Test methods, equipment and storage media for drive-by-wire chassis

Abstract

This application discloses a method, equipment, and storage medium for testing steerable drive chassis, relating to the field of steerable drive chassis testing technology. The method includes the following steps: constructing a digital twin based on a real steerable drive chassis; predefining a failure signal according to the test target of the real steerable drive chassis, and setting test conditions and failure signal injection trigger conditions in the digital twin; simulating test conditions by driving the real steerable drive chassis through a dynamic test bench; injecting a failure signal into the real steerable drive chassis when the digital twin reaches the failure signal injection trigger condition; collecting vehicle state data of the real steerable drive chassis before and after the failure signal injection; and obtaining the evaluation result of the test target under the influence of the failure signal based on the vehicle state data and the preset safety rules of the real steerable drive chassis. This application ensures the authenticity of the real steerable drive chassis test while eliminating the safety risks of real-vehicle testing, improving test repeatability and efficiency while reducing test costs.

Description

Technical Field

[0001] This application relates to the field of drive-by-wire chassis testing technology, specifically to a drive-by-wire chassis testing method, equipment, and storage medium. Background Technology

[0002] A drive-by-wire chassis refers to a chassis system in which a vehicle controls actuators via electrical signals. As a key technology for achieving autonomous driving and improving vehicle performance, it is highly electronic and networked. However, drive-by-wire chassis are susceptible to various potential failure risks (such as sensor drift, actuator failure, communication malfunctions, and software logic errors). These failures may occur individually or in combination, posing a serious threat to driving safety.

[0003] Current failure testing technologies for drive-by-wire chassis mainly include two categories: pure digital simulation testing and real-vehicle road testing. These technologies have the following drawbacks: Pure digital simulation testing relies entirely on virtual models to simulate failures. The accuracy of the model deviates from that of the real physical chassis, resulting in low authenticity and reliability of the test results. While real vehicle road testing can obtain real vehicle data, it carries extremely high risks in high-risk test conditions such as extreme driving, low-friction surfaces, and high-speed failures. Furthermore, the test conditions are difficult to reproduce accurately, the testing costs are high, and the cycle is long, making it impossible to achieve large-scale, automated iterative testing. Summary of the Invention

[0004] To address the shortcomings of existing technologies, the technical problem solved by this application is: how to achieve a realistic and effective simulation of the failure of a drive-by-wire chassis.

[0005] To achieve the above objectives, in a first aspect, embodiments of this application provide a method for testing a drive-by-wire chassis, the method comprising the following steps: A digital twin is built based on a real drive-by-wire chassis; Based on the test objectives of the real drive-by-wire chassis, predefine failure signals and set test conditions and failure signal injection trigger conditions in the digital twin; Simulate test conditions by driving a real drive-by-wire chassis through a dynamic test bench; When the digital twin reaches the failure signal injection trigger condition, a failure signal is injected into the real drive-by-wire chassis; Collect vehicle status data of a real drive-by-wire chassis before and after injecting a failure signal; Based on vehicle status data and preset safety rules of the actual drive-by-wire chassis, the evaluation results of the test target under the influence of failure signals are obtained.

[0006] This approach involves constructing a digital twin based on a real drive-by-wire chassis. Various test conditions are then built within the digital twin, and a dynamic test bench drives the real physical chassis to synchronously simulate the corresponding test conditions. This ensures the authenticity of the test results for the real drive-by-wire chassis. Furthermore, by simulating test conditions within the digital twin, there are no safety risks associated with actual vehicle testing. All test conditions and failure signals can be fixed and reused, improving test repeatability and efficiency while reducing testing costs.

[0007] In conjunction with the first aspect, in one implementation, before predefining failure signals based on the test targets of the actual drive-by-wire chassis, a failure mode of the drive-by-wire chassis is predefined, and a failure signal in the corresponding failure mode is configured; the failure mode includes sensor failure, actuator failure, communication failure, and controller failure. Establish a mapping relationship between a single test target and failure modes to generate a failure mode library.

[0008] By establishing a precise mapping relationship between a single test target and failure modes, this provides convenient support for the subsequent injection of failure signals.

[0009] In conjunction with the first aspect, in one embodiment, the failure mode further includes a combined failure, wherein the failure signals of the combined failure include: defining failure signals corresponding to sensor failure, actuator failure, communication failure, and controller failure occurring simultaneously or in a specific time sequence.

[0010] This approach enables timing combination matching of multiple failure signals to meet testing objectives, accurately adapting to the functional safety testing requirements of drive-by-wire chassis at different levels and dimensions. It can comprehensively verify the failure resistance capabilities of subsystems operating independently and in the coupled operation of multiple subsystems.

[0011] In conjunction with the first aspect, in one implementation, the process of predefining failure signals based on the test targets of a real drive-by-wire chassis includes: Based on the test target, retrieve the corresponding failure mode from the failure mode library and obtain its corresponding failure signal.

[0012] In conjunction with the first aspect, in one implementation, before retrieving the failure mode corresponding to the test target from the failure mode library based on the test target, it is determined whether the test target is a single test target. If so, retrieve the failure mode of the corresponding test target from the failure mode library and obtain its corresponding failure signal; Otherwise, retrieve all failure modes of the corresponding test target from the failure mode library and obtain their corresponding failure signals; after determining the arrangement sequence of all single test targets included in the test target, combine the failure signals of different failure modes according to the arrangement sequence.

[0013] In conjunction with the first aspect, in one implementation, when injecting a failure signal into the actual drive-by-wire chassis, the injection method of the failure signal includes: Set up a priority interrupt service mechanism based on failure signals, and establish clock synchronization rules based on PTP; The digital twin injects failure signals into the real drive-by-wire chassis; When the actual drive-by-wire chassis receives a failure signal, the failure signal is applied to the target signal line or the target message is modified based on the priority interrupt service mechanism.

[0014] By employing a priority interrupt service mechanism combined with PTP clock synchronization technology, a unified microsecond-level time base is constructed between the digital twin and the real drive-by-wire chassis. This allows for the precise loading of failure signals within 50μs, thereby accurately reproducing extremely subtle failure scenarios such as instantaneous failures and short-term message loss. This closely matches the actual fault occurrence characteristics of the real drive-by-wire chassis, thus improving test accuracy and reliability.

[0015] In conjunction with the first aspect, in one implementation, the vehicle status data includes bus data from the actual drive-by-wire chassis, internal signals from the controller, sensor data, and actuator feedback data.

[0016] In conjunction with the first aspect, in one implementation, the process of obtaining the evaluation result of the test target under the influence of the failure signal based on vehicle status data and preset safety rules of the actual drive-by-wire chassis includes: Filter valid test data that matches the currently injected failure signal and the current test target from the vehicle operation status data; Retrieve the preset safety rules pre-configured on the actual drive-by-wire chassis; The valid test data is compared and calculated item by item with the preset safety rules to obtain the deviation value between the valid test data and the preset safety rules; Determine if the deviation value is within the threshold range of the preset safety rules. If yes, the test is considered passed; otherwise, the test is considered failed.

[0017] Therefore, based on the preset safety thresholds of each subsystem of the drive-by-wire chassis, the effective test data is compared with the preset safety rules item by item. The comparison results are used to accurately determine the effectiveness of the execution capabilities of each subsystem of the drive-by-wire chassis under different failure modes. The test evaluation results are more objective and accurate, thus meeting the test requirements of automotive functional safety certification.

[0018] In conjunction with the first aspect, in one implementation, the preset safety rules include a real drive-by-wire chassis system response threshold, a signal deviation threshold, a redundancy switching time threshold, and a vehicle safety degradation mode determination threshold.

[0019] In conjunction with the first aspect, in one implementation, after determining that the test has passed, valid test data is recorded; After determining that the test has failed, a test evaluation result is generated based on the valid test data and deviation value.

[0020] Secondly, embodiments of this application provide a drive-by-wire chassis testing device, the drive-by-wire chassis testing device including a processor, a memory, and a drive-by-wire chassis testing program stored in the memory and executable by the processor, wherein when the drive-by-wire chassis testing program is executed by the processor, it implements the method provided in the first aspect.

[0021] Thirdly, embodiments of this application provide a computer-readable storage medium storing a drive-by-wire chassis test program, wherein when the drive-by-wire chassis test program is executed, it implements the method provided in the first aspect.

[0022] Compared with the prior art, the advantages of this application are: A digital twin is built based on a real drive-by-wire chassis. Various test conditions are constructed through the digital twin, and the corresponding test conditions are synchronously simulated on the real physical chassis by relying on a dynamic test bench. This ensures the authenticity of the test of the real drive-by-wire chassis. Furthermore, by simulating test conditions in the digital twin, there are no safety risks associated with real vehicle testing. All test conditions and failure signals can be fixed and reused, improving test repeatability and efficiency while reducing test costs. Attached Figure Description

[0023] To more clearly illustrate the technical solutions in the embodiments of this application, 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 this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0024] Figure 1 This is a flowchart of the wire-controlled chassis testing method in the embodiments of this application; Figure 2 This is a schematic diagram of the hardware structure of the wire-controlled chassis testing equipment involved in the embodiments of this application. Detailed Implementation

[0025] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0026] The flowchart shown in the attached diagram is for illustrative purposes only and does not necessarily include all content and operations / steps, nor does it require execution in the described order. For example, some operations / steps can be broken down, combined, or partially merged; therefore, the actual execution order may change depending on the specific circumstances. To make the objectives, technical solutions, and advantages of this application clearer, the embodiments of this application will be described in further detail below with reference to the accompanying drawings.

[0027] In a first aspect, embodiments of this application provide a test method for a drive-by-wire chassis, referring to... Figure 1 The method includes the following steps: S1. Construct a digital twin based on a real drive-by-wire chassis; S2. Based on the test objectives of the real drive-by-wire chassis, predefine failure signals and set test conditions (such as high-speed driving conditions, extreme driving conditions, and low-friction road braking conditions) and failure signal injection trigger conditions (vehicle speed conditions, vehicle operating status conditions, and driver operation conditions) in the digital twin. S3. Simulate test conditions by driving a real drive-by-wire chassis through a dynamic test bench. S4. When the digital twin reaches the failure signal injection trigger condition, a failure signal is injected into the real drive-by-wire chassis. S5. Collect vehicle status data of the actual drive-by-wire chassis before and after the injection of the failure signal; this vehicle status data includes: The bus data of the actual drive-by-wire chassis, i.e., the raw messages of the bus; Internal signals of the controller, that is, the variable data inside the controller, such as control commands, state machines, fault codes, etc. Sensor data is collected by sensors pre-installed in the vehicle, such as steering column torque, brake pedal force or displacement, wheel speed, vehicle attitude (yaw rate, lateral acceleration), and suspension displacement or acceleration. Actuator feedback data refers to the actual response signal of the actuator (such as steering motor, brake motor, drive motor, suspension solenoid valve, etc.). S6. Based on the vehicle status data and the preset safety rules of the actual drive-by-wire chassis, obtain the evaluation results of the test target under the influence of the failure signal, that is, determine whether the test target of the actual drive-by-wire chassis meets the requirements of the preset safety rules.

[0028] This approach involves constructing a digital twin based on a real drive-by-wire chassis. Various test conditions are then built within the digital twin, and a dynamic test bench drives the real physical chassis to synchronously simulate the corresponding test conditions. This ensures the authenticity of the test results for the real drive-by-wire chassis. Furthermore, by simulating test conditions within the digital twin, there are no safety risks associated with actual vehicle testing. All test conditions and failure signals can be fixed and reused, improving test repeatability and efficiency while reducing testing costs.

[0029] In one embodiment, the process of predefining failure signals based on the test targets of a real drive-by-wire chassis includes: S21. Predefine the failure modes of the drive-by-wire chassis and configure the corresponding failure signals under the failure modes; the failure modes and corresponding failure signals include: Sensor failure signals include: signal loss, fixed values, drift (linear or nonlinear), noise injection, and accuracy degradation. Actuator failure signals include: jamming (position / force), response delay, output saturation or limiting, characteristic deviation (such as change in the assist curve), etc. Communication failures can manifest as the following signals: bus node disconnection, message delay (fixed or random), message loss, message error, and excessive bus load. Controller failure signals include: critical calculation errors (such as abnormal PID output), control mode switching errors, and failure of safety monitoring logic. Combination failure, whose failure signals include: failure signals corresponding to the above-defined failure modes occurring simultaneously or in a specific time sequence; S22. Establish a mapping relationship between a single test target and failure modes (combined failures reuse the single failure mapping, without the need to establish a separate mapping), and generate a failure mode library; S23. Determine whether the test target is a single test target. If yes, proceed to S24; otherwise, proceed to S25. S24. Retrieve the failure mode of the corresponding test target from the failure mode library and obtain its corresponding failure signal.

[0030] S25. Retrieve all failure modes of the corresponding test target from the failure mode library (corresponding to all single test targets), and retrieve their corresponding failure signals; After determining the timing sequence of all individual test targets, the failure signals under different failure modes are combined according to the timing sequence.

[0031] By establishing a precise mapping relationship between a single test target and failure modes, and matching the timing combinations of multiple failure signals that meet the test target, this approach accurately adapts to the functional safety test requirements of drive-by-wire chassis at different levels and in different dimensions. It can comprehensively verify the failure resistance capabilities of subsystems operating independently and in the coupled operation of multiple subsystems.

[0032] In one embodiment, when a real drive-by-wire chassis is driven by a dynamic test bench to simulate test conditions, the digital twin synchronously evolves the test conditions. Based on this, when the digital twin reaches the failure signal injection trigger condition, a failure signal is injected into the real drive-by-wire chassis; the injection method of this failure signal includes: A priority interrupt service mechanism based on failure signals is set up (i.e., failure signals are given the highest priority), and clock synchronization rules are established based on PTP (Precision Time Protocol) to unify the microsecond-level time base of the digital twin and the real drive-by-wire chassis. The digital twin injects failure signals into the real drive-by-wire chassis; When the actual drive-by-wire chassis receives a failure signal, the failure signal is applied to the target signal line or the target message is modified based on the priority interrupt service mechanism.

[0033] By employing a priority interrupt service mechanism combined with PTP clock synchronization technology, a unified microsecond-level time base is constructed between the digital twin and the real drive-by-wire chassis. This allows for the precise loading of failure signals within 50μs, thereby accurately reproducing extremely subtle failure scenarios such as instantaneous failures and short-term message loss. This closely matches the actual fault occurrence characteristics of the real drive-by-wire chassis, thus improving test accuracy and reliability.

[0034] In one embodiment, the process of obtaining the evaluation results of the test target under the influence of a failure signal based on vehicle status data and preset safety rules of a real drive-by-wire chassis includes: S61. Select valid test data from the vehicle operating status data that matches the currently injected failure signal and the current test target. S62. Retrieve the preset safety rules pre-configured in the real drive-by-wire chassis; the preset safety rules include the response threshold of the real drive-by-wire chassis system (steering, braking, suspension, drive), signal deviation threshold, redundancy switching time threshold, and vehicle safety degradation mode determination threshold. S63. Compare and calculate the valid test data with the preset safety rules item by item to obtain the deviation value between the valid test data and the preset safety rules; S64. Determine whether the deviation value is within the threshold range of the preset safety rules. If yes, proceed to S65; otherwise, proceed to S66. S65. Determine that the test is passed, complete the test of the target under the failure signal, and record the valid test data; S66. Determine if the test fails, and generate a test evaluation result based on the valid test data and deviation value.

[0035] Therefore, based on the preset safety thresholds of each subsystem of the drive-by-wire chassis, the effective test data is compared with the preset safety rules item by item. The comparison results are used to accurately determine the effectiveness of the execution capabilities of each subsystem of the drive-by-wire chassis under different failure modes. The test evaluation results are more objective and accurate, thus meeting the test requirements of automotive functional safety certification.

[0036] The method provided in the first aspect will now be described with reference to five embodiments.

[0037] Example 1 This embodiment provides a method for testing a drive-by-wire chassis, the method comprising the following steps: S1. Construct a digital twin based on a real drive-by-wire chassis.

[0038] S2. Based on the test targets of the actual drive-by-wire chassis, predefine failure signals; this process includes: S21. Predefine the failure modes of the drive-by-wire chassis and configure the corresponding failure signals under the failure modes; the failure modes and corresponding failure signals include: Sensor failure signals include: signal loss, fixed values, drift (linear or nonlinear), noise injection, and accuracy degradation. Actuator failure signals include: jamming (position / force), response delay, output saturation or limiting, characteristic deviation (such as change in the assist curve), etc. Communication failures can manifest as the following signals: bus node disconnection, message delay (fixed or random), message loss, message error, and excessive bus load. Controller failure signals include: critical calculation errors (such as abnormal PID output), control mode switching errors, and failure of safety monitoring logic. Combination failure, whose failure signals include: failure signals corresponding to the above-defined failure modes occurring simultaneously or in a specific time sequence; S22. Establish a mapping relationship between a single test target and failure modes (combined failures reuse the single failure mapping, without the need to establish a separate mapping), and generate a failure mode library; S23. Determine whether the test target is a single test target. If yes, proceed to S24; otherwise, proceed to S25. S24. Retrieve the failure mode of the corresponding test target from the failure mode library and obtain its corresponding failure signal.

[0039] S25. Retrieve all failure modes of the corresponding test target from the failure mode library (corresponding to all single test targets), and retrieve their corresponding failure signals; After determining the timing sequence of all individual test targets, the failure signals under different failure modes are combined according to the timing sequence.

[0040] By establishing a precise mapping relationship between a single test target and failure modes, and matching the timing combinations of multiple failure signals that meet the test target, this approach accurately adapts to the functional safety test requirements of drive-by-wire chassis at different levels and in different dimensions. It can comprehensively verify the failure resistance capabilities of subsystems operating independently and in the coupled operation of multiple subsystems.

[0041] Set test conditions (such as high-speed driving conditions, extreme driving conditions, and low-friction road braking conditions) and failure signal injection trigger conditions (vehicle speed conditions, vehicle operating status conditions, and driver operation conditions) in the digital twin.

[0042] S3. Simulate test conditions by driving a real drive-by-wire chassis through a dynamic test bench.

[0043] S4. When the digital twin reaches the failure signal injection trigger condition, inject a failure signal into the real drive-by-wire chassis.

[0044] S5. Collect vehicle status data of the actual drive-by-wire chassis before and after the injection of the failure signal; this vehicle status data includes: The bus data of the actual drive-by-wire chassis, i.e., the raw messages of the bus; Internal signals of the controller, that is, the variable data inside the controller, such as control commands, state machines, fault codes, etc. Sensor data is collected by sensors pre-installed in the vehicle, such as steering column torque, brake pedal force or displacement, wheel speed, vehicle attitude (yaw rate, lateral acceleration), and suspension displacement or acceleration. Actuator feedback data refers to the actual response signal of the actuator (such as steering motor, brake motor, drive motor, suspension solenoid valve, etc.).

[0045] S6. Based on the vehicle status data and the preset safety rules of the actual drive-by-wire chassis, obtain the evaluation results of the test target under the influence of the failure signal, that is, determine whether the test target of the actual drive-by-wire chassis meets the requirements of the preset safety rules.

[0046] Example 2 This embodiment provides a method for testing a drive-by-wire chassis, the method comprising the following steps: S1. Construct a digital twin based on a real drive-by-wire chassis.

[0047] S2. Based on the test objectives of the real drive-by-wire chassis, predefine failure signals and set test conditions (such as high-speed driving conditions, extreme driving conditions, and low-friction road braking conditions) and failure signal injection trigger conditions (vehicle speed conditions, vehicle operating status conditions, and driver operation conditions) in the digital twin.

[0048] S3. The test conditions are simulated by driving a real drive-by-wire chassis through a dynamic test bench. During the process, the digital twin synchronously evolves the test conditions.

[0049] S4. When the digital twin reaches the failure signal injection trigger condition, a failure signal is injected into the real drive-by-wire chassis; the injection method of the failure signal includes: A priority interrupt service mechanism based on failure signals is set up (i.e., failure signals are given the highest priority), and clock synchronization rules are established based on PTP (Precision Time Protocol) to unify the microsecond-level time base of the digital twin and the real drive-by-wire chassis. The digital twin injects failure signals into the real drive-by-wire chassis; When the actual drive-by-wire chassis receives a failure signal, the failure signal is applied to the target signal line or the target message is modified based on the priority interrupt service mechanism.

[0050] By employing a priority interrupt service mechanism combined with PTP clock synchronization technology, a unified microsecond-level time base is constructed between the digital twin and the real drive-by-wire chassis. This allows for the precise loading of failure signals within 50μs, thereby accurately reproducing extremely subtle failure scenarios such as instantaneous failures and short-term message loss. This closely matches the actual fault occurrence characteristics of the real drive-by-wire chassis, thus improving test accuracy and reliability.

[0051] S5. Collect vehicle status data of the actual drive-by-wire chassis before and after the injection of the failure signal; this vehicle status data includes: The bus data of the actual drive-by-wire chassis, i.e., the raw messages of the bus; Internal signals of the controller, that is, the variable data inside the controller, such as control commands, state machines, fault codes, etc. Sensor data is collected by sensors pre-installed in the vehicle, such as steering column torque, brake pedal force or displacement, wheel speed, vehicle attitude (yaw rate, lateral acceleration), and suspension displacement or acceleration. Actuator feedback data refers to the actual response signal of the actuator (such as steering motor, brake motor, drive motor, suspension solenoid valve, etc.).

[0052] S6. Based on the vehicle status data and the preset safety rules of the actual drive-by-wire chassis, obtain the evaluation results of the test target under the influence of the failure signal, that is, determine whether the test target of the actual drive-by-wire chassis meets the requirements of the preset safety rules.

[0053] Example 3 This embodiment provides a method for testing a drive-by-wire chassis, the method comprising the following steps: S1. Construct a digital twin based on a real drive-by-wire chassis.

[0054] S2. Based on the test targets of the actual drive-by-wire chassis, predefine failure signals; this process includes: S21. Predefine the failure modes of the drive-by-wire chassis and configure the corresponding failure signals under the failure modes; the failure modes and corresponding failure signals include: Sensor failure signals include: signal loss, fixed values, drift (linear or nonlinear), noise injection, and accuracy degradation. Actuator failure signals include: jamming (position / force), response delay, output saturation or limiting, characteristic deviation (such as change in the assist curve), etc. Communication failures can manifest as the following signals: bus node disconnection, message delay (fixed or random), message loss, message error, and excessive bus load. Controller failure signals include: critical calculation errors (such as abnormal PID output), control mode switching errors, and failure of safety monitoring logic. Combination failure, whose failure signals include: failure signals corresponding to the above-defined failure modes occurring simultaneously or in a specific time sequence; S22. Establish a mapping relationship between a single test target and failure modes (combined failures reuse the single failure mapping, without the need to establish a separate mapping), and generate a failure mode library; S23. Determine whether the test target is a single test target. If yes, proceed to S24; otherwise, proceed to S25. S24. Retrieve the failure mode of the corresponding test target from the failure mode library and obtain its corresponding failure signal.

[0055] S25. Retrieve all failure modes of the corresponding test target from the failure mode library (corresponding to all single test targets), and retrieve their corresponding failure signals; After determining the timing sequence of all individual test targets, the failure signals under different failure modes are combined according to the timing sequence.

[0056] By establishing a precise mapping relationship between a single test target and failure modes, and matching the timing combinations of multiple failure signals that meet the test target, this approach accurately adapts to the functional safety test requirements of drive-by-wire chassis at different levels and in different dimensions. It can comprehensively verify the failure resistance capabilities of subsystems operating independently and in the coupled operation of multiple subsystems.

[0057] Set test conditions (such as high-speed driving conditions, extreme driving conditions, and low-friction road braking conditions) and failure signal injection trigger conditions (vehicle speed conditions, vehicle operating status conditions, and driver operation conditions) in the digital twin.

[0058] S3. The test conditions are simulated by driving a real drive-by-wire chassis through a dynamic test bench. During the process, the digital twin synchronously evolves the test conditions.

[0059] S4. When the digital twin reaches the failure signal injection trigger condition, a failure signal is injected into the real drive-by-wire chassis; the injection method of the failure signal includes: A priority interrupt service mechanism based on failure signals is set up (i.e., failure signals are given the highest priority), and clock synchronization rules are established based on PTP (Precision Time Protocol) to unify the microsecond-level time base of the digital twin and the real drive-by-wire chassis. The digital twin injects failure signals into the real drive-by-wire chassis; When the actual drive-by-wire chassis receives a failure signal, the failure signal is applied to the target signal line or the target message is modified based on the priority interrupt service mechanism.

[0060] By employing a priority interrupt service mechanism combined with PTP clock synchronization technology, a unified microsecond-level time base is constructed between the digital twin and the real drive-by-wire chassis. This allows for the precise loading of failure signals within 50μs, thereby accurately reproducing extremely subtle failure scenarios such as instantaneous failures and short-term message loss. This closely matches the actual fault occurrence characteristics of the real drive-by-wire chassis, thus improving test accuracy and reliability.

[0061] S5. Collect vehicle status data of the actual drive-by-wire chassis before and after the injection of the failure signal; this vehicle status data includes: The bus data of the actual drive-by-wire chassis, i.e., the raw messages of the bus; Internal signals of the controller, that is, the variable data inside the controller, such as control commands, state machines, fault codes, etc. Sensor data is collected by sensors pre-installed in the vehicle, such as steering column torque, brake pedal force or displacement, wheel speed, vehicle attitude (yaw rate, lateral acceleration), and suspension displacement or acceleration. Actuator feedback data refers to the actual response signal of the actuator (such as steering motor, brake motor, drive motor, suspension solenoid valve, etc.).

[0062] S6. Based on the vehicle status data and the preset safety rules of the actual drive-by-wire chassis, obtain the evaluation results of the test target under the influence of the failure signal, that is, determine whether the test target of the actual drive-by-wire chassis meets the requirements of the preset safety rules.

[0063] Example 4 This embodiment provides a method for testing a drive-by-wire chassis, the method comprising the following steps: S1. Construct a digital twin based on a real drive-by-wire chassis.

[0064] S2. Based on the test objectives of the real drive-by-wire chassis, predefine failure signals and set test conditions (such as high-speed driving conditions, extreme driving conditions, and low-friction road braking conditions) and failure signal injection trigger conditions (vehicle speed conditions, vehicle operating status conditions, and driver operation conditions) in the digital twin. S3. Simulate test conditions by driving a real drive-by-wire chassis through a dynamic test bench.

[0065] S4. When the digital twin reaches the failure signal injection trigger condition, inject a failure signal into the real drive-by-wire chassis.

[0066] S5. Collect vehicle status data of the actual drive-by-wire chassis before and after the injection of the failure signal; this vehicle status data includes: The bus data of the actual drive-by-wire chassis, i.e., the raw messages of the bus; Internal signals of the controller, that is, the variable data inside the controller, such as control commands, state machines, fault codes, etc. Sensor data is collected by sensors pre-installed in the vehicle, such as steering column torque, brake pedal force or displacement, wheel speed, vehicle attitude (yaw rate, lateral acceleration), and suspension displacement or acceleration. Actuator feedback data refers to the actual response signal of the actuator (such as steering motor, brake motor, drive motor, suspension solenoid valve, etc.).

[0067] S6. Based on vehicle status data and preset safety rules of the actual drive-by-wire chassis, obtain the evaluation results of the test target under the influence of the failure signal, that is, determine whether the test target of the actual drive-by-wire chassis meets the requirements of the preset safety rules; the specific process includes: S61. Select valid test data from the vehicle operating status data that matches the currently injected failure signal and the current test target. S62. Retrieve the preset safety rules pre-configured in the real drive-by-wire chassis; the preset safety rules include the response threshold of the real drive-by-wire chassis system (steering, braking, suspension, drive), signal deviation threshold, redundancy switching time threshold, and vehicle safety degradation mode determination threshold. S63. Compare and calculate the valid test data with the preset safety rules item by item to obtain the deviation value between the valid test data and the preset safety rules; S64. Determine whether the deviation value is within the threshold range of the preset safety rules. If yes, proceed to S65; otherwise, proceed to S66. S65. Determine that the test is passed, complete the test of the target under the failure signal, and record the valid test data; S66. Determine if the test fails, and generate a test evaluation result based on the valid test data and deviation value.

[0068] Example 5 This embodiment provides a method for testing a drive-by-wire chassis, the method comprising the following steps: S1. Construct a digital twin based on a real drive-by-wire chassis.

[0069] S2. Based on the test targets of the actual drive-by-wire chassis, predefine failure signals; this process includes: S21. Predefine the failure modes of the drive-by-wire chassis and configure the corresponding failure signals under the failure modes; the failure modes and corresponding failure signals include: Sensor failure signals include: signal loss, fixed values, drift (linear or nonlinear), noise injection, and accuracy degradation. Actuator failure signals include: jamming (position / force), response delay, output saturation or limiting, characteristic deviation (such as change in the assist curve), etc. Communication failures can manifest as the following signals: bus node disconnection, message delay (fixed or random), message loss, message error, and excessive bus load. Controller failure signals include: critical calculation errors (such as abnormal PID output), control mode switching errors, and failure of safety monitoring logic. Combination failure, whose failure signals include: failure signals corresponding to the above-defined failure modes occurring simultaneously or in a specific time sequence; S22. Establish a mapping relationship between a single test target and failure modes (combined failures reuse the single failure mapping, without the need to establish a separate mapping), and generate a failure mode library; S23. Determine whether the test target is a single test target. If yes, proceed to S24; otherwise, proceed to S25. S24. Retrieve the failure mode of the corresponding test target from the failure mode library and obtain its corresponding failure signal.

[0070] S25. Retrieve all failure modes of the corresponding test target from the failure mode library (corresponding to all single test targets), and retrieve their corresponding failure signals; After determining the timing sequence of all individual test targets, the failure signals under different failure modes are combined according to the timing sequence.

[0071] By establishing a precise mapping relationship between a single test target and failure modes, and matching the timing combinations of multiple failure signals that meet the test target, this approach accurately adapts to the functional safety test requirements of drive-by-wire chassis at different levels and in different dimensions. It can comprehensively verify the failure resistance capabilities of subsystems operating independently and in the coupled operation of multiple subsystems.

[0072] Set test conditions (such as high-speed driving conditions, extreme driving conditions, and low-friction road braking conditions) and failure signal injection trigger conditions (vehicle speed conditions, vehicle operating status conditions, and driver operation conditions) in the digital twin.

[0073] S3. The test conditions are simulated by driving a real drive-by-wire chassis through a dynamic test bench. During the process, the digital twin synchronously evolves the test conditions.

[0074] S4. When the digital twin reaches the failure signal injection trigger condition, a failure signal is injected into the real drive-by-wire chassis; the injection method of the failure signal includes: A priority interrupt service mechanism based on failure signals is set up (i.e., failure signals are given the highest priority), and clock synchronization rules are established based on PTP (Precision Time Protocol) to unify the microsecond-level time base of the digital twin and the real drive-by-wire chassis. The digital twin injects failure signals into the real drive-by-wire chassis; When the actual drive-by-wire chassis receives a failure signal, the failure signal is applied to the target signal line or the target message is modified based on the priority interrupt service mechanism.

[0075] By employing a priority interrupt service mechanism combined with PTP clock synchronization technology, a unified microsecond-level time base is constructed between the digital twin and the real drive-by-wire chassis. This allows for the precise loading of failure signals within 50μs, thereby accurately reproducing extremely subtle failure scenarios such as instantaneous failures and short-term message loss. This closely matches the actual fault occurrence characteristics of the real drive-by-wire chassis, thus improving test accuracy and reliability.

[0076] S5. Collect vehicle status data of the actual drive-by-wire chassis before and after the injection of the failure signal; this vehicle status data includes: The bus data of the actual drive-by-wire chassis, i.e., the raw messages of the bus; Internal signals of the controller, that is, the variable data inside the controller, such as control commands, state machines, fault codes, etc. Sensor data is collected by sensors pre-installed in the vehicle, such as steering column torque, brake pedal force or displacement, wheel speed, vehicle attitude (yaw rate, lateral acceleration), and suspension displacement or acceleration. Actuator feedback data refers to the actual response signal of the actuator (such as steering motor, brake motor, drive motor, suspension solenoid valve, etc.).

[0077] S6. Based on vehicle status data and preset safety rules of the actual drive-by-wire chassis, obtain the evaluation results of the test target under the influence of the failure signal, that is, determine whether the test target of the actual drive-by-wire chassis meets the requirements of the preset safety rules; the specific process includes: S61. Select valid test data from the vehicle operating status data that matches the currently injected failure signal and the current test target. S62. Retrieve the preset safety rules pre-configured in the real drive-by-wire chassis; the preset safety rules include the response threshold of the real drive-by-wire chassis system (steering, braking, suspension, drive), signal deviation threshold, redundancy switching time threshold, and vehicle safety degradation mode determination threshold. S63. Compare and calculate the valid test data with the preset safety rules item by item to obtain the deviation value between the valid test data and the preset safety rules; S64. Determine whether the deviation value is within the threshold range of the preset safety rules. If yes, proceed to S65; otherwise, proceed to S66. S65. Determine that the test is passed, complete the test of the target under the failure signal, and record the valid test data; S66. Determine if the test fails, and generate a test evaluation result based on the valid test data and deviation value.

[0078] Therefore, based on the preset safety thresholds of each subsystem of the drive-by-wire chassis, the effective test data is compared with the preset safety rules item by item. The comparison results are used to accurately determine the effectiveness of the execution capabilities of each subsystem of the drive-by-wire chassis under different failure modes. The test evaluation results are more objective and accurate, thus meeting the test requirements of automotive functional safety certification.

[0079] Secondly, embodiments of this application provide a wire-controlled chassis testing device, which can be a personal computer (PC), laptop computer, server, or other device with data processing capabilities.

[0080] Reference Figure 2 , Figure 2 This is a schematic diagram of the hardware structure of the drive-by-wire chassis testing equipment involved in the embodiments of this application. In the embodiments of this application, the drive-by-wire chassis testing equipment may include a processor, a memory, a communication interface, and a communication bus.

[0081] The communication bus can be of any type and is used to interconnect the processor, memory, and communication interface.

[0082] The communication interface includes input / output (I / O) interfaces, physical interfaces, and logical interfaces used to interconnect components within the steerable drive chassis testing equipment, as well as interfaces used to interconnect the steerable drive chassis testing equipment with other devices (such as other computing devices or user equipment). Physical interfaces can be Ethernet interfaces, fiber optic interfaces, ATM interfaces, etc.; user equipment can be displays, keyboards, etc.

[0083] Memory can be various types of storage media, such as random access memory (RAM), read-only memory (ROM), non-volatile RAM (NVRAM), flash memory, optical storage, hard disk, programmable ROM (PROM), erasable PROM (EPROM), electrically erasable PROM (EEPROM), etc.

[0084] The processor can be a general-purpose processor, which can call the drive-by-wire chassis test program stored in the memory and execute the drive-by-wire chassis test method provided in the embodiments of this application. For example, the general-purpose processor can be a central processing unit (CPU). The method executed when the drive-by-wire chassis test program is called can be referred to in the various embodiments of the drive-by-wire chassis test method of this application, and will not be repeated here.

[0085] Those skilled in the art will understand that Figure 2 The hardware structure shown does not constitute a limitation of this application and may include more or fewer components than shown, or combine certain components, or have different component arrangements.

[0086] Thirdly, embodiments of this application also provide a computer-readable storage medium.

[0087] The computer-readable storage medium of this application stores a drive-by-wire chassis test program, wherein when the drive-by-wire chassis test program is executed by a processor, it implements the steps of the drive-by-wire chassis test method as described above.

[0088] The method implemented when the drive-by-wire chassis test program is executed can be referred to in various embodiments of the drive-by-wire chassis test method of this application, and will not be repeated here.

[0089] It should be noted that the sequence numbers of the embodiments in this application are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0090] The terms "comprising" and "having," and any variations thereof, in the specification, claims, and accompanying drawings of this application are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or apparatus that includes a series of steps or units is not limited to the listed steps or units, but may optionally include steps or units not listed, or may optionally include other steps or units inherent to such process, method, product, or apparatus. The terms "first," "second," and "third," etc., are used to distinguish different objects, etc., and do not indicate a sequence, nor do they limit "first," "second," and "third" to different types.

[0091] In the description of the embodiments of this application, terms such as "exemplary," "for example," or "for instance" are used to indicate examples, illustrations, or explanations. Any embodiment or design described as "exemplary," "for example," or "for instance" in the embodiments of this application should not be construed as being more preferred or advantageous than other embodiments or designs. Specifically, the use of terms such as "exemplary," "for example," or "for instance" is intended to present the relevant concepts in a concrete manner.

[0092] In the description of the embodiments of this application, unless otherwise stated, " / " means "or". For example, A / B can mean A or B. The "and / or" in the text is merely a description of the relationship between related objects, indicating that there can be three relationships. For example, A and / or B can mean: A exists alone, A and B exist simultaneously, and B exists alone. In addition, in the description of the embodiments of this application, "multiple" means two or more.

[0093] In some processes described in the embodiments of this application, multiple operations or steps are included in a specific order. However, it should be understood that these operations or steps may not be executed in the order they appear in the embodiments of this application, or they may be executed in parallel. The sequence number of the operation is only used to distinguish different operations, and the sequence number itself does not represent any execution order. In addition, these processes may include more or fewer operations, and these operations or steps may be executed sequentially or in parallel, and these operations or steps may be combined.

[0094] Through the above description of the embodiments, those skilled in the art can clearly understand that the methods of the above embodiments can be implemented by means of software plus necessary general-purpose hardware platforms. Of course, they can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk) as described above, and includes several instructions to cause a terminal device to execute the methods described in the various embodiments of this application.

[0095] The above are merely specific embodiments of this application, but the protection scope of this application is not limited thereto. Any person skilled in the art can easily conceive of various equivalent modifications or substitutions within the technical scope disclosed in this application, and these modifications or substitutions should all be covered within the protection scope of this application. Therefore, the protection scope of this application should be determined by the scope of the claims.

Claims

1. A test method for a drive-by-wire chassis, characterized in that, The method includes the following steps: A digital twin is built based on a real drive-by-wire chassis; Based on the test objectives of the real drive-by-wire chassis, predefine failure signals and set test conditions and failure signal injection trigger conditions in the digital twin; Simulate test conditions by driving a real drive-by-wire chassis through a dynamic test bench; When the digital twin reaches the failure signal injection trigger condition, a failure signal is injected into the real drive-by-wire chassis; Collect vehicle status data of a real drive-by-wire chassis before and after injecting a failure signal; Based on vehicle status data and preset safety rules of the actual drive-by-wire chassis, the evaluation results of the test target under the influence of failure signals are obtained.

2. The test method for drive-by-wire chassis as described in claim 1, characterized in that: Before defining failure signals based on the actual test targets of the drive-by-wire chassis, predefine the failure modes of the drive-by-wire chassis and configure the failure signals in the corresponding failure modes; the failure modes include sensor failure, actuator failure, communication failure and controller failure. Establish a mapping relationship between a single test target and failure modes to generate a failure mode library.

3. The test method for drive-by-wire chassis as described in claim 2, characterized in that: The failure mode also includes combined failures, and the failure signals of the combined failures include: defining the failure signals corresponding to sensor failure, actuator failure, communication failure, and controller failure occurring simultaneously or in a specific time sequence.

4. The test method for drive-by-wire chassis as described in claim 3, characterized in that: Based on the testing objectives of a real drive-by-wire chassis, the predefined failure signal process includes: Based on the test target, retrieve the corresponding failure mode from the failure mode library and obtain its corresponding failure signal.

5. The test method for drive-by-wire chassis as described in claim 4, characterized in that: Before retrieving the corresponding failure mode from the failure mode library based on the test target, determine whether the test target is a single test target; If so, retrieve the failure mode of the corresponding test target from the failure mode library and obtain its corresponding failure signal; Otherwise, retrieve all failure modes of the corresponding test target from the failure mode library and obtain their corresponding failure signals; After determining the timing sequence of all individual test targets, the failure signals under different failure modes are combined according to the timing sequence.

6. The test method for drive-by-wire chassis as described in claim 1, characterized in that: When injecting a failure signal into a real drive-by-wire chassis, the injection methods include: Set up a priority interrupt service mechanism based on failure signals, and establish clock synchronization rules based on PTP; The digital twin injects failure signals into the real drive-by-wire chassis; When the actual drive-by-wire chassis receives a failure signal, the failure signal is applied to the target signal line or the target message is modified based on the priority interrupt service mechanism.

7. The test method for drive-by-wire chassis as described in claim 1, characterized in that: The vehicle status data includes bus data from the actual drive-by-wire chassis, internal signals from the controller, sensor data, and actuator feedback data.

8. The test method for drive-by-wire chassis as described in claim 1, characterized in that: The process of obtaining the evaluation results of the test target under the influence of failure signals based on vehicle status data and preset safety rules of the actual drive-by-wire chassis includes: Filter valid test data that matches the currently injected failure signal and the current test target from the vehicle operation status data; Retrieve the preset safety rules pre-configured on the actual drive-by-wire chassis; The valid test data is compared and calculated item by item with the preset safety rules to obtain the deviation value between the valid test data and the preset safety rules; Determine if the deviation value is within the threshold range of the preset safety rules. If yes, the test is considered passed; otherwise, the test is considered failed.

9. The test method for drive-by-wire chassis as described in claim 8, characterized in that: The preset safety rules include the response threshold of the real drive-by-wire chassis system, the signal deviation threshold, the redundancy switching time threshold, and the vehicle safety degradation mode determination threshold.

10. The test method for drive-by-wire chassis as described in claim 8, characterized in that: After determining that the test has passed, record the valid test data; After determining that the test has failed, a test evaluation result is generated based on the valid test data and deviation value.

11. A wire-controlled chassis testing device, characterized in that, The drive-by-wire chassis testing device includes a processor, a memory, and a drive-by-wire chassis testing program stored in the memory and executable by the processor, wherein when the drive-by-wire chassis testing program is executed by the processor, it implements the steps of the drive-by-wire chassis testing method as described in any one of claims 1 to 10.

12. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a drive-by-wire chassis test program, wherein when the drive-by-wire chassis test program is executed, it implements the steps of the drive-by-wire chassis test method as described in any one of claims 1 to 10.

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