Chassis domain fusion controller test equipment

Abstract

The application provides a chassis domain fusion controller test device, which comprises an upper computer, a communication diagnosis device, a simulation system, a measured domain controller, an execution component, a test bench robot and a test bench; the upper computer is connected with the communication diagnosis device, the dynamic simulation system and the test bench robot; the simulation system is connected with the communication diagnosis device and the measured domain controller; the measured domain fusion controller is connected with the execution component; the execution component comprises a power execution component, a steering execution component, a brake execution component and a suspension execution component; the power execution component comprises an accelerator pedal; the steering component comprises an upper steering system, a lower steering system and a steering gear rack load ware; the brake execution component comprises a brake pedal; the test bench robot comprises a plurality of operating parts, which are mechanically connected with the accelerator pedal, the upper steering system and the brake pedal respectively, so as to step on the accelerator pedal, rotate the upper steering system and step on the brake pedal respectively; the execution component and the test bench robot are arranged on the test bench.

Description

Technical Field

[0001] This application relates to the field of vehicle testing technology, specifically to a chassis domain fusion controller testing device. Background Technology

[0002] Against the backdrop of electrification and intelligent connectivity transformation, vehicle domain controller software development faces multiple challenges. Traditional testing methods use single-function benches for verification, which delays integrated function testing to the real vehicle stage, resulting in problems such as extended development cycles, inability to close the testing environment, high rate of repeated testing, and unstable test quality.

[0003] Existing testing systems struggle to achieve coordinated verification of multiple systems, including steering, braking, drive, and suspension, and lack automated actuators to simulate driver physical operations. This results in incomplete test scenario coverage and unreal-time environmental data monitoring, failing to meet the demands of rapid software iteration. Furthermore, insufficient integration between testing equipment and dynamics simulation systems limits the verification capabilities of vehicle closed-loop control functions. Therefore, there is an urgent need to construct a full-scenario testing platform that integrates a virtual simulation environment with physical actuators. Utility Model Content

[0004] This application primarily provides a chassis domain fusion controller testing device, including a host computer, a communication diagnostic device, a simulation system, a domain under test controller, an execution component, a bench robot, and a test bench. The host computer is connected to the communication diagnostic device, the simulation system, and the bench robot. The simulation system is connected to the communication diagnostic device and the domain under test controller. The domain under test fusion controller is connected to the execution component. The execution component includes a power execution component, a steering execution component, a braking execution component, and a suspension execution component. The power execution component includes an accelerator pedal. The steering component includes an upward steering system, a downward steering system, and a steering rack load cell. The braking execution component includes a brake pedal. The bench robot includes a first manipulator, a second manipulator, and a third manipulator, which are mechanically connected to the accelerator pedal, the upward steering system, and the brake pedal, respectively, so that the bench robot can depress the accelerator pedal via the first manipulator, rotate the upward steering system via the second manipulator, and depress the brake pedal via the third manipulator. The execution component and the bench robot are both mounted on the test bench.

[0005] Based on the above technical means, by introducing the physical accelerator pedal, steering system, and physical brake pedal and mechanical linkage with the bench robot, the limitations of pure digital signal testing are effectively made up for, the degree of restoration of the test environment to real driving scenarios is improved, the applicability and test coverage of the test equipment are significantly enhanced, and the problem of insufficient test authenticity caused by the inability to simulate the physical operation behavior of the driver in the existing technology is solved.

[0006] In some embodiments, the power actuation component further includes multiple wheel-end power modules; the bench robot receives a first operation command through a connection with the host computer, and in response to the first operation command, depresses the accelerator pedal through the first manipulator to send a throttle signal to the multiple wheel-end power modules; the multiple wheel-end modules rotate in response to the throttle signal, and feed back the rotational speed and torque information of the multiple wheel-end power modules to the domain under test controller through a connection with the domain under test controller.

[0007] Based on the above technical means, by introducing the mechanical linkage between the physical accelerator pedal and the test bench, the limitations of pure digital signal testing are effectively made up for, the degree of restoration of the test environment to real driving scenarios is improved, the applicability and test coverage of the test system are significantly enhanced, and the problem of insufficient test authenticity caused by the inability to simulate the physical operation behavior of the driver in the existing technology is solved.

[0008] In some embodiments, the testing equipment further includes an accelerator pedal simulation module connected to the host computer and the domain under test controller. The domain under test controller receives accelerator simulation signals through its connection with the accelerator pedal simulation module. The domain under test controller generates a torque request based on the accelerator simulation signals. The power actuation component receives the torque request through its connection with the domain under test controller. The plurality of wheel-end power modules rotate in response to the torque request and feed back the rotational speed and torque information of the plurality of wheel-end power modules to the domain under test controller through their connection.

[0009] Based on the aforementioned technical means, the accelerator pedal simulation module enables the testing system to automatically simulate driver operation, avoiding testing errors caused by manual intervention. The multi-wheel independent control characteristics of the distributed electric drive system enhance the adaptability of the testing scenario. Combined with the torque distribution algorithm of the controller under test, it can effectively verify the response characteristics of the power system under complex operating conditions. This solution improves the test integrity and data repeatability of the chassis domain fusion controller in terms of power control by constructing a complete power control closed loop.

[0010] In some embodiments, the upper rotation system includes an upper rotation column mechanically connected to the second manipulator; the bench robot receives a second operation command through a connection with the host computer, and in response to the second operation command, rotates the upper rotation column through the second manipulator to generate a steering command; the lower rotation system drives the steering rack loader in response to the steering command to achieve steering, and feeds back the actual rotation angle of the lower rotation system to the domain under test controller through a connection with the domain under test controller.

[0011] Based on the above technical means, by combining mechanical linkage and closed-loop feedback at the physical layer, the precise execution of steering commands is ensured, and real-time status feedback is provided, enabling the domain controller to make fusion decisions based on multi-dimensional data, which significantly improves the accuracy and testing efficiency of chassis domain control system function verification.

[0012] In some embodiments, the braking actuation component includes multiple wheel-end braking modules and a pressure sensor; the bench robot receives a third operation command through a connection with the host computer, and in response to the third operation command, depresses the brake pedal through the third manipulator to send a braking signal to the multiple wheel-end braking modules; the multiple wheel-end braking modules perform braking actions in response to the braking signal, and feed back the braking force information of the multiple wheel-end braking modules to the domain under test controller through a connection with the domain under test controller.

[0013] By combining the mechanical execution actions of the bench robot with the digital feedback mechanism of the distributed electric drive system, the above-mentioned technical means preserve the accuracy of digital control while introducing the nonlinear characteristics of physical input, effectively solving the problem that single digital signal testing cannot cover complex driving scenarios. Simultaneously, this solution enhances the reliability of test data through collaborative verification of dual-channel signal inputs (domain controller commands and physical pedal signals), enabling the domain controller's braking fusion algorithm to be verified in an environment closer to real-world vehicle operating conditions.

[0014] In some embodiments, the test equipment further includes a brake pedal simulation module connected to the host computer and the domain under test controller. The domain under test controller receives a brake simulation signal through the connection with the brake pedal simulation module. The domain under test controller generates a brake request based on the brake simulation signal. The brake execution component receives the brake request through the connection with the domain under test controller. The plurality of wheel-end brake modules perform braking actions in response to the brake request and feed back the braking force information of the plurality of wheel-end brake modules to the domain under test controller through the connection with the domain under test controller.

[0015] Based on the above methods, the test system can automatically simulate driver operation by setting up a brake pedal simulation module, avoiding test errors caused by manual intervention, and enabling the test system to meet the needs of automated testing.

[0016] In some embodiments, the suspension actuator is an electronically controlled suspension system, including multiple electronically controlled dampers; the domain under test controller sends current signals to the solenoid valves of the multiple electronically controlled dampers through a connection with the multiple electronically controlled dampers; the multiple electronically controlled dampers adjust according to the current signals, and the suspension stiffness of the multiple electronically controlled dampers is fed back through a connection with the simulation system.

[0017] Based on the aforementioned technical means, the active adjustment capability and state feedback function of the suspension actuators are realized. The electronically controlled suspension system can dynamically respond to the commands of the domain controller to adjust the suspension stiffness, making the test environment closer to the actual vehicle conditions; at the same time, through the real-time feedback mechanism of suspension stiffness, the simulation system can accurately simulate the vertical vibration characteristics of the vehicle under different road conditions, thereby improving the test coverage and closed-loop control capability of the chassis domain fusion controller in the suspension direction, and ensuring parameter consistency and dynamic response matching during multi-system collaborative testing.

[0018] In some embodiments, the communication diagnostic device includes a CAN calibration tool and a CAN testing tool; the CAN calibration tool is used to calibrate the domain controller under test and to perform real-time monitoring of test environment data; the CAN testing tool is used to perform fault injection and end-to-end verification on the domain controller under test.

[0019] Through the above technical means, the functions of communication diagnostic equipment are decoupled and tasks are processed in parallel. By setting up dedicated CAN calibration tools and CAN testing tools to undertake parameter optimization and fault verification tasks respectively, the problem of low testing efficiency caused by high coupling of communication diagnostic functions in the testing system is effectively solved. At the same time, the reliability verification capability of the communication link is enhanced through the end-to-end verification mechanism, providing complete diagnostic support for multi-dimensional testing of chassis domain fusion controllers.

[0020] In some embodiments, the testing device further includes a scene display connected to the host computer for displaying the virtual testing environment generated by the simulation system.

[0021] Through the aforementioned technical means, a scene display was used to achieve real-time visualization of test environment information, enabling testers to intuitively obtain the dynamic performance of the vehicle in the virtual test environment, thereby improving the efficiency of test data analysis. Simultaneously, the synchronous display mechanism between the scene display and the host computer provides an intuitive auxiliary observation method for the testing process, effectively reducing the missed detection rate of abnormal test states and providing visual support for the collaborative verification of multi-system integration functions. Attached Figure Description

[0022] Figure 1 A schematic diagram of a test device provided in an embodiment of this application;

[0023] Figure 2 A schematic diagram of the power actuation component in the test equipment provided in the embodiments of this application;

[0024] Figure 3 A schematic diagram of a power actuation component in a test device provided in another embodiment of this application;

[0025] Figure 4 A schematic diagram of the steering actuator in the test equipment provided in the embodiments of this application;

[0026] Figure 5 A schematic diagram of the braking actuator in the test equipment provided in the embodiments of this application;

[0027] Figure 6 A schematic diagram of a braking actuator in a test device provided in another embodiment of this application;

[0028] Figure 7 A schematic diagram of the suspension actuator in the test equipment provided in the embodiments of this application;

[0029] Figure 8 A schematic diagram of a test device provided in another embodiment of this application;

[0030] Figure 9 A schematic diagram of a chassis domain fusion software testing device provided in an embodiment of this application;

[0031] Figure 10 A schematic diagram of a chassis domain fusion software testing device provided in another embodiment of this application;

[0032] Figure 11 A schematic diagram of a chassis domain fusion software testing device provided in an embodiment of this application;

[0033] Figure 12 A schematic diagram of a chassis domain fusion software testing device provided in an embodiment of this application;

[0034] Figure 13 This is a schematic diagram of a chassis domain fusion software testing device provided in an embodiment of this application. Detailed Implementation

[0035] To make the objectives, technical solutions, and advantages of this application clearer, the application will be further described in detail below with reference to the accompanying drawings. The described embodiments should not be regarded as limitations on this application. All other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0036] In the following description, references are made to “some embodiments,” which describe a subset of all possible embodiments. However, it is understood that “some embodiments” may be the same subset or different subsets of all possible embodiments and may be combined with each other without conflict.

[0037] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. The terminology used herein is for the purpose of describing embodiments of this application only and is not intended to limit this application.

[0038] We are currently in the era of "software-defined vehicles," and the automotive industry is undergoing a comprehensive transformation towards electrification and intelligent connectivity. Therefore, software has become a core competitive advantage. As competition intensifies in the automotive industry, more and more OEMs are joining the ranks of independently developing controller software. With continuous innovation in automotive technology, the upward shift of functions in various directions of the chassis, and functional integration, has become an inevitable trend in technological development. With the development of integrated functions and the short iteration cycles required for software development, integrated functions cannot be verified on a single-system bench. Integration function testing can only be carried out after on-vehicle debugging, leading to a delayed development cycle. Furthermore, verification on a single-function bench cannot achieve closed-loop functional verification of the integrated system in a real vehicle, resulting in low test quality and a high rate of repetitive testing. However, by using a chassis domain integration system test bench, a multi-functional integration test bench, the single-function test bench can be replaced, reducing bench costs. The test environment is completely closed-loop with the vehicle environment, improving test quality. Simultaneous verification of the integration functions of two or more systems can be performed, reducing test time costs. Therefore, designing chassis domain integration system functional testing equipment based on dynamic models is quite necessary.

[0039] For example, suppose the test scenario needs to verify the regenerative braking function. The test equipment needs to simultaneously collect the torque output of the power actuator, the braking force distribution of the braking actuator, and the vehicle kinematic parameters of the simulation system. In traditional architectures, there is physical isolation between the simulation system and the actuator, resulting in a time delay discrepancy between the environmental data received by the domain controller and the feedback from the components. When the brake pedal travel signal is injected through the HIL device, there is a phase difference between the torque response curve of the power actuator and the deceleration curve of the simulated vehicle, leading to a large error in the energy recovery efficiency assessment. This timing mismatch is more pronounced under complex conditions such as emergency lane changes, and the synchronization error between the suspension stiffness adjustment command and the steering angle feedback causes the vehicle stability control function to fail.

[0040] In view of the above problems, this application provides a chassis domain fusion controller test device. It utilizes vehicle dynamics software combined with various chassis system components, and provides simulated vehicle operating posture and road environment through a vehicle dynamics model to verify the functional testing and verification during the development process of the fusion domain controller software. The entire test device includes steering, braking, driving, and suspension actuators. The fusion domain controller receives vehicle motion state information and feedback information from various components, combines it with internal design algorithm logic, and finally outputs control commands to each actuator to control the vehicle's driving state, achieving fusion functional control testing in all directions. This solves the problems of hindering testing progress and high testing costs mentioned in the background art.

[0041] Figure 1 This is a schematic diagram of the testing equipment provided in the embodiments of this application. Figure 1 The test equipment 100 includes: a host computer 110, a communication diagnostic device 120, a simulation system 130, a domain under test controller 140, an actuator 150, a bench robot 160, and a test bench.

[0042] The host computer 110 is connected to the communication diagnostic equipment 120, the simulation system 130, and the bench robot 160 to build a virtual simulation vehicle test environment and issue test operation commands.

[0043] The simulation system 130 is connected to the communication diagnostic device 120 and the domain under test controller 140 to run the vehicle dynamics and kinematics model, output simulation environment data in real time, and realize closed-loop control of the vehicle.

[0044] The domain under test controller 140 is connected to the execution unit 150 and is used to send control commands to the execution unit 150 and receive status information fed back by the execution unit 150.

[0045] The bench robot 160 is connected to the execution component 150 and the host computer 110 to receive operation instructions sent by the host computer 110, so as to perform corresponding operations on the execution component 150 to simulate the operation of the driver.

[0046] More specifically, the host computer 110 is a control terminal used to build a virtual simulation vehicle test environment and issue test operation commands. It can be implemented using an industrial computer or server cluster, such as a high-performance computing device based on Windows or Linux systems. Its main function is to realize test environment configuration, data monitoring, and command issuance. The host computer 110 can establish data connections with the communication diagnostic device 120, the simulation system 130, and the bench robot 160 via Ethernet. After receiving test parameter configuration commands, it generates a virtual test scenario and synchronously transmits the operation commands to the simulation system 130 and the bench robot 160.

[0047] The communication diagnostic device 120 refers to the interface device used to realize data interaction between the controller 140 under test and external devices. It can be implemented using a CAN bus communication module or an Ethernet communication module, such as a hardware interface device that integrates CANoe and CANape software. Its main purpose is to realize data calibration, fault injection and communication verification functions.

[0048] The simulation system 130 is a computing platform for running vehicle dynamics and kinematic models. It can be implemented using a real-time simulator or a distributed computing system, such as a vehicle dynamics model built based on Simulink software. Its main purpose is to realize environmental data generation and closed-loop control functions. When running the vehicle dynamics model, the simulation system 130 receives real-time status data from the domain controller 140 under test from the communication diagnostic device 120, combines it with the physical signals fed back from the actuator 150 to generate environmental simulation data, and interacts with the domain controller 140 under test through a dual-channel CAN bus.

[0049] After receiving the feedback signal from the execution unit 150 and the environmental data from the simulation system 130, the domain controller 140 executes the control algorithm to generate execution instructions, which are then transmitted to the execution unit 150 via a physical connection.

[0050] The actuator 150 is a physical device used to respond to commands from the domain controller 140 and provide feedback on status information. The actuator 150 includes a power actuator 151, a steering actuator 152, a braking actuator 153, and a suspension actuator 154.

[0051] Among them, the power actuator 151 refers to the module that realizes the output of vehicle driving force, which can be realized by a distributed electric drive system or a traditional internal combustion engine power system; the steering actuator 152 refers to the core component in the chassis system that realizes the vehicle steering function, which can be realized by a steer-by-wire system or a mechanical steering system; the braking actuator 153 refers to the actuator that realizes the deceleration or stopping of the vehicle, which can be realized by a brake-by-wire system or a hydraulic braking system; and the suspension actuator 154 refers to the device that adjusts the height and stiffness of the vehicle chassis, which can be realized by an electronic suspension system or an air suspension system.

[0052] Correspondingly, the controller 140 under test can integrate steering control software, power control software, braking control software and suspension control software, which correspond to the independent control algorithm modules of the four actuators. These software modules realize the generation of multi-system collaborative control strategies by sharing the environmental information of the simulation system and the feedback information of the actuators.

[0053] Specifically, the testing equipment constructs a closed-loop control circuit through bidirectional information interaction between the actuators and the domain under test controller 140: the simulation system outputs vehicle dynamics and kinematic model data in real time, and the domain under test controller 140 receives environmental information and, in conjunction with the state parameters fed back by each actuator, calls the corresponding control software to generate target commands. For example, when the simulation system detects that the vehicle is in a curve, the steering control software of the domain under test controller 140 calculates the steering torque requirement based on the target turning angle and adjusts the steering wheel angle through the steering actuator 151; at the same time, the power control software adjusts the torque distribution of each wheel-end module according to the vehicle speed and road adhesion coefficient, and the braking control software coordinates the adjustment of braking force to maintain vehicle stability.

[0054] The bench robot 160 is a mechanical device used to simulate driver operation. It can be implemented using a multi-degree-of-freedom robotic arm or a multi-axis linkage mechanism, such as a HIL test device equipped with a pedal actuator and a steering wheel angle actuator. Its main purpose is to achieve physical layer operation simulation function. According to the operation instructions issued by the host computer 110, the bench robot 160 performs physical operations on the execution component 150 through the mechanical actuator. The physical signals generated during the operation process are fed back to the test domain controller 140 through the execution component 150, forming a physical layer closed loop.

[0055] The power actuation unit 151 is a distributed electric drive system, including an accelerator pedal 1511. The accelerator pedal 1511 is a mechanical structure with physical displacement characteristics, which can convert the pedal depth into an electrical signal input through a stroke sensor. In practical applications, the accelerator pedal 1511 can be implemented using a linear potentiometer-type or Hall effect sensor, the purpose of which is to convert the physical pedaling action into an analog or digital signal that can be recognized by the electric drive system.

[0056] The bench robot 160 includes a first manipulator 161, which is a motion-capable actuator, such as a pneumatic actuator, an electric actuator, or a linkage mechanism driven by a servo motor. It is mechanically connected to the accelerator pedal 1151 and can controllably depress the accelerator pedal 1511 to accurately replicate the force and stroke changes of a driver's pedaling action. More specifically, according to the operation instructions from the host computer 110, the bench robot 160 depresses the accelerator pedal 1513 via the first manipulator 161 to send a throttle signal to the distributed electric drive system.

[0057] The mechanical connection between the first control element 161 and the accelerator pedal 1151 can be, for example, the output end of the first control element 161 abuts against the accelerator pedal 1151, or the output end of the first control element 161 is hinged to the accelerator pedal 1151 through a connector. This application embodiment does not specifically limit this.

[0058] The steering actuator 152 is a steer-by-wire system, including an upper steering system 1521, a lower steering system 1522, and a steering rack loader 1523. The upper steering system 1521 includes a torque sensor and a motor actuator, while the lower steering system 1522 includes a steering rack pair and a steering angle detection module. When the upper steering system 1521 rotates, it generates a steering command. After receiving the steering command, the lower steering system 1522 converts the rotational motion into lateral displacement through the steering rack loader to achieve steering, and feeds back the actual steering angle of the lower steering system 1522 to the measured domain controller 140.

[0059] A steer-by-wire system refers to a system that uses electronic control to achieve steering function. It can employ a redundant motor drive structure or a hydraulic servo drive structure, specifically replacing traditional mechanical connections by transmitting steering commands via electrical signals. The upper steering system 1521 specifically refers to the upper component of the steering column, including a torque sensor and a motor actuator. It can be implemented using a servo motor module with an angle encoder to ensure accurate generation of steering commands. The lower steering system 1522 specifically refers to the lower component of the steering transmission mechanism, including a steering rack and pinion pair and a steering angle detection module. It can employ an integrated structure of a magnetoelectric steering angle sensor and a rack-and-pinion load actuator to execute steering actions and provide status feedback.

[0060] The bench robot 160 also includes a second manipulator 162. Similar to the first manipulator 161, the second manipulator 162 can be a pneumatic actuator, an electric actuator, or a linkage mechanism driven by a servo motor. The second manipulator 162 is connected to the upper rotation system 1521 and can controllably rotate the upper rotation system 1521.

[0061] The braking actuator 153 is a brake-by-wire system, including a brake pedal 1531. The bench robot 160 also includes a third actuator 163 connected to the brake pedal 1531, enabling the bench robot 160 to depress the brake pedal 1531 via the third actuator 163. The physical displacement of the brake pedal 1531 can be converted into an analog voltage signal input to the brake-by-wire system.

[0062] The aforementioned third control element 163 may be a pneumatic actuator, an electric actuator, or a linkage mechanism driven by a servo motor, etc., and this application embodiment does not specifically limit it.

[0063] The test bench serves as a support in the test equipment 100. The aforementioned actuators 150 and bench robot 160 are all mounted on the test bench. In other words, the aforementioned power actuators 151, steering actuators 152, braking actuators 153, suspension actuators 154, and the first control member 161, the second control member 162, and the third control member 163 of the bench robot 160 are all fixed on the test bench.

[0064] Based on the above technical means, by introducing the physical accelerator pedal, steering system, and physical brake pedal and mechanical linkage with the bench robot, the limitations of pure digital signal testing are effectively made up for, the degree of restoration of the test environment to real driving scenarios is improved, the applicability and test coverage of the test equipment are significantly enhanced, and the problem of insufficient test authenticity caused by the inability to simulate the physical operation behavior of the driver in the existing technology is solved.

[0065] In some embodiments, see Figure 2 The power actuation unit 151 is a distributed electric drive system, including multiple wheel-end power modules 1512.

[0066] The bench robot 160 receives a first operation command through its connection with the host computer 110. In response to the first operation command, it presses the accelerator pedal 1511 through the first control element 161 to send throttle signals to multiple wheel-end power modules 1512.

[0067] Multiple wheel-end power modules 1512 are able to rotate in response to throttle signals, and when the wheel-end power modules 1512 rotate, they feed back speed and torque information to the domain controller 140 through their connection with the domain controller 140.

[0068] When the gantry robot 160 executes a pedaling action according to the instructions of the host computer 110, the physical signal generated by the accelerator pedal 1511 is collected by the distributed electric drive system, triggering its internal control logic to coordinate the control of multiple wheel-end power modules. At this time, the distributed electric drive system not only receives torque requests from the domain under test controller 140, but also processes the physical input signal of the accelerator pedal 1511. After fusing the two signals through an internal algorithm, it generates drive commands for each wheel-end module. The operating status of the wheel-end power modules is collected in real time by speed sensors and torque sensors and fed back to the domain under test controller 140 to form a closed-loop control.

[0069] Based on the above technical means, by introducing the mechanical linkage between the physical accelerator pedal and the test bench, the limitations of pure digital signal testing are effectively made up for, the degree of restoration of the test environment to real driving scenarios is improved, the applicability and test coverage of the test system are significantly enhanced, and the problem of insufficient test authenticity caused by the inability to simulate the physical operation behavior of the driver in the existing technology is solved.

[0070] In some embodiments, see Figure 3The testing system also includes an accelerator pedal simulation module 171, which is connected to the host computer 110 and the domain under test controller 140. The domain under test controller 140 receives throttle simulation signals through its connection with the accelerator pedal simulation module 171. The domain under test controller 140 generates torque signals based on the throttle simulation signals and sends torque requests to the power actuator 151 through its connection with the power actuator 151. Multiple wheel-end power modules 1512 are used to respond to the torque requests, control the operation of multiple wheel-end power modules 1512, and feed back the speed and torque information of multiple wheel-end power modules 1512 to the domain under test controller 140.

[0071] More specifically, the distributed electric drive system receives torque requests from the domain under test (DUT) controller through multiple wheel-end power modules. Each wheel-end module independently adjusts its output power according to its assigned torque value. After receiving the operation command from the host computer, the accelerator pedal simulation module sends a throttle simulation signal to the DUT controller. Upon receiving the signal from the accelerator pedal simulation module, the DUT controller calculates the required torque value for each wheel-end power module based on the vehicle state parameters provided by the simulation system. While executing torque output, the distributed electric drive system collects the speed and torque data of each wheel-end module through built-in sensors and transmits this feedback information to the DUT controller, forming a closed-loop control circuit. This scheme, through the combination of the simulation module and the distributed power system, enables the test system to simultaneously achieve the dual functions of driver operation simulation and power system response verification.

[0072] Based on the aforementioned methods, the accelerator pedal simulation module enables the testing system to automatically simulate driver operation, avoiding testing errors caused by manual intervention. The multi-wheel independent control characteristics of the distributed electric drive system enhance the adaptability of the testing scenario. Combined with the torque distribution algorithm of the controller under test, it can effectively verify the response characteristics of the powertrain under complex operating conditions. This solution improves the test integrity and data repeatability of the chassis domain fusion controller in terms of powertrain control by constructing a complete powertrain control closed loop.

[0073] In some embodiments, see Figure 4 The aforementioned steering actuator 152's upper steering system 1521 further includes an upper steering column 15211. This upper steering column 15211 is mechanically connected to the aforementioned second manipulator 162. The bench robot 160 receives a second operation command through its connection to the host computer 110 and, in response to the second operation command, rotates the upper steering column via the second manipulator 162 to generate a steering command. The lower steering system 1522, in response to the steering command, drives the steering rack and pinion load 1523 to achieve steering, and, through its connection to the domain under test controller 140, feeds back the actual turning angle of the lower steering system 1522 to the domain under test controller 140.

[0074] In practical implementation, the physical connection between the gantry robot 160 and the upper rotation system 1521 converts the operation commands issued by the host computer 110 into mechanical rotational actions, driving the upper rotation column to rotate and generate steering commands. After receiving the mechanical commands, the lower rotation system 1522 converts the rotational motion into lateral displacement through the steering gear rack loader, realizing vehicle steering. At the same time, the angle sensor built into the lower rotation system 1522 collects the actual angle data in real time and feeds it back to the measured domain controller 140 via the CAN bus, forming a closed-loop control circuit.

[0075] Based on the above technical means, by combining mechanical linkage and closed-loop feedback at the physical layer, the precise execution of steering commands is ensured, and real-time status feedback is provided, enabling the domain controller to make fusion decisions based on multi-dimensional data, which significantly improves the accuracy and testing efficiency of chassis domain control system function verification.

[0076] In some embodiments, see Figure 5 The aforementioned braking actuator 153 is a brake-by-wire system, which also includes multiple wheel-end braking modules 1532 and pressure sensors. The bench robot 160 receives a third operation command via its connection to the host computer 160 and, in response to the third operation command, depresses the brake pedal 1531 via the third manipulator 163 to send braking signals to the multiple wheel-end braking modules 1532. The multiple wheel-end braking modules 1532 respond to the braking signals, perform braking actions, and, via their connection to the domain controller 140, feed back the braking force information of the multiple wheel-end braking modules to the domain controller 140.

[0077] A brake-by-wire system is a system that achieves braking control through electronic signals rather than mechanical connections. It can use hydraulically or pneumatically driven wheel-end brake modules to transmit and distribute braking force. Pressure sensors are used to monitor the hydraulic or pneumatic pressure status of the wheel-end brake modules in real time, aiming to provide feedback data for closed-loop control and ensure the accuracy of braking force output.

[0078] More specifically, the third manipulator 163 of the bench robot 160 is rigidly connected to the brake pedal 1531. When the host computer 110 issues a braking operation command, the third manipulator 163 depresses the brake pedal according to a preset stroke. This physical displacement is converted into an analog voltage signal and input to the brake-by-wire system. After receiving the signal, the brake-by-wire system decomposes the braking demand into braking force distribution commands for the four wheel-end braking modules 1532 through its internal control logic. Each wheel-end braking module 1532 generates a corresponding braking force under the action of the hydraulic actuator. At the same time, the pressure sensor integrated in the brake caliper collects the braking force data in real time and transmits the feedback information to the domain controller 140 via the CAN bus.

[0079] By combining the mechanical execution actions of the bench robot with the digital feedback mechanism of the distributed electric drive system, the above-mentioned technical means preserve the accuracy of digital control while introducing the nonlinear characteristics of physical input, effectively solving the problem that single digital signal testing cannot cover complex driving scenarios. Simultaneously, this solution enhances the reliability of test data through collaborative verification of dual-channel signal inputs (domain controller commands and physical pedal signals), enabling the domain controller's braking fusion algorithm to be verified in an environment closer to real-world vehicle operating conditions.

[0080] In some embodiments, see Figure 6 The test equipment 100 also includes a brake pedal simulation module 172, which is connected to the host computer 110 and the domain under test controller 140. The domain under test controller 140 receives brake simulation signals through its connection with the brake pedal simulation module 172.

[0081] The domain under test controller 140 generates a braking request based on the braking simulation signal and sends the braking request to the braking execution component 153 through a connection with the braking execution component 153; multiple wheel-end braking modules 1532 respond to the braking request by performing braking actions and feed back the braking force information of the multiple wheel-end braking modules 1532 to the domain under test controller 140 through a connection with the domain under test controller 140.

[0082] This technical solution constructs a virtual simulation test environment through a brake pedal simulation module. The domain under test controller 140 receives simulation signals from the host computer 110 as virtual braking commands, and simultaneously receives vehicle environment parameters provided by the simulation system. It then generates a braking request using an internal algorithm and sends it to the brake-by-wire system. Upon receiving the braking request, the brake-by-wire system drives multiple wheel-end braking modules to perform braking actions and collects braking force information from each wheel end via pressure sensors, feeding it back to the controller to form a closed-loop control.

[0083] In conjunction with the embodiments described above, when it is necessary to simulate the operation of a real driver, the bench robot 160 can physically step on the brake pedal through the third manipulator 163 according to the instructions of the host computer 110. Its action is converted into an electrical signal input line control braking system through the brake pedal simulation module, thereby achieving high-precision reproduction of complex braking scenarios.

[0084] Based on the above methods, the test system can automatically simulate driver operation by setting up a brake pedal simulation module, avoiding test errors caused by manual intervention, and enabling the test system to meet the needs of automated testing.

[0085] In some embodiments, see Figure 7The suspension actuator 154 is an electronically controlled suspension system, including multiple electronically controlled shock absorbers 1541. The domain controller 140 controls the solenoid valves of the multiple electronically controlled shock absorbers by sending current signals; the electronically controlled suspension system adjusts the multiple electronically controlled shock absorbers 1541 according to the current signals and feeds back the suspension stiffness of the multiple electronically controlled shock absorbers to the simulation system.

[0086] An electronically controlled suspension system is a suspension actuator that includes active adjustment capabilities. It can control the damping characteristics of hydraulic or magnetorheological fluid through solenoid valves, such as proportional solenoid valves or PWM-controlled solenoid valve groups.

[0087] The current signal refers to the analog or digital control signal output by the domain controller. Its amplitude or duty cycle corresponds to the opening degree of the solenoid valve and is used to adjust the flow resistance of the damping medium inside the shock absorber.

[0088] Suspension stiffness feedback refers to the process of collecting damper deformation data through displacement sensors or strain gauges, converting it into digital signals, and transmitting it to the simulation system to update the suspension parameters in the vehicle dynamics model.

[0089] This technical solution achieves dynamic testing and verification of the suspension system by constructing a multi-level closed-loop control structure. This includes: a control closed loop between the domain controller and the electronically controlled suspension system: the domain controller, based on vehicle vertical acceleration, pitch angle, and other state parameters provided by the simulation system, generates current control signals using the suspension control software to drive solenoid valves, altering the damper damping characteristics and thus adjusting the suspension stiffness. A state closed loop between the electronically controlled suspension system and the simulation system: displacement sensors built into each electronically controlled damper collect suspension deformation in real time and feed it back to the simulation system via the CAN bus, used to dynamically correct the suspension stiffness coefficients in the vehicle dynamics model. An environmental closed loop between the simulation system and the actuators: the simulation system recalculates the vehicle attitude based on the updated suspension stiffness parameters, generating new road excitation signals that are fed back to the steering, braking, and power actuators, forming a complete closed-loop test environment for vehicle dynamics.

[0090] Based on the aforementioned technical means, the active adjustment capability and state feedback function of the suspension actuators are realized. The electronically controlled suspension system can dynamically respond to the commands of the domain controller to adjust the suspension stiffness, making the test environment closer to the actual vehicle conditions; at the same time, through the real-time feedback mechanism of suspension stiffness, the simulation system can accurately simulate the vertical vibration characteristics of the vehicle under different road conditions, thereby improving the test coverage and closed-loop control capability of the chassis domain fusion controller in the suspension direction, and ensuring parameter consistency and dynamic response matching during multi-system collaborative testing.

[0091] In some embodiments, the communication diagnostic device includes a CAN calibration tool and a CAN test tool; the CAN calibration tool is used to calibrate the domain controller 140 under test and to perform real-time monitoring of test environment data; the CAN test tool is used to perform fault injection and end-to-end verification on the domain controller 140 under test.

[0092] The CAN calibration tool can be a device used to calibrate controller parameters and monitor dynamic data. It can be implemented using the CANape software toolchain. The control parameters of the controller 140 under test can be adjusted through the online calibration function, and vehicle status data in the test environment can be collected in real time.

[0093] CAN test tools are devices that have the ability to simulate faults and verify communication links. They can be implemented using the CANoe software platform. By injecting communication layer or application layer fault signals into the domain controller 140 under test through a preset fault scenario library, they can perform an end-to-end data verification process.

[0094] The technical solution of this application divides the communication diagnostic equipment into a functionally independent dual-tool architecture. The CAN calibration tool establishes a first communication channel with the controller 140 under test to handle the dynamic adjustment of control parameters and the visual monitoring of test data. Simultaneously, the CAN testing tool establishes a second communication channel with the controller 140 under test to construct multi-dimensional fault test scenarios and verify the integrity of the communication link. This dual-channel collaborative working mode allows calibration operations and fault tests to be performed in parallel without interference, significantly improving test coverage and diagnostic efficiency through the specialized division of labor within the toolchain.

[0095] As one possible implementation, the CANape and CANoe software modules can be deployed on the host computer 110 of the test system. The CANape module establishes a parameter calibration interface and monitors the vehicle status parameters output by the simulation system in real time. The CANoe module can parse the CAN communication protocol, use the TestModule component to build a test case library containing typical fault types such as signal offset, message loss, and timing disorder, and automate end-to-end verification through scripts. When the test enters the calibration phase, the CANape module continuously collects the control commands output by the domain controller 140 under test and the status data fed back by the execution components, forming a dynamic calibration closed loop. When the test enters the fault test phase, the CANoe module injects fault signals into the domain controller 140 under test according to a preset test sequence and compares the difference between the expected response and the actual response.

[0096] Through the above technical means, the functions of communication diagnostic equipment are decoupled and tasks are processed in parallel. By setting up dedicated CAN calibration tools and CAN testing tools to undertake parameter optimization and fault verification tasks respectively, the problem of low testing efficiency caused by high coupling of communication diagnostic functions in the testing system is effectively solved. At the same time, the reliability verification capability of the communication link is enhanced through the end-to-end verification mechanism, providing complete diagnostic support for multi-dimensional testing of chassis domain fusion controllers.

[0097] In some embodiments, such as Figure 9 As shown, the test system also includes a scene display 180, which is connected to the host computer 110 and is used to display the virtual test environment generated by the simulation system.

[0098] In this embodiment, the scene display 180 is a display device with dynamic image rendering capabilities. It establishes a communication connection with the host computer 110 through a data interface, receives environmental data streams output by the simulation system, and converts them into visual images. Specifically, the display device can be a high-resolution LCD screen or a projection device, and its signal input port supports video transmission protocols such as HDMI, DP, or SDI to ensure frame synchronization with the simulation software module of the host computer 110.

[0099] More specifically, once the testing system is started, the simulation system runs the vehicle dynamics model in real time and generates environmental data. This data is synchronously transmitted to the scene display 180 via the communication interface of the host computer 110. After receiving the data stream, the scene display 180 uses a 3D rendering engine to construct a virtual test scene, dynamically presenting the road environment, vehicle attitude, and visualized indicators of key parameters. By observing the real-time screen on the scene display 180, testers can intuitively obtain the vehicle's trajectory, attitude changes, and abnormal states in the virtual environment. Simultaneously, cross-validation can be performed using the test data recorded by the host computer 110, thereby improving the transparency of the testing process and the efficiency of problem localization.

[0100] Through the aforementioned technical means, a scene display was used to achieve real-time visualization of test environment information, enabling testers to intuitively obtain the dynamic performance of the vehicle in the virtual test environment, thereby improving the efficiency of test data analysis. Simultaneously, the synchronous display mechanism between the scene display and the host computer provides an intuitive auxiliary observation method for the testing process, effectively reducing the missed detection rate of abnormal test states and providing visual support for the collaborative verification of multi-system integration functions.

[0101] The technical solution of this application will be further explained below with examples. Figure 10The chassis domain fusion software testing device provided in one embodiment of this application includes a host computer 901, a scene display 902, a communication and diagnostic device 903, a dynamics simulation system 904, a test domain controller 905, a steering actuator 906, a braking actuator 907, a suspension actuator 908, a power actuator 909, and a HIL bench robot 910, etc.

[0102] The host computer 901 is used to run software such as dynamics software, Canoe, and Simulink, and to realize functions such as bus monitoring and recording, data calibration, and issuing test operation commands. It is used to build a virtual simulation vehicle test environment.

[0103] Scene display 902 is used to project and display the test environment of the vehicle, the actual running scenario of the test, so as to observe whether the performance of the simulated vehicle matches the performance of the real vehicle during the test.

[0104] The communication and diagnostic equipment 903, including Canape and Canoe devices, is used for calibration of the controller under test after testing, test fault injection, E2E verification, and real-time monitoring of test environment data.

[0105] The 904 dynamics simulation system includes simulation boards for various systems, such as wheel speed boards, height sensors, acceleration sensors, etc., as well as components such as real-time machines, and self-built simulation accelerator pedal and brake pedal modules. It is the core of the simulation testing equipment, used for real-time simulation environment testing. It internally runs the simulation model of the vehicle and the Simulink algorithm model, and receives and outputs CAN message data related to the simulated vehicle through two CAN input / output boards. It receives the status information of the execution components of each system and sends out simulation information. By collecting component information and sending out vehicle status information in real time, it finally realizes the closed-loop control of the vehicle during testing.

[0106] The 905 controller for the measured domain integrates steering, power, braking, and suspension control software to realize the operation control of system functions in each direction. It receives information from the dynamics simulation system, combines it with feedback information from the steering, braking, suspension, and power actuators, and issues action commands to each actuator after logical calculation through its own designed model algorithm to achieve closed-loop control of each actuator and realize the functions in each domain.

[0107] The power execution unit 909 is a distributed electric drive system, which includes components such as an accelerator pedal, drive components, and a battery management system. It provides real-time feedback of its own status information to the domain controller. When the accelerator pedal is pressed, the drive system receives a drive torque request from the domain controller. Through internal logic operations, it achieves closed-loop control of the torque, drives the motor to rotate, and finally acts on the wheels in conjunction with the transmission components to accelerate the vehicle.

[0108] The steering actuator 906 is a steer-by-wire system, which includes an upper steering system and a lower steering system. It is directly connected to the bench robot. The upper steering column is rotated directly by the bench robot. The lower steering system interacts with the steering command information provided by the upper steering system. The vehicle is rotated by the lateral displacement of the rack and pinion, thus realizing the steering function. At the same time, the steering actuator needs to feed back its own relevant information to the domain controller and respond to the turning angle command issued by the domain controller in real time.

[0109] The braking actuator 907 is a brake-by-wire system. Its operating components include a brake pedal and four calipers. The host computer sends a pedal travel command to make the HIL robot depress the brake pedal. The simulated brake pedal transmits the pedal information to the domain controller. The four calipers provide real-time feedback on caliper status information and receive clamping commands from the domain controller. When a clamping request is received, the internal logic algorithm is combined to drive the motor to rotate, ultimately clamping the calipers and achieving vehicle braking.

[0110] The suspension actuator 908 is a CDC electronically controlled suspension system, which includes FL electronically controlled shock absorber assembly, FR electronically controlled shock absorber assembly, RL electronically controlled shock absorber assembly, and RR electronically controlled shock absorber assembly. The domain controller sends current to control the solenoid valves of each shock absorber in real time. After receiving the real-time feedback information from the solenoid valves, the dynamic simulation system controls the suspension stiffness of each wheel of the simulated vehicle.

[0111] The HIL bench robot 910 is mainly used to replace the driver in turning the steering wheel and pressing the brake and accelerator pedals. It receives steering commands, brake pedal travel and accelerator pedal travel information from the host computer, and realizes the driver's operation commands through physical structure or simulation module and transmits them to the domain controller.

[0112] The following section uses basic functional testing as an example to explain the testing process based on the aforementioned testing equipment in detail. This includes setting up the test environment, configuring pre-test conditions, and conducting functional tests, which will be explained in detail below.

[0113] I. Test Environment Setup

[0114] 1. Basic Environment Setup

[0115] 1) Wiring: First, connect the host computer, communication diagnostic equipment, power simulation system, and domain controller according to... Figure 10 The system architecture connections are shown.

[0116] 2) Simulation: Establish a simulation environment for the HIL bench based on the vehicle communication protocol.

[0117] 2. Component system setup:

[0118] 1) By Figure 10As shown, the accelerator pedal simulation module 911 is wired to the domain controller 905, and the FL wheel end module 9091, FR wheel end module 9092, RL wheel end module 9093, and RR wheel end module 9094 in the power system execution component 909 are connected to the domain controller 905 and the power simulation system 904 to complete the power system bench construction.

[0119] 2) Steering actuator assembly: (According to...) Figure 11 As shown in the diagram, firstly, the upper steering column motor assembly 9061 and the lower steering gear motor assembly 9062 are assembled on the bench support 911. Then, the HIL bench machine 910 is fixedly connected to the upper steering column motor assembly 9061. Finally, the lower steering gear motor assembly 9062 is fixedly connected to the steering gear rack loader 9063 to complete the construction of the steering component bench.

[0120] 3) Press Figure 12 As shown, the brake pedal simulation module 912 is wired to the domain controller 905, and the FL wheel end module 9071, FR wheel end module 9072, RL wheel end module 9073, and RR wheel end module 9074 in the brake system execution component 907 are connected to the domain controller 905 and the power simulation system 904 to complete the brake system bench construction.

[0121] 4) Press Figure 13 As shown, the FL suspension component 9081, FR suspension component 9082, RL suspension component 9083, and RR suspension component 9084 in the suspension system execution component 908 are connected to the domain controller 905 and the dynamic simulation system 904 to complete the suspension system bench construction.

[0122] II. Prerequisites for Testing

[0123] 1) The domain controller under test has been correctly flashed with the integrated software under test.

[0124] 2) After the system is powered on, the system functions normally without any errors.

[0125] 3) The host computer opens the Canape software and loads the SDF file under test. There are no errors, and parameter calibration can be performed.

[0126] 4) The host computer opens the Canoe software and loads the DBC file. It can read the CAN message correctly and there is no message fault.

[0127] 5) The host computer opens the simulation real-time machine debugging and testing software and it works normally. The vehicle parameters are set correctly and completely.

[0128] III. Test Content

[0129] 1. Domain Fusion Function - Braking Energy Recovery Test (Power and Braking).

[0130] 1) Test steps.

[0131] a. The power battery is at 50% charge.

[0132] b. Drive the vehicle at a constant speed of 100 km / h on an asphalt road.

[0133] c. Gently press the brake pedal to slow the vehicle down.

[0134] 2) Expected result: When the pedal is braked, the fusion domain controller receives the increase in the travel of the brake pedal, calculates the braking force of the four wheels through the internal braking algorithm logic and sends it to the calipers to decelerate the vehicle. At the same time, it calculates the torque request for energy recovery at this time and sends it to the drive unit. The drive unit flips to drive the generator to generate electricity and also decelerates the vehicle by reversing.

[0135] 2. Domain Fusion Function - High-Speed ​​Steering Stability Control Test (Suspension and Braking)

[0136] 1) Test steps:

[0137] a. Drive the vehicle at a constant speed of 100 km / h in a straight line on the asphalt road.

[0138] b. Emergency double lane change.

[0139] 2) Expected results: When operating the vehicle at high speed in an emergency double lane, the fusion domain controller receives information such as the vehicle's yaw rate, speed, and steering wheel angle. Combined with the internal braking algorithm logic, it determines whether to activate the braking vehicle stability control function. Finally, it outputs wheel-end braking force to control the braking of a single wheel of the vehicle. At the same time, the internal suspension vehicle stability control module is activated to control the change of suspension stiffness on one side during emergency lane changes. Vehicle stability control is achieved through both braking force and suspension stiffness.

[0140] 3. Domain Fusion Function - Start-up Acceleration and Deviation Control Test (Power, Braking, and Steering)

[0141] 1) Test steps:

[0142] a. The test road surface was a split road surface (adhesion coefficient 0.8 on the left and 0.1 on the right).

[0143] b. The driver accelerates from a standstill using full throttle.

[0144] 2) Expected result: When the driver starts and accelerates at full throttle, the vehicle tends to veer to the left due to the lower adhesion coefficient of the road surface on the right. At this time, the domain controller monitors the slippage of the front wheels and the drive torque in real time. Through the internal calculation of the dynamic steering torque control function module, it outputs a negative steering torque to the steering system, causing the steering system to turn to the right. This ensures that the vehicle can drive stably in a straight line when starting and accelerating on the opposite road surface without deviating from the driving route.

[0145] In this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "joining," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise expressly limited. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0146] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0147] The above description is merely a preferred embodiment of this application and is not intended to limit the scope of protection of this application. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this application should be included within the scope of protection of this application.

Claims

1. A chassis domain fusion controller testing device, characterized in that, This includes a host computer, communication diagnostic equipment, simulation system, domain under test controller, actuators, bench robot, and test bench; The host computer is connected to the communication diagnostic device, the simulation system, and the bench robot. The simulation system is connected to the communication diagnostic device and the domain under test controller. The domain under test fusion controller is connected to the execution component. The actuators include power actuators, steering actuators, braking actuators, and suspension actuators; The power actuation component includes an accelerator pedal; the steering component includes an up-turn system, a down-turn system, and a steering rack loader; and the braking actuation component includes a brake pedal. The bench robot includes a first control element, a second control element, and a third control element, which are mechanically connected to the accelerator pedal, the upper rotation system, and the brake pedal, respectively, so that the bench robot can press the accelerator pedal through the first control element, rotate the upper rotation system through the second control element, and press the brake pedal through the third control element. Both the execution component and the bench robot are mounted on the test bench.

2. The testing equipment according to claim 1, characterized in that, The power actuation component also includes multiple wheel-end power modules; The gantry robot receives a first operation command through its connection with the host computer. In response to the first operation command, it presses the accelerator pedal through the first control component to send throttle signals to the multiple wheel-end power modules. The multiple wheel-end modules rotate in response to the throttle signal and feed back the speed and torque information of the multiple wheel-end power modules to the domain controller through their connection with the domain controller.

3. The testing equipment according to claim 2, characterized in that, The testing equipment also includes an accelerator pedal simulation module, which is connected to the host computer and the domain under test controller. The domain under test controller receives accelerator simulation signals through its connection with the accelerator pedal simulation module. The domain controller under test generates a torque request based on the throttle simulation signal; The power actuation component receives torque requests through its connection with the controller of the measured domain. The plurality of wheel-end power modules rotate in response to the torque request and feed back the rotational speed and torque information of the plurality of wheel-end power modules to the domain controller through the connection with the domain controller.

4. The testing equipment according to claim 1, characterized in that, The upward rotation system includes an upward rotation column, which is mechanically connected to the second operating element; The benchtop robot receives a second operation command through its connection with the host computer, and in response to the second operation command, rotates the upper rotating column through the second manipulator to generate a steering command. The down-turn system responds to the steering command by driving the steering rack load to achieve steering, and feeds back the actual steering angle of the down-turn system to the test domain controller through the connection with the test domain controller.

5. The testing equipment according to claim 1, characterized in that, The braking actuator includes multiple wheel-end braking modules and a pressure sensor; The gantry robot receives a third operation command through its connection with the host computer, and in response to the third operation command, it presses the brake pedal through the third control component to send a braking signal to the plurality of wheel-end braking modules. The plurality of wheel-end braking modules respond to the braking signal and perform braking actions, and feed back the braking force information of the plurality of wheel-end braking modules to the domain controller through the connection with the domain controller.

6. The testing equipment according to claim 5, characterized in that, The test equipment also includes a brake pedal simulation module, which is connected to the host computer and the domain under test controller. The domain under test controller receives brake simulation signals through its connection with the brake pedal simulation module. The controller of the tested domain generates a braking request based on the braking simulation signal; The braking actuation component receives the braking request through a connection with the controller of the measured domain; The plurality of wheel-end braking modules respond to the braking request by performing braking actions and feed back the braking force information of the plurality of wheel-end braking modules to the domain controller through the connection with the domain controller.

7. The testing equipment according to claim 1, characterized in that, The suspension actuator is an electronically controlled suspension system, which includes multiple electronically controlled shock absorbers; The measured domain controller sends current signals to the solenoid valves of the multiple electronically controlled vibration dampers through its connection with the multiple electronically controlled vibration dampers. The multiple electronically controlled vibration dampers are adjusted according to the current signal, and the suspension stiffness of the multiple electronically controlled vibration dampers is fed back through the connection with the simulation system.

8. The testing equipment according to any one of claims 1-7, characterized in that, The communication diagnostic equipment includes a CAN calibration tool and a CAN testing tool; The CAN calibration tool is used to calibrate the controller under test and to monitor the test environment data in real time. The CAN test tool is used to perform fault injection and end-to-end verification on the domain controller under test.

9. The testing equipment according to any one of claims 1-7, characterized in that, It also includes a scene display, which is connected to the host computer and is used to display the virtual test environment generated by the simulation system.

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