Real vehicle static test method, device and equipment for hybrid mileage of hybrid electric vehicle instrument and storage medium

Abstract

The invention discloses a real vehicle static test method, device and equipment for hybrid mileage of a hybrid electric vehicle instrument and a storage medium, and relates to the technical field of automobile electronic testing, and the real vehicle static test method comprises the following steps: continuously sending a first vehicle speed message and a first whole vehicle operation mode message to a real vehicle safety net segment, the instrument accumulates the hybrid power mileage according to the first vehicle speed message and the first whole vehicle operation mode message, and a first hybrid power mileage value is obtained; when it is detected that the first hybrid power mileage value reaches a preset outrange threshold value, sending of the first vehicle speed message and the first whole vehicle operation mode message is stopped; and comparing the first hybrid power mileage value with the total mileage value, determining a real vehicle static test result, and sending a vehicle speed message and a whole vehicle operation mode message in a real vehicle static environment, so that the instrument accumulates the hybrid power mileage and verifies the outrange display stability of the instrument.

Description

Technical Field

[0001] This invention relates to the field of automotive electronic testing technology, and in particular to a method, apparatus, equipment, and storage medium for static testing of hybrid vehicle instrument panel hybrid range. Background Technology

[0002] With the increasing popularity of hybrid vehicles, the accuracy and stability of the instrument panel's hybrid mileage display function, as a key terminal for drivers to obtain core vehicle information, have become an important aspect of ensuring driving safety and user experience. In particular, the verification of display adaptability after the mileage exceeds the preset over-range threshold has become a necessary test item in the research and development and mass production stages.

[0003] Existing methods for verifying hybrid vehicle mileage exceeding preset over-range thresholds suffer from drawbacks such as low efficiency, high cost, or insufficient realism: real-vehicle road testing requires continuous driving for more than the preset test duration, with a cycle of more than ten days, resulting in high costs and significant impact from weather and road conditions; while software flashing can quickly modify mileage, it cannot simulate real controller area network (Controller Area Network) message interactions, making it difficult to verify the dynamic accumulation logic and consistency with the total mileage, and also carries the risk of damaging the electronic control unit; hardware-in-the-loop bench testing requires building a complex vehicle simulation environment, which is costly and cannot fully replicate all interactions of the real vehicle controller area network.

[0004] The above content is only used to help understand the technical solution of the present invention and does not represent an admission that the above content is prior art. Summary of the Invention

[0005] The main objective of this invention is to provide a method, apparatus, device, and storage medium for static testing of hybrid vehicle instrument panel hybrid range, aiming to solve the technical problem of how to quickly accumulate the hybrid range of hybrid vehicle instrument panel to a preset over-range threshold and verify its consistency with the total range without actual vehicle road driving.

[0006] To achieve the above objectives, the present invention provides a real-vehicle static test method for measuring the hybrid range of a hybrid electric vehicle's instrument panel. The real-vehicle static test method for measuring the hybrid range of a hybrid electric vehicle's instrument panel includes the following steps:

[0007] The instrument continuously sends the first vehicle speed message and the first vehicle operation mode message to the actual vehicle safety network segment, so that the instrument accumulates the hybrid mileage based on the first vehicle speed message and the first vehicle operation mode message, and obtains the first hybrid mileage value. When the first hybrid mileage value is detected to have reached the preset over-range threshold, the transmission of the first vehicle speed message and the first vehicle operation mode message is stopped. The static test results of the actual vehicle are determined by comparing the first hybrid mileage value with the total mileage value.

[0008] In one embodiment, the step of continuously sending the first vehicle speed message and the first vehicle operation mode message to the actual vehicle safety network segment includes: Connect the signal output terminal of the test unit to the signal input terminal of the actual vehicle safety network segment to obtain the connected test link. Based on the connected test link, the test unit continuously sends the first vehicle speed message and the first vehicle operation mode message to the actual vehicle safety network segment.

[0009] In one embodiment, before the step of continuously sending the first vehicle speed message and the first vehicle operation mode message to the actual vehicle safety network segment, the method further includes: A first vehicle speed signal is generated, wherein the vehicle speed value of the first vehicle speed signal is a preset high-speed vehicle speed value; A first vehicle operation mode signal is generated, wherein the mode value of the first vehicle operation mode signal is a preset hybrid mode value; Based on the first vehicle speed signal and the first vehicle operation mode signal, the first vehicle speed message and the first vehicle operation mode message are obtained; The first vehicle speed message and the first vehicle operation mode message are continuously sent to the actual vehicle safety network segment.

[0010] In one embodiment, the step of the instrument accumulating hybrid mileage based on the first vehicle speed message and the first vehicle operating mode message to obtain a first hybrid mileage value includes: Send a first safety disconnect command to the anti-lock braking system to cause the anti-lock braking system to stop sending the second speed message to the actual vehicle safety network segment; Send a second fuse disconnect command to the high-voltage power distribution control unit to stop the vehicle's high-voltage system and the generator from operating; After the anti-lock braking system stops sending the second vehicle speed message and the vehicle high-voltage system stops working, the first vehicle speed message and the first vehicle operating mode message are continuously sent to the actual vehicle safety network segment so that the instrument accumulates the hybrid mileage based on the first vehicle speed message and the first vehicle operating mode message to obtain the first hybrid mileage value.

[0011] In one embodiment, the step of continuously sending the first vehicle speed message and the first vehicle operating mode message to the actual vehicle safety network segment, so that the instrument accumulates the hybrid mileage based on the first vehicle speed message and the first vehicle operating mode message to obtain a first hybrid mileage value, includes: A power supply start command is sent to the voltage regulator unit so that the voltage regulator unit outputs DC power with a preset supply voltage and a preset supply current to the battery to maintain the battery's charge during the test. The system receives power supply status information returned by the voltage stabilization unit. When the power supply status information indicates that the power supply is normal, it continuously sends the first vehicle speed message and the first vehicle operation mode message to the actual vehicle safety network segment, so that the instrument accumulates the hybrid mileage based on the first vehicle speed message and the first vehicle operation mode message to obtain the first hybrid mileage value.

[0012] In one embodiment, the step of stopping the transmission of the first vehicle speed message and the first vehicle operating mode message when the first hybrid mileage value is detected to have reached a preset over-range threshold includes: Read the first hybrid mileage value and total mileage value from the instrument; The comparison result is obtained by comparing the first hybrid mileage value with the total mileage value; Based on the comparison results and the first hybrid mileage value, when the first hybrid mileage value reaches the preset over-range threshold and the first hybrid mileage value is consistent with the total mileage value, the transmission of the first vehicle speed message and the first vehicle operation mode message is stopped.

[0013] In one embodiment, the step of determining the static test result of the actual vehicle by comparing the first hybrid mileage value with the total mileage value further includes: Calculate the difference between the first hybrid mileage value and the total mileage value to obtain the mileage difference; When the absolute value of the mileage difference is less than a preset error threshold, the first hybrid mileage value and the total mileage value are determined to be consistent. When the absolute value of the mileage difference is greater than or equal to the preset error threshold, it is determined that the first hybrid mileage value and the total mileage value are inconsistent, and an abnormal alarm message is generated. The abnormal alarm information will be displayed for testers to view.

[0014] Furthermore, to achieve the above objectives, the present invention also proposes a real-vehicle static testing device for measuring the hybrid range of a hybrid electric vehicle's instrument panel, the device comprising: The message sending module is used to continuously send the first vehicle speed message and the first vehicle operation mode message to the actual vehicle safety network segment, so that the instrument accumulates the hybrid mileage based on the first vehicle speed message and the first vehicle operation mode message to obtain the first hybrid mileage value. The monitoring and control module is used to stop sending the first vehicle speed message and the first vehicle operation mode message when the first hybrid mileage value is detected to have reached a preset over-range threshold; and to determine the static test result of the actual vehicle by comparing the first hybrid mileage value with the total mileage value.

[0015] Furthermore, to achieve the above objectives, the present invention also proposes a real-vehicle static test device for the hybrid range of a hybrid electric vehicle instrument panel. The device includes: a memory, a processor, and a real-vehicle static test program for the hybrid range of a hybrid electric vehicle instrument panel stored in the memory and executable on the processor. The real-vehicle static test program for the hybrid range of a hybrid electric vehicle instrument panel is configured to implement the steps of the real-vehicle static test method for the hybrid range of a hybrid electric vehicle instrument panel as described above.

[0016] Furthermore, to achieve the above objectives, the present invention also proposes a storage medium storing a real-vehicle static test program for the hybrid range of a hybrid electric vehicle instrument panel. When the real-vehicle static test program for the hybrid range of a hybrid electric vehicle instrument panel is executed by a processor, it implements the steps of the real-vehicle static test method for the hybrid range of a hybrid electric vehicle instrument panel as described above.

[0017] In addition, to achieve the above objectives, this application also provides a computer program product, which includes a computer program that, when executed by a processor, implements the steps of the real vehicle static test method for measuring the hybrid range of a hybrid electric vehicle instrument panel as described above.

[0018] One or more technical solutions proposed in this application have at least the following technical effects: By continuously sending vehicle speed and hybrid mode messages on the actual vehicle safety network segment, the instrument cluster accumulates hybrid mileage according to real logic, solving the problems of long testing cycles, high costs, and poor repeatability in traditional road tests. The strategy of removing the anti-lock braking system (ABS) fuse and the high-voltage power distribution control unit fuse avoids interference from the ABS to the vehicle speed messages and prevents the vehicle from operating at high voltage, eliminating the energy consumption and safety risks associated with high-voltage system operation and achieving a safe and controllable static testing environment. The introduction of a regulated power supply for continuous power supply solves the problem of battery depletion caused by the generator not working due to the lack of high voltage during static testing, ensuring stable operation for extended periods and overcoming the technical bottleneck that static testing cannot support ultra-long-term mileage accumulation. By directly sending high-speed vehicle speed messages on the actual vehicle safety network segment, the hybrid mileage accumulation time is shortened from more than ten days in traditional road tests to forty hours, significantly reducing labor, fuel, and vehicle wear and tear costs. Synchronous accumulation verification of hybrid mileage and total mileage is achieved, realistically reproducing the display logic, numerical scrolling stability, and consistency after the mileage exceeds the preset over-range threshold, overcoming the shortcomings of existing software-based methods that cannot verify the dynamic accumulation process. The testing method is universal and applicable to hybrid and range-extended electric vehicles on different platforms. It can be quickly ported by simply adjusting the message identifier and signal definition, and has high engineering promotion value. Attached Figure Description

[0019] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0020] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, for those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0021] Figure 1 This is a flowchart illustrating an embodiment of the static test method for measuring the hybrid range of a hybrid electric vehicle instrument panel in this application. Figure 2 A flowchart of the real vehicle static test method provided in Embodiment 1 of the real vehicle static test method for measuring the hybrid range of a hybrid electric vehicle instrument panel in this application; Figure 3 This is a flowchart illustrating Embodiment 2 of the real-vehicle static test method for the hybrid range of a hybrid electric vehicle instrument panel in this application. Figure 4 This is a schematic diagram of the module structure of a real vehicle static test device for measuring the hybrid range of a hybrid electric vehicle instrument panel, as described in this application embodiment. Figure 5This is a schematic diagram of the hardware operating environment involved in the real-vehicle static test method for the hybrid range of a hybrid electric vehicle instrument panel in this embodiment of the application.

[0022] The purpose, features, and advantages of this application will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0023] It should be understood that the specific embodiments described herein are merely illustrative of the technical solutions of this application and are not intended to limit this application.

[0024] To better understand the technical solution of this application, a detailed description will be provided below in conjunction with the accompanying drawings and specific implementation methods.

[0025] It should be noted that the executing entity in this embodiment can be a computing service device with data processing, network communication, and program execution functions, such as a tablet computer, personal computer, or mobile phone, or an electronic device capable of performing the above functions, or a real-vehicle static testing device for hybrid vehicle instrument panel and hybrid range, etc. The following description uses a real-vehicle static testing device for hybrid vehicle instrument panel and hybrid range as an example to illustrate this embodiment and the following embodiments.

[0026] Based on this, this application provides a real-vehicle static test method for measuring the hybrid range of a hybrid electric vehicle's instrument panel, referring to... Figure 1 , Figure 1 This is a flowchart illustrating the first embodiment of the real-vehicle static test method for measuring the hybrid range of a hybrid electric vehicle instrument panel according to this application.

[0027] In this embodiment, the real-vehicle static test method for the hybrid vehicle's instrument panel hybrid range includes steps S10~S30: Step S10: Continuously send the first vehicle speed message and the first vehicle operation mode message to the actual vehicle safety network segment, so that the instrument accumulates the hybrid mileage according to the first vehicle speed message and the first vehicle operation mode message, and obtains the first hybrid mileage value. like Figure 2 As shown, the purpose of this invention is to provide a real-vehicle static test method for HEV mileage in a hybrid electric vehicle (HEV) instrument panel, in order to solve the problems of long road test time, high cost and inability of software flashing to truly simulate CAN message interaction, and to solve the problem of power loss caused by not using high voltage in static testing.

[0028] The device includes a CANoe test unit, a wiring harness connection unit, a fuse plug-in unit, and a voltage regulator unit. The CANoe test unit is connected to the vehicle's SF network segment via a gateway transition line and an OBD line to ensure that the messages sent by the CANoe can be correctly received by the instrument cluster.

[0029] Removing the ABS fuse can prevent the ABS system from interfering with the vehicle speed report, allowing the instrument panel to correctly receive the 250km / h speed report sent by CANoe.

[0030] Removing the PDCU fuse prevents the vehicle from operating under high voltage, thus avoiding energy consumption and safety risks associated with the high-voltage system.

[0031] Since the vehicle is not connected to a high voltage source, the generator does not operate, and the battery cannot charge itself. By providing a continuous 14V, 10A power supply through a regulated power source, the vehicle's low-voltage system can be guaranteed to operate stably during the 40-hour test, preventing test interruption due to power depletion.

[0032] Since the vehicle speed and HEV mode messages are sent and received on the SF network segment, sending test messages on the SF network segment can ensure that the instrument panel can correctly interpret and accumulate HEV mileage.

[0033] The specific message configuration is as follows: Vehicle speed message ID: 0x200, vehicle speed signal vehicle_speed=250km / h Vehicle operating mode message ID: 0x4E0, Vehicle operating mode signal = VCM13_Status_VehWorkDrive_Mode = 0x2 (HEV mode) Based on a speed of 250 km / h, continuous transmission for 40 hours will accumulate 10,000 km of mileage. During the test, the synchronization and stability of the HEV mileage and total mileage on the instrument panel are monitored in real time. Transmission stops when the HEV mileage exceeds 10,000 km, completing the test.

[0034] The above method enables efficient and stable completion of HEV mileage over-range testing in a real vehicle static environment, overcoming the shortcomings of existing technologies.

[0035] It should be noted that the actual vehicle safety network segment is a segment within the vehicle controller local area network, used to transmit safety-related control signals and status information, namely, vehicle speed signals and vehicle operating mode signals are both sent and received within this network segment.

[0036] The first speed message is a controller area network message containing the first speed signal, used to transmit the vehicle's current speed information to the instrument panel.

[0037] The first vehicle operating mode message is a controller area network message containing the first vehicle operating mode signal, used to transmit the vehicle's current operating mode information to the instrument panel.

[0038] Hybrid range is the distance traveled in hybrid mode as recorded by the instrument panel.

[0039] Understandably, step S10 involves continuously sending the first vehicle speed message and the first vehicle operating mode message to the actual vehicle safety network segment, so that the instrument accumulates the hybrid mileage based on the first vehicle speed message and the first vehicle operating mode message, and obtains the first hybrid mileage value.

[0040] In this embodiment, taking the S50EVK range-extended electric vehicle as an example, this vehicle adopts a range-extended electric drive system. The vehicle controller local area network is divided into a pure electric drive network segment, a chassis network segment, an infotainment network segment, and a safety network segment. Vehicle speed and vehicle operating mode messages are transmitted in the safety network segment. The instrument cluster is a full LCD combination instrument cluster, displaying a hybrid mileage range of 0 to 99,999 kilometers. After the test begins, the test unit sends vehicle speed and hybrid mode messages in the safety network segment. After receiving the continuous vehicle speed signal, the instrument cluster calculates the mileage according to the mileage accumulation algorithm. Simultaneously, since the mode signal is set to hybrid mode, the instrument cluster determines that the vehicle is in hybrid mode and therefore includes the mileage in the hybrid mileage calculation, obtaining the first hybrid mileage value.

[0041] The beneficial effect of this step is that by sending high-speed vehicle speed messages and hybrid mode messages in a real vehicle static environment, the instrument can accumulate hybrid mileage according to the real logic. Mileage can be accumulated quickly without actual vehicle road driving, which significantly improves testing efficiency and reduces costs.

[0042] In one feasible implementation, step S10 includes steps A11 to A16: Step A11: Generate a first vehicle speed signal, wherein the vehicle speed value of the first vehicle speed signal is a preset high-speed vehicle speed value; It should be noted that the first vehicle speed signal is an electrical signal that represents the current speed of the vehicle. Its value is generated by the test unit and encapsulated in the first vehicle speed message.

[0043] Understandably, step A11 is to generate a first vehicle speed signal, wherein the vehicle speed value of the first vehicle speed signal is a preset high-speed vehicle speed value.

[0044] In this embodiment, the preset high-speed vehicle speed is 250 kilometers per hour, which is much higher than the normal road driving speed. This can significantly shorten the time required for hybrid vehicle mileage accumulation while ensuring test safety.

[0045] The beneficial effect of this step is that by setting a preset high-speed value that is much higher than the normal driving speed, the time for accumulating hybrid mileage is shortened from more than ten days in traditional road tests to dozens of hours, and the testing efficiency is improved by more than seven times.

[0046] Step A12: Generate the first vehicle operation mode signal. The mode value of the first vehicle operation mode signal is a preset hybrid mode value. It should be noted that the first vehicle operating mode signal is an electrical signal that represents the current operating mode of the vehicle. Its value is generated by the test unit and encapsulated in the first vehicle operating mode message.

[0047] Understandably, step A12 is to generate the first vehicle operation mode signal, and the mode value of the first vehicle operation mode signal is a preset hybrid mode value.

[0048] In this embodiment, the preset hybrid mode value is a hexadecimal number two. This value causes the instrument panel to determine that the vehicle is in hybrid mode, thereby counting the accumulated mileage as hybrid mileage instead of other mileage types.

[0049] The beneficial effect of this step is that by setting a preset hybrid mode value, it ensures that the instrument panel correctly identifies the vehicle's operating mode, making the mileage accumulation direction accurate and guaranteeing the validity of the test.

[0050] Step A13: Based on the first vehicle speed signal and the first vehicle operation mode signal, obtain the first vehicle speed message and the first vehicle operation mode message; Understandably, step A13 involves obtaining the first vehicle speed message and the first vehicle operation mode message based on the first vehicle speed signal and the first vehicle operation mode signal.

[0051] This step encapsulates the first vehicle speed signal generated in step A11 and the first vehicle operation mode signal generated in step A12 according to the controller local area network communication protocol to obtain the first vehicle speed message and the first vehicle operation mode message, respectively, in preparation for subsequent transmission to the actual vehicle safety network segment.

[0052] The benefit of this step is that by encapsulating the electrical signals into a standard controller area network (CLAN) message format, it ensures that the messages can be correctly identified and parsed by the vehicle network, thus guaranteeing the reliability of communication.

[0053] Step A14: Continuously send the first vehicle speed message and the first vehicle operation mode message to the actual vehicle safety network segment; Understandably, step A14 involves continuously sending the first vehicle speed message and the first vehicle operation mode message to the actual vehicle safety network segment.

[0054] This step uses the established communication link to continuously send the first vehicle speed message and the first vehicle operation mode message obtained in step A13 to the actual vehicle safety network segment, enabling the instrument to continuously receive and parse the message content.

[0055] The beneficial effect of this step is that by continuously sending messages to simulate the signal interaction during real driving, the instrument can accumulate mileage according to the real logic, avoiding the defect that software flashing cannot verify the dynamic accumulation logic.

[0056] Step A15: Connect the signal output terminal of the test unit to the signal input terminal of the actual vehicle safety network segment to obtain the connected test link; It should be noted that the test unit is a hardware device used to generate and send Controller Area Network (CAN) messages, i.e., the Controller Area Network open environment (CANoe) development and testing tool.

[0057] It should be noted that the signal output terminal is the physical interface on the test unit used to output electrical signals.

[0058] It should be noted that the signal input terminal is the physical interface on the actual vehicle safety network segment used to receive electrical signals, i.e., the actual vehicle diagnostic interface.

[0059] Understandably, step A15 involves connecting the signal output terminal of the test unit to the signal input terminal of the actual vehicle safety network segment to obtain the connected test link.

[0060] In this embodiment, the test unit is connected to the vehicle's safety network segment via a gateway transition line and a vehicle diagnostic interface line to ensure that the messages sent by the test unit can be correctly received by the instrument cluster.

[0061] The benefit of this step is that it establishes a reliable signal transmission channel through physical connection, ensuring the accuracy and stability of message transmission and providing hardware support for long-term continuous testing.

[0062] Step A16: Based on the connected test link, continuously send the first vehicle speed message and the first vehicle operation mode message to the actual vehicle safety network segment through the test unit.

[0063] Understandably, step A16 involves continuously sending the first vehicle speed message and the first vehicle operation mode message to the actual vehicle safety network segment through the test unit, based on the connected test link.

[0064] This step utilizes the test link obtained in step A15 to continuously send the first vehicle speed message and the first vehicle operation mode message through the test unit, thereby achieving stable message transmission.

[0065] The benefit of this step is that it ensures the continuity and reliability of signal transmission by sending messages through the established test link, supporting uninterrupted long-term testing for tens of hours.

[0066] Step S20: When the first hybrid mileage value is detected to have reached the preset over-range threshold, the transmission of the first vehicle speed message and the first vehicle operation mode message is stopped, and the static test of the actual vehicle is completed.

[0067] Understandably, step S20 involves stopping the transmission of the first vehicle speed message and the first vehicle operation mode message when the first hybrid mileage value is detected to have reached the preset over-range threshold, thus completing the static test of the actual vehicle.

[0068] In this embodiment, the preset overrange threshold is 10,000 kilometers. During the test, the synchronization and stability of the instrument's hybrid mileage and total mileage are monitored in real time. When the hybrid mileage exceeds 10,000 kilometers, the transmission stops and the test is completed.

[0069] The beneficial effect of this step is that by monitoring the hybrid mileage in real time and automatically stopping the test when the preset over-range threshold is reached, the test process is automated, ensuring the integrity and accuracy of the verification.

[0070] In one feasible implementation, step S20 includes steps A21 to A23: Step A21: Read the first hybrid mileage and total mileage from the instrument panel; It should be noted that the total mileage value is the total mileage accumulated by the vehicle as recorded by the instrument panel.

[0071] Understandably, step A21 involves reading the first hybrid mileage value and total mileage value from the instrument panel.

[0072] This step obtains the current hybrid mileage and total mileage from the instrument through a preset monitoring cycle, providing a data basis for subsequent comparisons.

[0073] The benefit of this step is that by periodically reading the mileage displayed on the instrument, the test progress and mileage accumulation status can be monitored in real time, ensuring that the test process is controllable.

[0074] Step A22: Compare the first hybrid mileage value with the total mileage value to obtain the comparison result; Understandably, step A22 involves comparing the first hybrid mileage value with the total mileage value to obtain the comparison result.

[0075] This step compares the first hybrid mileage value read in step A21 with the total mileage value to determine whether the two are consistent.

[0076] The benefit of this step is that by comparing the two mileage values, the correctness of the instrument's mileage accumulation logic and the consistency of the display are verified, ensuring the comprehensiveness of the test verification.

[0077] Step A23: Based on the comparison results and the first hybrid mileage value, when the first hybrid mileage value reaches the preset over-range threshold and the first hybrid mileage value is consistent with the total mileage value, stop sending the first vehicle speed message and the first vehicle operation mode message. Understandably, step A23 involves stopping the transmission of the first vehicle speed message and the first vehicle operation mode message based on the comparison results and the first hybrid mileage value. This occurs when the first hybrid mileage value reaches the preset over-range threshold and the first hybrid mileage value is consistent with the total mileage value, thus completing the static test of the actual vehicle.

[0078] This step comprehensively judges whether the first hybrid mileage value has reached the preset over-range threshold and whether the first hybrid mileage value is consistent with the total mileage value. When both conditions are met, message transmission is stopped and the test ends.

[0079] The beneficial effect of this step is that it ensures the integrity of the test verification through dual condition judgment, which verifies both the stability of the over-range display and the consistency between the hybrid mileage and the total mileage, thereby improving the reliability of the test.

[0080] Step S30: Based on the comparison between the first hybrid mileage value and the total mileage value, determine the static test results of the actual vehicle.

[0081] It should be noted that the static test results of the actual vehicle are the judgment conclusions on whether the instrument panel's hybrid range function verification has passed, and it includes two states: test passed and test failed.

[0082] Understandably, step S30 is to determine the static test results of the actual vehicle by comparing the first hybrid mileage value with the total mileage value.

[0083] This step reads the first hybrid mileage value and the total mileage value from the instrument panel, calculates the mileage difference between the two, and compares the absolute value of the mileage difference with a preset error threshold. Based on the comparison result, the static test result is determined. If the absolute value of the mileage difference is less than the preset error threshold, the static test result is considered passed, indicating that the instrument panel's hybrid mileage display function is normal, the hybrid mileage and total mileage are updated synchronously and the values ​​are consistent, without any jumps, stutters, or zeroing. If the absolute value of the mileage difference is greater than or equal to the preset error threshold, the static test result is considered failed, indicating an instrument panel display anomaly. An anomaly alarm message is generated and displayed for test personnel to review. Test personnel analyze the cause of the anomaly based on the alarm message. Possible causes include message parsing errors, mileage accumulation algorithm failures, communication interruptions, or instrument panel display malfunctions. After troubleshooting and repairing the anomaly, the static test is re-executed.

[0084] The beneficial effect of this step is that, through quantitative comparison and dual judgment mechanism, it not only verifies the stability of the over-range display of hybrid mileage, but also verifies the consistency between hybrid mileage and total mileage, thus achieving a comprehensive verification of the instrument's hybrid mileage function. At the same time, through the abnormal alarm mechanism, it provides testers with clear fault indications, making it easier to quickly locate problems and repair them, thereby improving the reliability and engineering practicality of the test.

[0085] Further, step S30 includes; Calculate the difference between the first hybrid mileage value and the total mileage value to obtain the mileage difference; When the absolute value of the mileage difference is less than a preset error threshold, the first hybrid mileage value and the total mileage value are determined to be consistent. When the absolute value of the mileage difference is greater than or equal to a preset error threshold, it is determined that the first hybrid mileage value and the total mileage value are inconsistent, and an abnormal alarm message is generated. Display the abnormal alarm information for testers to view.

[0086] Understandably, the above steps are a further refinement of the comparison process in step A22. By calculating the mileage difference and setting a preset error threshold, the comparison results can be quantitatively judged.

[0087] In this embodiment, the preset error threshold is determined based on the accuracy of the instrument display. When the absolute value of the mileage difference is less than the threshold, the two are considered to be consistent; otherwise, it is judged as abnormal and an alarm is generated.

[0088] The beneficial effect of this step is that, through quantitative comparison and anomaly alarm mechanisms, it improves the accuracy and timeliness of test judgment, making it easier for testers to quickly discover and handle abnormal situations.

[0089] This embodiment provides a real-vehicle static test method for the hybrid range of a hybrid electric vehicle's instrument panel. By disconnecting the anti-lock braking system (ABS) fuse and the high-voltage power distribution control unit fuse, a safe and controllable static test environment is constructed, avoiding interference from the ABS on vehicle speed reports. Simultaneously, the vehicle is kept off high voltage, eliminating the energy consumption and safety risks associated with high-voltage system operation. Continuous power supply via a regulated power source solves the battery depletion problem caused by the generator not working due to the lack of high voltage, ensuring stable operation for extended periods. By continuously sending high-speed and hybrid mode messages on the vehicle's safety network segment, the instrument panel accumulates the hybrid range according to real logic, achieving synchronous accumulation and verification of the hybrid range and total mileage. After forty hours of continuous operation, the instrument panel's hybrid range accumulated from its initial value to over 10,000 kilometers, with the total mileage updated synchronously. Both values ​​were consistent, without any jumps, pauses, or zeroing. During the test, the low-voltage system voltage remained stable, and neither the instrument panel nor the vehicle controller experienced restarts or communication anomalies.

[0090] Based on the first embodiment of this application, in the second embodiment of this application, the content that is the same as or similar to that in the first embodiment described above can be referred to the above description, and will not be repeated hereafter. Based on this, please refer to... Figure 3 Step S10 includes steps S101 to S103: Step S101: Send a first safety disconnect command to the anti-lock braking system to stop the anti-lock braking system from sending the second speed message to the actual vehicle safety network segment; It should be noted that the anti-lock braking system (ABS) is an electronic control system used to prevent the wheels of a vehicle from locking up during emergency braking. It achieves its anti-lock function by monitoring the wheel speed in real time and automatically adjusting the braking force.

[0091] The first fuse disconnect command is a command signal used to control the fuse plug-in unit to disconnect the power supply to the anti-lock braking system.

[0092] The second speed message is a controller area network message containing vehicle speed information sent by the anti-lock braking system to the actual vehicle safety network segment.

[0093] Understandably, step S101 involves sending a first safety disconnect command to the anti-lock braking system (ABS) to stop the ABS from sending the second speed message to the vehicle safety network segment.

[0094] In this embodiment, by removing the anti-lock braking system fuse, the anti-lock braking system is stopped from working, thereby stopping the transmission of the second speed message to the actual vehicle safety network segment. This avoids signal conflict between the second speed message and the first speed message, ensuring that the instrument can correctly receive the first speed message sent by the test unit.

[0095] The beneficial effect of this step is that by disconnecting the anti-lock braking system fuse, the source of signal interference is eliminated, ensuring that the vehicle speed message sent by the test unit is uniquely identified by the instrument, thereby improving the accuracy and reliability of the test signal.

[0096] Step S102: Send a second fuse disconnect command to the high-voltage power distribution control unit to stop the vehicle's high-voltage system and the generator from operating; It should be noted that the high-voltage power distribution control unit is an electronic control unit used to control the power on and off of the vehicle's high-voltage system. It achieves the on / off control of the high-voltage system by managing high-voltage relays.

[0097] The second fuse disconnect command is a command signal used to control the fuse plugging unit to disconnect the power supply to the high-voltage power distribution control unit.

[0098] The vehicle's high-voltage system is an electrical system that includes high-voltage components such as the power battery, drive motor, and electric air conditioner. Its normal operating voltage is much higher than that of the vehicle's low-voltage system.

[0099] A generator is a device that converts mechanical energy into electrical energy. When the vehicle's high-voltage system is working, it is driven by the engine to charge the battery.

[0100] Understandably, step S102 involves sending a second fuse disconnect command to the high-voltage power distribution control unit to stop the vehicle's high-voltage system and the generator from operating.

[0101] In this embodiment, by disconnecting the fuse of the high-voltage power distribution control unit, the vehicle is not connected to high voltage, all components of the high-voltage system stop working, and the generator stops running due to the lack of power source, thus eliminating the energy consumption and safety risks caused by the operation of the high-voltage system.

[0102] The beneficial effect of this step is that by disconnecting the fuse of the high-voltage power distribution control unit to create a static test environment without high voltage, safety hazards such as high-voltage electric shock are eliminated, and the power consumption generated by the operation of the high-voltage system is avoided, thus achieving safe and controllable static test conditions.

[0103] Step S103: After the anti-lock braking system stops sending the second vehicle speed message and the vehicle high voltage system stops working, the first vehicle speed message and the first vehicle operating mode message are continuously sent to the actual vehicle safety network segment so that the instrument accumulates the hybrid mileage based on the first vehicle speed message and the first vehicle operating mode message to obtain the first hybrid mileage value.

[0104] Understandably, step S103 involves continuously sending the first vehicle speed message and the first vehicle operating mode message to the actual vehicle safety network segment after the anti-lock braking system stops sending the second vehicle speed message and the vehicle high voltage system stops working, so that the instrument accumulates the hybrid mileage based on the first vehicle speed message and the first vehicle operating mode message to obtain the first hybrid mileage value.

[0105] In this step, the message sending and mileage accumulation test is initiated in the safe environment constructed in steps S101 and S102, ensuring that there is no signal interference and no high voltage risk during the test process.

[0106] The benefit of this step is that by performing a safety preprocessing step beforehand, mileage accumulation is carried out in a clean testing environment, which not only ensures the safety of the test but also improves the accuracy of the test data.

[0107] In one feasible implementation, step S103 includes steps A31-A32: Step A31: Send a power supply start command to the voltage regulator unit so that the voltage regulator unit outputs DC power with a preset supply voltage and preset supply current to the battery to maintain the battery's charge during the test. It should be noted that a voltage regulator unit is a power supply device used to output a stable DC voltage, which can maintain a constant output voltage when the input voltage fluctuates.

[0108] The preset power supply voltage is the target voltage value output by the voltage regulator unit to the battery, which is slightly higher than the battery's rated voltage to maintain the charging state.

[0109] The preset power supply current is the target current value output by the voltage regulator unit to the battery, and its value is determined according to the battery capacity and test duration.

[0110] Understandably, step A31 involves sending a power supply start command to the voltage regulator unit so that the voltage regulator unit outputs DC power with a preset supply voltage and a preset supply current to the battery to maintain the battery's charge during the test.

[0111] In this embodiment, the preset power supply voltage is 14 volts and the preset power supply current is 10 amps. Since the vehicle is not connected to a high voltage source, the generator does not work and the battery cannot charge itself. The regulated power supply provides a continuous power supply of 14 volts and 10 amps to ensure that the vehicle's low voltage system operates stably during the 40-hour test and will not be interrupted due to power depletion.

[0112] The beneficial effect of this step is that by continuously replenishing the power supply unit, the problem of battery depletion caused by the lack of high voltage during static testing is solved. This breaks through the technical bottleneck that static testing cannot support ultra-long-term mileage accumulation and ensures the power supply stability for dozens of hours of continuous testing.

[0113] Step A32: Receive the power supply status information returned by the voltage stabilization unit. When the power supply status information indicates that the power supply is normal, continuously send the first vehicle speed message and the first vehicle operation mode message to the actual vehicle safety network segment so that the instrument accumulates the hybrid mileage according to the first vehicle speed message and the first vehicle operation mode message to obtain the first hybrid mileage value.

[0114] Understandably, step A32 involves receiving the power supply status information returned by the voltage stabilization unit. When the power supply status information indicates that the power supply is normal, the first vehicle speed message and the first vehicle operation mode message are continuously sent to the actual vehicle safety network segment so that the instrument can accumulate the hybrid mileage based on the first vehicle speed message and the first vehicle operation mode message to obtain the first hybrid mileage value.

[0115] This step receives power supply status information from the voltage regulator unit. After confirming that the power supply is normal, it initiates message transmission to ensure that the low-voltage system voltage is stable during the test and to avoid test interruption or data distortion due to voltage abnormalities.

[0116] In this embodiment, the low-voltage system voltage was maintained between 13.9 volts and 14.1 volts during the test, and neither the instrument panel nor the vehicle controller experienced any restarts or communication abnormalities.

[0117] The beneficial effect of this step is that by monitoring the power supply status and judging the conditions, the test is ensured to be carried out under the premise of stable power supply, which improves the reliability of the test and the accuracy of the data, and realizes the stable operation of long-term continuous testing.

[0118] In its implementation, to verify the effectiveness of this invention, a static test was conducted on the S50EVK REEV model. This model uses a range-extended electric drive system, and the vehicle's CAN network is divided into EV, CF, IF, and SF segments. Vehicle speed and vehicle operating mode messages are transmitted in the SF segment. The instrument cluster is a full LCD combination instrument, with an HEV mileage display range of 0 to 99,999 km. The stability and logical correctness of its display after exceeding 10,000 km need to be verified.

[0119] The steps for setting up the test environment include connecting the CANoe test unit to the vehicle's SF network segment via the gateway transition line and OBD interface; removing the ABS fuse to stop the ABS system from sending vehicle speed messages to avoid signal conflicts; and removing the PDCU fuse to prevent the vehicle from being connected to high voltage, ensuring a safe test process and eliminating energy consumption from high-voltage components.

[0120] To solve the problem of battery depletion caused by the lack of high voltage, a 14V, 10A regulated power supply is used to continuously supply power to the battery.

[0121] After the test begins, the CANoe test unit sends vehicle speed messages (ID=0x200, vehicle speed=250km / h) and HEV mode messages (ID=0x4E0, mode=0x2) on the SF network segment.

[0122] After receiving the continuous vehicle speed signal, the S50EVK instrument panel calculates the mileage according to the mileage accumulation algorithm. At the same time, since the mode signal is set to 0x2, the instrument panel determines that the vehicle is in HEV mode, and therefore the mileage is included in the HEV mileage.

[0123] After 40 hours of continuous operation, the HEV mileage on the instrument panel accumulated from the initial value of 133km to 10503km, and the total mileage was updated synchronously to 10503km. The two values ​​were consistent, with no jumps, stutters, or resets. During the test, the low-voltage system voltage remained between 13.9V and 14.1V, and neither the instrument panel nor the vehicle controller experienced restarts or communication abnormalities.

[0124] This implementation case demonstrates that the present invention can efficiently and stably achieve static verification of HEV mileage exceeding 10,000km on the S50EVK REEV model, shortening the test cycle from 13 days of traditional road testing to 40 hours, improving efficiency by 7.8 times, while avoiding the risks associated with software remapping, significantly reducing test costs and improving the authenticity of verification.

[0125] This embodiment provides a real-vehicle static test method for the hybrid range of a hybrid electric vehicle instrument panel. By disconnecting the anti-lock braking system (ABS) fuse, the ABS stops sending the second vehicle speed message to the vehicle's safety network segment, avoiding signal conflicts between the second and first vehicle speed messages and ensuring that the instrument panel can correctly receive the first vehicle speed message sent by the test unit. By disconnecting the high-voltage power distribution control unit fuse, the vehicle's high-voltage system stops operating and the generator stops running, creating a high-voltage-free static test environment, eliminating safety hazards such as high-voltage electric shock, and avoiding the energy consumption generated by the high-voltage system. By sending a power supply start command to the voltage regulator unit, the voltage regulator unit outputs DC power with a preset supply voltage and current to the battery, solving the battery depletion problem caused by the lack of high voltage during static testing, and ensuring the stable operation of the vehicle's low-voltage system during the forty-hour test.

[0126] It should be noted that the above examples are only for understanding this application and do not constitute a limitation on the real vehicle static test method for the hybrid electric vehicle instrument hybrid range of this application. Any simple modifications based on this technical concept are within the protection scope of this application.

[0127] This application also provides a real-vehicle static test device for measuring the hybrid range of a hybrid electric vehicle's instrument panel. Please refer to [link / reference]. Figure 4 The real-vehicle static test device for measuring the hybrid range of a hybrid electric vehicle includes: The message sending module 10 is used to continuously send the first vehicle speed message and the first vehicle operation mode message to the actual vehicle safety network segment, so that the instrument accumulates the hybrid mileage according to the first vehicle speed message and the first vehicle operation mode message and obtains the first hybrid mileage value. The monitoring and control module 20 is used to stop sending the first vehicle speed message and the first vehicle operation mode message when the first hybrid mileage value is detected to reach the preset over-range threshold, so as to complete the static test of the actual vehicle.

[0128] The static testing device for hybrid vehicle instrument panel hybrid range provided in this application, employing the static testing method for hybrid vehicle instrument panel hybrid range described in the above embodiments, solves the technical problem of how to rapidly accumulate the hybrid range of a hybrid vehicle instrument panel to a preset over-range threshold and verify its consistency with the total mileage without conducting actual road driving. Compared with the prior art, the beneficial effects of the static testing device for hybrid vehicle instrument panel hybrid range provided in this application are the same as those of the static testing method for hybrid vehicle instrument panel hybrid range provided in the above embodiments, and other technical features in the static testing device for hybrid vehicle instrument panel hybrid range are the same as those disclosed in the methods of the above embodiments, and will not be repeated here.

[0129] In one embodiment, the message sending module 10 is further configured to connect the signal output terminal of the test unit to the signal input terminal of the actual vehicle safety network segment to obtain a connected test link; Based on the connected test link, the test unit continuously sends the first vehicle speed message and the first vehicle operation mode message to the actual vehicle safety network segment.

[0130] In one embodiment, the message sending module 10 is further configured to generate a first vehicle speed signal, wherein the vehicle speed value of the first vehicle speed signal is a preset high-speed vehicle speed value. Generate a first vehicle operation mode signal, the mode value of which is a preset hybrid mode value; Based on the first vehicle speed signal and the first vehicle operation mode signal, the first vehicle speed message and the first vehicle operation mode message are obtained; The first vehicle speed message and the first vehicle operation mode message are continuously sent to the actual vehicle safety network segment.

[0131] In one embodiment, the message sending module 10 is further configured to send a first safety disconnect command to the anti-lock braking system, so that the anti-lock braking system stops sending the second speed message to the actual vehicle safety network segment; Send a second fuse disconnect command to the high-voltage power distribution control unit to stop the vehicle's high-voltage system and the generator from operating; After the anti-lock braking system stops sending the second vehicle speed message and the vehicle's high-voltage system stops working, the first vehicle speed message and the first vehicle operating mode message are continuously sent to the actual vehicle safety network segment so that the instrument can accumulate the hybrid mileage based on the first vehicle speed message and the first vehicle operating mode message to obtain the first hybrid mileage value.

[0132] In one embodiment, the message sending module 10 is further configured to send a power supply start command to the voltage regulator unit so that the voltage regulator unit outputs DC power with a preset power supply voltage and a preset power supply current to the battery to maintain the battery's charge during the test. The system receives power supply status information returned by the voltage stabilization unit. When the power supply status information indicates that the power supply is normal, it continuously sends the first vehicle speed message and the first vehicle operation mode message to the actual vehicle safety network segment, so that the instrument accumulates the hybrid mileage based on the first vehicle speed message and the first vehicle operation mode message, and obtains the first hybrid mileage value.

[0133] In one embodiment, the monitoring and control module 20 is further configured to read the first hybrid mileage value and the total mileage value from the instrument; The comparison results are obtained by comparing the first hybrid mileage value with the total mileage value; Based on the comparison results and the first hybrid mileage value, when the first hybrid mileage value reaches the preset over-range threshold and the first hybrid mileage value is consistent with the total mileage value, the transmission of the first vehicle speed message and the first vehicle operation mode message will be stopped.

[0134] In one embodiment, the monitoring and control module 20 is further configured to calculate the difference between the first hybrid mileage value and the total mileage value to obtain the mileage difference; When the absolute value of the mileage difference is less than a preset error threshold, the first hybrid mileage value and the total mileage value are determined to be consistent. When the absolute value of the mileage difference is greater than or equal to a preset error threshold, it is determined that the first hybrid mileage value and the total mileage value are inconsistent, and an abnormal alarm message is generated. Display the abnormal alarm information for testers to view.

[0135] This application provides a real-vehicle static test device for measuring the hybrid range of a hybrid electric vehicle's instrument panel. The real-vehicle static test device for measuring the hybrid range of a hybrid electric vehicle's instrument panel includes: at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions executable by the at least one processor, and the instructions are executed by the at least one processor to enable the at least one processor to perform the real-vehicle static test method for measuring the hybrid range of a hybrid electric vehicle's instrument panel as described in Embodiment 1 above.

[0136] The following is for reference. Figure 5 This document illustrates a schematic diagram of a static testing device suitable for implementing the hybrid range measurement of a hybrid electric vehicle instrument panel in the embodiments of this application. The static testing device for the hybrid range measurement of a hybrid electric vehicle instrument panel in the embodiments of this application may include, but is not limited to, mobile terminals such as mobile phones, laptops, digital radio receivers, PDAs (Personal Digital Assistants), PADs (Portable Application Descriptions), PMPs (Portable Media Players), in-vehicle terminals (e.g., in-vehicle navigation terminals), and fixed terminals such as digital TVs and desktop computers. Figure 5 The static test equipment for measuring the hybrid range of a hybrid electric vehicle shown is merely an example and should not impose any limitations on the functionality and scope of use of the embodiments of this application.

[0137] like Figure 5As shown, the static testing equipment for measuring the hybrid range of a hybrid electric vehicle's instrument cluster may include a processing unit 1001 (e.g., a central processing unit, a graphics processor, etc.), which can perform various appropriate actions and processes according to a program stored in ROM (Read Only Memory) 1002 or a program loaded from storage device 1003 into RAM (Random Access Memory) 1004. RAM 1004 also stores various programs and data required for the operation of the static testing equipment for measuring the hybrid range of the hybrid electric vehicle's instrument cluster. The processing unit 1001, ROM 1002, and RAM 1004 are interconnected via bus 1005. Input / output (I / O) interface 1006 is also connected to the bus. Typically, the following systems can be connected to I / O interface 1006: input devices 1007 including, for example, touchscreens, touchpads, keyboards, mice, image sensors, microphones, accelerometers, gyroscopes, etc.; output devices 1008 including, for example, liquid crystal displays (LCDs), speakers, vibrators, etc.; storage devices 1003 including, for example, magnetic tapes, hard disks, etc.; and communication devices 1009. Communication device 1009 allows the hybrid vehicle instrument hybrid range static test equipment to wirelessly or wiredly communicate with other devices to exchange data. Although the figure shows a hybrid vehicle instrument hybrid range static test equipment with various systems, it should be understood that it is not required to implement or possess all the systems shown. More or fewer systems can be implemented alternatively.

[0138] Specifically, according to the embodiments disclosed in this application, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, embodiments disclosed in this application include a computer program product comprising a computer program carried on a computer-readable medium, the computer program containing program code for performing the methods shown in the flowcharts. In such embodiments, the computer program can be downloaded and installed from a network via a communication device, or installed from storage device 1003, or installed from ROM 1002. When the computer program is executed by processing device 1001, it performs the functions defined in the methods of the embodiments disclosed in this application.

[0139] The static testing equipment for measuring the hybrid range of a hybrid electric vehicle (HEV) instrument panel provided in this application employs the static testing method for measuring the hybrid range of an HEV instrument panel described in the above embodiments. This method solves the technical problem of how to rapidly accumulate the hybrid range of a HEV instrument panel to a preset over-range threshold and verify its consistency with the total mileage without conducting actual road testing. Compared with the prior art, the beneficial effects of the static testing equipment for measuring the hybrid range of an HEV instrument panel provided in this application are the same as those of the static testing method for measuring the hybrid range of an HEV instrument panel provided in the above embodiments. Furthermore, other technical features of this static testing equipment for measuring the hybrid range of an HEV instrument panel are the same as those disclosed in the previous embodiment method, and will not be repeated here.

[0140] It should be understood that the various parts disclosed in this application can be implemented using hardware, software, firmware, or a combination thereof. In the description of the above embodiments, specific features, structures, materials, or characteristics can be combined in any suitable manner in one or more embodiments or examples.

[0141] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

[0142] This application provides a computer-readable storage medium having computer-readable program instructions (i.e., a computer program) stored thereon, the computer-readable program instructions being used to execute the real-vehicle static test method for measuring the hybrid range of a hybrid electric vehicle instrument panel in the above embodiments.

[0143] The computer-readable storage medium provided in this application may be, for example, a USB flash drive, but is not limited to, electrical, magnetic, optical, electromagnetic, infrared, or semiconductor systems, devices, or any combination thereof. More specific examples of computer-readable storage media may include, but are not limited to: electrical connections having one or more wires, portable computer disks, hard disks, RAM (Random Access Memory), ROM (Read Only Memory), EPROM (Erasable Programmable Read Only Memory or Flash Memory), optical fibers, CD-ROM (CD-Read Only Memory), optical storage devices, magnetic storage devices, or any suitable combination thereof. In this embodiment, the computer-readable storage medium may be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system, system, or device. The program code contained on the computer-readable storage medium may be transmitted using any suitable medium, including but not limited to: wires, optical cables, RF (Radio Frequency), etc., or any suitable combination thereof.

[0144] The aforementioned computer-readable storage medium may be included in a real-vehicle static test device for hybrid electric vehicle instrument hybrid range; or it may exist independently and not be installed in a real-vehicle static test device for hybrid electric vehicle instrument hybrid range.

[0145] The aforementioned computer-readable storage medium carries one or more programs. When these programs are executed by a real-vehicle static test device for hybrid vehicle instrument hybrid mileage, the device causes the hybrid vehicle instrument hybrid mileage real-vehicle static test device to: continuously send a first vehicle speed message and a first vehicle operating mode message to the real vehicle safety network segment, so that the instrument accumulates the hybrid mileage based on the first vehicle speed message and the first vehicle operating mode message to obtain a first hybrid mileage value; when the first hybrid mileage value is detected to have reached a preset over-range threshold, the device stops sending the first vehicle speed message and the first vehicle operating mode message; and determines the real-vehicle static test result by comparing the first hybrid mileage value with the total mileage value.

[0146] Computer program code for performing the operations of this application can be written in one or more programming languages ​​or a combination thereof, including object-oriented programming languages ​​such as Java, Smalltalk, and C++, as well as conventional procedural programming languages ​​such as the "C" language or similar programming languages. The program code can be executed entirely on the user's computer, partially on the user's computer, as a standalone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving remote computers, the remote computer can be connected to the user's computer via any type of network—including LAN (Local Area Network) or WAN (Wide Area Network)—or can be connected to an external computer (e.g., via the Internet using an Internet service provider).

[0147] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of this application. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of code containing one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions indicated in the blocks may occur in a different order than those indicated in the drawings. For example, two consecutively indicated blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in the block diagrams and / or flowcharts, and combinations of blocks in the block diagrams and / or flowcharts, can be implemented using a dedicated hardware-based system that performs the specified function or operation, or using a combination of dedicated hardware and computer instructions.

[0148] The modules described in the embodiments of this application can be implemented in software or hardware. The names of the modules do not necessarily limit the functionality of the unit itself.

[0149] The readable storage medium provided in this application is a computer-readable storage medium that stores computer-readable program instructions (i.e., a computer program) for executing the above-described static test method for measuring the hybrid range of a hybrid vehicle's instrument panel. This solves the technical problem of how to rapidly accumulate the hybrid range of a hybrid vehicle's instrument panel to a preset over-range threshold and verify its consistency with the total mileage without conducting actual road testing. Compared with the prior art, the beneficial effects of the computer-readable storage medium provided in this application are the same as those of the static test method for measuring the hybrid range of a hybrid vehicle's instrument panel provided in the above embodiments, and will not be repeated here.

[0150] This application also provides a computer program product, including a computer program that, when executed by a processor, implements the steps of the above-described method for static testing the hybrid range of a hybrid electric vehicle instrument panel.

[0151] The computer program product provided in this application can solve the technical problem of how to quickly accumulate the hybrid range of a hybrid vehicle's instrument panel to a preset over-range threshold and verify its consistency with the total mileage without conducting actual road testing. Compared with the prior art, the beneficial effects of the computer program product provided in this application are the same as those of the actual vehicle static test method for hybrid vehicle instrument panel hybrid range provided in the above embodiments, and will not be repeated here.

[0152] The above description is only a part of the embodiments of this application and does not limit the patent scope of this application. All equivalent structural transformations made under the technical concept of this application and using the contents of the specification and drawings of this application, or direct / indirect applications in other related technical fields, are included in the patent protection scope of this application.

Claims

1. A real-vehicle static test method for determining the hybrid range of a hybrid electric vehicle's instrument panel, characterized in that, The method includes: The instrument continuously sends the first vehicle speed message and the first vehicle operation mode message to the actual vehicle safety network segment, so that the instrument accumulates the hybrid mileage based on the first vehicle speed message and the first vehicle operation mode message, and obtains the first hybrid mileage value. When the first hybrid mileage value is detected to have reached the preset over-range threshold, the transmission of the first vehicle speed message and the first vehicle operation mode message is stopped. The static test results of the actual vehicle are determined by comparing the first hybrid mileage value with the total mileage value.

2. The method as described in claim 1, characterized in that, The step of continuously sending the first vehicle speed message and the first vehicle operation mode message to the actual vehicle safety network segment includes: Connect the signal output terminal of the test unit to the signal input terminal of the actual vehicle safety network segment to obtain the connected test link. Based on the connected test link, the test unit continuously sends the first vehicle speed message and the first vehicle operation mode message to the actual vehicle safety network segment.

3. The method as described in claim 1, characterized in that, Before the step of continuously sending the first vehicle speed message and the first vehicle operation mode message to the actual vehicle safety network segment, the method further includes: A first vehicle speed signal is generated, wherein the vehicle speed value of the first vehicle speed signal is a preset high-speed vehicle speed value; A first vehicle operation mode signal is generated, wherein the mode value of the first vehicle operation mode signal is a preset hybrid mode value; Based on the first vehicle speed signal and the first vehicle operation mode signal, the first vehicle speed message and the first vehicle operation mode message are obtained; The first vehicle speed message and the first vehicle operation mode message are continuously sent to the actual vehicle safety network segment.

4. The method as described in claim 1, characterized in that, The step of the instrument accumulating the hybrid mileage based on the first vehicle speed message and the first vehicle operating mode message to obtain the first hybrid mileage value includes: Send a first safety disconnect command to the anti-lock braking system to cause the anti-lock braking system to stop sending the second speed message to the actual vehicle safety network segment; Send a second fuse disconnect command to the high-voltage power distribution control unit to stop the vehicle's high-voltage system and the generator from operating; After the anti-lock braking system stops sending the second vehicle speed message and the vehicle high-voltage system stops working, the first vehicle speed message and the first vehicle operating mode message are continuously sent to the actual vehicle safety network segment so that the instrument accumulates the hybrid mileage based on the first vehicle speed message and the first vehicle operating mode message to obtain the first hybrid mileage value.

5. The method as described in claim 4, characterized in that, The step of continuously sending the first vehicle speed message and the first vehicle operating mode message to the actual vehicle safety network segment, so that the instrument accumulates the hybrid mileage based on the first vehicle speed message and the first vehicle operating mode message to obtain the first hybrid mileage value, includes: A power supply start command is sent to the voltage regulator unit so that the voltage regulator unit outputs DC power with a preset supply voltage and a preset supply current to the battery to maintain the battery's charge during the test. The system receives power supply status information returned by the voltage stabilization unit. When the power supply status information indicates that the power supply is normal, it continuously sends the first vehicle speed message and the first vehicle operation mode message to the actual vehicle safety network segment, so that the instrument accumulates the hybrid mileage based on the first vehicle speed message and the first vehicle operation mode message to obtain the first hybrid mileage value.

6. The method as described in claim 1, characterized in that, The step of stopping the transmission of the first vehicle speed message and the first vehicle operating mode message when the first hybrid mileage value is detected to have reached a preset over-range threshold includes: Read the first hybrid mileage value and total mileage value from the instrument; The comparison result is obtained by comparing the first hybrid mileage value with the total mileage value; Based on the comparison results and the first hybrid mileage value, when the first hybrid mileage value reaches the preset over-range threshold and the first hybrid mileage value is consistent with the total mileage value, the transmission of the first vehicle speed message and the first vehicle operation mode message is stopped.

7. The method as described in claim 1, characterized in that, The step of determining the static test result of the actual vehicle by comparing the first hybrid mileage value with the total mileage value further includes: Calculate the difference between the first hybrid mileage value and the total mileage value to obtain the mileage difference; When the absolute value of the mileage difference is less than a preset error threshold, the first hybrid mileage value and the total mileage value are determined to be consistent. When the absolute value of the mileage difference is greater than or equal to the preset error threshold, it is determined that the first hybrid mileage value and the total mileage value are inconsistent, and an abnormal alarm message is generated. The abnormal alarm information will be displayed for testers to view.

8. A real-vehicle static testing device for measuring the hybrid range of a hybrid electric vehicle's instrument panel, characterized in that, The device includes: The message sending module is used to continuously send the first vehicle speed message and the first vehicle operation mode message to the actual vehicle safety network segment, so that the instrument accumulates the hybrid mileage based on the first vehicle speed message and the first vehicle operation mode message to obtain the first hybrid mileage value. The monitoring and control module is used to stop sending the first vehicle speed message and the first vehicle operation mode message when the first hybrid mileage value is detected to have reached a preset over-range threshold; and to determine the static test result of the actual vehicle by comparing the first hybrid mileage value with the total mileage value.

9. A real-vehicle static test device for measuring the hybrid range of a hybrid electric vehicle's instrument panel, characterized in that, The device includes: a memory, a processor, and a real-vehicle static test program for hybrid vehicle instrument hybrid range stored in the memory and executable on the processor, the real-vehicle static test program for hybrid vehicle instrument hybrid range configured to implement the steps of the real-vehicle static test method for hybrid vehicle instrument hybrid range as described in any one of claims 1 to 7.

10. A storage medium, characterized in that, The storage medium stores a real-vehicle static test program for the hybrid range of a hybrid electric vehicle instrument panel. When the real-vehicle static test program for the hybrid range of a hybrid electric vehicle instrument panel is executed by the processor, it implements the steps of the real-vehicle static test method for the hybrid range of a hybrid electric vehicle instrument panel as described in any one of claims 1 to 7.

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