and can be embodied in any computer-readable medium for use by, or in conjunction with, an instruction execution system, apparatus, or device (such as a computer-based system, a processor-included system, or other system that can fetch and execute instructions from, an instruction execution system, apparatus, or device). For the purposes of this specification, "computer-readable medium" can be any means that can contain, store, communicate, propagate, or transmit programs for use by, or in conjunction with, an instruction execution system, apparatus, or device. More specific examples (a non-exhaustive list) of computer-readable media include: an electrical connection having one or more wires (electronic device), a portable computer disk drive (magnetic device), random access memory (RAM), read-only memory (ROM), erasable and editable read-only memory (EPROM or flash memory), fiber optic devices, and portable optical disc read-only memory (CDROM). Alternatively, the computer-readable medium may be paper or other suitable media on which the program can be printed, since the program can be obtained electronically, for example, by optically scanning the paper or other medium, followed by editing, interpreting, or otherwise processing as necessary, and then stored in a computer memory.
[0077] It should be understood that various parts of the present invention can be implemented in hardware, software, firmware, or a combination thereof. In the above embodiments, multiple steps or methods can be implemented in software or firmware stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware as in another embodiment, it can be implemented using any of the following techniques known in the art, or a combination thereof: discrete logic circuits having logic gates for implementing logical functions on data signals, application-specific integrated circuits (ASICs) having suitable combinational logic gates, programmable gate arrays (PGAs), field-programmable gate arrays (FPGAs), etc.
[0078] Those skilled in the art will understand that all or part of the steps of the methods in the above embodiments can be implemented by a program instructing related hardware. The program can be stored in a computer-readable storage medium, and when executed, the program includes one or a combination of the steps of the method embodiments.
[0079] Furthermore, the functional units in the various embodiments of the present invention can be integrated into a processing module, or each unit can exist physically separately, or two or more units can be integrated into a module. The integrated module can be implemented in hardware or as a software functional module. If the integrated module is implemented as a software functional module and sold or used as an independent product, it can also be stored in a computer-readable storage medium.
[0080] The storage medium mentioned above can be a read-only memory, a disk, or an optical disk, etc. Although embodiments of the present invention have been shown and described above, it is to be understood that the above embodiments are exemplary and should not be construed as limiting the present invention. Those skilled in the art can make changes, modifications, substitutions, and variations to the above embodiments within the scope of the present invention.
[0081] In the description of this specification, references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., indicate that a specific feature, substrate, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example.
[0082] Although embodiments of the invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.
Claims
1. A method for determining acceptance criteria for long-mileage functional safety testing, characterized in that, include: Obtain the permissible rate of hazardous events per unit mileage for functional safety objectives; Based on the occurrence rate of hazardous events per unit mileage and the preset significance level value, a first target test mileage is obtained according to the first probability statistical relationship that the actual number of occurrences of hazardous events follows, so as to meet the long mileage test acceptance criteria, and long mileage test is carried out based on the first target test mileage.
2. The method according to claim 1, characterized in that, The permissible rate of hazardous events per unit mileage for obtaining functional safety objectives includes: The incidence rate of hazardous events per unit mileage is obtained based on the vehicle safety integrity level of the functional safety objectives; Alternatively, obtain the set incidence rate of hazardous events per unit mileage.
3. The method according to claim 1, characterized in that, Based on the occurrence rate of hazardous events per unit mileage and a preset significance level, and according to a first probability statistical relationship following the actual number of occurrences of hazardous events, the first target test mileage required to meet the long-mileage test acceptance criteria is obtained, including: The first target test mileage is obtained by inputting the unit mileage hazard event incidence rate, the significance level value, and the actual number of occurrences of the hazard event into the first probability statistical relationship, wherein the actual number of occurrences of the hazard event is zero.
4. The method according to claim 1, characterized in that, The method further includes: Obtain the actual test results when conducting long-mileage tests with the first target test mileage as the objective; When the actual test result indicates that a harmful event has occurred, a second target test mileage is obtained based on a second probability statistical relationship, which is constructed based on prior information and the actual test result. A new target test mileage is obtained based on the second target test mileage and the mileage of the completed test, so as to continue long-mileage testing based on the new target test mileage. Alternatively, if the actual test result indicates that no harmful events have occurred, the long-mileage test acceptance criteria are determined to be met.
5. The method according to claim 4, characterized in that, The second probability statistical relationship is the relationship between the actual number of occurrences of the hazardous events, the incidence rate of hazardous events per unit mileage, the significance level value, and the second target test mileage when conducting long-mileage tests with the first target test mileage as the target.
6. The method according to claim 5, characterized in that, When conducting long-mileage tests with the second target test mileage as the objective, the actual number of occurrences of the hazardous event is 1.
7. The method according to claim 4, characterized in that, A new target test mileage is obtained based on the second target test mileage and the mileage of completed tests, including: The difference between the second target test mileage and the mileage of the completed test is obtained as the new target test mileage, wherein the mileage of the completed test is the test mileage completed before the occurrence of the hazardous event.
8. The method according to any one of claims 5-7, characterized in that, The method further includes: If hazardous events still occur while continuing mileage testing with the new target test mileage, a new second target test mileage is obtained based on the second probability statistical relationship, and a new target test mileage is obtained based on the new second target test mileage, so as to continue long mileage testing based on the new target test mileage. Each time the second target test mileage is calculated, the actual number of occurrences of hazardous events in the second probability statistical relationship increases by 1. If hazardous events still occur while continuing long-mileage testing with the new target test mileage, the new target test mileage is obtained again until the long-mileage test acceptance criteria are met.
9. An electronic device, characterized in that, include: At least one processor; Memory connected to the at least one processor; The memory stores a computer program that can be executed by the at least one processor, which, when executing the computer program, implements the method for determining functional safety long-mileage test acceptance criteria as described in any one of claims 1-8.
10. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by a processor, it implements the method for determining the functional safety long-mileage test acceptance criteria as described in any one of claims 1-8.