Test methods, systems, equipment, media, and products for distributed vehicle corner modules.
By generating operating condition simulation signals and dynamic signal priorities, the problems of synchronization and load simulation in distributed vehicle corner module testing were solved, achieving high-precision collaborative performance evaluation and improving the safety and functional reliability of the whole vehicle.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- YUANYI HUANYU (SHANGHAI) TECHNOLOGY CO LTD
- Filing Date
- 2026-03-26
- Publication Date
- 2026-06-30
AI Technical Summary
Existing technologies cannot effectively simulate the synchronization mechanism, dynamic bus load, and message priority of distributed vehicle corner modules in a multi-ECU architecture, resulting in the inability to accurately verify the collaborative control strategy and communication fault tolerance, and the inability to quantitatively evaluate the four-wheel collaborative performance, thus posing functional safety risks.
By generating operating condition simulation signals, synchronizing clock synchronization signals, dynamic load signals, and message command priorities, the clock calibration and action execution of the multi-angle module ECU are realized. Combined with FPGA hardware acceleration parallel computing, performance collaborative analysis is performed to evaluate key collaborative indicators such as four-wheel torque distribution synchronization and steering angle consistency.
It achieves accuracy and comprehensiveness in distributed corner module HIL testing, can dynamically simulate bus load and adjust message priority, accurately detect potential vehicle control hazards caused by coordination failures, and improve the realism and effectiveness of testing.
Smart Images
Figure CN122308326A_ABST
Abstract
Description
Technical Field
[0001] This invention relates to the field of vehicle testing technology, and in particular to a testing method, system, device, medium, and product for a distributed vehicle corner module. Background Technology
[0002] With the continuous development of automotive electrification, intelligentization, and drive-by-wire chassis technology, vehicle corner modules, which integrate drive, braking, steering, suspension, and electronic control units, have become key core components for improving vehicle handling stability, ride comfort, and intelligent driving safety. The highly integrated and multi-system coupled structure of vehicle corner modules results in significantly different operating characteristics compared to traditional independent chassis components. Their dynamic performance, control precision, reliability, and functional safety directly affect the overall vehicle driving safety and performance.
[0003] Existing corner module testing schemes have the following drawbacks: 1) They lack a dedicated synchronization mechanism for the multi-ECU architecture of distributed corner modules, relying solely on the conventional communication timing of the CAN bus. This results in response time differences of tens of microseconds or even milliseconds between the four-wheel corner module ECUs receiving control commands and executing actions, failing to accurately simulate the real-world scenario of four-wheel coordinated control in a vehicle and thus unable to effectively verify the effectiveness of the coordinated control strategy. 2) During actual vehicle operation, the CANFD bus faces high-load scenarios caused by the concurrent flow of multiple sources such as ADAS data, VCU commands, and body control system signals. Existing testing schemes mostly use a fixed-load bus simulation method, which cannot dynamically reproduce the impact of bus load fluctuations (such as a sudden change in load from 30% to 80%) on the communication of distributed corner modules. This makes it impossible to verify the communication fault tolerance and command transmission reliability of the corner module ECUs under high-load bus environments. 3) Focusing only on the independent functions of a single corner module (such as braking response and steering accuracy of a single wheel) without establishing a collaborative performance evaluation system for distributed corner modules makes it impossible to quantitatively evaluate key collaborative indicators such as four-wheel torque distribution synchronization and steering angle consistency. This makes it difficult to detect potential vehicle handling hazards caused by collaborative failures (such as steering vibration and uneven power distribution). 4) In real vehicles, the priority requirements of bus messages for corner modules vary under different operating conditions (e.g., under emergency braking conditions, the priority of braking command messages should be higher than that of regular status feedback messages). However, existing test schemes use fixed message priority configurations and cannot dynamically adjust priorities. This makes it impossible to verify the transmission reliability of key commands under extreme operating conditions, posing a functional safety hazard.
[0004] Therefore, there is an urgent need for an effective method to achieve collaborative testing of distributed corner module hardware-in-the-Loop (HIL). Summary of the Invention
[0005] This invention provides a testing method, system, device, medium, and product for distributed vehicle corner modules, in order to improve the authenticity and effectiveness of vehicle corner module testing.
[0006] According to one aspect of the present invention, a testing method for a distributed vehicle corner module is provided, comprising: The test cases generate operating condition simulation signals; the operating condition simulation signals include at least one of vehicle speed, steering wheel angle, and brake pedal travel. Based on the operating condition simulation signal, a clock synchronization signal, a dynamic load signal, and a message command priority are generated synchronously. The clock synchronization signal, the dynamic load signal, and the message command priority are sent to at least two corner module ECUs, so that the at least two corner module ECUs perform clock calibration and action execution respectively, and obtain output data; the output data includes the actual torque output value, the actual steering angle, and the actual response time. Based on the output data fed back by at least two corner module ECUs and standard thresholds, a performance co-operation analysis is performed to obtain the co-operation performance evaluation results.
[0007] According to another aspect of the present invention, a testing system for distributed vehicle corner modules is provided, comprising a host computer, a target computer, at least two corner module ECUs, and a signal interaction interface; wherein, The target machine is used to generate operating condition simulation signals based on test cases; the target machine is equipped with a pre-built high-fidelity vehicle dynamics model and a corner module body model. The host computer synchronously generates a clock synchronization signal, a dynamic load signal, and a message instruction priority based on the operating condition simulation signal. The host computer sends the clock synchronization signal, the dynamic load signal, and the message instruction priority to at least two corner module ECUs. The at least two corner module ECUs respectively perform clock calibration and action execution to obtain output data; the output data includes the actual torque output value, the actual steering angle, and the actual response time. The host computer performs performance collaborative analysis based on the output data fed back by at least two corner module ECUs and standard thresholds to obtain collaborative performance evaluation results. The signal interaction interface is used to enable signal interaction between the host computer and at least two corner module ECUs.
[0008] According to another aspect of the present invention, an electronic device is provided, the electronic device comprising: At least one processor; and A memory communicatively connected to the at least one processor; wherein, The memory stores a computer program that can be executed by the at least one processor, which enables the at least one processor to perform the test method for the distributed vehicle corner module according to any embodiment of the present invention.
[0009] According to another aspect of the present invention, a computer-readable storage medium is provided, the computer-readable storage medium storing computer instructions for causing a processor to execute and implement the test method for the distributed vehicle corner module according to any embodiment of the present invention.
[0010] According to another aspect of the present invention, a computer program product is provided, the computer program product comprising a computer program that, when executed by a processor, implements the testing method for a distributed vehicle corner module according to any embodiment of the present invention.
[0011] The technical solution of this invention generates a working condition simulation signal based on test cases. This signal includes at least one of vehicle speed, steering wheel angle, and brake pedal travel. A clock synchronization signal, a dynamic load signal, and a message command priority are synchronously generated based on the simulation signal. These signals are then sent to at least two corner module ECUs, enabling them to perform clock calibration and action execution, respectively, to obtain output data. The output data includes the actual torque output value, actual steering angle, and actual response time. Performance co-analysis is performed based on the output data from the at least two corner module ECUs and standard thresholds to obtain a co-performance evaluation result. This technical solution, through the working condition simulation signal, enables synchronization of multiple corner module ECUs, dynamic simulation of bus load, and dynamic adjustment of message priority, thereby improving the accuracy and comprehensiveness of distributed corner module HIL testing.
[0012] It should be understood that the description in this section is not intended to identify key or essential features of the embodiments of the present invention, nor is it intended to limit the scope of the invention. Other features of the invention will become readily apparent from the following description. Attached Figure Description
[0013] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.
[0014] Figure 1 This is a flowchart of a testing method for a distributed vehicle corner module according to an embodiment of the present invention; Figure 2 This is a flowchart of a testing method for a distributed vehicle corner module according to an embodiment of the present invention; Figure 3 This is a schematic diagram of the system architecture of a test system for a distributed vehicle corner module according to an embodiment of the present invention; Figure 4 This is a schematic diagram of the structure of an electronic device that implements the testing method for the distributed vehicle corner module of this invention. Detailed Implementation
[0015] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.
[0016] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.
[0017] Furthermore, it should be noted that the collection, storage, use, processing, transmission, provision, and disclosure of vehicle angle modules and other related data involved in the technical solution of this invention all comply with the provisions of relevant laws and regulations and do not violate public order and good morals.
[0018] Figure 1 This is a flowchart illustrating a testing method for a distributed vehicle corner module according to an embodiment of the present invention. This embodiment is applicable to situations involving hardware-in-the-loop (HIL) testing of distributed corner modules. This method can be executed by a testing system for the distributed vehicle corner module, which can be implemented in hardware and / or software. The system includes a host computer, a target computer, at least two corner module ECUs, and signal interaction interfaces, etc.; specifically, it can be executed by the host computer within the system. Figure 1As shown, the method includes: S110. Generate operating condition simulation signals based on test cases.
[0019] In this embodiment, test cases are used to generate simulated operating conditions. The simulated operating condition signals include at least one of vehicle speed, steering wheel angle, and brake pedal travel.
[0020] Specifically, a real-time simulation module is deployed in the host computer, test cases are imported, and the vehicle dynamics model parameters and corner module body model parameters of the real-time simulation module are configured. The vehicle dynamics model parameters include, but are not limited to, vehicle mass, wheelbase, and tire parameters; the corner module body model parameters include, but are not limited to, motor efficiency map and steering rack stiffness. Then, the test cases are executed to generate operating condition simulation signals based on the vehicle dynamics model parameters and the corner module body model parameters.
[0021] S120: Generate clock synchronization signal, dynamic load signal and message command priority based on the operating condition simulation signal.
[0022] In this embodiment, the clock synchronization signal is used to instruct multiple corner module ECUs to synchronize their clocks. The dynamic load signal refers to the load under different simulated operating conditions. The message command priority refers to the order in which the multiple corner module ECUs execute commands.
[0023] An alternative approach is to generate a dynamic load signal based on a working condition simulation signal, including: calling the corresponding load characteristic parameters from a load characteristic library based on the working condition simulation signal; and generating a dynamic load signal based on the load characteristic parameters.
[0024] The load feature library refers to the bus load feature parameters corresponding to different operating conditions. The bus load feature parameters include, but are not limited to, load peak value, load rise rate, and duration. The operating conditions include, but are not limited to, normal driving, emergency braking, ADAS intervention, and vehicle fault alarm.
[0025] Specifically, the load characteristic parameters can be retrieved from the load characteristic library using the simulated load signal as an index. These parameters are then normalized, for example, by normalizing each load characteristic parameter to an acceptable input range for the signal generation model, avoiding amplitude overflow or frequency distortion. The signal generation model can be a fundamental frequency model, with different models corresponding to different load types. These fundamental frequency models include, but are not limited to, constant load models, periodic alternating load models, impact load models, and random fluctuation load models. Specifically, the constant load model generates a constant DC component; the periodic alternating load model generates sine waves, square waves, or triangular waves; the impact load model generates step signals, pulse signals, and half-sine shock waves; and the random fluctuation load model generates a signal after white noise / colored noise filtering. Finally, the normalized load characteristic parameters are input into the signal generation model to obtain a dynamic load signal. This dynamic load signal is then injected into the bus via the CANFD bus interface to achieve dynamic simulation of the bus load. The load simulation range is 10%-90%, and the load change rate is adjustable from 10%-50% / 10ms.
[0026] Understandably, by building a bus load feature library, dynamic simulation of bus load under different operating conditions can be achieved, and complex bus scenarios such as load mutations and high loads can be reproduced.
[0027] An optional approach is to generate message instruction priorities based on operating condition simulation signals, including: determining the operating condition level based on the operating condition simulation signals according to an operating condition priority mapping table; and determining the message instruction priority of the corresponding instruction of the operating condition simulation signal according to the operating condition level.
[0028] The operating condition priority mapping table includes three levels of operating conditions: normal operating conditions, critical operating conditions, and emergency operating conditions. Normal operating conditions include constant speed driving and smooth turning, with the corresponding angle module status feedback message priority at the normal level. Critical operating conditions include rapid acceleration and continuous curves, with the corresponding torque distribution command message priority increased to level one. Emergency operating conditions include emergency braking and high-speed obstacle avoidance, with the corresponding braking command message and steering emergency correction command message priority increased to the highest level.
[0029] Specifically, the operating condition level can be determined from the operating condition priority mapping table based on the operating condition simulation signal. Then, the message instruction priority of the corresponding instruction of the operating condition simulation signal can be determined based on the operating condition level. Finally, the identifier of the corresponding message instruction priority can be dynamically adjusted through the CANFD bus interface.
[0030] Understandably, the bus message priority is dynamically adjusted based on operating conditions to ensure the highest transmission priority of core commands (such as braking and steering correction commands) in emergency situations, thus avoiding delays or loss of critical commands due to bus congestion.
[0031] S130: Send the clock synchronization signal, dynamic load signal and message command priority to at least two corner module ECUs so that at least two corner module ECUs can perform clock calibration and action execution respectively, and obtain output data.
[0032] In this embodiment, the output data refers to the actual output data of the steering module ECU, including the actual torque output value, the actual steering angle, and the actual response time.
[0033] Specifically, the clock synchronization signal, dynamic load signal, and message command priority are injected into the bus through the CANFD bus interface of the signal interaction interface unit and sent synchronously to at least two corner model ECUs. Correspondingly, after receiving the clock synchronization signal, each corner module ECU triggers clock calibration from the slave clock. Specifically, clock synchronization can be performed based on the PTP IEEE 1588 precision clock protocol. The dynamic load signal and message command priority are received synchronously, and steering, driving, and braking actions are executed synchronously to obtain output data.
[0034] S140. Based on the output data fed back by at least two corner module ECUs and standard thresholds, perform performance co-operation analysis to obtain the co-operation performance evaluation results.
[0035] In this embodiment, a standard threshold is used to determine the pass / fail status of the output data fed back by the diagonal module ECU, and can be adjusted based on actual needs. The collaborative performance evaluation result includes pass or fail.
[0036] Specifically, the output data fed back by at least two corner module ECUs are compared with standard thresholds to obtain the collaborative performance evaluation results.
[0037] The technical solution of this invention generates operating condition simulation signals based on test cases. These signals include at least one of vehicle speed, steering wheel angle, and brake pedal travel. A real-time simulation module is deployed on the HIL host computer. A clock synchronization signal, a dynamic load signal, and message command priority are generated synchronously based on the operating condition simulation signals. These signals are then sent to at least two corner module ECUs, enabling them to perform clock calibration and action execution, respectively, to obtain output data. The output data includes the actual torque output value, actual steering angle, and actual response time. Performance co-analysis is performed based on the output data from the at least two corner module ECUs and standard thresholds to obtain a co-performance evaluation result. This technical solution, through operating condition simulation signals, enables synchronization of multiple corner module ECUs, dynamic simulation of bus load, and dynamic adjustment of message priorities, thereby improving the accuracy and comprehensiveness of distributed corner module HIL testing.
[0038] Figure 2This is a flowchart of a testing method for distributed vehicle corner modules according to an embodiment of the present invention. Based on the above embodiment, this embodiment further optimizes the step of "performing performance collaborative analysis based on output data fed back from at least two corner module ECUs and standard thresholds to obtain collaborative performance evaluation results," providing an optional implementation scheme. For example... Figure 2 As shown, the method includes: S210. Generate operating condition simulation signals based on test cases.
[0039] The operating condition simulation signals include at least one of vehicle speed, steering wheel angle, and brake pedal travel; the real-time simulation module is deployed on the HIL host computer.
[0040] S220: Generate clock synchronization signal, dynamic load signal and message command priority based on the operating condition simulation signal.
[0041] S230: Send the clock synchronization signal, dynamic load signal and message command priority to at least two corner module ECUs so that at least two corner module ECUs can perform clock calibration and action execution respectively, and obtain output data.
[0042] The output data includes the actual torque output value, the actual steering angle, and the actual response time.
[0043] S240. Based on the output data fed back by at least two corner module ECUs and standard thresholds, a performance co-operation analysis is performed to obtain the co-operation performance evaluation results.
[0044] An alternative approach involves performing performance co-analysis based on output data from at least two corner module ECUs and standard thresholds to obtain a co-performance evaluation result. This includes: performing performance co-analysis by accelerating parallel computation of the output data from each corner module ECU and standard thresholds using FPGA hardware to obtain a co-performance evaluation result.
[0045] Specifically, the output data fed back by each corner module ECU can be compared and analyzed with standard thresholds using FPGA hardware acceleration to obtain the collaborative performance evaluation results.
[0046] Understandably, FPGA hardware acceleration units enable parallel acquisition and real-time computation of multi-channel data, thereby improving computational speed and efficiency.
[0047] An alternative approach involves performing a performance co-analysis based on output data from at least two corner module ECUs and standard thresholds to obtain a co-performance evaluation result. This includes: determining the time difference between the time of the actual torque output value in the output data and the time of receiving the torque command; determining the maximum steering angle difference of the four wheels in at least two output data at the same moment; determining the torque difference between the actual torque output value and the target distributed torque in the output data; and performing a performance co-analysis based on the time difference, the maximum steering angle difference, the torque angle difference, and the corresponding standard thresholds to obtain the co-performance evaluation result.
[0048] The standard thresholds include a time threshold, a turning angle threshold, and a torque threshold; the time threshold is preferably 5 μs, the turning angle threshold is preferably 0.1°, and the torque threshold is preferably 3%.
[0049] Specifically, the time difference between the actual torque output value and the time of receiving the torque command in the output data is calculated, the maximum steering angle difference of the four wheels in at least two output data at the same moment is calculated, and the torque difference between the actual torque output value and the target distributed torque in the output data is calculated. Then, it is determined whether the time difference is less than or equal to the time threshold, whether the maximum steering difference is less than or equal to the steering angle threshold, and whether the torque difference is less than or equal to the torque threshold. If they are less than or equal to, the coordination performance evaluation result is determined to be qualified; otherwise, the coordination performance evaluation result is determined to be unqualified. Unqualified items are alarmed in real time and associated with the working condition data.
[0050] Understandably, by defining the collaborative performance evaluation index system of the distributed corner module, a quantitative evaluation of the synchronization of four-wheel torque response, steering angle consistency, and torque distribution accuracy can be achieved, which solves the defect that existing technologies cannot evaluate collaborative performance and can accurately detect potential vehicle handling hazards caused by collaborative failure.
[0051] Furthermore, the results of collaborative performance evaluation can be visualized.
[0052] The technical solution of this invention generates operating condition simulation signals based on test cases. These signals include at least one of vehicle speed, steering wheel angle, and brake pedal travel. A real-time simulation module is deployed on the HIL host computer. A clock synchronization signal, a dynamic load signal, and message command priority are generated synchronously based on the operating condition simulation signals. These signals are then sent to at least two corner module ECUs, enabling them to perform clock calibration and action execution, respectively, to obtain output data. The output data includes the actual torque output value, actual steering angle, and actual response time. Performance co-analysis is performed based on the output data from the at least two corner module ECUs and standard thresholds to obtain a co-performance evaluation result. This technical solution, through operating condition simulation signals, enables synchronization of multiple corner module ECUs, dynamic simulation of bus load, and dynamic adjustment of message priorities, thereby improving the accuracy and comprehensiveness of distributed corner module HIL testing.
[0053] Figure 3 This is a schematic diagram of the system architecture of a test system for a distributed vehicle corner module according to an embodiment of the present invention. This embodiment is applicable to situations involving hardware-in-the-loop (HIL) testing of distributed corner modules. The test system for the distributed vehicle corner module can be implemented in hardware and / or software. Figure 3 As shown, the system includes: a host computer, a target computer, at least two corner ECU modules, and a signal interaction interface; wherein, The target machine is used to generate operating condition simulation signals based on test cases; a high-fidelity vehicle dynamics model and corner module body model are deployed in the target machine. The host computer synchronously generates clock synchronization signals, dynamic load signals, and message command priorities based on the operating condition simulation signals. The host computer sends the clock synchronization signal, dynamic load signal, and message command priority to at least two corner module ECUs. At least two corner module ECUs perform clock calibration and action execution respectively to obtain output data; the output data includes the actual torque output value, the actual steering angle, and the actual response time. The preferred number of corner module ECUs is 4.
[0054] The host computer performs performance coordination analysis based on the output data fed back by at least two corner module ECUs and standard thresholds to obtain the coordination performance evaluation results. The signal interaction interface is used to enable signal interaction between the host computer and at least two corner module ECUs.
[0055] The signal interaction interface unit includes a CANFD bus interface, an analog I / O interface, and a signal conditioning module, which enables signal interaction between each unit and the corner module ECU, and also supports fault injection function.
[0056] In addition, the host computer can display the collaborative performance evaluation results in real time.
[0057] Understandably, by using host computers, target computers, and corner modules, the testing process can be automated, data can be automatically recorded, and evaluation results can be automatically judged, reducing manual intervention. At the same time, it supports rapid iterative optimization of test parameters and shortens the bus collaborative testing cycle of distributed corner modules.
[0058] The technical solution of this invention generates operating condition simulation signals based on test cases. These signals include at least one of vehicle speed, steering wheel angle, and brake pedal travel. A real-time simulation module is deployed on the HIL host computer. A clock synchronization signal, a dynamic load signal, and message command priority are generated synchronously based on the operating condition simulation signals. These signals are then sent to at least two corner module ECUs, enabling them to perform clock calibration and action execution, respectively, to obtain output data. The output data includes the actual torque output value, actual steering angle, and actual response time. Performance co-analysis is performed based on the output data from the at least two corner module ECUs and standard thresholds to obtain a co-performance evaluation result. This technical solution, through operating condition simulation signals, enables synchronization of multiple corner module ECUs, dynamic simulation of bus load, and dynamic adjustment of message priorities, thereby improving the accuracy and comprehensiveness of distributed corner module HIL testing.
[0059] Optionally, the target unit includes HIL chassis hardware; the corner module ECU integrates a slave clock module; and the host computer integrates a master clock module.
[0060] Specifically, the PTP IEEE 1588 precision clock synchronization protocol is used for clock synchronization of each corner module ECU, including a master clock module and a slave clock module. The master clock module is integrated into the real-time simulation unit in the host computer and outputs a high-precision synchronous clock signal. The slave clock modules are integrated into the four corner module ECUs and the bus load dynamic simulation unit, respectively, and receive the master clock signal through the synchronous clock network to achieve clock calibration. The synchronization error of multiple ECUs is controlled within 5μs.
[0061] Understandably, by constructing a master-slave clock synchronization network, the master clock is integrated into the real-time simulation unit to provide a reference clock, while the slave clock is embedded in the four-wheel corner module ECU and the bus load simulation unit, the real scenario of four-wheel cooperative control in the actual vehicle is accurately reproduced, effectively reducing the deviation between the test results and the actual vehicle, and improving the effectiveness of the cooperative control strategy verification.
[0062] Optionally, the host computer includes a load signal generation module for: The process of generating dynamic load signals based on operating condition simulation signals includes: retrieving corresponding load characteristic parameters from the load characteristic library based on the operating condition simulation signals; and generating dynamic load signals based on the load characteristic parameters.
[0063] Optionally, the host computer includes an instruction priority determination module, used for: The process of generating message instruction priorities based on operating condition simulation signals includes: determining the operating condition level based on the operating condition simulation signals using an operating condition priority mapping table; and determining the message instruction priority of the corresponding instruction based on the operating condition level.
[0064] Optionally, the host computer includes an evaluation module for: The collaborative performance evaluation results are obtained by performing performance collaborative analysis based on the output data fed back by at least two corner module ECUs and standard thresholds. This includes: using FPGA hardware to accelerate parallel computing of the output data fed back by each corner module ECU and standard thresholds to perform performance collaborative analysis and obtain collaborative performance evaluation results.
[0065] Optionally, the host computer includes an evaluation module for: Based on the output data from at least two corner module ECUs and standard thresholds, a performance co-processing analysis is performed to obtain the co-processing performance evaluation results, including: Determine the time difference between the actual torque output value in the output data and the time of receiving the torque command; Determine the maximum steering difference of the four-wheel steering angles in at least two output data at the same time; Determine the torque difference between the actual torque output value and the target distributed torque in the output data; Based on the time difference, maximum steering difference, torque difference, and corresponding standard thresholds, a performance synergy analysis is performed to obtain the synergy performance evaluation results.
[0066] The testing system for the distributed vehicle corner module provided in this embodiment of the invention can execute the testing method for the distributed vehicle corner module provided in any embodiment of the invention, and has the corresponding functional modules and beneficial effects of the execution method.
[0067] According to embodiments of the present invention, the present invention also provides an electronic device, a readable storage medium, and a computer program product.
[0068] Figure 4 This is a schematic diagram of the structure of an electronic device that implements the testing method for the distributed vehicle corner module of this invention. Figure 4A schematic diagram of an electronic device 10 that can be used to implement embodiments of the present invention is shown. The electronic device is intended to represent various forms of digital computers, such as laptop computers, desktop computers, workstations, personal digital assistants, servers, blade servers, mainframe computers, and other suitable computers. The electronic device can also represent various forms of mobile devices, such as personal digital assistants, cellular phones, smartphones, wearable devices (e.g., helmets, glasses, watches, etc.), and other similar computing devices. The components shown herein, their connections and relationships, and their functions are merely illustrative and are not intended to limit the implementation of the invention described and / or claimed herein.
[0069] like Figure 4 As shown, the electronic device 10 includes at least one processor 11 and a memory, such as a read-only memory (ROM) 12 or a random access memory (RAM) 13, communicatively connected to the at least one processor 11. The memory stores computer programs executable by the at least one processor. The processor 11 can perform various appropriate actions and processes based on the computer program stored in the ROM 12 or loaded from storage unit 18 into the RAM 13. The RAM 13 can also store various programs and data required for the operation of the electronic device 10. The processor 11, ROM 12, and RAM 13 are interconnected via a bus 14. An input / output (I / O) interface 15 is also connected to the bus 14.
[0070] Multiple components in electronic device 10 are connected to I / O interface 15, including: input unit 16, such as keyboard, mouse, etc.; output unit 17, such as various types of displays, speakers, etc.; storage unit 18, such as disk, optical disk, etc.; and communication unit 19, such as network card, modem, wireless transceiver, etc. Communication unit 19 allows electronic device 10 to exchange information / data with other devices through computer networks such as the Internet and / or various telecommunications networks.
[0071] Processor 11 can be a variety of general-purpose and / or special-purpose processing components with processing and computing capabilities. Some examples of processor 11 include, but are not limited to, a central processing unit (CPU), a graphics processing unit (GPU), various special-purpose artificial intelligence (AI) computing chips, various processors running machine learning model algorithms, a digital signal processor (DSP), and any suitable processor, controller, microcontroller, etc. Processor 11 performs the various methods and processes described above, such as the testing methods for distributed vehicle corner modules.
[0072] In some embodiments, the testing method for the distributed vehicle corner module can be implemented as a computer program tangibly contained in a computer-readable storage medium, such as storage unit 18. In some embodiments, part or all of the computer program can be loaded and / or installed on the electronic device 10 via ROM 12 and / or communication unit 19. When the computer program is loaded into RAM 13 and executed by processor 11, one or more steps of the testing method for the distributed vehicle corner module described above can be performed. Alternatively, in other embodiments, processor 11 can be configured to perform the testing method for the distributed vehicle corner module by any other suitable means (e.g., by means of firmware).
[0073] Various implementations of the systems and techniques described above herein can be implemented in digital electronic circuit systems, integrated circuit systems, field-programmable gate arrays (FPGAs), application-specific integrated circuits (ASICs), application-specific standard products (ASSPs), systems-on-a-chip (SoCs), complex programmable logic devices (CPLDs), computer hardware, firmware, software, and / or combinations thereof. These various implementations may include: implementations in one or more computer programs that can be executed and / or interpreted on a programmable system including at least one programmable processor, which may be a dedicated or general-purpose programmable processor, capable of receiving data and instructions from a storage system, at least one input device, and at least one output device, and transmitting data and instructions to the storage system, the at least one input device, and the at least one output device.
[0074] Computer programs used to implement the methods of the present invention may be written in any combination of one or more programming languages. These computer programs 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 processor, the computer programs cause the functions / operations specified in the flowcharts and / or block diagrams to be performed. The computer programs may be executed entirely on a machine, partially on a machine, or as a standalone software package, partially on a machine and partially on a remote machine, or entirely on a remote machine or server.
[0075] In the context of this invention, a computer-readable storage medium can be a tangible medium that may contain or store a computer program for use by or in conjunction with an instruction execution system, apparatus, or device. A computer-readable storage medium may include, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatus, or devices, or any suitable combination thereof. Alternatively, a computer-readable storage medium may be a machine-readable signal medium. More specific examples of machine-readable storage media include electrical connections based on one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fibers, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof.
[0076] To provide interaction with a user, the systems and techniques described herein can be implemented on an electronic device having: a display device (e.g., a CRT (cathode ray tube) or LCD (liquid crystal display) monitor) for displaying information to the user; and a keyboard and pointing device (e.g., a mouse or trackball) through which the user provides input to the electronic device. Other types of devices can also be used to provide interaction with the user; for example, feedback provided to the user can be any form of sensory feedback (e.g., visual feedback, auditory feedback, or tactile feedback); and input from the user can be received in any form (including sound input, voice input, or tactile input).
[0077] The systems and technologies described herein can be implemented in computing systems that include backend components (e.g., as data servers), or middleware components (e.g., application servers), or frontend components (e.g., user computers with graphical user interfaces or web browsers through which users can interact with implementations of the systems and technologies described herein), or any combination of such backend, middleware, or frontend components. The components of the system can be interconnected via digital data communication of any form or medium (e.g., communication networks). Examples of communication networks include local area networks (LANs), wide area networks (WANs), blockchain networks, and the Internet.
[0078] A computing system can include clients and servers. Clients and servers are generally located far apart and typically interact through communication networks. The client-server relationship is created by computer programs running on the respective computers and having a client-server relationship with each other. The server can be a cloud server, also known as a cloud computing server or cloud host, which is a hosting product within the cloud computing service system to address the shortcomings of traditional physical hosts and VPS services, such as high management difficulty and weak business scalability.
[0079] It should be understood that the various forms of processes shown above can be used, with steps reordered, added, or deleted. For example, the steps described in this invention can be executed in parallel, sequentially, or in different orders, as long as the desired result of the technical solution of this invention can be achieved, and this is not limited herein.
[0080] The specific embodiments described above do not constitute a limitation on the scope of protection of this invention. Those skilled in the art should understand that various modifications, combinations, sub-combinations, and substitutions can be made according to design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this invention should be included within the scope of protection of this invention.
Claims
1. A method of testing a distributed vehicle corner module, characterized by, include: The test cases generate operating condition simulation signals; the operating condition simulation signals include at least one of vehicle speed, steering wheel angle, and brake pedal travel. Based on the operating condition simulation signal, a clock synchronization signal, a dynamic load signal, and a message command priority are generated synchronously. The clock synchronization signal, the dynamic load signal, and the message command priority are sent to at least two corner module ECUs, so that the at least two corner module ECUs perform clock calibration and action execution respectively, and obtain output data; the output data includes the actual torque output value, the actual steering angle, and the actual response time. Based on the output data fed back by at least two corner module ECUs and standard thresholds, a performance co-operation analysis is performed to obtain the co-operation performance evaluation results.
2. The method of claim 1, wherein, Generate a dynamic load signal based on the simulated operating condition signal, including: The corresponding load characteristic parameters are retrieved from the load characteristic library based on the simulated operating conditions signal. A dynamic load signal is generated based on the load characteristic parameters.
3. The method of claim 1, wherein, The message instruction priority is generated based on the simulated operating conditions signal, including: Based on the working condition priority mapping table, the working condition level is determined according to the working condition simulation signal. The message instruction priority of the instruction corresponding to the operating condition simulation signal is determined based on the operating condition level.
4. The method of claim 1, wherein, Based on the output data from at least two corner module ECUs and standard thresholds, a performance co-processing analysis is performed to obtain the co-processing performance evaluation results, including: By using FPGA hardware to accelerate parallel computing of the output data fed back by each corner module ECU and standard thresholds, a collaborative performance analysis is performed to obtain collaborative performance evaluation results.
5. The method of claim 1, wherein, Based on the output data from at least two corner module ECUs and standard thresholds, a performance co-processing analysis is performed to obtain the co-processing performance evaluation results, including: Determine the time difference between the actual torque output value in the output data and the time of receiving the torque command; Determine the maximum steering difference of the four-wheel steering angles in at least two output data at the same time; Determine the torque difference between the actual torque output value and the target allocated torque in the output data; Based on the time difference, the maximum steering difference, the torque difference, and the corresponding standard threshold, a performance synergy analysis is performed to obtain the synergy performance evaluation result.
6. A test system for distributed vehicle corner modules, characterized by It includes a host computer, a target computer, at least two corner ECU modules, and a signal interaction interface; among which, The target machine is used to generate operating condition simulation signals based on test cases; the target machine is equipped with a pre-built high-fidelity vehicle dynamics model and a corner module body model. The host computer synchronously generates a clock synchronization signal, a dynamic load signal, and a message instruction priority based on the operating condition simulation signal. The host computer sends the clock synchronization signal, the dynamic load signal, and the message instruction priority to at least two corner module ECUs. The at least two corner module ECUs respectively perform clock calibration and action execution to obtain output data; the output data includes the actual torque output value, the actual steering angle, and the actual response time. The host computer performs performance collaborative analysis based on the output data fed back by at least two corner module ECUs and standard thresholds to obtain collaborative performance evaluation results. The signal interaction interface is used to enable signal interaction between the host computer and at least two corner module ECUs.
7. The system of claim 6, wherein, The target machine includes HIL chassis hardware; the corner module ECU integrates a slave clock module; and the host computer integrates a master clock module.
8. An electronic device, comprising: The electronic device includes: At least one processor; and A memory communicatively connected to the at least one processor; wherein, The memory stores a computer program that can be executed by the at least one processor, the computer program being executed by the at least one processor to enable the at least one processor to perform the test method for the distributed vehicle corner module according to any one of claims 1-5.
9. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer instructions that, when executed by a processor, implement the test method for the distributed vehicle corner module as described in any one of claims 1-5.
10. A computer program product, characterised in that, The computer program product includes a computer program that, when executed by a processor, implements the test method for the distributed vehicle corner module according to any one of claims 1-5.