Vehicle slope simulation test control method and system based on bus signal hijacking

Abstract

The present application belongs to the technical field of vehicle testing, and proposes a vehicle slope simulation test control method and system based on bus signal hijacking. The original message containing the slope signal and other non-target signals sent by the vehicle bus is forwarded to the intelligent gateway to analyze the original message ID. If the analyzed original message ID matches the preset slope signal ID, the original message is blocked from forwarding to the output port of the intelligent gateway. If it is a non-target signal ID, it is forwarded directly to the output port of the intelligent gateway. Through the intelligent gateway to analyze the original message ID, once matched, the message is discarded immediately and the forwarding is blocked. Non-target signals are forwarded directly without additional delay. At the same time, the bench simulation signal is injected according to the vehicle bus rate and cycle, which is completely consistent with the transmission specification of the original vehicle signal. The ECU cannot distinguish the signal source and only receives the unique effective slope signal, realizing the non-missing and non-conflict replacement of the slope signal.

Description

Technical Field

[0001] This invention belongs to the technical field of vehicle testing, and in particular relates to a vehicle slope simulation test control method and system based on bus signal hijacking. Background Technology

[0002] The statements in this section are merely background information related to the present invention and do not necessarily constitute prior art.

[0003] While current vehicle testing benches can simulate the mechanical resistance of a vehicle going uphill and downhill by applying motor resistance, they cannot synchronously transmit the slope signal to the vehicle controller (ECU). This means that critical control logic such as engine torque distribution strategy and motor assist intervention timing in hybrid vehicles during mountain climbing conditions can only be verified through real-vehicle road tests, reducing testing efficiency. Furthermore, while existing OBD port signal injection solutions (such as Vector CANoe) can send simulated slope messages, they cannot isolate the CAN messages sent by the original vehicle sensors. This causes the ECU to receive two conflicting signals simultaneously, leading to bus arbitration errors (increased error frame incidence), and in severe cases, triggering the vehicle's fault protection mode. Summary of the Invention

[0004] To overcome the shortcomings of the prior art, this invention provides a vehicle slope simulation test control method and system based on bus signal hijacking. By parsing the original message ID and determining the signal execution through an intelligent gateway, the conflict premise of simultaneous transmission of two signals is eliminated from the root, and the collision-free dynamic replacement of high-precision slope signals is realized.

[0005] To achieve the above objectives, the present invention adopts the following technical solution: In a first aspect, the present invention provides a vehicle slope simulation test control method based on bus signal hijacking, comprising: The original message containing slope signal and other non-target signals sent by the vehicle bus is forwarded to the intelligent gateway to parse the original message ID; If the parsed original message ID matches the preset slope signal ID, then the forwarding of the original message to the smart gateway output port will be blocked. If the signal ID is not the target signal ID, it will be forwarded directly to the output port of the smart gateway. The simulated slope signal generated by the test bench is encapsulated as a CAN signal and sent to the vehicle controller at the same rate as the vehicle bus through the output port of the smart gateway. After receiving the replaced slope signal and parsing the slope value, the vehicle controller executes the corresponding slope simulation test control strategy.

[0006] Secondly, the present invention provides a vehicle slope simulation test control system based on bus signal hijacking, comprising: The intelligent gateway is configured to receive raw messages containing slope signals and other non-target signals sent by the vehicle bus, and parse the raw message ID. If the parsed original message ID matches the preset slope signal ID, then the forwarding of the original message to the smart gateway output port will be blocked. If the signal ID is not the target signal ID, it will be forwarded directly to the output port of the smart gateway. The simulated slope signal generated by the test bench is encapsulated as a CAN signal and sent to the vehicle controller at the same rate as the vehicle bus through the output port of the smart gateway. The vehicle controller is configured to receive the replaced slope signal, parse the slope value, and then execute the corresponding slope simulation test control strategy.

[0007] Thirdly, the present invention provides an electronic device including a memory and a processor, and computer instructions stored in the memory and running on the processor, wherein the computer instructions, when executed by the processor, perform the method described in the first aspect.

[0008] Fourthly, the present invention provides a computer-readable storage medium for storing computer instructions, which, when executed by a processor, perform the method described in the first aspect.

[0009] Fifthly, the present invention provides a computer program product, including a computer program that, when executed by a processor, implements the method described in the first aspect.

[0010] The above one or more technical solutions have the following beneficial effects: In this invention, the original message containing the slope signal and other non-target signals sent by the vehicle bus is forwarded to the intelligent gateway for parsing the original message ID. If the parsed original message ID matches the preset slope signal ID, the forwarding of the original message to the intelligent gateway output port is blocked; if it is a non-target signal ID, it is forwarded directly to the intelligent gateway output port. By parsing the original message ID through the intelligent gateway, once a match is found, the message is immediately discarded and forwarding is blocked, thus eliminating the conflict premise of simultaneous transmission of two signals at the source. Non-target signals are forwarded directly without additional delay. At the same time, the bench-simulated signal is injected according to the vehicle bus rate and cycle, which is completely consistent with the transmission specifications of the original vehicle signal. The ECU cannot distinguish the signal source and only receives the unique valid slope signal, resulting in a high replacement success rate and achieving complete and conflict-free replacement of the slope signal.

[0011] In this invention, any slope condition can be flexibly designed according to testing requirements, from a single fixed slope to a continuous dynamic slope, from a standard stepped wave to a real vehicle road test restoration curve, all of which can be accurately reproduced, and the same condition can be repeated an unlimited number of times, completely solving the problem of uncontrollable and unrepeatable real vehicle road test conditions.

[0012] In this invention, a high-precision slope signal is generated on a test bench, encapsulated by a smart gateway according to the vehicle's DBC protocol, and periodically injected into the bus. Compared to the slope sensor in real-vehicle road tests, which is affected by road bumps and sudden slope changes, the simulated signal from the test bench is stable and continuous, providing a standardized input source for ECU control strategy calibration. Furthermore, the indoor test bench allows for precise control of environmental parameters, avoiding the impact of uncertainties such as weather changes, altitude differences, and fluctuations in road surface adhesion coefficients on test results during real-vehicle road tests.

[0013] Advantages of additional aspects of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0014] The accompanying drawings, which form part of this invention, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an improper limitation of the invention.

[0015] Figure 1 This is a system architecture diagram in an embodiment of the present invention; Figure 2 This is a flowchart illustrating the signal replacement process in an embodiment of the present invention. Detailed Implementation

[0016] It should be noted that the following detailed descriptions are exemplary and intended to provide further illustration of the invention. Unless otherwise specified, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains.

[0017] It should be noted that the terminology used herein is for the purpose of describing particular implementations only and is not intended to limit the exemplary implementations of the present invention.

[0018] Where there is no conflict, the embodiments and features in the embodiments of the present invention can be combined with each other.

[0019] Example 1 like Figure 2 As shown, this embodiment discloses a vehicle slope simulation test control method based on bus signal hijacking, including: The original message containing slope signal and other non-target signals sent by the vehicle bus is forwarded to the intelligent gateway to parse the original message ID; If the parsed original message ID matches the preset slope signal ID, then the forwarding of the original message to the smart gateway output port will be blocked. If the signal ID is not the target signal ID, it will be forwarded directly to the output port of the smart gateway. The simulated slope signal generated by the test bench is encapsulated as a CAN signal and sent to the vehicle controller at the same rate as the vehicle bus through the output port of the smart gateway. After receiving the replaced slope signal and parsing the slope value, the vehicle controller executes the corresponding slope simulation test control strategy.

[0020] First, combine Figure 1 The system hardware of this embodiment is described, including a bus cutoff connector, a smart gateway, a hardware bypass relay, and a bench data acquisition module. The bus is physically cut off. After the cutoff, the sensor end, the controller end, and the bench slope signal input end are respectively connected to different interfaces of the CAN bridge. That is, the vehicle bus signal is forwarded from sensor input to output to the controller through the CAN bridge, and the original vehicle slope signal is replaced with the bench slope signal.

[0021] Specifically, this embodiment uses physical disconnection of the original bus, directional forwarding, and signal replacement to ensure that the vehicle controller (ECU / MCU) only receives the precise slope signal simulated on the bench, without affecting the transmission of other normal bus signals. The specific disassembly is as follows: Step 1: Physically cut off the bus - cut off the natural transmission path of the original signal.

[0022] Use a special tool to cut the CAN bus of the vehicle chassis (including the twisted pair of CAN_H yellow wire and CAN_L green wire), and select the midpoint between the two 120Ω terminating resistors of the bus to ensure bus impedance matching and avoid signal distortion.

[0023] The original signal transmission link from the vehicle sensor to the bus to the controller is broken, preventing the slope signal emitted by the original vehicle sensor from being directly transmitted to the controller, thus paving the way for subsequent signal replacement.

[0024] Step 2: Three-way interface connection - turn the CAN bridge into a signal relay station.

[0025] After the cut-off, the three key components are connected to different dedicated interfaces of the CAN bridge to achieve branched access and directional processing: Sensor end: The bus harness on the side of the original vehicle's slope sensor (and other sensors) is connected to the input port (CAN_IN) of the CAN bridge, so that all original vehicle bus signals (including slope, vehicle speed, etc.) first enter the bridge for filtering; Controller side: The bus harness on the vehicle controller (ECU / MCU) side is connected to the output port (CAN_OUT) of the CAN bridge, so that the signal processed by the bridge is finally transmitted to the controller; Benchside: The bench slope simulator (a device that generates accurate simulated slopes) is connected to the signal input channel of the CAN bridge via a dedicated interface (such as DB9), allowing the simulated slope signal generated by the bench to enter the bridge and wait for replacement.

[0026] Step 3: The core function of the bridge - forwarding normal signals + replacing slope signals.

[0027] A CAN bridge acts as a smart filtering and replacement relay station, doing two things at the same time: Forwarding non-target signals: For signals that are not slope signals in the original vehicle bus (such as vehicle speed, engine speed, battery SOC, etc.), the bridge does not make any modifications and directly forwards them from the "input port (CAN_IN)" to the "output port (CAN_OUT)", ensuring that other vehicle control logic is not affected (forwarding delay ≤0.1ms, almost imperceptible). Replace the target slope signal: Interception and discarding: The bridge identifies the signal ID in real time through a hardware accelerator. Once it detects that the ID is the original vehicle slope signal ID, it immediately discards the signal and prevents it from being forwarded to the controller. Inject new signal: The simulated slope signal transmitted from the test bench is packaged into a CAN signal according to the protocol standard of the whole vehicle bus (DBC file encapsulation) and sent to the controller from the output port (CAN_OUT) at the same rate as the original vehicle (e.g., 1ms / time); Of the bus signals received by the controller, all signals are consistent with those transmitted normally in the original vehicle, except for the slope signal, which is replaced by a bench simulation signal, thus achieving conflict-free replacement.

[0028] As a specific implementation method, the system hardware connection is the foundation for achieving accurate replacement of the slope signal. It is necessary to strictly follow the process of positioning-cutting-connection-initialization to ensure bus impedance matching, distortion-free signal transmission, and no abnormalities in device coordination.

[0029] (a) Step 1: Bus truncation and interface deployment.

[0030] 1. Preliminary preparations and tools list.

[0031] Tools required: dedicated CAN bus wire harness cutting tool, CAN bus topology analyzer, digital multimeter, shielded connector crimping tool, insulating tape, wire harness cable ties, and marking pen.

[0032] Vehicle pretreatment: Park the test vehicle on the platform, engage the handbrake, disconnect the negative terminal of the 12V battery, and wait for the entire vehicle's capacitors to discharge completely. The capacitor discharge should take ≥15 minutes to avoid the risk of short circuit due to residual voltage on the bus. Consult the vehicle chassis CAN bus technical manual to determine the cable specifications (e.g., wire diameter 0.35mm², insulation material XLPE) and the installation location of the terminating resistors for CAN_H (yellow wire) and CAN_L (green wire). The terminating resistors are usually integrated inside the ECU and sensors.

[0033] 2. Precise location of bus cutoff points.

[0034] The CAN bus topology analyzer is used to scan the chassis CAN bus, and the cutoff point is determined by impedance measurement: the bus impedance is measured step by step along the bus route. When the measured value is the resistance of a single terminating resistor, i.e., 120Ω ± 5%, the measurement point is moved until the impedance value drops to the parallel value of two 120Ω terminating resistors, i.e., 60Ω ± 3%. This point is the topology midpoint between the two terminating resistors, and it is marked with a marker pen.

[0035] After positioning, verify again: measure the impedance within 5cm on both sides of the marked point to ensure that the impedance on both sides is close to 120Ω, confirm that the marked point is the midpoint of the topology, and avoid bus impedance mismatch caused by the offset of the cut-off position, which may cause signal reflection.

[0036] 3. Bus truncation operation specifications.

[0037] Using a dedicated wire harness cutting tool, quickly cut the CAN_H (yellow) and CAN_L (green) twisted pair wires perpendicular to the wire axis, ensuring a clean cut without burrs or exposed copper wires. If any copper wires are scattered, trim them with diagonal pliers to avoid short circuits.

[0038] After cutting off the insulation layer of the conductors at both ends, the stripping length is controlled within 5±0.5mm to expose the tin-plated copper conductor; use a digital multimeter to measure the insulation resistance between the conductor and the vehicle body ground (≥1MΩ) to confirm that there is no risk of grounding short circuit.

[0039] 4. Interface connection and fixation.

[0040] Sensor-side and ECU-side interface: Connect the CAN_H wire of the sensor side to the CAN_IN port (Pin2 pin) of the smart gateway, and connect the CAN_L wire to the CAN_IN port (Pin7 pin); connect the CAN_H wire of the ECU side to the CAN_OUT port (Pin2 pin) of the smart gateway, and connect the CAN_L wire to the CAN_OUT port (Pin7 pin).

[0041] The wire connection adopts a cold crimping process, and AMP 171988-2 type crimping terminal matching the wire diameter is selected. The crimping pressure is set to 800psi. After crimping, the connection is verified by pulling the wire (tensile force ≥50N, no loosening).

[0042] Shielded connector installation: Install a shielded connector with an impedance of 120Ω±2% on the cross-section. The connector shielding layer should be completely flush with the wire harness shielding layer, with an overlap length of ≥10mm. Tighten the connector fixing nut to a torque of 5±0.5N. m, to ensure electromagnetic shielding effectiveness and reduce the impact of industrial interference in the bench environment on bus signals.

[0043] Benchtop Incline Simulator Interconnection: The benchtop incline simulator connects to the signal input channel of the smart gateway via a standard DB9 interface cable. Shielded twisted-pair cables with an impedance of 120Ω and a length ≤2m are used to avoid signal attenuation. Before connection, confirm the bus baud rate: Use a vehicle diagnostic tool to read the CAN bus baud rate of the vehicle chassis. Commonly, it is 500kbit / s or 250kbit / s. Adjust the baud rate of the benchtop incline simulator to match, ensuring synchronized signal transmission.

[0044] Wiring harness fixing: Use flame-retardant wiring harness cable ties to fix the connected wiring harness to the existing wiring harness bracket on the vehicle chassis. The cable tie spacing should be ≤15cm to prevent the wiring harness from dangling and shaking. The wiring harness routing should be consistent with the original vehicle wiring harness and kept away from the high-temperature area of ​​the engine and sharp edges.

[0045] 5. Verification after integration.

[0046] Impedance verification: Use a digital multimeter to measure the terminating resistance between the CAN_IN port and the CAN_OUT port. The value should be 120Ω ± 2% to confirm that the connector impedance is matched. Conductivity verification: Measure the on-resistance between CAN_H on the sensor side and CAN_IN Pin2 on the gateway (≤0.5Ω), and the on-resistance between CAN_H on the ECU side and CAN_OUT Pin2 on the gateway (≤0.5Ω) to ensure there are no loose connections in the lines; Insulation verification: Measure the insulation resistance (≥1MΩ) between all conductors and the vehicle body ground to avoid short circuit risk.

[0047] (ii) Step 2: CAN bridge startup initialization.

[0048] 1. Power-on operation.

[0049] Connect the smart gateway to the vehicle's 12V battery. Connect the positive and negative terminals of the battery to the gateway's Pin1 and Pin9 pins, respectively, and connect a 10A fuse in series to prevent overload and damage to the device. After power is connected, the gateway's power indicator light (Power) should light up immediately (solid green), indicating that the power supply is normal.

[0050] 2. Gateway self-test process.

[0051] Phase 1, Port signal level detection: The gateway has a built-in level detection module that automatically measures the static signal level of the CAN_IN port. The normal range is the CAN bus recessive level standard, which is 2.5V ± 0.5V. If the detected value is lower than 2.0V or higher than 3.0V, the gateway alarm indicator (Error) will flash (frequency 1Hz). It is necessary to check whether the wiring harness connection is reversed, short-circuited, or the terminating resistor is abnormal.

[0052] Phase 2, Bypass relay status verification: The gateway determines the relay status by detecting the coil voltage. Under normal circumstances, the relay coil voltage is ≥11V and the contacts remain open (isolation resistance >1MΩ).

[0053] If the detected coil voltage is <11V or the contacts are not open (isolation resistance <1MΩ), the alarm indicator light will flash. You need to check whether the gateway power supply voltage or the relay is faulty.

[0054] Phase 3, DBC file loading and conversion factor configuration: The gateway automatically reads the pre-stored vehicle DBC file (including message definitions such as slope signal and speed signal), loads the slope signal conversion coefficient, and determines the slope signal conversion coefficient based on the scaling factor and offset of the slope signal in the DBC file.

[0055] For example: if the DBC file defines the slope signal as "scaling factor 0.01, offset = 0", then the conversion coefficient is set to 1, meaning the 1V signal input from the test bench corresponds to a 1% slope. If the DBC file definition is different, the gateway will automatically adapt and adjust. After successful loading, the gateway's Ready indicator light will illuminate (solid green). If the DBC file loading fails (e.g., due to file corruption or mismatch), the alarm indicator light will flash (3Hz), and a matching DBC file needs to be re-imported.

[0056] 3. Initialize the exception handling mechanism.

[0057] If an alarm occurs during the self-test, the gateway will automatically record the fault code (such as "0x01: CAN_IN level abnormal", "0x02: relay status abnormal", "0x03: DBC loading failure"). The fault code can be read through the gateway configuration software. After troubleshooting, the gateway needs to be restarted to re-perform the self-test until the ready indicator light stays on, ensuring that the initialization is completely successful before proceeding with the signal replacement process.

[0058] II. Working principle of dynamic signal replacement.

[0059] Dynamic signal replacement is the core function of the system. Through a closed-loop process of interception-filtering-conversion-injection-response, it achieves conflict-free and high-precision replacement of slope signals while ensuring the normal transmission of non-target signals.

[0060] (I) Stage 1: Original signal interception and filtering.

[0061] 1. Original signal interception.

[0062] All signals transmitted via the vehicle chassis CAN bus (including slope signal, vehicle speed signal, engine speed signal, battery SOC signal, etc.) are transmitted to the CAN_IN port of the smart gateway through the sensor side wiring harness. The gateway has a built-in high-speed signal acquisition module that captures each CAN message in real time to ensure no signal loss.

[0063] 2. Message ID parsing.

[0064] The gateway integrates a 32-bit ARM Cortex-M7 processor and a CAN signal hardware accelerator, supporting parallel parsing of message IDs with a parsing latency of ≤0.02ms.

[0065] The parsing process is as follows: The hardware accelerator extracts the message ID from the captured messages. The message ID is either an 11-bit standard ID or a 29-bit extended ID, based on the preset in the vehicle's DBC file. The extracted message ID is compared with the pre-stored slope signal target ID (such as 0x18FEF101) at high speed. The comparison logic is directly implemented by the hardware circuit without software intervention, ensuring the parsing speed.

[0066] 3. Signal filtering and forwarding strategies.

[0067] Target signal (slope signal) processing: If the message ID matches the slope signal target ID exactly, the gateway immediately performs two operations: ① Discard the original slope message (do not store it in the forwarding buffer); ② Trigger the hardware blocking mechanism to prevent the message from being forwarded through the CAN_OUT port, ensuring that the original slope signal cannot reach the ECU.

[0068] Non-target signal (vehicle speed, RPM, etc.) processing: If the message ID is a non-target ID, the gateway executes a pass-through forwarding strategy: the message does not need to undergo complex processing and is directly transmitted from the CAN_IN port to the CAN_OUT port. The forwarding delay is strictly controlled to ≤0.1ms. This is achieved through a hardware channel, without the superposition of software delays, ensuring that other vehicle control logic (such as vehicle speed control and braking control) is not affected.

[0069] Priority guarantee: The gateway internally sets the signal forwarding priority. The forwarding priority of non-target signals is higher than the processing priority of target signals to avoid delays in non-target signals due to the resource consumption of slope signal processing.

[0070] 4. Verification of filtration effect.

[0071] Monitor the signals of the CAN_IN and CAN_OUT ports using Vector CANoe software: The CAN_IN port can capture the raw slope signal; The CAN_OUT port does not output the original slope signal, and the transmission delay of non-target signals (such as vehicle speed) is ≤0.1ms, with no packet loss or error.

[0072] (II) Stage 2: Bench signal conversion and injection.

[0073] 1. Preprocessing of test bench slope signal.

[0074] The simulated slope signal (analog signal, range -10V to +10V) generated by the bench slope simulator is transmitted to the signal input channel of the smart gateway through the DB9 interface.

[0075] The gateway has a built-in 16-bit ADC conversion module that converts analog signals into digital signals with a conversion accuracy of ≤0.01%, ensuring the original accuracy of the slope signal.

[0076] 2. CAN signal encapsulation.

[0077] The gateway performs standardized encapsulation of the digital gradient signal based on the loaded vehicle DBC file, and the encapsulation process strictly follows the vehicle CAN bus protocol. Determine the message format: According to the DBC file definition, set the message ID (consistent with the original slope signal ID to ensure ECU recognition) and data length (e.g., 8 bytes). Signal mapping: Maps the digital slope signal to a specified byte bit in the message (e.g., start bit 16, data length 16 bits). Scaling and Offset: Based on the scaling factor (e.g., 0.01) and offset (e.g., 0) in the DBC file, the signal is converted (final signal value = digital value × scaling factor + offset). Verification generation: Automatically calculates the check bits of the message (such as CRC check) to ensure message integrity.

[0078] 3. Signal injection and synchronization control.

[0079] Injection rate synchronization: The encapsulated CAN signal is sent to the ECU through the CAN_OUT port. The transmission rate is completely consistent with the transmission rate of the original slope signal of the vehicle bus (usually 1ms / frame) to ensure that the ECU receives the signal without any abnormalities. Replacement cycle control: The total cycle from the bench signal entering the gateway to the injection into the bus after packaging is ≤1ms, of which ADC conversion time is ≤0.2ms, DBC packaging time is ≤0.3ms, and transmission delay is ≤0.5ms, ensuring the real-time performance of signal replacement; Timing calibration: The gateway has a built-in timing calibration module that compares the bench signal injection time with the original slope signal transmission time in real time and dynamically adjusts the injection delay (calibration accuracy ≤ 0.05ms) to avoid ECU misjudgment due to timing deviation.

[0080] 4. Verification of injected signal quality.

[0081] Monitor the injected signal at the CAN_OUT port using a Tektronix MDO3024 oscilloscope: Signal levels: CAN_H dominant level 2.7V~3.5V, recessive level 2.0V~2.5V; CAN_L dominant level 1.5V~2.3V, recessive level 2.5V~3.0V, conforming to the CAN bus standard; Signal stability: After 1 hour of continuous monitoring, the transmission cycle fluctuation of the injected signal is ≤0.03ms, with no message loss or duplicate transmission.

[0082] (III) Stage 3: ECU control response.

[0083] 1. ECU signal analysis.

[0084] The ECU receives the replaced slope signal message through the CAN_OUT port and extracts the slope value α (unit: %) according to the parsing rules of the vehicle's DBC file. The parsing process is as follows: After receiving a message, first verify the message checksum (CRC check) to ensure that there are no transmission errors in the message; Extract the raw data from the specified byte position in the message, and calculate the actual slope value α using the formula "raw data × scaling factor + offset". The analyzed slope value is filtered (e.g., first-order low-pass filter, with the filter coefficient preset according to the vehicle control strategy) to remove signal noise and ensure the slope value is stable.

[0085] 2. Control strategy execution.

[0086] The ECU triggers the corresponding control strategy based on the analyzed slope value α. The core strategy is as follows: Case 1: Steep slope climbing strategy (α>5%).

[0087] Triggering condition: Slope value α is ≥5% for a continuous period of ≥100ms to avoid false triggering by instantaneous signals; Strategy execution: Activate the engine torque compensation strategy, target torque = base torque × (1 + 0.05 × α), where the base torque is determined based on the current vehicle speed and throttle opening; at the same time, advance the timing of electric motor power assistance intervention (0.5ms earlier than on flat roads), and increase the proportion of electric motor power assistance torque to 30%~50% to ensure sufficient power for vehicle climbing. Example: If the base torque is 120N Given m and α = 8%, the target torque is 120 × (1 + 0.05 × 8) = 168 N. m, the motor provides an additional 48N With m-assisted torque, the total output torque reaches 216N. m.

[0088] Case 2: Fuel cut-off and energy recovery strategy on long downhill slopes (α<-2%).

[0089] Triggering conditions: The gradient value α is ≤-2% for a continuous period of ≥200ms, and the vehicle speed is ≥30km / h; Strategy execution: Engine control: Start-up fuel cut-off control, fuel injection pulse width = 0ms, to avoid fuel waste due to engine idling injection; at the same time, it controls the engine speed to maintain at the minimum stable speed (e.g., 800rpm) to prevent stalling; Motor control (hybrid / new energy vehicles): Activate energy recovery mode, and the recovery power is adjusted according to the absolute value of the slope (5kW recovery power when α=-2%, 15kW recovery power when α=-5%). The recovered electrical energy is stored in the power battery (when SOC≤90%).

[0090] Case 3: Gentle slope strategy (-2% < α ≤ 5%).

[0091] Triggering condition: The slope value fluctuates within the range of -2% to 5%; Strategy execution: Maintain the conventional torque distribution strategy, with engine torque and electric motor torque distributed according to a preset ratio (e.g., engine accounts for 70%, electric motor accounts for 30%), and dynamically fine-tune according to vehicle speed and throttle opening to ensure smooth driving.

[0092] 3. Verification of response effect.

[0093] The control response of the ECU is recorded using a bench data acquisition system. Torque response: The deviation between the engine output torque and the theoretically calculated value is ≤ ±1%; Timing response: The delay from receiving the slope signal from the ECU to triggering the control strategy is ≤5ms; Stability: After 3 hours of continuous testing, the control strategy executed without any abnormalities, and there were no false triggers or missed triggers.

[0094] III. Workflow of the safety bypass mechanism.

[0095] The safety bypass mechanism is the core of ensuring the safety of the vehicle bus. Through the logic of normal isolation, fault detection, fast switching and communication recovery, it ensures that bus communication is not interrupted when the gateway fails, thus avoiding triggering the vehicle fault protection.

[0096] (a) Normal operating conditions: signal isolation and channel control.

[0097] 1. Relay status control.

[0098] When the smart gateway is powered normally (supply voltage 12VDC±0.5V), the 12VDC voltage drives the coils of the dual parallel relays. The coils generate electromagnetic attraction, keeping the relay contacts in the open state. At this time, the isolation resistance of the relay contacts is >1MΩ, ensuring physical isolation between the bus on the sensor side and the ECU side. CAN signals can only be transmitted through the signal processing channel inside the gateway, realizing signal filtering and replacement.

[0099] 2. Status monitoring and maintenance.

[0100] The gateway has a built-in relay status monitoring module that monitors the coil voltage (normal range 11V~14V) and contact status in real time. The contact status is determined by impedance detection. If the coil voltage is lower than 11V, the gateway will automatically adjust the output of the internal power supply module to maintain the coil voltage stability. If an abnormal contact closure is detected (isolation resistance < 1MΩ), an alarm will be triggered immediately (alarm indicator flashes at a frequency of 4Hz), and the fault code "0x04: abnormal relay contact" will be recorded.

[0101] 3. Bus signal transmission path.

[0102] Under normal operating conditions, the bus signal transmission path is: sensor → CAN_IN port → gateway internal signal processing channel (filtering / replacement) → CAN_OUT port → ECU. The forwarding delay of non-target signals is ≤0.1ms, and the replacement cycle of target signals is ≤1ms, which meets the real-time requirements of vehicle control.

[0103] (ii) Fault conditions: rapid handover and communication recovery 1. Fault triggering conditions.

[0104] The gateway has a built-in voltage monitoring module (measurement range 9V~16V, accuracy ±0.1V) and a temperature monitoring module (measurement range -40℃~125℃, accuracy ±1℃) to monitor the operating status in real time. A bypass mechanism is triggered when any of the following conditions are met: Power supply failure: The gateway power supply voltage drops below 9V (e.g., due to a depleted battery or a broken power supply line). High temperature fault: The internal operating temperature of the gateway exceeds 85℃ (e.g., the ambient temperature of the rack is too high or the gateway has poor heat dissipation).

[0105] 2. Emergency response procedures for malfunctions.

[0106] Step 1: Supercapacitor power supply startup: The gateway has a built-in 5F / 16V supercapacitor module, which is normally charged from 12V power supply to 12V±0.5V.

[0107] When a fault is triggered, the supercapacitor instantly releases its stored energy to provide continuous power to the gateway control circuit (lasting for ≥20ms), ensuring that the control circuit has enough time to complete the bypass switching operation.

[0108] Step 2: Relay contact closure control: After a fault is triggered, the gateway control circuit immediately cuts off the power supply to the relay coil. The electromagnetic attraction of the coil disappears, and the magnetic holding mechanism drives the contacts to close under the action of the spring force. The closing time is ≤3.2ms (after 100 tests, the average closing time is 3.0ms, and the standard deviation is <0.15ms).

[0109] Step 3: Physical direct connection of the bus: After the relay contacts are closed, the CAN_IN port and the CAN_OUT port are physically directly connected through the contacts. The contact resistance is <25mΩ (to ensure that there is no significant signal attenuation). The bus resumes its original communication path (sensor → bus → ECU). The original slope signal and other bus signals can be transmitted normally, avoiding the ECU from triggering fault protection due to signal interruption.

[0110] Step 4: Fault Status Feedback: After the bypass mechanism is triggered, the gateway alarm indicator light stays on (red) and sends a fault message (ID: 0x18FF0001, data segment: fault type + trigger time) to the bench control system via the CAN bus, so that testers can detect the fault in time.

[0111] 3. Fault recovery time verification.

[0112] Monitoring fault recovery time using Vector CANoe software and a Tektronix oscilloscope: The time from fault triggering (voltage drop below 9V or temperature exceeding 85℃) to relay contact closure is ≤3.2ms; The time from contact closure to bus level stabilization (CAN_H / CAN_L signals returning to normal recessive / dominant levels) is ≤5.3ms; The total fault recovery time (from fault triggering to normal bus communication) is ≤8.5ms, and the number of bus error frames detected by CANoe is 0, ensuring that the ECU has no signal interruption perception.

[0113] 4. Recovery after troubleshooting.

[0114] Once the fault is resolved (e.g., power is restored, temperature drops to normal range), and the gateway is reconnected to normal 12V power: Supercapacitor automatic charging; The gateway control circuit re-drives the relay coil to power, and the contacts open (isolation resistance > 1MΩ). The gateway restarts and performs a self-test. After the self-test is successful, the signal replacement function is restored, the alarm indicator light goes out, and the system returns to normal operation.

[0115] IV. Verification data for key parameters.

[0116] To verify the stability and reliability of the system performance, the following key parameter data were obtained through specialized testing. All tests were performed under standard bench conditions (temperature 25℃±5℃, humidity 40%~60%). (a) Reliability test for signal replacement 1. Test conditions Test duration: 6 consecutive hours; Slope signal type: Slope step signal (-5%→0%→+5%→0%→-5%, step interval 10s); Bus load rate: 30%~50% (simulating the bus load when the vehicle is in normal driving condition); 2. Test Results ECU message reception success rate: 100% (a total of 21,600 slope signal messages were sent within 6 hours, and the ECU received them all without any packet loss or error). Signal replacement accuracy: The deviation between the replaced slope value and the bench setting value is ≤ ±0.1% (e.g., when set to +5%, the ECU resolution value is 4.99%~5.01%). Bus conflict status: The number of Error Frames detected by CANoe is 0, indicating no bus arbitration conflict.

[0117] (ii) Fault recovery consistency test 1. Test conditions Test type: Power failure cycle test (power supply 12V→8V→12V, cycle period 10s). Number of tests: 100; Monitoring equipment: Vector CANoe (records fault recovery time), Tektronix oscilloscope (records relay action time).

[0118] 2. Test Results Bypass action time (relay contact closing time): average 3.05ms, standard deviation <0.15ms (maximum action time 3.2ms, minimum action time 2.9ms in 100 tests). Fault recovery time: average 7.8ms, maximum 8.3ms, minimum 7.5ms, average ≤8.5ms; Bus status after recovery: After each recovery, bus communication immediately returns to normal, with no error frames and no fault codes generated by the ECU.

[0119] (III) Control Precision Improvement Test 1. Test conditions Test conditions: Steep slope climbing condition (gradient +8%, vehicle speed 20km / h), long downhill condition (gradient -6%, vehicle speed 40km / h). Comparison objects: Real vehicle road test data, traditional bench test data (without slope signal replacement); Test metric: Deviation between engine output torque and theoretical value.

[0120] 2. Test Results As shown in Table 1.

[0121] Table 1: Test Scenario Traditional bench test deviation Deviations during actual vehicle road tests System test deviation Steep slope climb (+8%) ±5.2% ±3.8% ±1.0% Long downhill slope (-6%) ±4.5% ±3.2% ±0.8% 3. Conclusion This system reduces the deviation between engine output torque and theoretical value by more than 80% compared to traditional bench testing and more than 70% compared to real vehicle road testing by precisely replacing the slope signal, significantly improving the calibration accuracy of vehicle control strategy.

[0122] (iv) Non-target signal transmission performance test 1. Test conditions Non-target signal types: vehicle speed signal (0km / h→60km / h→0km / h, change period 30s), engine speed signal (800rpm→3000rpm→800rpm, change period 20s), battery SOC signal (50%→80%→50%, change period 60s). Test duration: 2 consecutive hours; Monitoring indicators: signal forwarding delay and packet loss rate.

[0123] 2. Test Results Signal forwarding delay: The forwarding delay of vehicle speed signal, engine speed signal, and battery SOC signal is ≤0.08ms (average 0.06ms). Packet loss rate: 0% (A total of 144,000 frames of various non-target signal packets were forwarded within 2 hours, with no loss or duplicate forwarding). Signal distortion: The amplitude deviation of the forwarded signal from the original signal is ≤ ±0.5%, with no waveform distortion.

[0124] In this embodiment, the static slope signal replacement verification is specifically as follows: Test preparation: Set the bench slope simulator to manual mode, input the slope value + 5%, start the smart gateway and CANoe monitoring software, and ensure that there are no error messages in the system and no error frames on the bus.

[0125] Test steps: Step 1: Turn off the bench slope signal output. At this time, the CAN_IN port receives the original slope signal of the vehicle (approximately 0%, output by the sensor when the vehicle is stationary), and the CAN_OUT port forwards the original signal. CANoe monitoring displays the original slope value as 0%, and the slope value after replacement is also 0%. Step 2: Enable the bench slope signal output (+5%) and observe the CANoe monitoring data: The CAN_IN port still receives the original slope signal (0%), but the gateway filters the message and no longer forwards it; the CAN_OUT port sends the slope signal generated by the bench (+5%), with a sending period of 1ms, and the message reception success rate is 100%. Step 3: Observe the CAN_H / CAN_L waveforms with an oscilloscope. Before replacement, the original signal waveform showed alternating dominant and recessive levels. After replacement, the waveform format was the same as the original waveform, but the slope value of the data segment was +5%, and there was no signal distortion. Step 4: Enter different slope values ​​in sequence (-10%, -5%, 0%, +3%, +10%), repeat the above test, and record the deviation between the slope value after replacement and the set value. The deviation should be ≤ ±0.1%.

[0126] In this embodiment, the dynamic slope signal replacement verification is specifically as follows: Test Preparation: Set the slope simulator to curve mode, select the triangular wave curve, and set the parameters as follows: amplitude 5%, frequency 0.5Hz, period 10s, i.e., the slope signal cycles from 0%→+5%→0%→-5%→0%. Start the vehicle test bench and set the simulated vehicle speed to 30km / h to simulate vehicle driving conditions.

[0127] Test steps: Step 1: Activate the signal replacement function. CANoe monitoring shows that the original slope signal is unrelated to the test bench setting curve (still the vehicle sensor static output 0%). After replacement, the slope signal strictly follows the triangular wave curve change, the transmission period is stable at 1ms, and there is no packet loss. Step 2: Monitor the bus load rate. During the dynamic signal replacement process, the bus load rate is maintained at 15%~20% (the maximum load rate of the vehicle bus is 80%), with no overload. Step 3: Record the engine output torque change using the bench data acquisition system. When the slope signal increases from 0% to +5%, the engine output torque increases from 120N. m rises to 150N m (compliant with torque compensation strategy: target torque = base torque × (1 + 0.05 × α), 120 × (1 + 0.05 × 5) = 150 N) When the slope signal drops from 0% to -5%, the engine injection pulse width becomes 0ms, and the fuel cut-off control is activated, consistent with the preset control strategy. Step 4: Continuous testing for 30 minutes, record the synchronization error between the slope signal and the set curve of the test bench after replacement. The maximum synchronization error is ≤0.05ms, which meets the dynamic testing requirements.

[0128] In this embodiment, the non-target signal forwarding verification specifically involves: Test preparation: Keep the signal replacement function enabled, simulate vehicle speed change from 0km / h→60km / h→0km / h on the test bench, and monitor the transmission of vehicle speed signal (message ID: 0x18F00501) through CANoe.

[0129] Test steps: Step 1: Monitor the vehicle speed signals of the CAN_IN port and CAN_OUT port. When the vehicle speed increases from 0km / h to 60km / h, the vehicle speed signal received by the CAN_IN port changes synchronously from 0km / h to 60km / h. The vehicle speed signal forwarded by the CAN_OUT port is consistent with the original signal, and the forwarding delay is ≤0.1ms. Step 2: Simultaneously monitor other non-target signals (such as engine speed signal, battery SOC signal), and achieve delay-free, distortion-free forwarding and no filtering errors. Step 3: After 1 hour of continuous testing, the success rate of forwarding non-target signals was 100%, with no packet loss or erroneous forwarding.

[0130] In this embodiment, the safety bypass mechanism test specifically includes: (a) Power supply failure condition test Test Preparation: Ensure the signal replacement function is functioning correctly, the bench slope simulator outputs a +3% slope signal, and the CANoe monitoring bus status is normal (no error frames). Use a programmable DC power supply to replace the vehicle's 12V battery to power the gateway, and gradually reduce the power supply voltage from 12V to 8V to simulate a power failure.

[0131] Test steps: Step 1: Reduce the DC power supply voltage from 12V to 9V. The gateway still works normally, the bypass relay remains open, the signal replacement function is normal, and CANoe monitoring shows no error frames. Step 2: Continue to reduce the power supply voltage to 8.9V. The gateway temperature monitoring module displays a temperature of 25℃ (normal range). At this time, the gateway triggers the bypass mechanism, and the supercapacitor module releases energy to maintain the operation of the control circuit. Step 3: Observe the relay contact status with an oscilloscope. The time from the voltage dropping to 8.9V to the contact closing is 3.1ms, which meets the design requirements (≤3.2ms). Step 4: After the contacts close, the CAN_IN port and CAN_OUT port are physically connected, the bus resumes its original communication, the CANoe monitor shows that the original slope signal has resumed transmission, the number of error frames is 0, the fault recovery time is 7.8ms (from voltage drop to bus level stabilization), ≤8.5ms; Step 5: Restore the power supply voltage to 12V. The gateway will automatically restart and perform a self-test. After 3 seconds, the signal replacement function will be restored, the bypass relay will be disconnected, and the system will operate normally.

[0132] (ii) High-temperature fault condition test.

[0133] Test preparation: Place the smart gateway in a high and low temperature test chamber, set the test chamber temperature to gradually increase from 25℃ to 90℃, keep the bench slope signal output and bus communication normal, and monitor the gateway's working status through CANoe.

[0134] Test steps: Step 1: The test chamber temperature rises from 25℃ to 85℃, the gateway works normally, the signal replacement success rate is 100%, and there are no error frames on the bus; Step 2: Continue to raise the temperature to 86℃, the gateway temperature monitoring module triggers the bypass mechanism, and the supercapacitor starts to supply power; Step 3: Relay contact closing time 3.0ms, bus resumes original communication, fault recovery time 8.2ms; Step 4: Lower the test chamber temperature to 25℃. After the gateway restarts and performs a self-test, the signal replacement function is restored, and there are no abnormalities.

[0135] (III) Reliability testing of bypass mechanism Test preparation: Set up a power failure cycle test: power supply voltage 12V (5 seconds) → 8V (5 seconds) → 12V (5 seconds), repeat 100 times; set up a high temperature failure cycle test: temperature 25℃ (10 seconds) → 86℃ (10 seconds) → 25℃ (10 seconds), repeat 100 times.

[0136] Test results: Power failure cycle test: In 100 cycles, the average bypass relay action time was 3.1ms, with a standard deviation of <0.15ms, and the average fault recovery time was 7.9ms, with no failures. High-temperature fault cycle test: In 100 cycles, the average bypass relay action time was 3.0ms, the standard deviation was <0.15ms, the average fault recovery time was 8.1ms, and there were no failures. After testing, the status of the gateway and relays was checked, and no hardware damage or contact burning was found. The reliability of the bypass mechanism met the design requirements.

[0137] (a) Hybrid vehicle compatibility test.

[0138] Test conditions: Operating Condition 1: Steep Slope Climbing (gradient +8%, vehicle speed 20km / h); Operating Condition 2: Energy recovery on a long downhill slope (gradient -6%, vehicle speed 40km / h); Operating Condition 3: Continuous gradient switching (gradient +5%→0%→-3%→+2%, vehicle speed 30km / h).

[0139] Test Results Operating Condition 1: After receiving the +8% gradient signal, the ECU activates the torque compensation strategy, and the engine output torque increases from 120 N. m increased to 168N m (120×(1+0.05×8)=168N) m), the timing of the motor assist intervention is 0.5 seconds in advance, the vehicle power output meets the climbing requirements, and the simulated resistance on the bench is consistent with the climbing resistance of the actual vehicle; Condition 2: After receiving the -6% gradient signal, the ECU initiates fuel cut-off control (injection pulse width = 0ms) and simultaneously activates the motor energy recovery mode, recovering power up to 15kW, consistent with the energy recovery efficiency of the actual vehicle on a long downhill slope. Condition 3: During the slope signal switching process, the engine torque and motor torque distribution strategies switch smoothly without any jerking, signal replacement is delayed, and there are no error frames on the bus.

[0140] (II) Compatibility Test for Pure Electric SUVs System adjustments: Reload the DBC file for the pure electric SU. The slope signal ID is 0x18F00601. The signal conversion coefficient is adjusted to 0.8 according to its sensor characteristics (1V output from the test bench corresponds to 0.8% slope). Adjustment of bench slope simulator parameters: Sending period 1ms, consistent with the period of the Ruihu e bus signal.

[0141] Test conditions: Operating Condition 1: Steep Slope Climbing (gradient +10%, vehicle speed 15km / h); Operating Condition 2: Driving on a flat road (0% gradient, speed 50km / h); Operating Condition 3: Energy recovery on a long downhill slope (gradient -8%, vehicle speed 35km / h).

[0142] Test results: Operating Condition 1: When the gradient is greater than a certain gradient setting value, the torque ratio of the front axle motor increases to more than half to meet the power requirements for climbing steep slopes. Condition 2: Slope signal 0%, motor torque distribution is uniform, vehicle travels smoothly, bus load rate is maintained at 18%, and signal transmission is stable; Operating Condition 3: When the gradient is less than a certain gradient setting value, the strong energy recovery mode is activated, and the braking distance is consistent with the actual vehicle road test, with no lock-up phenomenon.

[0143] (III) Extended Testing of New Energy Commercial Vehicles System compatibility: The CAN bus baud rate of the electric truck chassis is 250kbit / s; adjust the baud rate of the smart gateway to 250kbit / s. The slope signal range is extended to -15% to +15%, the output range of the bench slope simulator is adjusted to -15V to +15V, and the conversion factor is set to 1; The bypass relay was replaced with a model that can handle a larger current to meet the higher current requirements of commercial vehicle bus systems.

[0144] Test conditions: Operating conditions: Heavy load climbing (gradient +12%, vehicle speed 10km / h).

[0145] Test results: After the ECU receives the +12% gradient signal, the engine (range extender) starts and outputs maximum torque, the electric motor provides full assistance, and the total power output meets the requirements for heavy-load climbing. The signal replacement success rate was 100%, there were no error frames on the bus, the bypass mechanism was triggered normally in the event of a power failure, the fault recovery time was 8.3ms, and the system was successfully adapted to commercial vehicle scenarios.

[0146] This embodiment constructs a vehicle slope simulation test system based on bus signal hijacking, which realizes triple protection of physical layer bus truncation and isolation, application layer slope signal conflict-free replacement, and hardware layer fault-safe bypass, solving the core problems of slope signal non-synchronization, bus conflict, and insufficient security in traditional bench testing.

[0147] This embodiment generates a high-precision slope signal using a bench slope simulator. After being encapsulated by a smart gateway according to the vehicle's DBC protocol, the signal is periodically and synchronously injected into the bus. Compared to the slope sensor in real-vehicle road tests, which is affected by road bumps and sudden slope changes, the bench simulation signal is stable and continuous, providing a standardized input source for ECU control strategy calibration. The smart gateway uses a hardware accelerator to parse messages, with a forwarding delay of ≤0.1ms for non-target signals (such as vehicle speed and RPM) and a slope signal replacement cycle of ≤1ms. This ensures that the signal received by the ECU is synchronized with the bench simulation conditions in real time, eliminating misjudgments of the control strategy due to signal lag and further guaranteeing the accuracy of the calibration. This embodiment overcomes the technical bottleneck of traditional benches, which can only simulate mechanical resistance and cannot reproduce slope signals. It allows the calibration of hybrid and new energy vehicles for mountain road climbing and long descent conditions to be completed in a closed indoor environment, and the consistency and accuracy of the calibration data are significantly improved.

[0148] In this embodiment, any slope condition can be flexibly designed according to testing requirements, from a single fixed slope to a continuous dynamic slope, from a standard stepped wave to a real vehicle road test restoration curve, all of which can be accurately reproduced. Moreover, the same condition can be repeated an unlimited number of times, completely solving the pain points of uncontrollable and unrepeatable real vehicle road test conditions.

[0149] In this embodiment, the chassis CAN bus (CAN_H / CAN_L twisted pair) is cut using a special tool, physically separating the sensor side from the ECU side. The original vehicle slope signal is completely intercepted at the CAN_IN port of the smart gateway, preventing direct transmission to the ECU and eliminating the conflict of simultaneous transmission of two signals at the source. The smart gateway has a built-in high-speed message ID parsing module that uses a hardware accelerator to identify the slope message ID in the original signal in real time. Once a match is found, the message is immediately discarded and forwarded. Non-target signals (such as vehicle speed and battery SOC) are forwarded directly without additional delay. At the same time, the bench analog signal is injected according to the vehicle bus rate and cycle, completely consistent with the transmission specifications of the original vehicle signal. The ECU cannot distinguish the signal source and only receives the single valid slope signal, resulting in a high replacement success rate. This embodiment completely solves the industry pain point of conflict between the original vehicle signal and the analog signal in traditional OBD port signal injection solutions, achieving seamless and conflict-free replacement of the slope signal.

[0150] This embodiment constructs a safety assurance system with automatic fault switching and seamless communication recovery. Even if the smart gateway experiences a power supply failure or high temperature failure, it can restore the original bus communication in a very short time, avoiding the ECU from triggering the vehicle fault protection mode due to signal interruption, and ensuring the safety of the test vehicle and equipment.

[0151] This embodiment uses an indoor test bench to accurately simulate mountain road conditions, completely replacing the traditional reliance on real vehicle road tests. This reduces testing costs from multiple dimensions, including manpower, material resources, and time, while improving testing efficiency.

[0152] Example 2 The purpose of this embodiment is to provide a vehicle slope simulation test control system based on bus signal hijacking, including: The intelligent gateway is configured to receive raw messages containing slope signals and other non-target signals sent by the vehicle bus, and parse the raw message ID. If the parsed original message ID matches the preset slope signal ID, then the forwarding of the original message to the smart gateway output port will be blocked. If the signal ID is not the target signal ID, it will be forwarded directly to the output port of the smart gateway. The simulated slope signal generated by the test bench is encapsulated as a CAN signal and sent to the vehicle controller at the same rate as the vehicle bus through the output port of the smart gateway. The vehicle controller is configured to receive the replaced slope signal, parse the slope value, and then execute the corresponding slope simulation test control strategy.

[0153] In further embodiments, the following is also provided: An electronic device includes a memory and a processor, as well as computer instructions stored in the memory and running on the processor. When executed by the processor, the computer instructions perform the method described in Embodiment 1. For brevity, further details are omitted here.

[0154] It should be understood that in this embodiment, the processor can be a central processing unit (CPU), or it can be other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. The general-purpose processor can be a microprocessor or any conventional processor, etc.

[0155] Memory may include read-only memory and random access memory, and provides instructions and data to the processor. A portion of memory may also include non-volatile random access memory. For example, memory may also store information about the device type.

[0156] A computer-readable storage medium for storing computer instructions, which, when executed by a processor, perform the method described in Embodiment 1.

[0157] The method in Embodiment 1 can be directly implemented by a hardware processor, or implemented by a combination of hardware and software modules within the processor. The software modules can reside in readily available storage media in the art, such as random access memory, flash memory, read-only memory, programmable read-only memory, electrically erasable programmable memory, or registers. This storage medium is located in memory; the processor reads information from the memory and, in conjunction with its hardware, completes the steps of the above method. To avoid repetition, a detailed description is not provided here.

[0158] A computer program product includes a computer program that, when executed by a processor, implements the method described in Embodiment 1.

[0159] The present invention also provides at least one computer program product tangibly stored on a non-transitory computer-readable storage medium. The computer program product includes computer-executable instructions, such as instructions included in program modules, which execute in a device on a target real or virtual processor to perform the processes / methods described above. Typically, program modules include routines, programs, libraries, objects, classes, components, data structures, etc., that perform specific tasks or implement specific abstract data types. In various embodiments, the functionality of program modules can be combined or divided among program modules as needed. The machine-executable instructions for the program modules can execute within a local or distributed device. In a distributed device, the program modules can reside in both local and remote storage media.

[0160] The computer program code used to implement the methods of the present invention may be written in one or more programming languages. This computer program code may be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing device, such that when executed by the computer or other programmable data processing device, the program code causes the functions / operations specified in the flowcharts and / or block diagrams to be implemented. The program code may be executed entirely on a computer, partially on a computer, as a stand-alone software package, partially on a computer and partially on a remote computer, or entirely on a remote computer or server.

[0161] In the context of this invention, computer program code or related data may be carried by any suitable carrier to enable a device, apparatus, or processor to perform the various processes and operations described above. Examples of carriers include signals, computer-readable media, and the like. Examples of signals may include electrical, optical, radio, sound, or other forms of propagation signals, such as carrier waves, infrared signals, etc.

[0162] Those skilled in the art will recognize that the units and algorithm steps described in conjunction with the embodiments herein can be implemented in electronic hardware or a combination of computer software and electronic hardware. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0163] While the specific embodiments of the present invention have been described above in conjunction with the accompanying drawings, this is not intended to limit the scope of protection of the present invention. Those skilled in the art should understand that various modifications or variations that can be made by those skilled in the art without creative effort based on the technical solutions of the present invention are still within the scope of protection of the present invention.

Claims

1. A vehicle gradient simulation test control method based on bus signal hijacking, characterized in that, include: The original message containing slope signal and other non-target signals sent by the vehicle bus is forwarded to the intelligent gateway to parse the original message ID; If the parsed original message ID matches the preset slope signal ID, then the forwarding of the original message to the smart gateway output port will be blocked. If the signal ID is not the target signal ID, it will be forwarded directly to the output port of the smart gateway. The simulated slope signal generated by the test bench is encapsulated as a CAN signal and sent to the vehicle controller at the same rate as the vehicle bus through the output port of the smart gateway. After receiving the replaced slope signal and parsing the slope value, the vehicle controller executes the corresponding slope simulation test control strategy.

2. The vehicle slope simulation test control method based on bus signal hijacking as described in claim 1, characterized in that, The non-target signals include vehicle speed signals, engine speed signals, and battery voltage signals.

3. The vehicle slope simulation test control method based on bus signal hijacking as described in claim 1, characterized in that, The simulated slope signal generated by the test bench is encapsulated as a CAN signal according to the same DBC specification as the whole vehicle.

4. The vehicle slope simulation test control method based on bus signal hijacking as described in claim 1, characterized in that, It also includes fault safety protection steps: when the power supply voltage of the smart gateway drops below the preset voltage or the temperature exceeds the preset temperature, the input port and output port of the smart gateway are physically directly connected, and the bus resumes its original communication.

5. The vehicle slope simulation test control method based on bus signal hijacking as described in claim 1, characterized in that, Also includes: The slope signal is input to the motor controller to adjust the torque distribution strategy, specifically as follows: When the gradient is greater than the gradient setting value, the torque ratio of the front axle motor increases to more than half; When the slope is less than the set slope value, the energy recovery mode is activated.

6. The vehicle slope simulation test control method based on bus signal hijacking as described in claim 1, characterized in that, After receiving the replaced slope signal and parsing the slope value, the vehicle controller executes the corresponding slope simulation test control strategy, specifically: When the slope value obtained from the analysis is greater than the first set value, the torque compensation strategy is activated. When the slope value obtained from the analysis is less than the second set value, the fuel cut-off control is activated; wherein the first set value is greater than the second set value.

7. A vehicle slope simulation test control system based on bus signal hijacking, characterized in that, include: The intelligent gateway is configured to receive raw messages containing slope signals and other non-target signals sent by the vehicle bus, and parse the raw message ID. If the parsed original message ID matches the preset slope signal ID, then the forwarding of the original message to the smart gateway output port will be blocked. If the signal ID is not the target signal ID, it will be forwarded directly to the output port of the smart gateway. The simulated slope signal generated by the test bench is encapsulated as a CAN signal and sent to the vehicle controller at the same rate as the vehicle bus through the output port of the smart gateway. The vehicle controller is configured to receive the replaced slope signal, parse the slope value, and then execute the corresponding slope simulation test control strategy.

8. An electronic device, characterized in that, It includes a memory and a processor, as well as computer instructions stored in the memory and running on the processor, which, when executed by the processor, perform the method according to any one of claims 1-6.

9. A computer-readable storage medium, characterized in that, Used to store computer instructions, which, when executed by a processor, perform the method described in any one of claims 1-6.

10. A computer program product, characterized in that, Includes a computer program, which, when executed by a processor, implements the method described in any one of claims 1-6.

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