Electronic brake controller detection system and detection method

Abstract

The invention provides an electronic brake controller detection system and method, and the system is used for detecting an electronic brake controller integrated with a continuous damping control suspension function, and comprises a rack and a suspension function detection module. The suspension function detection module comprises a simulation load unit which comprises at least one simulation load element used for simulating the electrical load characteristics of a continuous damping control suspension actuator; the driving signal acquisition unit is used for acquiring a driving signal output to the simulation load element by the controller to be detected; the load adjusting unit is used for adjusting equivalent electrical load parameters of the simulation load element according to an external instruction; the detection host is in communication connection with the suspension function detection module; wherein the detection host is used for calculating an actual damping coefficient according to the driving signal and comparing the actual damping coefficient with a target damping coefficient so as to output a detection result. The detection system provided by the invention can detect the control function of the continuous damping control suspension of the electronic brake controller.

Description

Technical Field

[0001] This invention belongs to the field of automotive electronic controller factory testing technology, specifically relating to an electronic brake controller testing system and testing method. Background Technology

[0002] The integrated electronic brake controller (ECU) is a core control component of modern automotive braking systems. With the increasing intelligence and comfort levels of vehicles, this controller has gradually integrated Continuous Damping Control (CDC) suspension functions. It controls the CDC solenoid valves via output drive signals to dynamically adjust suspension damping. To ensure the controller's quality before it leaves the production line, all its functions undergo comprehensive testing at the End of Line (EOL) stage.

[0003] Existing EOL testing devices only verify braking-related functions, and their testing items do not cover CDC suspension control functions. Furthermore, the devices themselves lack the testing conditions to simulate the working state of the CDC suspension actuators, making it impossible to effectively acquire and judge the CDC solenoid valve drive signals output by the controller. When the controller integrates CDC functionality, due to the lack of verification methods for the added function, existing devices struggle to determine whether the controller can accurately drive the CDC solenoid valve and achieve the expected damping adjustment effect. This results in a blind spot in the factory testing of controllers with integrated CDC functionality, making it impossible to fully assess the controller's functional integrity. Summary of the Invention

[0004] In view of the above-mentioned defects or deficiencies in the prior art, the first aspect of the present invention provides an electronic brake controller testing system for testing an electronic brake controller integrating a continuously damped control suspension function, comprising a test bench and a suspension function testing module, wherein the test bench is used to house the suspension function testing module; the suspension function testing module includes: The simulated load unit includes at least one simulated load element for simulating the electrical load characteristics of a continuously damped control suspension actuator, and is electrically connected to the suspension control interface of the controller under test. A drive signal acquisition unit is connected to the analog load unit and is used to acquire the drive signal output by the controller under test to the analog load element. A load regulating unit, connected to the simulated load unit, is used to adjust the equivalent electrical load parameters of the simulated load element according to external commands; and A testing host, which is communicatively connected to the suspension function testing module; The detection host is used to calculate the actual damping coefficient based on the drive signal and compare it with the target damping coefficient to output the detection result.

[0005] According to the technical solution provided by the present invention, each simulated load element of the simulated load unit is used to be connected one-to-one with multiple suspension control interfaces of the controller to be tested; the load adjustment unit is used to independently set different equivalent electrical load parameters for each simulated load element according to the instructions of the testing host, so as to simulate the differentiated load environment of the vehicle under different driving conditions of different wheels.

[0006] According to the technical solution provided by the present invention, the simulated load unit is a continuously damped control shock absorber matched with an actual vehicle; the drive signal acquisition unit includes multiple signal acquisition channels for synchronously acquiring the drive signals output by the controller under test to each simulated load unit.

[0007] According to the technical solution provided by the present invention, it further includes a human-computer interaction module, which is installed on the stand and includes a touch screen; the human-computer interaction module is communicatively connected to the detection host.

[0008] A second aspect of the present invention provides a method for detecting an electronic brake controller, based on the electronic brake controller detection system described above, with the detection host as the execution subject, comprising: Obtain the target operating conditions and target damping coefficient, wherein the target operating conditions include at least idling, constant speed, acceleration, and bumpy conditions; The equivalent impedance is obtained by calling the first preset data table according to the target operating condition, so that the controller under test outputs the drive signal to the simulated load element; the first preset data table includes multiple target operating conditions and a unique equivalent impedance corresponding to each target operating condition; The equivalent impedance is used as the equivalent electrical load parameter to control the load regulating unit, and the actual current of the simulated load element is acquired by the drive signal acquisition unit. Calculate the actual damping coefficient based on the actual current, and when the actual damping coefficient meets the error range corresponding to the target damping coefficient, output the preliminary test pass result.

[0009] According to the technical solution provided by the present invention, the step of calculating the actual damping coefficient based on the actual current includes: Obtain the load element characteristic curve, which characterizes the damping force generated by the solenoid valve at different current outputs under a set temperature; Based on the actual current and the characteristic curve of the load element, the actual damping force is calculated by interpolation. The second preset data table is called according to the target operating condition to obtain the preset speed; the second preset data table includes multiple target operating conditions and a unique preset speed corresponding to each target operating condition, the preset speed being the piston movement speed of the simulated load element under the corresponding target operating condition; The actual damping coefficient is calculated based on the actual damping force and the piston moving speed.

[0010] According to the technical solution provided by the present invention, in addition to acquiring the actual current of the analog load element acquired by the drive signal acquisition unit, the method further includes: Obtain the actual power supply voltage of the controller under test and the output delay time of the drive signal; Before calculating the actual damping coefficient based on the actual current, the method further includes: If the actual power supply voltage exceeds the error range corresponding to the rated power supply voltage, or the output delay time is greater than the set delay time, the test failure result is directly output. Otherwise, the actual damping coefficient is calculated based on the actual current.

[0011] According to the technical solution provided by the present invention, after obtaining the characteristic curve of the load element, and before calculating the actual damping force based on the actual current and the characteristic curve of the load element by interpolation, the method further includes: Get the current ambient temperature; When it is determined that the current ambient temperature deviates from the set temperature, a pre-stored temperature compensation coefficient table is called based on the difference between the current ambient temperature and the set temperature to correct the damping force in the characteristic curve of the load element.

[0012] According to the technical solution provided by the present invention, after determining that the actual damping coefficient meets the error range corresponding to the target damping coefficient and outputting the preliminary test pass result, the method further includes: Iterate through all the target working conditions and the preset target damping coefficients to construct multiple test scenarios; Acquire the actual current collected by the drive signal acquisition unit under each test scenario, and plot the actual current fluctuation curve; the actual current fluctuation curve represents the fluctuation trend of the actual current with the target operating condition when it is at the same target damping coefficient; If the deviation between the actual current fluctuation curve and the preset fluctuation curve meets the preset deviation range, the preliminary test pass result is modified to a test pass result and output; otherwise, a test fail result is output.

[0013] According to the technical solution provided by the present invention, after determining that the actual damping coefficient meets the error range corresponding to the target damping coefficient and outputting the preliminary test pass result, the method further includes: Obtain the reference damping coefficient output by the controller under test; The reference damping coefficient is compared with the target damping coefficient and the actual damping coefficient to determine the actual reliability of the reference damping coefficient. If the actual credibility meets the set credibility threshold range, the preliminary test pass result is modified to a test pass result and output; otherwise, a test fail result is output.

[0014] Compared with existing technologies, the advantages of this invention are as follows: By setting up a suspension function testing module including a simulated load unit, a drive signal acquisition unit, a load adjustment unit, and a testing host, this invention can simulate the electrical load characteristics of a continuously damped control suspension actuator and acquire the drive signal output by the controller in real time. The load adjustment unit simulates load changes under different driving conditions, constructing diverse testing scenarios. Finally, the testing host calculates the actual damping coefficient based on the drive signal and accurately compares it with the target value, thereby achieving comprehensive suspension function testing of the electronic brake controller integrating CDC suspension function. This testing system solves the problem that existing EOL testing devices cannot cover CDC suspension function testing, and effectively verifies the CDC solenoid valve drive control capability of the ECU. Simultaneously, the closed-loop judgment mechanism of drive signal acquisition and damping coefficient calculation improves the accuracy and reliability of the testing results. Attached Figure Description

[0015] Other features, objects, and advantages of this application will become more apparent from the following detailed description of non-limiting embodiments with reference to the accompanying drawings: Figure 1 This is a schematic diagram of the electronic brake controller detection system provided in Example 1; Figure 2 A flowchart of the steps of the electronic brake controller detection method provided in Example 2; Figure 3 This is a schematic diagram of the preset fluctuation curve in Example 4.

[0016] The text labels in the figure represent: 1. Bench; 2. Simulated load unit; 3. Drive signal acquisition unit; 4. Load adjustment unit; 5. Detection host; 6. Human-machine interaction module. Detailed Implementation

[0017] The present application will now be described in further detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and not intended to limit it. Furthermore, it should be noted that, for ease of description, only the parts relevant to the invention are shown in the accompanying drawings.

[0018] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other. This application will now be described in detail with reference to the accompanying drawings and embodiments.

[0019] Example 1 As mentioned in the background section, regarding the technical issues, please refer to... Figure 1 This embodiment proposes an electronic brake controller testing system for testing electronic brake controllers integrating continuous damping control suspension functions. The system includes a test bench 1 and a suspension function testing module. The test bench 1 is used to house the suspension function testing module. The suspension function testing module includes: The simulated load unit 2 includes at least one simulated load element for simulating the electrical load characteristics of a continuously damped control suspension actuator, and is electrically connected to the suspension control interface of the controller under test. A drive signal acquisition unit 3 is connected to the analog load unit 2 and is used to acquire the drive signal output by the controller under test to the analog load element. A load adjustment unit 4, connected to the simulated load unit 2, is used to adjust the equivalent electrical load parameters of the simulated load element according to external commands; and The detection host 5 is communicatively connected to the suspension function detection module. The detection host 5 is used to calculate the actual damping coefficient based on the drive signal and compare it with the target damping coefficient to output the detection result.

[0020] Specifically, the test bench 1 includes a frame with multiple mounting platforms for placing and mounting the controller under test and various units of the suspension function testing module. The test bench 1 also has a fixing device for positioning the controller under test to ensure its stability during testing. The bottom of the test bench 1 has self-locking casters for easy movement. The suspension function testing module specifically includes a simulated load unit 2, a drive signal acquisition unit 3, a load adjustment unit 4, and a testing host 5. Each unit establishes a communication connection with the testing host 5 to achieve command transmission and data interaction.

[0021] The simulated load unit 2 includes at least one simulated load element for simulating the electrical load characteristics of a continuously damped control suspension actuator. This simulated load element establishes a one-to-one electrical connection with the CDC suspension control interface of the controller under test, enabling bidirectional transmission of electrical signals. Specifically, the electrical load characteristics are the inherent electrical characteristics of the CDC shock absorber solenoid valve in an actual vehicle, including the solenoid valve's on-resistance characteristics, rated supply voltage / current range, PWM signal response characteristics, and dynamic changes in electrical load under different operating conditions. Through hardware design and parameter matching, the simulated load element completely replicates the aforementioned electrical load characteristics of the CDC suspension actuator in a real vehicle, ensuring that the load environment faced by the drive signal output by the controller under test is completely consistent with the actual vehicle operating conditions, thus guaranteeing the authenticity and validity of the test results. In this embodiment, the electrical load characteristics mainly consider the equivalent impedance under different operating conditions.

[0022] The drive signal acquisition unit 3 is electrically connected to the analog load unit 2. Its acquisition end is connected to the connection line between the analog load unit 2 and the controller under test. It is used to acquire the drive signals output by the controller under test to the analog load element in real time and synchronously, and then transmit the acquired signals to the detection host 5 after processing. The drive signals are all the electrical control signals output by the controller under test to the CDC suspension actuator to realize the CDC suspension damping adjustment. Specifically, they include DC voltage signals, operating current signals, and PWM duty cycle signals. They also include derived characteristic parameters such as the output response time of the drive signals, signal fluctuation amplitude, and signal stability. The above drive signals directly determine the damping adjustment action of the CDC suspension actuator. Whether the parameters meet the standards is the core basis for judging whether the CDC suspension function of the controller is normal.

[0023] The load adjustment unit 4 is electrically connected to the simulated load unit 2. Its control terminal establishes a bidirectional communication connection with the detection host 5 through a communication bus. According to the external instructions issued by the detection host 5, the equivalent electrical load parameters of the simulated load element are adjusted to achieve accurate simulation of the electrical load of the CDC suspension actuator under different driving conditions. In this embodiment, the load adjustment unit 4 uses a programmable DC electronic load controller as the core execution device. For example, a programmable electronic load instrument of model M8812 is selected. This device is a dual-channel programmable electronic load that supports multiple working modes such as constant resistance, constant current, constant voltage, and constant power, and is adapted to the adjustment requirements of the equivalent electrical load of the CDC shock absorber solenoid valve in this application. The equivalent electrical load parameters mainly include the equivalent impedance, equivalent capacitive reactance, and operating current threshold of the simulated load element. In this embodiment, the load adjustment unit 4 operates in constant resistance mode as its core mode. It only changes the equivalent impedance parameters of the simulated load element through electrical control and does not interfere with the mechanical damping adjustment of the simulated load element. It integrates a high-precision power MOSFET and an impedance adjustment control circuit. It can continuously, accurately, and steplessly adjust the equivalent impedance parameters by detecting the digital commands issued by the host 5. The impedance adjustment range covers 0-200Ω, which meets the impedance simulation requirements of 50-100Ω for the CDC shock absorber solenoid valve under actual vehicle conditions.

[0024] The detection host 5 is the core control unit of the entire electronic brake controller detection system. It adopts an industrial-grade industrial control computer and establishes communication connections with the simulated load unit 2, drive signal acquisition unit 3, and load adjustment unit 4 of the suspension function detection module through a high-speed communication bus. Its core working logic is as follows: according to the vehicle model parameters adapted to the controller under test, it sends a load adjustment command to the load adjustment unit 4 to control the equivalent electrical load parameters of the simulated load element to match the target detection condition; at the same time, it sends a CDC suspension control command to the controller under test to trigger the controller to output a drive signal to the simulated load element; after receiving the real-time acquired drive signal data through the drive signal acquisition unit 3, it calculates the actual damping coefficient of the simulated load element based on the built-in algorithm model and vehicle model standard parameters; it accurately compares the calculated actual damping coefficient with the preset target damping coefficient, outputs the corresponding detection result based on the comparison result, and records the core data in the comparison process to provide a basis for subsequent fault analysis.

[0025] The overall system workflow is as follows: After fixing the integrated electronic brake controller to be tested onto the test bench 1 and completing the wiring harness connection, the testing personnel start the testing program through the testing host 5. Based on the selected vehicle model and testing conditions, the testing host 5 sends digital commands to the load adjustment unit 4 to adjust the equivalent electrical load parameters of the simulated load unit 2 to the target value. Subsequently, the testing host 5 sends a CDC suspension control command to the controller under test, triggering the controller to output a drive signal to the simulated load element. The drive signal acquisition unit 3 acquires this drive signal in real time, processes it, and transmits it to the testing host 5. The testing host 5 calculates the actual damping coefficient based on the drive signal and accurately compares it with the target damping coefficient. Finally, based on the comparison result, the testing result is output, completing the CDC suspension function test under a single operating condition. By switching different testing conditions and repeating the above process, comprehensive testing of the CDC suspension function of the controller under test under various driving conditions can be achieved, ensuring that the controller's CDC suspension function meets the factory design requirements.

[0026] Furthermore, each simulated load element of the simulated load unit 2 is used to connect one-to-one with multiple suspension control interfaces of the controller under test; the load adjustment unit 4 is used to independently set different equivalent electrical load parameters for each simulated load element according to the instructions of the detection host 5, so as to simulate the differentiated load environment of the vehicle under different driving conditions of different wheels.

[0027] Specifically, each simulated load element in the simulated load unit 2 is connected to one of the multiple suspension control interfaces of the controller under test. The simulated load elements are electrically independent and their working states do not interfere with each other, adapting to the multi-channel independent control of the CDC suspension in a real vehicle. In this embodiment, four simulated load elements are set, corresponding to the CDC suspension control interfaces of the left front, right front, left rear, and right rear wheels of the vehicle, respectively. The load adjustment unit 4 is configured with independent adjustment channels matching the number of simulated load elements, and is electrically connected one-to-one with each simulated load element. According to the differentiated instructions of the detection host 5, different equivalent electrical load parameters can be independently set for each simulated load element. The adjustment of each channel is executed synchronously and with consistent accuracy, without interference between them.

[0028] This method can accurately simulate the differentiated load environments of different wheels of a vehicle under different driving conditions, and reproduce the different electrical load characteristics of the CDC shock absorbers of each wheel under scenarios such as single-sided bumps and turns in a real vehicle. During testing, the controller under test outputs drive signals independently to each component, and the acquisition unit simultaneously and independently acquires four signals. The detection host 5 calculates the actual damping coefficient of each component and compares it with the corresponding target value. This can accurately determine the controller's independent driving capability of the CDC solenoid valves of each wheel, realize the separate detection of the four control paths, avoid missed fault detection, and improve the comprehensiveness and accuracy of the detection.

[0029] Furthermore, the simulated load unit 2 is a continuously damped control shock absorber matched with the actual vehicle; the drive signal acquisition unit 3 includes multiple signal acquisition channels for synchronously acquiring the drive signals output by the controller under test to each simulated load unit 2.

[0030] Specifically, in this embodiment, the simulated load unit 2 directly adopts a continuously damped control shock absorber matched with the actual vehicle. Its solenoid valve electrical parameters and impedance characteristics are completely consistent with the actual vehicle CDC shock absorber of the model to which the controller under test is adapted. This can accurately reproduce the real electrical load characteristics of the suspension actuator in the actual vehicle, making the test environment highly consistent with the actual vehicle operating conditions. The drive signal acquisition unit 3 is configured with multiple signal acquisition channels. The number of acquisition channels matches the number of shock absorbers in the simulated load unit 2. Each channel is independently connected to the signal transmission line of a CDC shock absorber. It can synchronously acquire the drive signals output by the controller under test to each CDC shock absorber. The sampling frequency and acquisition accuracy of each channel are kept consistent, which can effectively avoid the time difference and interference of multi-channel signal acquisition, and ensure the synchronization and accuracy of the four drive signal data. This provides accurate data support for the subsequent independent calculation of the actual damping coefficient of each shock absorber by the test host 5.

[0031] Furthermore, it also includes a human-computer interaction module 6, which is installed on the stand 1 and includes a touch screen display; the human-computer interaction module 6 is communicatively connected to the detection host 5.

[0032] Specifically, this testing system also includes a human-machine interface module 6, which is directly installed on the operating end of the test bench 1. Its core configuration is a touchscreen display, and it also integrates physical shortcut operation buttons. It establishes a two-way communication connection with the testing host 5, enabling the input of testing commands and the output of testing data. Operators can directly perform operations such as vehicle selection, retrieval of testing conditions, and starting / pausing the testing program via the touchscreen display, without needing to operate the testing host 5 separately, thus improving the convenience of testing operations. Simultaneously, the testing host 5 can synchronously display real-time testing data, load parameters, damping coefficient comparison results, testing progress, and final testing conclusions on the touchscreen display, enabling visual monitoring of the testing process and facilitating timely understanding of the testing status and detection of abnormalities by operators. The physical shortcut buttons are adapted for high-frequency operations such as emergency stop and reset, further improving the efficiency and safety of testing operations.

[0033] Example 2 refer to Figure 2 Based on Embodiment 1 above, this embodiment provides an electronic brake controller detection method, which is based on the electronic brake controller detection system as described in Embodiment 1, with the detection host 5 as the execution subject, and includes the following steps S100-S400: S100: Obtain the target operating condition and target damping coefficient, wherein the target operating condition includes at least idling condition, constant speed condition, acceleration condition and bumpy condition.

[0034] Specifically, in step S100, before the test begins, the operator selects the vehicle model to be tested by the controller through the human-machine interface module 6, and the testing host 5 then loads the calibration parameters corresponding to that vehicle model. Based on this, the testing host 5 obtains the target operating conditions and target damping coefficient required for this test. The target operating conditions include at least idling, constant speed, acceleration, and bumpy conditions, covering typical states during vehicle operation. The target damping coefficient is the damping value that the controller under test is expected to achieve, and multiple levels can be selected based on the vehicle model calibration data, such as 200 N·s / m, 500 N·s / m, and 800 N·s / m. During the actual test, the testing host 5 can automatically traverse the combinations of the above operating conditions and damping coefficients in a preset order, or the operator can manually select the specific combination to be tested through the human-machine interface module 6 to flexibly adapt to different testing needs.

[0035] S200: The equivalent impedance is obtained by calling the first preset data table according to the target operating condition, so that the controller under test outputs the drive signal to the simulated load element; the first preset data table includes multiple target operating conditions and a unique equivalent impedance corresponding to each target operating condition.

[0036] Specifically, to simulate the electrical load characteristics of the CDC shock absorber solenoid valve under different driving conditions in a real vehicle environment, the testing host 5 has a first preset data table pre-stored inside. This data table is pre-calibrated and written by the testers according to the vehicle model calibration data, establishing a one-to-one correspondence between the target operating conditions and the equivalent impedance. For example, for a certain vehicle model, the equivalent impedance corresponding to the idle condition is 100Ω, the equivalent impedance corresponding to the constant speed condition is 80Ω, the equivalent impedance corresponding to the acceleration condition is 60Ω, and the equivalent impedance corresponding to the bumpy condition is 50Ω. These impedance values ​​accurately reproduce the on-resistance variation law of the CDC shock absorber solenoid valve under different road conditions.

[0037] In step S200, the detection host 5 retrieves the corresponding equivalent impedance value from the first preset data table based on the currently set target operating condition. Subsequently, the detection host 5 sends a command to the load adjustment unit 4 via the communication bus, instructing it to adjust the equivalent electrical load parameters of the simulated load unit 2 to the equivalent impedance value, thus creating a load environment consistent with the actual vehicle for the subsequent output of the drive signal. Simultaneously, the detection host 5 sends a CDC suspension control command to the controller under test based on the current target damping coefficient. This command includes specific damping adjustment requirements. Upon receiving the command, the controller under test outputs corresponding drive signals (typically voltage signals, current signals, or PWM duty cycle signals) to each simulated load element in the simulated load unit 2 according to its internal control algorithm, aiming to achieve the suspension damping state corresponding to the target damping coefficient. Different controllers under test use different control algorithms for CDC suspensions, and this is not the focus of this invention; therefore, the internal control algorithm of the controller under test will not be described here.

[0038] S300: The load regulating unit 4 is controlled using the equivalent impedance as the equivalent electrical load parameter, and the actual current of the simulated load element is acquired by the drive signal acquisition unit 3.

[0039] Specifically, in step S300, after receiving the instruction from the detection host 5, the load adjustment unit 4 quickly and accurately adjusts the equivalent electrical load parameters of the simulated load unit 2 to the specified equivalent impedance value in real time through its internal high-precision power adjustment circuit. This process ensures that the load conditions faced by the controller under test when outputting the drive signal are highly consistent with the actual vehicle operating conditions, avoiding detection distortion caused by load differences.

[0040] Simultaneously, the drive signal acquisition unit 3 begins operation, acquiring the actual current signals flowing through each simulated load element in real time using a high-precision current sensor. If the simulated load unit 2 contains multiple simulated load elements (e.g., four CDC shock absorbers corresponding to the left front, right front, left rear, and right rear wheels of the vehicle), the drive signal acquisition unit 3 synchronously acquires the actual current of each element through multiple independent signal acquisition channels, ensuring the timing consistency of the data. The acquired simulated current signals are filtered and amplified by the built-in signal conditioning module, converted into high-precision digital signals, and transmitted in real time to the detection host 5 via a high-speed communication interface, providing accurate basic data for subsequent damping coefficient calculations.

[0041] S400: Calculate the actual damping coefficient based on the actual current, and when the actual damping coefficient meets the error range corresponding to the target damping coefficient, output the preliminary test pass result.

[0042] Specifically, in step S400, after receiving the actual current data uploaded by the drive signal acquisition unit 3, the detection host 5 calculates the actual damping coefficient corresponding to the simulated load element under the current operating condition based on the built-in algorithm model. After calculating the actual damping coefficient, the detection host 5 compares it with the target damping coefficient set in step S100 to determine whether it is within the preset allowable error range. In this embodiment, the error range is the target damping coefficient ±5 N·s / m. If the simulated load unit 2 contains only one simulated load element, it is only necessary to determine whether the actual damping coefficient of that element meets the error requirement; if it contains multiple simulated load elements (such as the four CDC shock absorbers in this embodiment), it is necessary to determine whether the actual damping coefficient of each element is within the error range. Only when the actual damping coefficients of all elements meet the requirements can it be considered that the independent driving capability of the controller under test for each wheel is normal under the current operating condition.

[0043] When all the above conditions are met, the testing host 5 outputs a preliminary test pass result. In this embodiment, this preliminary pass result can be regarded as the CDC suspension function test of the controller under test being qualified under the current target operating condition and target damping coefficient. If the actual damping coefficient of any simulated load element exceeds the error range, the current test is determined to be unqualified, the testing host 5 immediately stops the subsequent judgment under this operating condition, outputs the unqualified result, and records the specific fault information (such as the component identification of the out-of-tolerance, the actual deviation value, etc.) for subsequent analysis and traceability.

[0044] To ensure comprehensive testing, after completing the testing of the current set of target operating conditions and target damping coefficients, the testing host 5 can automatically switch to the next set of combinations in a preset order, repeating the above steps S100 to S400 until all preset testing scenarios have been traversed. Finally, the testing host 5 integrates the testing results from each scenario, provides an overall qualification conclusion for the CDC suspension function of the controller under test, and displays a detailed testing report through the human-machine interaction module 6.

[0045] Furthermore, in this embodiment, the step S400 of calculating the actual damping coefficient based on the actual current includes the following steps S410-S440: S410: Obtain the load element characteristic curve, which characterizes the damping force generated by the solenoid valve at different current outputs under a set temperature.

[0046] Specifically, the testing host 5 internally stores the load element characteristic curve of the CDC shock absorber used in the simulated load unit 2. This curve is provided by the shock absorber supplier or pre-calibrated through bench testing, characterizing the magnitude of the damping force generated by the shock absorber when different current values ​​flow through the shock absorber's solenoid valve at a set reference temperature (e.g., 20°C). It should be noted that all testing operations in this embodiment are performed by default at a constant laboratory ambient temperature, which is consistent with the set reference temperature of the characteristic curve, to ensure the accuracy and repeatability of the test results.

[0047] In step S410, the detection host 5 directly acquires the characteristic curve of the load element. The characteristic curve, with current as the abscissa and damping force as the ordinate, presents a monotonically rising curve or a piecewise linear line, reflecting the current-force conversion characteristics of the solenoid valve. For ease of calculation, this curve can be stored in the memory of the detection host 5 in the form of a data table, containing several discrete current sampling points and their corresponding damping force values.

[0048] S420: Based on the actual current and the characteristic curve of the load element, the actual damping force is calculated by interpolation.

[0049] Specifically, in step S420, after the detection host 5 acquires the actual current value of a certain simulated load element uploaded by the drive signal acquisition unit 3, it first locates the interval where the current value is located in the load element characteristic curve data table. If the actual current value is exactly equal to the current at a certain sampling point, the corresponding damping force is directly read as the actual damping force; if the actual current value is between the currents at two adjacent sampling points, the corresponding damping force is calculated using an interpolation method (e.g., linear interpolation). For example, assuming the actual current is I, which is located between sampling points (I1, F1) and (I2, F2), the actual damping force F can be calculated using the following formula (a).

[0050] F = F1 + (I - I1)·(F2 - F1) / (I2 - I1) Formula (I).

[0051] For cases involving multiple simulated load elements, the above interpolation calculations need to be performed independently for each element to obtain the actual damping force corresponding to each element.

[0052] S430: Call the second preset data table according to the target working condition to obtain the preset speed; the second preset data table includes multiple target working conditions and a unique preset speed corresponding to each target working condition, the preset speed being the piston movement speed of the simulated load element under the corresponding target working condition.

[0053] Specifically, in step S430, to convert the damping force into the damping coefficient, the piston movement speed of the shock absorber under the current operating condition needs to be known. The detection host 5 has a second preset data table pre-stored. This data table is calibrated in advance by the tester based on the vehicle's dynamic parameters, establishing a one-to-one correspondence between the target operating condition and the shock absorber piston movement speed. For example, for a certain vehicle model, the preset piston movement speed is 0.05 m / s at idle, 0.1 m / s at constant speed, 0.3 m / s at acceleration, and 0.6 m / s at bumpy conditions. The detection host 5 retrieves the corresponding preset speed value from the second preset data table based on the target operating condition set in the current step S100. This speed value represents the typical piston movement speed of the simulated load element (shock absorber) under this operating condition and is used for subsequent calculation of the damping coefficient.

[0054] S440: Calculate the actual damping coefficient based on the actual damping force and the piston moving speed.

[0055] Specifically, in step S440, the detection host 5 calculates the actual damping coefficient C based on the actual damping force F calculated in step S420 and the preset speed v obtained in step S430. Under the assumption that the shock absorber has linear damping characteristics, the damping coefficient is calculated using the following formula (II).

[0056] Formula C = F / v (II).

[0057] For nonlinear characteristics, corresponding mathematical models can be used for calculation, but this embodiment uses linear calculation as an example, which is sufficient to meet the accuracy requirements of EOL detection. Similarly, for multiple simulated load elements, the actual damping coefficient of each element needs to be calculated separately.

[0058] After completing the above calculations, the testing host 5 compares the actual damping coefficient of each simulated load element with the target damping coefficient set in step S100 to determine whether it meets the error range. If the actual damping coefficients of all elements are within the allowable error, step S400 outputs the preliminary test pass result; otherwise, it is judged as unqualified, and the deviation information of the specific out-of-tolerance elements is recorded. In this way, by introducing the characteristic curve of the load element and the operating speed calibration, a precise conversion from actual current to damping coefficient is achieved, providing a reliable basis for the quantitative evaluation of CDC suspension function.

[0059] Furthermore, to comprehensively evaluate the stability and response performance of its operating state, in this embodiment, in addition to obtaining the actual current of the analog load element collected by the drive signal acquisition unit 3 in step S300, the following is also included: S301: Obtain the actual power supply voltage of the controller under test and the output delay time of the drive signal; Before calculating the actual damping coefficient based on the actual current in step S400, the method further includes: S401: If the actual power supply voltage exceeds the error range corresponding to the rated power supply voltage, or the output delay time is greater than the set delay time, the test failure result is directly output. Otherwise, the actual damping coefficient is calculated based on the actual current.

[0060] Specifically, in step S301, the detection host 5 establishes diagnostic communication with the controller under test via the communication bus and sends a request to the controller to read a specific data identifier. On one hand, the detection host 5 reads the power supply voltage value of the controller under test, which reflects the current operating voltage state of the controller and should be the rated 12V voltage. On the other hand, while sending the CDC suspension control command to the controller, the detection host 5 starts an internal timer and monitors whether the drive signal acquisition unit 3 detects the drive signal output by the controller to the analog load element. When the drive signal acquisition unit 3 first captures the rising edge or effective duty cycle change of the drive signal, the detection host 5 records the time difference between this moment and the moment the control command is sent, which is the output delay time of the drive signal. This delay time directly reflects the response speed of the controller from receiving the command to actually executing the output, and is an important indicator for evaluating the controller's real-time processing capability. For cases involving multiple analog load elements, the detection host 5 needs to record the delay time of each drive channel separately and use the latest one as the overall judgment basis to ensure that the response of all channels meets the requirements.

[0061] After acquiring the aforementioned key parameters, the detection host 5 proceeds to the actual damping coefficient calculation step S400. However, before performing the damping coefficient calculation, the detection host 5 first executes step S401 to pre-judge the acquired power supply voltage and output delay time in order to quickly identify the controller under test with a fundamental fault.

[0062] Specifically, in step S401, the detection host 5 compares the actual power supply voltage obtained in step S301 with the rated power supply voltage to determine whether it is within the preset allowable error range. In this embodiment, the error range is 12V±0.5V. If the actual power supply voltage is lower than 11.5V or higher than 12.5V, it indicates that the controller power supply is abnormal, which may be caused by problems such as internal power module failure, poor wiring contact, or short circuit in the controller itself. In this state, even if the drive signal output by the controller seems normal, it cannot guarantee its reliable operation under the standard voltage environment of the actual vehicle. Therefore, the detection host 5 immediately determines that the current test is unqualified, directly outputs the test failure result, and records the fault information of "power supply voltage exceeds limit", and no longer executes the subsequent damping coefficient calculation process.

[0063] Simultaneously, the detection host 5 compares the output delay time obtained in step S301 with the preset delay time. In this embodiment, the preset delay time is 10ms. If the output delay time is greater than 10ms, it indicates that the controller's response speed to the CDC suspension control command is too slow, which may be due to insufficient processing power of the main control chip, low execution efficiency of the software algorithm, or excessive latency of the communication protocol stack. In actual driving, this delay will cause the suspension damping adjustment to fail to keep up with changes in road conditions, seriously affecting the vehicle's ride comfort and handling stability. Therefore, once the output delay time is detected to exceed the limit, the detection host 5 will immediately determine that it is unqualified, directly output the test failure result, and record the fault information of "response delay exceeds the limit".

[0064] Only when the actual power supply voltage is within the allowable error range and the output delay time does not exceed the set delay time, will the detection host 5 determine that the basic working state and real-time response performance of the controller meet the requirements, and then continue to execute the subsequent steps, namely, calculate the actual damping coefficient based on the actual current, in order to further evaluate the precise control capability of the CDC suspension function.

[0065] This embodiment adds a pre-judgment of the supply voltage and output delay time before performing the core damping coefficient calculation, forming a three-layer progressive detection logic of "basic state - response performance - control accuracy". This design can quickly eliminate controllers with fundamental defects, avoiding the waste of detection resources by performing complex damping coefficient calculations on them. At the same time, the detection results of the supply voltage and delay time also provide important reference for subsequent fault analysis of damping coefficient deviations, which helps to accurately locate the root cause of the fault (e.g., whether it is insufficient execution drive capability or slow response of the controller itself), significantly improving detection efficiency and fault diagnosis accuracy.

[0066] Example 3 Based on Embodiment 2 above, this embodiment further considers the influence of ambient temperature on the characteristics of the CDC shock absorber solenoid valve and provides another electronic brake controller detection method. The contents that are the same as in Embodiment 2 will not be repeated here; the differences are as follows: In this embodiment, after obtaining the load element characteristic curve in step S410 and before calculating the actual damping force based on the actual current and the load element characteristic curve using interpolation in step S420, the following steps S402-S403 are added to add an environmental temperature monitoring and compensation step to eliminate the influence of temperature changes on the detection results. The numbers S402-S403 are for illustrative purposes only and do not imply that they occur after step S401.

[0067] It should be noted that although the testing operation in Example 2 is performed under a constant laboratory ambient temperature by default, in actual end-of-line (EOL) testing scenarios, the testing environment may fluctuate due to seasonal changes, differences in workshop temperature control conditions, or long-term equipment operation. The electrical characteristics (such as coil resistance) and mechanical characteristics (such as damping oil viscosity) of the CDC shock absorber solenoid valve both change with temperature, resulting in differences in the actual damping force generated by the same drive current at different temperatures. If the temperature factor is not considered and the damping coefficient is calculated directly using the load element characteristic curve calibrated at the set temperature, temperature deviation will be introduced, affecting the accuracy and consistency of the test results. Therefore, this example introduces a temperature compensation mechanism.

[0068] S402: Get the current ambient temperature.

[0069] Specifically, in step S402, after the controller to be tested is installed and fixed and connected to the testing system, the testing host 5 uses a temperature sensor (not shown in the figure) located on the test bench 1 near the analog load unit 2 to collect the current ambient temperature value in real time. The temperature sensor converts the collected analog temperature signal into a digital signal and transmits it to the testing host 5 via the communication bus. The testing host 5 records this temperature value as the current ambient temperature for subsequent temperature compensation determination.

[0070] S403: When it is determined that the current ambient temperature deviates from the set temperature, the pre-stored temperature compensation coefficient table is called according to the difference between the current ambient temperature and the set temperature to correct the damping force in the characteristic curve of the load element.

[0071] Specifically, in step S403, the detection host 5 compares the current ambient temperature obtained in step S402 with the set temperature (e.g., 20℃) of the load element characteristic curve and calculates the temperature difference. If the absolute value of the temperature difference is within the preset allowable range (e.g., within ±2℃), it indicates that the ambient temperature deviation is small and its impact on the detection result is negligible. The detection host 5 then directly uses the original load element characteristic curve for subsequent calculations.

[0072] If the absolute value of the temperature difference exceeds the allowable range, it indicates that the ambient temperature has significantly deviated from the set temperature and compensation is required. The main unit 5 has a pre-stored temperature compensation coefficient table, which was pre-calibrated by testers through numerous temperature control bench experiments. This table records the damping force compensation coefficients corresponding to each current point under different temperature differences. The compensation coefficients reflect the influence of temperature changes on the current-damping force characteristics of the solenoid valve. For example, as the temperature rises, the coil resistance increases, leading to a decrease in current at the same PWM duty cycle. Simultaneously, the viscosity of the damping oil decreases, resulting in a decrease in damping force at the same current. Overall, this reflects the variation of damping force with temperature.

[0073] The detection host 5 retrieves the corresponding compensation coefficient from the temperature compensation coefficient table based on the current temperature difference and the actual current value. Subsequently, for each current point in the original load element characteristic curve, or only for the interpolation interval where the actual current value is located, the compensation coefficient is used to correct the damping force value, resulting in the compensated characteristic curve or the compensated damping force calculation benchmark.

[0074] In addition to the above methods, multiple load element characteristic curves at different temperatures can be set in advance. During actual testing, different load element characteristic curves can be selected according to different ambient temperatures.

[0075] After temperature compensation of the characteristic curve is completed, the detection host 5 performs interpolation calculation in step S420 based on the compensated characteristic curve to obtain the actual damping force at the current ambient temperature. Then, steps S430 to S440 are used to calculate the damping coefficient and determine its pass / fail status. This compensation process ensures that even if the ambient temperature deviates from the set value, the calculated actual damping coefficient can still accurately reflect the true drive control capability of the controller under test, avoiding misjudgments or omissions caused by ambient temperature fluctuations.

[0076] Example 4 Based on Embodiment 2 or Embodiment 3 above, this embodiment provides another method for detecting electronic brake controllers. The same content as Embodiments 2 and 3 will not be repeated here; the differences are as follows: In this embodiment, after determining in step S400 that the actual damping coefficient meets the error range corresponding to the target damping coefficient and outputting the preliminary test pass result, the following steps S500-S700 are also included: by adding a comprehensive judgment link under a multi-dimensional test scenario, the dynamic control characteristics of the controller under test can be evaluated from a more macroscopic dimension.

[0077] It should be noted that the judgment of a single target operating condition and a single target damping coefficient combination in the aforementioned embodiments can effectively verify the drive control accuracy of the controller at a specific operating point. However, during actual vehicle operation, the CDC suspension system needs to continuously switch and dynamically adjust between different operating conditions. Its control performance is not only reflected in the accuracy of a single operating point, but also in the consistency of response, the smoothness of adjustment, and the rationality of the overall control law during the switching process between different operating conditions. Simply relying on the qualification judgment of a few discrete operating points may have the risk of "point qualification, line qualification failure," that is, the controller performs normally at a single test point, but exposes control logic defects or uneven adjustment problems during continuous changes in operating conditions. Therefore, this embodiment introduces a curve trend comparison judgment mechanism based on multi-dimensional test scenarios.

[0078] S500: Iterate through all the target working conditions and the preset target damping coefficients to construct multiple test scenarios.

[0079] Specifically, in step S500, the detection host 5, according to a preset test sequence, traverses all combinations of target operating conditions (idle, constant speed, acceleration, and bumpy) with multiple preset target damping coefficients (e.g., 200 N·s / m, 500 N·s / m, 800 N·s / m) to construct a multi-dimensional test scenario matrix. For example, it can sequentially execute: idle condition -200 N·s / m, idle condition -500 N·s / m, idle condition -800 N·s / m, constant speed condition -200 N·s / m, and so on, until all combinations of operating conditions and damping coefficients are covered. For each combination, the detection host 5 repeats steps S100 to S400 to obtain the actual current, actual damping coefficient, and pass / fail judgment result under that test scenario, and records the key test data under each scenario. This traversal process can be executed fully automatically without manual intervention. The detection host 5 sends control commands and collects data sequentially according to the built-in test sequence to ensure that all preset scenarios are completely covered.

[0080] S600: Obtain the actual current collected by the drive signal acquisition unit 3 under each test scenario, and plot the actual current fluctuation curve; the actual current fluctuation curve represents the fluctuation trend of the actual current with the target operating condition when it is at the same target damping coefficient.

[0081] Specifically, in step S600, after completing the data acquisition for all test scenarios, the detection host 5 organizes and visualizes the acquired test data. Specifically, for each target damping coefficient (e.g., 500 N·s / m), the actual current value collected by the drive signal acquisition unit 3 under different target operating conditions (idle, constant speed, acceleration, bumpy conditions) is extracted, and the actual current fluctuation curve under that target damping coefficient is plotted with the target operating condition as the abscissa and the actual current value as the ordinate. This curve characterizes the fluctuation trend of the drive current output by the controller under test as the driving condition changes, while the target damping coefficient remains constant. For cases involving multiple simulated load components (four CDC shock absorbers), the detection host 5 needs to plot an independent actual current fluctuation curve for each component, or take the average of the four currents to plot a composite curve; the specific method can be set according to the testing requirements.

[0082] This fluctuation curve has significant physical meaning: for a well-designed CDC controller, when the target damping coefficient is fixed, the drive current output to the CDC solenoid valve should exhibit a specific variation pattern with changing operating conditions—for example, from idle speed to bumpy conditions, due to increased road excitation, the controller needs to adjust the drive current accordingly to match the impedance change of the solenoid valve in order to maintain the same target damping coefficient. This pattern is determined by the controller's underlying control algorithm and reflects the controller's adaptive adjustment capability to different operating conditions.

[0083] S700: If the deviation between the actual current fluctuation curve and the preset fluctuation curve meets the preset deviation range, modify the preliminary test pass result to the test pass result and output it; otherwise, output the test fail result.

[0084] Specifically, the detection host 5 internally stores a preset fluctuation curve generated from the host manufacturer's calibration data, such as... Figure 3 As shown, this curve represents the ideal fluctuation trend of the actual current as the operating conditions change under the same target damping coefficient for a controller that meets the design requirements. The preset fluctuation curve not only includes the current amplitude at each operating point, but more importantly, it defines the current change law (such as trend characteristics such as monotonicity, rate of change, and smoothness) during the operating condition switching process.

[0085] In step S700, the detection host 5 compares the actual current fluctuation curve drawn in step S600 with the preset fluctuation curve to determine whether the deviation of the fluctuation trend between the two meets the preset deviation range. Here, "fluctuation trend deviation" is not simply amplitude error, but rather a comprehensive consideration of the consistency of characteristics such as curve shape, trend of change, monotonicity, and inflection point position. For example, for a certain target damping coefficient, the preset fluctuation curve requires the current to show a monotonically increasing trend from idle speed to bumpy operating conditions. If the actual curve shows a local decrease or severe fluctuation, even if the current amplitude at each operating point is within the allowable error range, it should be judged as an excessive trend deviation.

[0086] If the trend deviation between the actual current fluctuation curves under all target damping coefficients and the preset fluctuation curves is within the preset range, the detection host 5 will change the "test preliminarily passed" output in step S400 to "test passed" and output it; if the trend deviation of any curve exceeds the preset range, the current test is determined to be unqualified, the test failure result is directly output, and the fault information "abnormal fluctuation trend" is recorded, indicating that there may be problems such as control algorithm logic defects and uneven response to working conditions.

[0087] For cases involving multiple simulated load components, the detection host 5 needs to determine whether the actual current fluctuation curve of each component meets the trend deviation requirements. Only when the curve trends of all components meet the preset deviation range can the CDC suspension function test be finally determined to be qualified; if the fluctuation trend of any component is abnormal, the entire system is deemed unqualified, and the specific abnormal wheel channel can be further located.

[0088] Example 5 Based on Embodiment 2 or 3 above, this embodiment provides another electronic brake controller detection method. The same content as Embodiments 2 and 3 will not be repeated here; the difference lies in: In this embodiment, after determining in step S400 that the actual damping coefficient meets the error range corresponding to the target damping coefficient and outputting the preliminary test pass result, the following steps S800-S1000 are further included to verify the reliability of the reference damping coefficient output by the controller itself, so as to evaluate the accuracy and reliability of the data reported by the controller. The sequence numbers of steps S800-S1000 are only for convenience of explanation and are not intended to limit their location to after step S700.

[0089] It's important to note that in modern intelligent connected vehicles, the electronic brake controller does not operate in isolation. Instead, it requires real-time data exchange and collaborative control with multiple other controllers (such as the vehicle controller, electronic stability control system, and intelligent suspension control system) via the vehicle network. When making control decisions, other controllers often refer to state data such as the suspension damping coefficient reported by the electronic brake controller. However, this reported data is actually the controller's "self-perceived" damping coefficient calculated based on its internal control algorithm and monitoring signals, not a directly measured value. If the controller's internal algorithm has defects or the monitoring signals are biased, its output reference damping coefficient may not match the actual damping effect, causing other controllers to receive incorrect state information, thus affecting the accuracy and safety of the vehicle's collaborative control. Therefore, it is necessary to verify the reliability of the reference damping coefficient output by the controller itself.

[0090] Therefore, in this embodiment, after the controller under test performs drive control on the simulated load element, it further acquires the reference damping coefficient output by the controller through a dedicated signal pin, and compares it with the actual damping coefficient and the target damping coefficient to evaluate the reliability of the controller's internal state estimation. Specifically, this includes the following steps: S800: Obtain the reference damping coefficient output by the controller under test.

[0091] Specifically, in step S800, while executing steps S300 to S400, i.e., the controller under test outputs a drive signal to the simulated load element according to the target damping coefficient, the drive signal acquisition unit 3, in addition to acquiring the actual current flowing through the simulated load element, also establishes a connection with the reference damping coefficient output pin of the controller under test through its reserved additional acquisition channel, and acquires the reference damping coefficient signal output by the controller in real time. The reference damping coefficient is calculated by the internal algorithm of the controller under test, which is irrelevant to the testing process of this invention, so it will not be described in detail here. For cases containing multiple simulated load elements (four CDC dampers), the controller usually sets an independent reference damping coefficient output pin for each channel. The drive signal acquisition unit 3 synchronously acquires each signal through multiple additional acquisition channels and calculates the reference damping coefficient corresponding to each channel.

[0092] S900: Compare the reference damping coefficient with the target damping coefficient and the actual damping coefficient to determine the actual reliability of the reference damping coefficient.

[0093] Specifically, after receiving the reference damping coefficient uploaded by the drive signal acquisition unit 3, the detection host 5 performs difference calculation and comparison judgment with the target damping coefficient set in step S100 and the actual damping coefficient calculated in step S400.

[0094] First, the first difference between the reference damping coefficient and the target damping coefficient is calculated, and it is determined whether the absolute value of the first difference is less than or equal to a preset first allowable error threshold (e.g., ±3 N·s / m). This determination is used to verify whether the controller can accurately identify the target value it is required to achieve. If the absolute value of the first difference exceeds the threshold, it indicates that there is a deviation in the controller's parsing of the target command or its internal state feedback logic, and the reported reference damping coefficient cannot truly reflect the control requirements.

[0095] Secondly, the second difference between the reference damping coefficient and the actual damping coefficient is calculated, and it is determined whether the absolute value of the second difference is less than or equal to a preset second allowable error threshold (e.g., ±5 N·s / m). This determination is used to verify the accuracy of the controller's internal state estimation, that is, whether its "self-perceived" damping coefficient is consistent with the actual execution effect. If the absolute value of the second difference exceeds the threshold, it indicates that the controller has a "cognitive bias," and its internal algorithm model or state monitoring may not match the actual physical process, possibly due to algorithm defects, parameter drift, or feedback calibration failure.

[0096] The judgments in the two dimensions mentioned above are independent and equally important; both must meet the error requirements for the reference damping coefficient to be considered reliable. For cases involving multiple simulated load elements, the detection host 5 needs to perform a difference comparison of the two dimensions for each channel. Only when the reference damping coefficients of all channels meet the error requirements in both dimensions can the controller's data reporting be considered reliable.

[0097] S1000: If the actual credibility meets the set credibility threshold range, modify the preliminary test pass result to a test pass result and output it; otherwise, output a test fail result. Specifically, in step S1000, if the credibility judgment result of step S900 is qualified (that is, the difference between the reference damping coefficients of all channels in both dimensions is within the allowable range), the detection host 5 will change the detection result "Preliminary test passed" output in the previous step S400 to "Test passed", and add the annotation "Controller data reporting credibility verification passed" to the detection report.

[0098] If the reliability judgment result is unqualified (i.e., the reference damping coefficient of any channel exceeds the allowable error range in any dimension), the detection host 5 determines that the current detection is unqualified, directly outputs the final failure result, and records the specific fault information, such as "left front channel reference damping coefficient deviation from target value +8 N·s / m" or "right rear channel reference damping coefficient deviation from actual value -6 N·s / m". At this time, even if the actual driving capability of the controller (actual damping coefficient meets the target error requirement) is normal, it should still be judged as an unqualified product because its internal state estimation is inaccurate and the output reference data is unreliable, in order to avoid the whole vehicle cooperative control system functioning abnormally due to the controller reporting incorrect data after installation.

[0099] The above description is merely a preferred embodiment of this application and an explanation of the technical principles employed. Those skilled in the art should understand that the scope of the invention involved in this application is not limited to technical solutions formed by specific combinations of the above-described technical features, but should also cover other technical solutions formed by arbitrary combinations of the above-described technical features or their equivalents without departing from the inventive concept. For example, technical solutions formed by substituting the above features with (but not limited to) technical features with similar functions disclosed in this application.

Claims

1. An electronic brake controller testing system for testing electronic brake controllers integrating continuous damping control suspension functions, characterized in that, It includes a test bench (1) and a suspension function testing module, wherein the test bench (1) is used to place the suspension function testing module; The suspension function detection module includes: The simulated load unit (2) includes at least one simulated load element for simulating the electrical load characteristics of the continuous damping control suspension actuator, and is electrically connected to the suspension control interface of the controller to be tested. A drive signal acquisition unit (3) is connected to the analog load unit (2) and is used to acquire the drive signal output by the controller under test to the analog load element; A load adjustment unit (4), connected to the analog load unit (2), is used to adjust the equivalent electrical load parameters of the analog load element according to external commands; and The detection host (5) is communicatively connected to the suspension function detection module; The detection host (5) is used to calculate the actual damping coefficient based on the drive signal and compare it with the target damping coefficient to output the detection result.

2. The electronic brake controller detection system according to claim 1, characterized in that, Each simulated load element of the simulated load unit (2) is used to connect one-to-one with multiple suspension control interfaces of the controller to be tested; the load adjustment unit (4) is used to independently set different equivalent electrical load parameters for each simulated load element according to the instructions of the detection host (5) to simulate the differentiated load environment of the vehicle under different driving conditions of different wheels.

3. The electronic brake controller detection system according to claim 2, characterized in that, The simulated load unit (2) is a continuously damped control shock absorber matched with the actual vehicle; the drive signal acquisition unit (3) includes multiple signal acquisition channels, which are used to synchronously acquire the drive signals output by the controller to be tested to each simulated load unit (2).

4. The electronic brake controller detection system according to claim 3, characterized in that, It also includes a human-computer interaction module (6), which is installed on the stand (1) and includes a touch screen; the human-computer interaction module (6) is communicatively connected to the detection host (5).

5. A method for detecting an electronic brake controller, characterized in that, The electronic brake controller testing system based on any one of claims 1-4, with the testing host (5) as the execution subject, includes: Obtain the target operating conditions and target damping coefficient, wherein the target operating conditions include at least idling, constant speed, acceleration, and bumpy conditions; The equivalent impedance is obtained by calling the first preset data table according to the target operating condition, so that the controller under test outputs the drive signal to the simulated load element; the first preset data table includes multiple target operating conditions and a unique equivalent impedance corresponding to each target operating condition; The equivalent impedance is used as the equivalent electrical load parameter to control the load adjustment unit (4), and the actual current of the simulated load element is acquired by the drive signal acquisition unit (3). Calculate the actual damping coefficient based on the actual current, and when the actual damping coefficient meets the error range corresponding to the target damping coefficient, output the preliminary test pass result.

6. The electronic brake controller testing method according to claim 5, characterized in that, The calculation of the actual damping coefficient based on the actual current includes: Obtain the load element characteristic curve, which characterizes the damping force generated by the solenoid valve at different current outputs under a set temperature; Based on the actual current and the characteristic curve of the load element, the actual damping force is calculated by interpolation. The second preset data table is called according to the target operating condition to obtain the preset speed; the second preset data table includes multiple target operating conditions and a unique preset speed corresponding to each target operating condition, the preset speed being the piston movement speed of the simulated load element under the corresponding target operating condition; The actual damping coefficient is calculated based on the actual damping force and the piston moving speed.

7. The electronic brake controller detection method according to claim 6, characterized in that, The process of acquiring the actual current of the analog load element acquired by the drive signal acquisition unit (3) also includes: Obtain the actual power supply voltage of the controller under test and the output delay time of the drive signal; Before calculating the actual damping coefficient based on the actual current, the method further includes: If the actual power supply voltage exceeds the error range corresponding to the rated power supply voltage, or the output delay time is greater than the set delay time, the test failure result is directly output. Otherwise, the actual damping coefficient is calculated based on the actual current.

8. The electronic brake controller detection method according to claim 7, characterized in that, After obtaining the load element characteristic curve, and before calculating the actual damping force based on the actual current and the load element characteristic curve using interpolation, the method further includes: Get the current ambient temperature; When it is determined that the current ambient temperature deviates from the set temperature, a pre-stored temperature compensation coefficient table is called based on the difference between the current ambient temperature and the set temperature to correct the damping force in the characteristic curve of the load element.

9. The electronic brake controller testing method according to claim 8, characterized in that, After determining that the actual damping coefficient meets the error range corresponding to the target damping coefficient and outputting the preliminary test pass result, the method further includes: Iterate through all the target working conditions and the preset target damping coefficients to construct multiple test scenarios; Acquire the actual current collected by the drive signal acquisition unit (3) under each test scenario, and plot the actual current fluctuation curve; the actual current fluctuation curve represents the fluctuation trend of the actual current with the target operating condition when it is at the same target damping coefficient; If the deviation between the actual current fluctuation curve and the preset fluctuation curve meets the preset deviation range, the preliminary test pass result is modified to a test pass result and output; otherwise, a test fail result is output.

10. The electronic brake controller detection method according to claim 9, characterized in that, After determining that the actual damping coefficient meets the error range corresponding to the target damping coefficient and outputting the preliminary test pass result, the method further includes: Obtain the reference damping coefficient output by the controller under test; The reference damping coefficient is compared with the target damping coefficient and the actual damping coefficient to determine the actual reliability of the reference damping coefficient. If the actual credibility meets the set credibility threshold range, the preliminary test pass result is modified to a test pass result and output; otherwise, a test fail result is output.

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