JP2003121310A - Equipment and method for testing vehicle system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To test a vehicle system in real time through a simple arrangement. SOLUTION: A start signal representative of simulation start is transmitted from a GUI node to each node in response to a simulation start command (100, 102). Each node is initialized upon receiving the start signal and when initialization of all nodes is ended, a sync signal is transmitted to each node in order to synchronize a vehicle system test equipment (104, 106). Operation period t of each node, which is the greatest common measure of periods of one loop operation, is then detected based on the state from each node (110) and a communication period T, which is the greatest common measure of the operation period of respective nodes, is determined (112). Subsequently, a sync period V for operating the vehicle system test equipment while synchronizing is set (114) and real time processing is executed by a sync signal having a set sync period (116-124).

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle system test apparatus and method, and more particularly to a vehicle system test apparatus and method for testing a vehicle system for controlling electronic devices mounted on a vehicle while communicating.

[0002]

2. Description of the Related Art In recent years, a plurality of electronic control units (hereinafter referred to as ECUs) are mounted on a vehicle.
It has become possible to connect CUs by a bus to build a local area network (hereinafter referred to as a vehicle LAN) and perform data communication between these ECUs.

Each of the plurality of ECUs controls according to the value of the sensor and the operating state of the device in the vehicle, and each ECU makes the state of the vehicle correspond to the value of the sensor and the operating state of the device in the vehicle. Control as much as possible. For example, the engine ECU controls the fuel injection amount and the like, and the ABS ECU controls the braking state of the vehicle based on the values of various sensors.

Each ECU mounted on such a vehicle is
Although the control target in charge is independently controlled, there are cases where it is necessary to exchange information with other ECUs. For this reason,
Data is exchanged using a vehicle LAN.

The above-mentioned in-vehicle device (or ECU) needs to be tested in advance. This test may be performed in units of control systems such as in-vehicle equipment, but if the sequential tests are performed, the time required for processing depends on the number of control systems such as in-vehicle equipment installed. Increase. In order to solve this problem, there is a tester that has a central processing unit that supervises management control of a plurality of control systems such as in-vehicle equipment, and performs tests while synchronously controlling the control systems. However, when a test is performed while synchronously controlling a plurality of control systems by the central processing unit, the load on the central processing unit increases.

Therefore, there has been proposed a distributed vehicle automatic test device for executing a test for each ECU (Japanese Patent Laid-Open No. 58-58).
(See Japanese Patent No. 48870). In this technology, in a vehicle automatic test device that controls and manages a plurality of computers operated by a test program for each on-board device provided corresponding to the on-board device of the vehicle, a synchronization signal control unit is provided for each on-board device. Test in sync with each other. As a result, the load on the central processing unit is reduced.

[0007]

However, in the conventional distributed type automatic vehicle test apparatus, it is necessary to provide a synchronization signal control unit in each on-board device, and the execution process of the test of the entire vehicle system is Must be done on board equipment. That is, the processing load increases in order to execute the control integrated as the vehicle system. Therefore, it is difficult for the vehicle system to perform processing in real time as when an actual vehicle is operating.

In view of the above facts, the present invention has an object to obtain a vehicle system test apparatus and method capable of testing a vehicle system with a simple configuration and in real time.

[0009]

In order to achieve the above object, the present invention provides a vehicle system test apparatus for testing a vehicle system in which a plurality of control means for controlling a vehicle state are connected in parallel. Detecting means for detecting the calculation cycle of each of the control means, calculation means for obtaining the least common multiple of the calculation cycle as a communication cycle for obtaining the physical value of the control means for each of the plurality of control means, and a predetermined time Derivation means for deriving the number of communication cycles deviated by one calculation cycle generated by repeated calculation of communication cycles including accuracy, and synchronization means for synchronizing the control means at a timing equal to or less than the number of communication cycles derived by the deriving means. When,
It is characterized by having.

The vehicle system test apparatus of the present invention tests a vehicle system in which a plurality of control means for controlling the state of the vehicle are connected in parallel. The vehicle is provided with a control unit composed of a plurality of computers and the like, and each control unit controls a portion in charge of the vehicle. For example, in order to control the part in charge of each control means such as engine control and brake control, there is a fixed calculation cycle. The calculation cycle of each of the plurality of control means is detected by the detection means. Further, the part in charge of each control means needs a communication cycle consisting of a series of a series of calculation cycles for obtaining a physical value such as result output and input standby for the part in charge. This communication cycle differs depending on the part in charge of each control means. Therefore, the arithmetic means obtains the least common multiple of the arithmetic cycle as a communication cycle for obtaining the physical value of the control means for each of the plurality of control means. Therefore, the communication cycle of the part in charge of the control means in the vehicle is
It may include an error. The deriving unit derives the number of communication cycles that are deviated by one calculation cycle, which is generated by the repeated calculation of the communication cycle including the predetermined time accuracy. With this, it is possible to obtain the number of times deviated by one calculation period based on the number of times each communication cycle is repeated by the plurality of control means. The synchronizing means synchronizes the control means at a timing equal to or less than the number of communication cycles derived by the deriving means. Therefore, in the vehicle system, it is possible to achieve synchronization before the shift of one calculation cycle occurs due to the repetition of each communication cycle.

The control means can be constituted by a simulation control means mounted on the vehicle and simulating controlling the state of the vehicle.

The control means is an actual EC mounted on the vehicle.
It is possible to use a computer such as U,
Often it is not necessary to operate the vehicle when testing electrically. Therefore, it is configured by a simulation control means mounted on a vehicle and simulating controlling the state of the vehicle.
The simulation control unit may be configured by an independent computer or a single computer. In the case of a single computer, it is preferable that the operation of the part in charge can be independently executed.

In the vehicle system test apparatus, at least one of the simulation control means may be composed of a simulation section for a mechanism mounted on the vehicle and an operation control section for controlling the operation of the mechanism. .

When testing the vehicle system with the simulation control means, it may be necessary to simulate the mechanism mounted on the vehicle. Therefore, at least one of the target simulation control means is composed of a simulation section of a mechanism mounted on the vehicle and an operation control section for controlling by the operation of the mechanism. In addition, the independent structure enables the simulation of the mechanism and the control by the operation of the mechanism to be separately handled, which increases the degree of freedom of the test.

In the vehicle system testing device, the pseudo signal corresponding to the actual signal to be provided to the actual control means is connected to the actual control means mounted on the vehicle and controlling the state of the vehicle. It is possible to further include a signal generating means for outputting

By the way, when testing a vehicle system,
It is more realistic to actually operate and test the control means constituted by a computer such as an actual ECU mounted on the vehicle. Therefore, it is further provided with a signal generating means mounted on the vehicle and connected to an actual control means for controlling the state of the vehicle and outputting a pseudo signal corresponding to an actual signal to be given to the actual control means. By doing so, the actual control means for controlling the state of the vehicle, that is, the control means constituted by a computer such as an actual ECU mounted on the vehicle can be substantially operated and tested.

The plurality of control means can be connected by a vehicle local area network.

In the vehicle system testing device, a plurality of control means are connected in parallel to test the vehicle system. In the vehicle system, the devices and control means in each vehicle are collectively or simultaneously operated in the vehicle. If characteristic values (for example, sensor output values or data indicating the operating state of the mechanism) of the devices in each of these vehicles are stored or transferred, they can be processed on a common data bus to create a new configuration. Never need. Therefore, if the plurality of control means are connected by the vehicle local area network, it is possible to perform the storage processing and the transmission / reception processing of the characteristic value.

Here, in order to test the vehicle system with a simple configuration and in real time, the control means may be synchronized in consideration of the calculation cycle and the communication cycle. Specifically, there is provided a vehicle system test method for testing a vehicle system in which a plurality of control means for controlling a state of a vehicle are connected in parallel, wherein the calculation cycle of each of the plurality of control means is detected, For each of the control means, the least common multiple of the calculation cycle is obtained as the communication cycle for obtaining the physical value of the control means, and the number of communication cycles deviated by one calculation cycle generated by the repeated calculation of the communication cycle including the predetermined time accuracy is calculated. Then, the control means is synchronized at a timing less than or equal to the number of communication cycles derived by the derivation means.

[0020]

BEST MODE FOR CARRYING OUT THE INVENTION Hereinafter, an example of an embodiment of the present invention will be described in detail with reference to the drawings. The present embodiment is an application of the present invention to a test of a vehicle information communication system constructed so that a plurality of ECUs in charge of a plurality of electronic devices mounted on a vehicle can exchange data with a vehicle LAN.

As shown in FIG. 2, the vehicle system test apparatus 10 according to the present embodiment includes a plurality of nodes 12-1,
, 12-n (n is the maximum number of mounted nodes, and may be generalized as nodes 12-i: 1 ≦ i ≦ n).

Each of these nodes 12-i has an independent structure including a computer. Each of the nodes 12-i is connected to the vehicle LAN 14 that functions as a data bus provided inside the vehicle. As the vehicle LAN 14, it is possible to use the one defined by the standard such as ISO9141. LAN1 for this vehicle
An actual ECU mounted on the vehicle is connected to 4. Further, each of the nodes 12-i is connected to the vehicle LA.
Separately from N14, it is connected to a data bus 16 which enables connection between nodes, that is, computer connection. The data bus 16 can use a computer connection standard known as a standard such as TCP / IP. In this way, by connecting each of the nodes 12-i to the vehicle LAN 14 and the data bus 16, a test apparatus can be constructed equivalent to the vehicle LAN, and the simulated node can be controlled independently. Information can be exchanged (communication) between nodes.

The above-mentioned node 12-i is a main node for executing schedule management, a plant node for simulating a portion related to electronic equipment mounted on a vehicle, and an L for vehicle.
An ECU node that simulates a control signal calculated only from data and commands from the AN, and an actual E mounted on the vehicle
A pseudo signal node for supplying a pseudo signal to the CU to perform simulation,
Then, there is a GUI node mounted in the vehicle for simulating the display and the operation of the occupant.

In the example of FIG. 2, the node 12-2 is shown as the main node. The node 12-2 is an engine model 12-2B that simulates an operation model of an engine mechanism mounted on the vehicle, and a simulation that calculates a signal for engine control from data and commands from other nodes connected to the vehicle LAN 14. ECU model 12-2A for performing a time adjustment model 12-2 for time control and monitoring between nodes
It is classified and configured into a functional model composed of C.

As the plant node, the node 12-
3, 12-4 are shown. The node 12-3 is an ECT model 12-3B that simulates an operation model of a transmission mechanism mounted on the vehicle, and a simulation that calculates a signal for ECT control from data and commands from other nodes connected to the vehicle LAN 14. The ECU model 12-3A for performing the above is classified and configured into a functional model. Further, the node 12-4 is a brake model 12-4B simulating an operation model of a braking mechanism mounted on the vehicle, the vehicle LAN 14
It is classified and configured into a functional model including an ECU model 12-4A that performs a simulation for calculating a signal for brake control from data or a command from another node connected to.

It should be noted that the node 12-4 can also include an ABS (antilock brake system). ABS is well known in order to avoid a slip condition or a tire lock condition that occurs between a wheel and a road surface.
The braking force, the rotation stopping force of the tire, and the like are controlled for each tire.

As the ECU node, the node 12 in charge of VSC (vehicle stability control)
-5 is shown. The VSC controls the behavior of the vehicle and is a node that outputs a signal for controlling the rotational force of the tire according to the yaw rate and the steering angle in order to prevent lateral slippage on a low μ road.

The pseudo signal node is the node 12-6.
It is shown. The node 12-6 is an actual ECU 12-6 mounted on the vehicle and connected to the vehicle LAN 14.
It is classified into a functional model including A and a pseudo signal generator model 12-6B that outputs a pseudo signal to the actual ECU 12-6A.

As the GUI node, the node 12-1 is shown. The node 12-1 is a simulation of operation and display, and is a driver operation model 12-1A that simulates operation of a device mounted on the vehicle by an occupant, and an instrument panel display model that simulates display of a display device mounted on the vehicle. 12-1
B, a functional model including a simulation operation model 12-1C for instructing the simulation of the operation of the vehicle and the equipment mounted on the vehicle. Note that the connection to the vehicle LAN 14 is not essential because it is a simulation of operation and display and the vehicle LAN 14 may not be needed.

Although the plurality of nodes have been described above, the nodes according to the present embodiment are not limited to the above-mentioned nodes, and devices and ECUs mounted in the vehicle may be used.
Other nodes can be included that mimic.

As shown in FIG. 3, the node 12-2 includes a CPU 20, a RAM 22 and an R connected to the data bus 16.
Built with a computer configuration including OM24,
A program for performing communication processing, which will be described later, is stored in advance in the ROM. The node 12-2 includes a display device 26 for displaying input data, calculation results, etc., an input device 28 for inputting commands, data, etc., and a data bus 1.
6 and an in-vehicle LAN communication device 34 which is an interface unit connected to the vehicle LAN 14.

Nodes 12-3, 12-4, 12-
Since each of 5 has the same configuration as the node 12-2,
Detailed description is omitted.

As shown in FIG. 4A, the node 12-2
Is an ECU model 1 that functions as a main node and performs a simulation to calculate a signal for engine control as described above.
2-2A, engine model 12-2B, and time adjustment model 12-2C can be functionally classified.

The plant nodes of the nodes 12-3 and 12-4 can be classified in the same manner as the node 12-2, but the classification portion functioning as the time adjustment model 12-2C shown in FIG. 4A is in charge. It is a part in charge of schedule adjustment of the node, that is, timing adjustment. In FIG. 2, a function such as timing instruction is not particularly shown for the plant node, but since it is a function originally included as an internal process of the node (that is, the ECU models 12-3A and 12-4A), the scheduler 12- is included here. 3Ax, 12-
It can be specified as 4Ax.

As shown in FIG. 4B, the node 12-5
The ECU node of is a model (E
Although it is the CU model 12-5A), the scheduler 12-5Ax is independently shown as a function originally included as in the above.

As shown in FIG. 5A, the node 12-6
Has a configuration similar to that of the node 12-2, and includes a CPU 40,
A computer configuration including a RAM 42 and a ROM 44,
Display device 46, input device 48, simulated communication device 5
2, and the in-vehicle LAN communication device 54 is configured to be connected to the bus 50. As shown in FIG. 5B, the node 1
2-6 is a pseudo signal generator model 12-6B that functions as a pseudo signal node and outputs a pseudo signal as described above.
It becomes a function classification.

As shown in FIG. 6A, the node 12-1
Has a configuration similar to that of the above node, but is a vehicle LAN
Connection to 14 is not mandatory, so CPU60, RAM
62, a computer configuration including a ROM 64, a display device 66, an input device 68, and a simulated communication device 72.
Are connected to the bus 60. As shown in FIG. 6 (B), the node 12-1 is classified as a GUI model (12-1A, 1B, 1C) that functions as a GUI node and simulates the operation and display as described above.

Although not shown, a read / write unit capable of inserting / removing a flexible disk as a recording medium can be connected to a bus of a computer forming a node. It should be noted that the processing routine and the like to be described later can read from and write to the flexible disk using the read / write unit. Therefore, the processing routine described below may be recorded in the flexible disk in advance without being stored in the ROM or the like, and the processing program recorded in the flexible disk may be executed via the read / write unit. Further, a large-capacity storage device (not shown) such as a hard disk device may be connected, and the processing program recorded on the flexible disk may be stored (installed) in the large-capacity storage device (not shown) and executed. Further, the recording medium includes an arbitrary magnetic recording medium and optical recording medium. For example, there are discs such as CD-ROM, MD, MO, and DVD, and magnetic tapes such as DAT. When using these, instead of the read / write unit, or further C
D-ROM device, MD device, MO device, DVD device, D
An AT device or the like may be used. A recording medium such as an IC card can also be used.

Next, the operation of this embodiment will be described with reference to FIGS.
This will be described with reference to FIG. In the present embodiment, when a vehicle information communication system is tested by a plurality of nodes 12 mounted on a vehicle, a normal vehicle LAN 14 and a data bus 16 capable of exchanging data to simulate a test are used. .

In the following description, it is assumed that the parameters of the electronic device handled by each node 12 are stored (registered) in each memory (ROM or RAM) in advance and can be backed up in another memory.

In order to start the simulation by the vehicle system test apparatus 10, each node 12 is turned on in advance and the environment where the simulation can be started is set. The node 12-1 is a GUI
Being a node, a user interface program for instructing and monitoring the progress of the vehicle system test apparatus 10 is executed.

As shown in FIG. 1, in the node 12-2, which is the main node in charge of engine control, the basic processing of the vehicle system test apparatus 10 is executed. More specifically, the process in the time adjustment model 12-2C is executed.

In step 100, it is judged whether or not a signal representing the simulation start instruction from the node 12-1 is received. The negative determination is repeated until the signal is received, and when the signal is received, the affirmative determination is made in step 100 and the step 102 is performed.
Go to. In step 102, in response to the simulation start instruction received in step 100, a start signal indicating the start of simulation is transmitted to each node 12-i. This signal transmission is performed via the data bus 16. When each node 12-i receives this start signal, each node 12-i performs initialization processing (details will be described later).

At the next step 104, it is judged whether or not all the nodes have completed the initialization. In step 104, it is determined whether each node has completed the initialization by reading the data transmitted from each node 12-i, and it is determined that the determination has been completed for all the predetermined nodes. . Specifically, each node 12-i
Receives data indicating that the initialization process is completed, and each node 12-i updates the shared memory (not shown) that stores the state of the node and monitors the updated state. .

Until the initialization of all the nodes is completed, the negative judgment is repeated in step 104, and if the judgment is affirmative, the routine proceeds to step 106. In step 106, the initialization of all the nodes has already been completed, so the vehicle system test apparatus 10
A synchronization signal is transmitted to each node 12-i in order to synchronize the above. This signal transmission is performed via the data bus 16. By receiving this synchronization signal, each node 12-i initializes the ECU model of each node 12-i. When the initialization of the ECU model is completed, each node 12-i transmits the calculation result and shifts to the standby state for receiving the synchronization signal.

At the next step 108, it is judged whether or not all the nodes have shifted to the synchronization waiting state for simulation. In step 108, it is determined whether or not all the nodes 12-i have transmitted the calculation result, thereby determining whether or not all the nodes have transitioned to the synchronization standby state for simulation. Specifically, each node 12-i receives data transmitted with the completion of the initialization process of the ECU model,
The determination is made by each node 12-i updating the shared memory (not shown) that stores the data corresponding to the end of the initialization process and monitoring the update state.

In step 108, a negative determination is repeated until all the nodes have transitioned to the synchronization standby state.
Go to step 110. In step 110, the calculation cycle t of each node 12-i is detected based on the state of each node 12-i. This operation cycle is the greatest common divisor of the cycle of one loop operation of each node 12-i. That is, in each node 12-i, the processing in the node is completed by repeating the one-loop arithmetic processing once or more. The one-loop operation is a minimum unit required to perform one process in the corresponding node 12-i, and for example, one-loop operation such as data collection required to perform a transmission process or a reception process. Is done. Therefore, although the one-loop operation is repeatedly performed in the corresponding node 12-i, the one-loop operation is the reference.

In the next step 112, the communication cycle T is obtained. The communication cycle is a common multiple of the calculation cycle of each node 12-i. That is, each node 12-i performs physical value communication such as giving data (physical value) to another node or receiving data (physical value) from another node. As described above, each node 12-i performs various calculation processes in a calculation cycle of one loop calculation. For example, in order to obtain the calculation result, the sensor value from the plant model is received or the calculation is performed to another node. It sends the resulting physical value. Therefore, the cycle varies depending on the tolerance of the plant model and the communication load. Therefore, in order to take these into consideration, a common multiple of the calculation cycle of each node 12-i is determined as the communication cycle T.

At the next step 114, a synchronization cycle V for operating the vehicle system test apparatus 10 in synchronization with each other.
To set. Each node 12-i operates with time accuracy S. Therefore, in consideration of the time accuracy S, the communication cycle T may be repeated and the communication cycle T may be shifted by the time corresponding to the communication cycle T.

That is, taking a node having an operation cycle t = communication cycle T as an example, S = 0.0 at t = 0.001 seconds (1 ms).
If 001 seconds (100 μs), the number of calculations h = T / S
= 10, and every time the node calculation is performed 10 times, there is a deviation of one calculation cycle. Therefore, if this repetition is continuously performed, the deviation time for the calculation cycle increases.

Therefore, in the present embodiment, in order to correct the error due to the time accuracy S, when the deviation of only one operation cycle is allowed, the synchronization timing (synchronization cycle V) is set within the number of operations h. Set. In order to correct the deviation for one calculation cycle, it is preferable to set the synchronization timing with less than the number of calculations h.

When the setting of the synchronization cycle V is completed, the time adjustment processing is executed in the next step 116. At step 116, a synchronization signal is transmitted to each node 12-i. This synchronization signal causes each node 12-i to start real-time processing. Also, each node 12-i
In addition, in the pseudo signal generator model 12-6B, simulation, that is, generation of a pseudo signal is started. Note that, as the operation of each node 12-i by transmitting the synchronization signal in step 116, only the plant model is calculated until a predetermined time in order to simulate the ECU activation timing.

In the next step 118, normal processing is executed. This normal process is a process of executing a simulation while synchronizing each node 12-i with the set synchronization cycle V.

In the next step 120, it is judged whether or not an error has occurred. If the result is affirmative, step 12
After performing error processing in 2, proceed to step 124,
When the result is negative, the process directly proceeds to step 124. In step 124, it is determined whether or not the processing of the vehicle system test apparatus 10 is terminated by determining whether or not a signal indicating a GUI termination instruction from the node 12-1 is received. When the result in step 124 is NO, the process returns to step 118 to repeat the normal processing. On the other hand, if the result in step 124 is affirmative, this routine ends.

In the vehicle system test apparatus 10, there is a communication delay and a delay due to an excessive calculation load, and these are discriminated as errors. In this embodiment, the following three measures are defined as error measures. Note that the same applies to other nodes, but since the correspondence can be made different for each node, it can be set selectively. (1) Waiting for recovery from error state Suspend normal node operation, wait for error node to return to normal state End simulation when not recovering for more than preset time Node that does not include pseudo signal generator model Valid settings for the system by (2) Immediate termination Immediate termination of simulation Immediate termination Valid settings for the system including the node connected to the actual ECU in the pseudo signal generator model Effective especially when a node of high importance is in an error state (3 ) Continue the simulation by using the previous physical value etc. used by the node that retained the previous value and continued processing error Settings that are effective for the system including the node of the actual ECU connection in the pseudo signal generator model Especially low importance This is valid when the node is in the error state. In the present embodiment, the above three settings are used.
The present invention is not limited to this, and the setting of the above combination or the stepwise setting may be used, or another setting may be used.

FIG. 7 shows the basic processing executed by each node 12-i.

At step 130, it is judged whether or not the start signal from the node 12-2 is received. The negative determination is repeated until the signal is received, and when the start signal is received, the affirmative determination is made in step 130 and the process proceeds to step 132. In step 132, initialization processing is performed by the start signal from the node 12-2. This initialization process initializes the plant model of. When initialization is completed,
In the next step 134, data indicating that the initialization is completed and indicating that the synchronization signal is in the standby state is transmitted.

In the next step 136, the node 12-2
It is determined whether or not the synchronization signal from is received. The negative determination is repeated until the synchronization signal is received, and when the synchronization signal is received, the affirmative determination is made in step 136 and the process proceeds to step 138. In step 138, after executing the ECU model initialization process, the calculation result is transmitted to the next step 140. After the processing of step 140, the state again shifts to the synchronization signal standby state.

In step 142, the node 12-2
It is determined whether or not the synchronization signal from is received. The negative determination is repeated until the synchronization signal is received, and when the synchronization signal is received, the affirmative determination is made in step 142 and the process proceeds to step 144. In step 144, normal operation processing such as one-loop operation of the node is executed. This normal process is a process in which the simulation is executed in synchronization with the above-mentioned synchronization cycle V.

In the next step 146, it is judged whether or not an error has occurred. If the result is affirmative, step 14
After error processing in step 8, proceed to step 150,
When the result is negative, the process directly proceeds to step 150. In step 150, it is determined whether or not to end by determining whether or not a signal indicating a simulation end instruction from the node 12-2 is received. Step 150
If the answer is NO in step 144, the process returns to step 144 to repeat the normal processing. On the other hand, if affirmative in step 150,
This routine ends.

The processing of step 110 corresponds to the processing of the detecting means of the present invention, and the processing of step 112 corresponds to the processing of the calculating means of the present invention. The process of obtaining the synchronization cycle V in step 114 corresponds to the process of the derivation means of the present invention. Further, the processing of the node 12-2 which is simulated in synchronization with the obtained synchronization cycle V corresponds to the synchronization means of the present invention.

The node corresponds to the simulation control means of the present invention, the plant model corresponds to the mechanical section of the present invention,
The ECU model corresponds to the operation control unit. The pseudo signal generator model (device) corresponds to the signal generating means of the present invention.

FIG. 8 shows a time chart during normal processing for the node for which the simulation is executed in the vehicle system test apparatus 10. The operation of the vehicle system test apparatus 10 will be further described with reference to this time chart.

At the node 12-2, which is the main node in charge of engine control, the time adjustment model 12-2C for performing schedule management of the vehicle system test apparatus 10 is executed.
And the ECU model 12-2A are executed.

Note that in FIG. 8, for convenience of explanation, the main node A (FIG.
12-2) of the above, a general node B that calculates every calculation cycle t, another node C that calculates every calculation cycle 2t, another node D that calculates every calculation cycle 4t, ... . In FIG. 8, the vertical axis indicates the passage of time and the horizontal axis indicates the nodes.

When the simulation is started, the node A (including itself) carries out inter-node synchronization by transmitting a synchronization signal to each node (A, B, C, D, ...). The node receives it and starts each process. The processing of each node is assumed to be a repetition of arithmetic processing, transmission processing, and reception processing.

More specifically, the node A is a node that performs an operation at every operation cycle t, and executes a one-loop operation by its synchronizing signal. The calculation result is transmitted and the reception standby state is entered. The node A executes transmission / reception processing at the calculation cycle t.
Therefore, when the calculation cycle t is reached, the one-loop calculation is executed again, but the reception standby state is maintained until reception is started.
Node B is similar to node A.

The node C is a node that performs calculation at every calculation cycle 2t, and the node C executes transmission / reception processing at the calculation cycle 2t. First, the one-loop operation is executed by the synchronization signal from the node A. After transmitting the calculation result and shifting to the reception standby state, the reception process is executed. When the calculation cycle 2t is reached, the one-loop calculation is executed again, but since the reception is completed here, the state is maintained as it is.

Similarly, the node D is a node that performs calculation every 4t in the calculation cycle, and the node C executes transmission / reception processing in the calculation cycle 4t. First, the one-loop operation is executed by the synchronization signal from the node A. After transmitting the calculation result and shifting to the reception standby state, the reception process is executed. When the calculation cycle 4t is reached, the one-loop calculation is executed again, but since the reception is completed here, the state is maintained as it is.

In FIG. 8, nodes up to every 4t are calculated, and the calculation cycle is t1, t2, t3.
The communication cycle T of t4 is simulated as one group. That is, the main node transmits a synchronization signal every 4t to synchronize. In this way, it is possible to perform a simulation synchronized with each communication cycle T, such as cycles T1, T2, T3, ... As a cycle.

As described above, in the present embodiment,
When simulating each of the nodes including the ECU that is in charge of the control system mounted on the vehicle, even if the calculation cycles are different, it is possible to simulate them while synchronizing them. Also, since the synchronization is performed in consideration of the time accuracy of each node, the delay time due to the deviation of the calculation cycle can be suppressed, and high-speed simulation can be performed.

In the above embodiment, the case where the synchronization is performed via the bus, that is, the data bus 16 has been described. However, the present invention is not limited to the way via the bus, and the synchronization may be achieved by an arbitrary network connection configuration. Good.

Further, in the above-mentioned embodiment, the case where the information is transmitted and received by the ECU and the pseudo signal generating device has been described, but the present invention is not limited to this, and the information is transmitted by the electronic equipment mounted in the vehicle. It may be connected to a transferable device or may be simulated.

[0074]

As described above, according to the present invention, the detecting means detects the calculation cycle for controlling the portion in charge of each control means, and the calculating means finds the least common multiple of the calculation cycle as the communication cycle. Since the derivation means derives the number of communication cycles that are deviated by one operation cycle caused by the repeated operation of the communication cycle and the synchronization means performs synchronization, in the vehicle system, before the operation is shifted by one operation cycle due to the repetition of each communication cycle, The effect is that they can be synchronized.

[Brief description of drawings]

FIG. 1 is a flowchart showing a flow of a process for performing scheduling for executing a synchronization process in a vehicle system test device according to an embodiment of the present invention.

FIG. 2 is a block diagram showing a schematic configuration of a vehicle system testing device according to an embodiment of the present invention.

FIG. 3 is a block diagram showing a schematic configuration of a main node of the vehicle system test device.

FIG. 4 shows a conceptual configuration in which nodes are functionally classified,
(A) shows a configuration including a plant model, and (B) shows a configuration including only an ECU model.

5A is a block diagram showing a schematic configuration of a node connected to an actual ECU of the vehicle system test device, and FIG. 5B is a conceptual configuration diagram functionally classified.

FIG. 6 is a block diagram showing a schematic configuration of a GUI node of a vehicle system test device, and FIG.
Is a conceptual block diagram functionally classified.

FIG. 7 is a flowchart showing a processing flow in a node in which a synchronization process is executed in the vehicle system test device according to the exemplary embodiment of the present invention.

FIG. 8 is a time chart during normal processing for a node for which a simulation is executed in this vehicle system test device.

[Explanation of symbols]

10 Vehicle system test equipment 12 nodes 12-2A ECU model 12-2B engine model 12-2C time adjustment model 12-6B Pseudo signal generator model 14 Vehicle LAN 16 data bus S time accuracy T communication cycle V sync cycle h Number of calculations t Calculation cycle

   ─────────────────────────────────────────────────── ─── Continued front page    (72) Inventor Kazuhiro Kajio             1 Toyota Town, Toyota City, Aichi Prefecture Toyota Auto             Car Co., Ltd. (72) Inventor Yoshihito Suzuki             13-13 Higashisakura, Higashi-ku, Nagoya-shi, Aichi             Toyota Communication System Co., Ltd.             Inside (72) Inventor Hideki Fujishiro             13-13 Higashisakura, Higashi-ku, Nagoya-shi, Aichi             Toyota Communication System Co., Ltd.             Inside F-term (reference) 5H223 AA09 BB08 DD03 DD09 EE02                       EE05 EE06 EE13 FF05 FF08

Claims (6)

[Claims] 1. A vehicle system test apparatus for testing a vehicle system in which a plurality of control means for controlling a state of a vehicle are connected in parallel, a detection means for detecting a calculation cycle of each of the plurality of control means, For each of the plurality of control means, the calculation means for obtaining the least common multiple of the calculation cycle as the communication cycle for obtaining the physical value of the control means, and one calculation cycle generated by the repeated calculation of the communication cycle including the predetermined time accuracy A vehicle system test apparatus comprising: a deriving unit that derives the number of communication cycles; and a synchronization unit that synchronizes the control unit at a timing that is equal to or less than the number of communication cycles derived by the deriving unit. 2. The vehicle system test apparatus according to claim 1, wherein the control unit is a simulation control unit mounted on the vehicle and simulating controlling a state of the vehicle. 3. At least one of the simulation control means,
The vehicle system test apparatus according to claim 1 or 2, wherein the vehicle system test apparatus comprises a simulation section of a mechanism mounted on the vehicle, and an operation control section that performs control by operating the mechanism. 4. A signal generating means mounted on the vehicle and connected to an actual control means for controlling the state of the vehicle, and outputting a pseudo signal corresponding to an actual signal to be given to the actual control means. The vehicle system test apparatus according to any one of claims 1 to 3, further comprising: 5. The vehicle system test apparatus according to claim 1, wherein the plurality of control means are connected by a vehicle local area network. 6. A vehicle system test method for testing a vehicle system in which a plurality of control means for controlling a state of a vehicle are connected in parallel, wherein the calculation cycle of each of the plurality of control means is detected. For each of the control means, the least common multiple of the calculation cycle is obtained as the communication cycle for obtaining the physical value of the control means, and the number of communication cycles deviated by one calculation cycle caused by the repeated calculation of the communication cycle including the predetermined time accuracy. And the control means is synchronized with the timing less than or equal to the number of communication cycles derived by the deriving means.