JP3963092B2 - Vehicle system test apparatus and method - Google Patents

Description

[0001]
BACKGROUND 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 that controls electronic devices mounted on the vehicle while communicating with each other.
[0002]
[Prior art]
In recent years, a plurality of electronic control devices (hereinafter referred to as ECUs) are mounted on vehicles, and a plurality of ECUs are connected by a bus to construct a local area network (hereinafter referred to as a vehicle LAN). It is becoming possible to communicate data.
[0003]
Each of the plurality of ECUs performs control in accordance with the value of the sensor and the operating state of the in-vehicle device, and each ECU controls the vehicle state as much as possible in a state corresponding to the value of the sensor and the operating state of the in-vehicle device. ing. For example, the engine ECU controls the fuel injection amount and the like according to the values of various sensors, and the ABS ECU controls the braking state of the vehicle.
[0004]
Each ECU mounted on such a vehicle independently controls the control target in charge, but there are cases where it is necessary to exchange information with other ECUs. For this reason, data is exchanged using the vehicle LAN.
[0005]
The 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 devices. However, if sequential tests are performed, the time required for processing depends on the number of control systems such as in-vehicle devices. Increase. In order to solve this problem, there is a central processing unit that supervises management control for a plurality of control systems such as in-vehicle devices, and tests the control system while performing synchronous control. However, when testing a plurality of control systems in synchronization with the central processing unit, the load on the central processing unit increases.
[0006]
In view of this, there has been proposed a distributed automatic testing apparatus for vehicles that executes a test for each ECU (see Japanese Patent Application Laid-Open No. 58-48870). In this technology, in a vehicle automatic test apparatus that controls and manages a plurality of computers operated by a test program related to each on-board device provided corresponding to the on-board device, a synchronization signal control unit is provided on each on-board device. The test is executed in synchronization with each other. Thereby, the load reduction of the central processing unit is achieved.
[0007]
[Problems to be solved by the invention]
However, in a conventional distributed automatic test apparatus for a vehicle, it is necessary to provide a synchronization signal control unit in each mounted device, and a test execution process for the entire vehicle system must be performed in each mounted device. In other words, the processing load increases in order to execute the control integrated as the vehicle system. For this reason, it is difficult to perform processing in real time as when an actual vehicle is operating as a vehicle system.
[0008]
An object of the present invention is to obtain a vehicle system testing apparatus and method capable of testing a vehicle system in a simple configuration and in real time in consideration of the above facts.
[0009]
[Means for Solving the Problems]
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 the state of a vehicle are connected in parallel, and detects each calculation cycle of the plurality of control means. Detecting means, calculating means for obtaining a least common multiple of a calculation period as a communication period for obtaining a physical value of the control means for each of the plurality of control means, and repetitive calculation of a communication period including a predetermined time accuracy Deriving means for deriving the number of communication cycles deviated by one operation period caused by the above, and the number of communication cycles derived by the deriving means or less And the communication cycle Synchronization means for synchronizing the control means at the timing of Communicate physical values only in the communication cycle It is characterized by having that.
[0010]
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 control means constituted by a plurality of computers and the like, and each control means controls a portion in charge in the vehicle. For example, there is a certain calculation cycle for controlling the portion that each control means is responsible for, such as engine control and brake control. The calculation period of each of the plurality of control means is detected by the detection means. In addition, the portion in charge of each control means requires a communication cycle consisting of a series of calculation cycles for obtaining physical values such as result output and input standby for the portion in charge. This communication cycle differs depending on the portion in charge of each control means. Therefore, the calculation means obtains 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. Therefore, the communication cycle of the portion in charge of the control means in the vehicle may include an error. The deriving means derives the number of communication cycles that deviate by one calculation cycle that is generated by repeated calculation of the communication cycle including a predetermined time accuracy. As a result, the number of shifts by one calculation cycle can be obtained from the number of repetitions of each communication cycle by a plurality of control means. The synchronization means synchronizes the control means at a timing equal to or less than the number of communication cycles derived by the derivation means. Therefore, in the vehicle system, it is possible to achieve synchronization before shifting by one calculation cycle due to repetition of each communication cycle.
[0011]
The said control means can be comprised with the simulation control means which simulates mounting on the said vehicle and controlling the state of the said vehicle.
[0012]
As the control means, it is possible to use a computer such as an actual ECU mounted on the vehicle, but it is often unnecessary to operate the vehicle when performing an electrical test. Therefore, it is configured by simulation control means for simulating mounting on a vehicle and controlling the state of the vehicle. Each of the simulation control means may be composed of independent computers or a single computer. In the case of a single computer, it is preferable that operations on the computer in charge can be performed independently.
[0013]
In the vehicle system test apparatus, at least one of the simulation control means can be configured by a simulation unit of a mechanism mounted on the vehicle and an operation control unit that performs control by the operation of the mechanism.
[0014]
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 configured by a simulation unit of a mechanism mounted on the vehicle and an operation control unit that performs control by the operation of the mechanism. As a result, the independent configuration allows the simulation of the mechanism and the control by the operation of the mechanism to be handled separately and increases the degree of freedom of testing.
[0015]
The vehicle system test apparatus is connected to an actual control unit that is mounted on the vehicle and controls the state of the vehicle, and outputs a pseudo signal corresponding to an actual signal to be given to the actual control unit. Signal generation means may be further provided.
[0016]
By the way, when testing a vehicle system, it is more realistic to test it by substantially operating a control means constituted by a computer such as an actual ECU mounted on the vehicle. Therefore, the apparatus further includes a signal generating unit that is connected to the actual control unit that is mounted on the vehicle and controls the state of the vehicle, and that outputs a pseudo signal corresponding to the actual signal to be given to the actual control unit. By doing so, it becomes possible to substantially operate and test 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.
[0017]
The plurality of control means can be connected via a vehicle local area network.
[0018]
In the vehicle system test apparatus, 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 operated simultaneously or sequentially in the vehicle. When storing and sending / receiving characteristic values of devices in these individual vehicles (for example, sensor output values and data indicating the operating state of the mechanism), if they are processed on a common data bus, another new configuration Never need. Therefore, if the plurality of control means are connected via the vehicle local area network, the characteristic value can be stored and transferred.
[0019]
Here, in order to test the vehicle system in a simple configuration and in real time, the control means may be synchronized in consideration of the calculation cycle and the communication cycle. Specifically, it is a vehicle system test method for testing a vehicle system in which a plurality of control means for controlling the state of the vehicle are connected in parallel, detecting a calculation cycle of each of the plurality of control means, and For each control unit, the least common multiple of the calculation cycle is obtained as a communication cycle for obtaining the physical value of the control unit, and the number of communication cycles deviated by one calculation cycle generated by repeated calculation of the communication cycle including a predetermined time accuracy is calculated. Less than or equal to the number of communication cycles derived by the derivation means And the communication cycle The control means is synchronized at the timing Communicate physical values only in the communication cycle .
[0020]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, an example of an embodiment of the present invention will be described in detail with reference to the drawings. In the present embodiment, the present invention is applied to a test of a vehicle information communication system constructed such that a plurality of ECUs in charge of a plurality of electronic devices mounted on a vehicle can exchange data with a vehicle LAN.
[0021]
As shown in FIG. 2, the vehicle system test apparatus 10 according to the present embodiment includes a plurality of nodes 12-1, 12-2,..., 12-n (n is the maximum number of mounted nodes, hereinafter, general Node 12-i: 1 ≦ i ≦ n in some cases).
[0022]
Each of these nodes 12-i has an independent configuration including a computer. Each of the nodes 12-i is connected to a vehicle LAN 14 that functions as a data bus provided inside the vehicle. The vehicle LAN 14 may be one defined by a standard such as ISO 9141. An actual ECU mounted on the vehicle is connected to the vehicle LAN 14. Further, each of the nodes 12-i is connected to a data bus 16 that enables inter-node connection, that is, computer connection, separately from the vehicle LAN 14. For this data bus 16, a computer connection standard known as a standard such as TCP / IP can be used. In this way, by connecting each of the nodes 12-i to the vehicle LAN 14 and the data bus 16, it is possible to construct a test apparatus equivalent to the vehicle LAN, and to control the simulated nodes independently. It is possible to exchange information (communication) between nodes.
[0023]
The node 12-i is a main node that performs schedule management, a plant node that simulates a portion related to an electronic device mounted on the vehicle, and a simulation that calculates a control signal only from data and commands from the vehicle LAN. There is an ECU node for performing simulation, a pseudo signal node for performing simulation by supplying a pseudo signal to an actual ECU mounted on the vehicle, and a GUI node for performing simulation of a display and an occupant operation mounted in the vehicle.
[0024]
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 a vehicle, and a simulation that calculates a signal for engine control from data and commands from other nodes connected to the vehicle LAN 14. The ECU model 12-2A for performing the above and the time adjustment model 12-2C for performing time control and monitoring between the nodes are classified into functional models.
[0025]
Nodes 12-3 and 12-4 are shown as plant nodes. The node 12-3 is an ECT model 12-3B that simulates an operation model of a speed change mechanism mounted on a 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 is classified into functional models. In addition, the node 12-4 calculates a brake control signal from a brake model 12-4B for simulating an operation model of a braking mechanism mounted on the vehicle and data and commands from other nodes connected to the vehicle LAN 14. The functional model is configured by the ECU model 12-4A that performs the simulation.
[0026]
The node 12-4 can also include an ABS (anti-lock braking system). As is well known, the ABS controls a braking force, a tire rotation stopping force, and the like for each tire in order to avoid a slip state or a tire lock state generated between the wheel and the road surface.
[0027]
As the ECU node, a node 12-5 in charge of VSC (vehicle stability control) 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 in accordance with the yaw rate and the steering angle in order to prevent a lateral slip on a low μ road.
[0028]
As the pseudo signal node, a node 12-6 is shown. The node 12-6 includes a real ECU 12-6A mounted on the vehicle and connected to the vehicle LAN 14, and a pseudo signal generator model 12-6B that outputs a pseudo signal to the real ECU 12-6A. Classified into typical models.
[0029]
A node 12-1 is shown as a GUI node. The node 12-1 is a simulation of operation and display, a driver operation model 12-1A for simulating an operation by a passenger of a device mounted on the vehicle, and an instrument panel display model for simulating display of a display device mounted on the vehicle. 12-1B and a functional model including a simulation operation model 12-1C for instructing simulation of operation of a vehicle or a device mounted on the vehicle. In addition, since it is simulation of operation and a display and the vehicle LAN14 may not be required, the connection to the vehicle LAN14 is not essential.
[0030]
In addition, although the said several node was demonstrated, the node concerning this Embodiment is not limited to the above-mentioned node, The other node which simulates the apparatus mounted in the vehicle and ECU is included. .
[0031]
As shown in FIG. 3, the node 12-2 is constructed by a computer configuration including a CPU 20, a RAM 22, and a ROM 24 connected to the data bus 16, and a program for performing communication processing and the like described later is stored in the ROM. Stored in advance. The node 12-2 includes a display device 26 that displays input data and calculation results, an input device 28 for inputting commands and data, a simulated communication device 32 that is an interface unit connected to the data bus 16, and An in-vehicle LAN communication device 34 that is an interface unit connected to the vehicular LAN 14 is included.
[0032]
Each of the nodes 12-3, 12-4, and 12-5 has the same configuration as that of the node 12-2, and thus detailed description thereof is omitted.
[0033]
As shown in FIG. 4A, the node 12-2 functions as a main node and performs ECU model 12-2A, engine model 12-2B, which simulates a signal for engine control as described above. It can be functionally classified into the time adjustment model 12-2C.
[0034]
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 schedule of the nodes in charge of the classification portion functioning as the time adjustment model 12-2C shown in FIG. It is a part in charge of adjustment, that is, timing adjustment. FIG. 2 does not particularly show functions such as timing instructions for the plant node, but since it is a function that is originally included as internal processing of the node (that is, ECU models 12-3A and 12-4A), the scheduler 12- It can be specified as 3Ax, 12-4Ax.
[0035]
As shown in FIG. 4B, the ECU node of the node 12-5 is a model (ECU model 12-5A) that can be configured only by the ECU, but the scheduler 12- 5Ax was shown independently.
[0036]
As shown in FIG. 5A, the node 12-6 has the same configuration as the node 12-2, and has a computer configuration including a CPU 40, a RAM 42, and a ROM 44, a display device 46, an input device 48, and simulated communication. A device 52 and an in-vehicle LAN communication device 54 are connected to a bus 50. As shown in FIG. 5B, the node 12-6 functions as a pseudo signal node and has a function classification that is a pseudo signal generator model 12-6B that outputs a pseudo signal as described above.
[0037]
As shown in FIG. 6A, the node 12-1 has substantially the same configuration as the above node, but since connection to the vehicle LAN 14 is not essential, it has a computer configuration including a CPU 60, a RAM 62, and 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 functions as a GUI node and has a function classification that is a GUI model (12-1A, 1B, 1C) that simulates operation and display as described above.
[0038]
Although not shown, a read / write unit into which a flexible disk as a recording medium can be inserted and removed can be connected to a bus of a computer constituting the node. Note that processing routines and the like to be described later can be read from and written to the flexible disk using a read / write unit. Therefore, the processing routine described later may be recorded in advance on the flexible disk without being stored in the ROM or the like, and the processing program recorded on the flexible disk may be executed via the read / write unit. Alternatively, 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. As the recording medium, there are arbitrary magnetic and optical recording media. For example, there are discs such as CD-ROM, MD, MO, and DVD, and magnetic tapes such as DAT, and when these are used, a CD-ROM device, MD device, MO device, DVD device instead of or in addition to the read / write unit. A DAT device or the like may be used. A recording medium such as an IC card can also be used.
[0039]
Next, the operation of the present embodiment will be described with reference to FIGS. In the present embodiment, when a vehicle information communication system is tested at a plurality of nodes 12 mounted on the vehicle, a normal vehicle LAN 14 and a data bus 16 capable of transferring data to simulate the test are used. .
[0040]
In the following description, it is assumed that the parameters of the electronic equipment in charge of each node 12 are stored (registered) in advance in each memory (ROM or RAM) and can be backed up to another memory.
[0041]
In order to start the simulation by the vehicle system test apparatus 10, the power of each node 12 is turned on in advance, and an environment where the simulation can be started is set. Since the node 12-1 is a GUI node, a user interface program for instructing and monitoring the progress of the vehicle system test apparatus 10 is executed.
[0042]
As shown in FIG. 1, the basic process of the vehicle system test apparatus 10 is executed in a node 12-2 that is a main node in charge of engine control. More specifically, the process in the time adjustment model 12-2C is executed.
[0043]
In step 100, it is determined whether or not a signal representing a simulation start instruction from the node 12-1 has been received. The negative determination is repeated until the signal is received. When a signal is received, the determination is affirmative in step 100 and the process proceeds to step 102. In step 102, in response to the simulation start instruction received in step 100, a start signal indicating that the simulation is started 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 an initialization process (details will be described later).
[0044]
In the next step 104, it is determined whether or not all nodes have completed initialization. In step 104, it is determined whether or not each node has completed initialization by reading data transmitted from each node 12-i, and it is determined that all the determinations have been completed for all predetermined nodes. . Specifically, each node 12-i receives data indicating that the initialization process is completed, or each node 12-i updates a shared memory (not shown) that stores the state of the node. Judgment is made by monitoring the status.
[0045]
In step 104, the negative determination is repeated until the initialization of all nodes is completed. In step 106, since initialization of all nodes has already been completed, a synchronization signal is transmitted to each node 12-i in order to synchronize the vehicle system test apparatus 10. This signal transmission is performed via the data bus 16. Each node 12-i receives this synchronization signal to initialize 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 a synchronization signal reception standby state.
[0046]
In the next step 108, it is determined whether or not all nodes have shifted to a synchronization standby state for simulation. In step 108, it is determined whether or not all nodes have shifted to a synchronization standby state for simulation by determining whether or not an operation result has been transmitted from each node 12-i. More specifically, each node 12-i receives data transmitted when the initialization process of the ECU model ends, or each node 12-i stores data corresponding to the end of the initialization process (not shown). It is determined by monitoring the update status of the update.
[0047]
In step 108, the negative determination is repeated until all the nodes shift to the synchronization standby state. In step 110, the calculation cycle t of each node 12-i is detected based on the state of each node 12-i. This calculation cycle is the greatest common divisor of the cycle of the one-loop calculation of each node 12-i. That is, each node 12-i completes the process in the node by repeating the one-loop calculation process one or more times. The one-loop operation is a minimum unit necessary for performing one process in the corresponding node 12-i. For example, a one-loop operation such as data collection required for performing a transmission process, a reception process, or the like. Is done. Accordingly, the one-loop operation is repeatedly performed in the corresponding node 12-i, but the one-loop operation is a reference.
[0048]
In the next step 112, a 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 communication of a physical value that gives data (physical value) to another node or receives data (physical value) from another node. As described above, each node 12-i performs various types of calculation processing in the calculation cycle of one loop calculation. For example, in order to obtain a calculation result, a sensor value from a plant model is received or calculated to another node. Send the physical value that is the result. Therefore, the cycle varies depending on the tolerance of the plant model and the communication load. Therefore, in order to consider these, the common multiple of the calculation cycle of each node 12-i is determined as the communication cycle T.
[0049]
In the next step 114, a synchronization period V for operating the vehicle system test apparatus 10 while synchronizing it is set. Each node 12-i operates with time accuracy S. For this reason, when the time accuracy S is taken into account, there may occur a state in which the communication period T is shifted by the repetition of the communication period T.
[0050]
That is, taking a node with an operation cycle t = communication cycle T as an example, if t = 0.001 second (1 ms) and S = 0.0001 second (100 μs), the number of operations h = T / S = 10. Every time this calculation is performed 10 times, a shift of one calculation cycle occurs. Therefore, if this repetition is continuously performed, the deviation time for the calculation period increases.
[0051]
Therefore, in the present embodiment, in order to correct the error due to the time accuracy S, the synchronization timing (synchronization cycle V) is set within the number of operations h when including a shift by one operation cycle. In order to correct a deviation for one calculation cycle, it is preferable to set the synchronization timing with less than the number of calculations h.
[0052]
When the setting of the synchronization period V is completed, a time adjustment process is executed in the next step 116. In step 116, a synchronization signal is transmitted to each node 12-i. By this synchronization signal, each node 12-i starts real-time processing. Each node 12-i also starts simulation, that is, generation of a pseudo signal, in the pseudo signal generator model 12-6B. In addition, as operation | movement of each node 12-i by the synchronous signal transmission of step 116, in order to simulate ECU starting timing, only the calculation of a plant model is implemented until the predetermined time defined beforehand.
[0053]
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 period V.
[0054]
In the next step 120, it is determined whether or not an error has occurred. If the determination is affirmative, the error processing is performed in step 122 and then the process proceeds to step 124. If the determination is negative, the process proceeds to step 124 as it is. In step 124, it is determined whether or not the process of the vehicle system test apparatus 10 is to be ended by determining whether or not a signal representing an end instruction by the GUI from the node 12-1 has been received. If the result in step 124 is negative, the process returns to step 118 and the normal process is repeated. On the other hand, when the result in step 124 is affirmative, this routine ends.
[0055]
In the vehicle system test apparatus 10, there are communication delays and delays due to excessive calculation load, and these are determined as errors. In the present embodiment, the following three correspondences are defined as error handling. The same applies to the other nodes, but the correspondence can be changed depending on each node, so that it can be set selectively.
(1) Wait for recovery from error status
Suspend normal node operation and wait for error node to return to normal state
End simulation when not recovering more than preset time
Effective settings for systems with nodes that do not include a pseudo signal generator model
(2) Immediate termination
End simulation immediately
Effective setting for systems including nodes with actual ECU connections in the pseudo signal generator model Especially effective when nodes with high importance are in an error state
(3) Keep the previous value and continue processing
Continue the simulation using the previous physical values used by the failed node
Effective setting for systems including nodes with actual ECU connection in pseudo signal generator model Especially effective when nodes with low importance are in error state
In the present embodiment, the above three settings are used. However, the present invention is not limited to this, and the above combination setting or stepwise setting may be used, and other settings may be used. May be.
[0056]
FIG. 7 shows basic processing executed by each node 12-i.
[0057]
In step 130, it is determined whether a start signal from the node 12-2 has been received. The negative determination is repeated until the signal is received. When the start signal is received, the result is affirmative in step 130 and the process proceeds to step 132. In step 132, initialization processing is performed according to a start signal from the node 12-2. This initialization process initializes the plant model. When the initialization is completed, in the next step 134, data indicating that the initialization is completed and data indicating the transition to the standby state of the synchronization signal is transmitted.
[0058]
In the next step 136, it is determined whether or not the synchronization signal from the node 12-2 has been received. The negative determination is repeated until the synchronization signal is received. When the synchronization signal is received, the result in step 136 is affirmative and the process proceeds to step 138. In step 138, after the ECU model initialization process is executed, the calculation result is transmitted to the next step 140. After the process of step 140, it again shifts to the synchronization signal standby state.
[0059]
In the next step 142, it is determined whether or not the synchronization signal from the node 12-2 has been received. The negative determination is repeated until the synchronization signal is received. When the synchronization signal is received, the determination in step 142 is affirmative and the process proceeds to step 144. In step 144, normal calculation processing such as one-loop calculation of the node is executed. This normal process is a process in which a simulation is executed in synchronization with the above-described synchronization period V.
[0060]
In the next step 146, it is determined whether or not an error has occurred. If the determination is affirmative, the error processing is performed in step 148 and then the process proceeds to step 150. If the determination is negative, the process proceeds to step 150 as it is. 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 has been received. If the result in Step 150 is negative, the process returns to Step 144 and the normal process is repeated. On the other hand, if the determination in step 150 is affirmative, this routine is terminated.
[0061]
Note that the processing of step 110 corresponds to the processing of the detection means of the present invention, and the processing of step 112 corresponds to the processing of the calculation means of the present invention. Further, the process of obtaining the synchronization period V in step 114 corresponds to the process of the derivation means of the present invention. The processing of the node 12-2 that is simulated in synchronization with the obtained synchronization period V corresponds to the synchronization means of the present invention.
[0062]
The node corresponds to the simulation control means of the present invention, the plant model corresponds to the mechanism section of the present invention, and the ECU model corresponds to the operation control section. The pseudo signal generator model (device) corresponds to the signal generator of the present invention.
[0063]
FIG. 8 shows a time chart during normal processing for a node on which 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.
[0064]
In the node 12-2 which is the main node in charge of engine control, both the time adjustment model 12-2C and the ECU model 12-2A for performing the schedule management of the vehicle system test apparatus 10 are executed.
[0065]
In FIG. 8, for convenience of explanation, for the sake of convenience, a main node A (node 12-2 in FIG. 2) that is calculated every calculation cycle t, a general node B that is calculated every calculation cycle t, and a calculation In the following description, another node C is calculated every cycle 2t, another node D is calculated every cycle 4t, and so on. In FIG. 8, the vertical axis indicates the passage of time, and the horizontal axis indicates nodes.
[0066]
When the simulation is started, node A (including itself) performs synchronization between nodes by transmitting a synchronization signal to each node (A, B, C, D,...) In response, each process is started. The processing of each node assumes repetition of arithmetic processing, transmission processing, and reception processing as one processing.
[0067]
Specifically, the node A is a node that calculates every calculation cycle t, and executes a one-loop calculation with the synchronization signal. The calculation result is transmitted, and a transition is made to a reception standby state. 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.
[0068]
The node C is a node that calculates every calculation cycle 2t, and the node C executes transmission / reception processing at the calculation cycle 2t. First, a one-loop operation is executed by the synchronization signal from node A. After transmitting the calculation result and shifting to the reception standby state, the reception process is executed. When the calculation period reaches 2t, the one-loop calculation is executed again. However, since the reception is completed here, the state is maintained as it is.
[0069]
Similarly, the node D is a node that calculates every calculation cycle 4t, and the node C executes transmission / reception processing at the calculation cycle 4t. First, a one-loop operation is executed by the synchronization signal from node A. After transmitting the calculation result and shifting to the reception standby state, the reception process is executed. When the calculation cycle reaches 4t, the one-loop calculation is executed again. However, since the reception is completed here, the state is maintained as it is.
[0070]
In FIG. 8, it is assumed that the nodes are calculated every calculation cycle 4t, and the communication cycle T of the calculation cycles t1, t2, t3, and t4 is simulated as one group. In other words, the main node synchronizes by transmitting a synchronization signal every 4t. In this way, it is possible to perform a simulation synchronized with each communication cycle T, such as cycles T1, T2, T3,.
[0071]
As described above, in the present embodiment, when simulating each of the nodes including the ECU in charge of the control system mounted on the vehicle, even if the calculation cycles are different, they are simulated while being synchronized. It becomes possible to do. In addition, since synchronization is performed in consideration of the time accuracy of each node, a delay time due to a shift in the calculation cycle can be suppressed, and high-speed simulation is possible.
[0072]
In the above-described embodiment, the case where synchronization is performed via the bus, that is, the data bus 16, is described. However, the synchronization is not limited to the bus, and the synchronization may be performed by an arbitrary network connection configuration.
[0073]
In the above embodiment, the case where information is exchanged by the ECU or the pseudo signal generator has been described. However, the present invention is not limited to this, and information can be exchanged by an electronic device mounted in the vehicle. It may be connected to a device or may be simulated.
[0074]
【The invention's effect】
As described above, according to the present invention, the calculation cycle for controlling the part that each control unit is responsible for is detected by the detection unit, the least common multiple of the calculation cycle is obtained as the communication cycle by the calculation unit, and the communication cycle is repeated. Since the number of communication cycles shifted by one calculation cycle generated by the calculation is derived by the deriving unit and synchronized by the synchronization unit, the vehicle system may synchronize before shifting by one calculation cycle due to repetition of each communication cycle. There is an effect that can be done.
[Brief description of the drawings]
FIG. 1 is a flowchart showing a flow of processing for performing scheduling for executing synchronization processing in a vehicle system test apparatus according to an embodiment of the present invention;
FIG. 2 is a block diagram showing a schematic configuration of the vehicle system test apparatus according to the embodiment of the present invention.
FIG. 3 is a block diagram showing a schematic configuration of a main node of the vehicle system test apparatus.
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 consisting only of an ECU model.
5A is a block diagram showing a schematic configuration of a node connected to an actual ECU of a vehicle system test apparatus, and FIG. 5B is a conceptual configuration diagram functionally classified.
6A is a block diagram showing a schematic configuration of a GUI node of a vehicle system test apparatus, and FIG. 6B is a conceptual configuration diagram functionally classified.
FIG. 7 is a flowchart showing a flow of processing at a node where synchronization processing is executed in the vehicle system test apparatus according to the embodiment of the present invention.
FIG. 8 is a time chart during normal processing for a node on which simulation is executed in the vehicle system test apparatus.
[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 synchronization period
h Number of operations
t Calculation cycle

Claims (6)

In a vehicle system test apparatus for testing a vehicle system in which a plurality of control means for controlling the state of the vehicle are connected in parallel.
Detecting means for detecting a calculation cycle of each of the plurality of control means;
For each of the plurality of control means, calculation means for obtaining the least common multiple of the calculation period as a communication period for obtaining the physical value of the control means,
Deriving means for deriving the number of communication cycles deviated by one calculation cycle caused by repeated calculation of communication cycles including a predetermined time accuracy;
Synchronizing means for synchronizing the control means at a timing equal to or less than the number of communication cycles derived by the derivation means;
And a vehicle system test apparatus that communicates physical values only in the communication cycle .   The vehicle system test apparatus according to claim 1, wherein the control unit includes a simulation control unit that is mounted on the vehicle and that simulates controlling the state of the vehicle.   The at least one of the simulation control means includes a simulation unit of a mechanism mounted on the vehicle and an operation control unit that performs control by the operation of the mechanism. The vehicle system test apparatus described in 1.   The apparatus further comprises signal generating means for connecting to actual control means mounted on the vehicle and 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, wherein the vehicle system test apparatus is any one of claims 1 to 3.   5. The vehicle system test apparatus according to claim 1, wherein the plurality of control units 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 the state of the vehicle are connected in parallel,
Detecting a calculation cycle of each of the plurality of control means;
For each of the plurality of control means, find the least common multiple of the calculation period as a communication period for obtaining the physical value of the control means,
Deriving the number of communication cycles deviated by one calculation cycle generated by repeated calculation of the communication cycle including a predetermined time accuracy,
Vehicle system testing method characterized by communicating only the physical value in the line have the communication cycle synchronization of the control means at a timing of less and the communication cycle number of the communication cycle derived by the deriving means.

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