• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    Test terminal (1) to support an executing person (3) in a test run carried out with a vehicle infrastructure (2). The test terminal (1) has at least one computing unit (4), at least one user interface (5) and at least one data interface (6), which is able to receive data from components of the vehicle infrastructure (2). A test schedule with a sequence of preconfigured maneuvers to be carried out during the test run is stored in a memory of the arithmetic unit (4), with the arithmetic unit (4) signaling at least the maneuver to be carried out to the executing person (3) via the user interface (5) the execution of which can be monitored on the basis of vehicle measurement data received via the data interface (6).
    公开号:AT521832A1
    申请号:T50911/2018
    申请日:2018-10-22
    公开日:2020-05-15
    发明作者:Dipl Ing Jürgen Wurzinger Ma
    申请人:Avl List Gmbh；
    IPC主号:
    专利说明:

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    Test terminal to support an operator
    The present invention relates to a test terminal for supporting an executing person in a test run carried out with a vehicle infrastructure, the test terminal having at least one computing unit, at least one user interface and at least one data interface which is capable of receiving data from components of the
    Receiving vehicle infrastructure.
    In order to obtain a meaningful result during a test drive with a vehicle, a lot of experience and a high level of competence of the test team are required both during test planning and during the test drive itself and during post-processing. In particular, the person (s) performing the test drive, e.g. a test driver and / or a calibration engineer, a high level of experience to the required for the test run
    Perform maneuvers according to the instructions.
    In the course of the test planning, a table is created with instructions and criteria that the person performing the test must carry out during the test drive. Since it is not always possible to read the instructions while driving, they often have to be memorized before driving. If necessary, another person may be required to give driving instructions according to the vehicle's condition. The measurement signals can be imported into a portable notebook and displayed there, for example with the aid of external devices that are connected, for example, to an internal network of the test vehicle or to specially provided sensors. In the case of test drives on test tracks, off-road or on public traffic routes, the test driver can, for example, steer the test vehicle, while a second person continuously uses measurement signals to check whether the maneuvers performed by the test driver match the test instructions and meet the maneuver requirements. Carrying out this task in real time is difficult and sometimes even impossible, since in some cases several signals have to be checked simultaneously and the update speed of the signals can be in the millisecond range. Certain states that only occur for a short time can therefore not always be recognized or sometimes only recognized too late. According to the test instructions, it may also be prescribed that calibration sizes, for example, be adjusted while driving in order to simulate desired scenarios. Both of these activities carry the risk of being dangerous
    To overlook vehicle conditions or to bring about them actively through carelessness and stress.
    After the successful completion of the test, the measured signals must be checked again and a customized evaluation carried out manually
    will.
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    These activities require a high level of experience, regardless of whether a test run in a public (road) environment, in the field, on a test track or on one
    Test bench is carried out.
    It is an object of the present invention to provide methods and devices that simplify the planning, implementation and evaluation of test runs
    and improve their quality.
    These and other tasks are solved according to the invention by a test terminal of the type mentioned at the outset, in which a test schedule with a sequence of preconfigured maneuvers to be carried out during the test run is stored in a memory of the computing unit, with the computing unit of the person performing at least the maneuver to be carried out in each case Can be signaled via the user interface and its execution can be monitored on the basis of vehicle measurement data received via the data interface. The system also allows relatively inexperienced drivers to perform very complex maneuvers and test procedures, as feedback on the quality of the execution is always available. This also gives the person performing the opportunity to repeat a maneuver if it was not successfully completed. This enables "first time right" access. This means, for example, that the operator only has to sit in the vehicle once and knows immediately after the end of the test drive (or even during this) that all maneuvers have been or are being handled correctly. So far, however, it was entirely possible that the results were only determined after the end of the journey as part of the evaluation
    some are not usable and you have to do the trip again.
    In the context of the present disclosure, a “vehicle infrastructure” refers to an associated unit of components that form the object to be tested. The vehicle infrastructure can be a finished, roadworthy vehicle, or it can also be a roadworthy or a roadworthy prototype. Accordingly, the test run may include actual road or off-road driving, or it may be partially or fully performed on a test bench. If necessary, the vehicle infrastructure can only comprise part of a vehicle that is operated on a test bench. Furthermore, the vehicle infrastructure can include simulated components, for example in the form of hardware-in-the-loop simulation. The term “vehicle” is also not used for land-based vehicles
    limited, but includes air, water and land-based vehicles of all kinds.
    The user interface can advantageously have at least one screen and at least one loudspeaker. This allows instructions and
    Signaling information to the driver acoustically and visually. The user interface
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    can either be integrated into the computing unit (as is the case with a laptop or tablet computer, for example), but on the other hand "external" devices can also be used as user interfaces that are connected to the computing unit, e.g. a screen, an input option, speakers, additional smartphones or tablets,
    Touchscreens, etc.
    In an advantageous embodiment, the user interface can have an input device. This allows instructions to be entered into the test terminal before and during the test process. The input devices can be designed as a conventional keyboard and / or mouse, or they can have other devices that are specifically adapted to the use, such as trackpads, joysticks, touch screens, etc. or, for example, a microphone for voice control. Furthermore, devices for recognizing and evaluating gestures can be provided as input devices, for example a video camera connected to a gesture evaluation or also one
    another sensor arrangement that can recognize gestures.
    The user interface can advantageously be designed to output acoustic and / or visual signals via at least one signaling device provided in the vehicle infrastructure. This allows the use of devices that are specifically adapted to the respective vehicle infrastructure, such as built-in car hi-fi devices or head-up displays. The communication required for this can be done, for example, via
    the same data interface via which the vehicle data is received.
    According to the invention, the data interface can preferably be connectable to an internal network, in particular to a bus system of the vehicle infrastructure. As a result, measured values can be read directly from the vehicle telemetry data, which are communicated via the bus system. The test terminal can also be easily connected to control units of the vehicle infrastructure, for example a central engine control. Examples of bus systems and corresponding interfaces that are used in particular in the vehicle sector include CAN, Flex-Ray and automotive
    Ethernet, diagnostic interfaces, and systems of comparable standards.
    According to a further advantageous embodiment, the data interface can be connectable to an interface provided in the vehicle infrastructure, in particular to a standardized interface. This simplifies and speeds up the installation of the test terminal on the respective vehicle infrastructure. A “standardized interface” refers to interfaces in accordance with all relevant standards that are intended for the respective vehicle infrastructure. Examples of such interfaces or standards include OBD, XCP, CCP, CAN, either directly or via third-party software / hardware, such as ETAS INCA, ATI Vision, Vector Canape, etc.
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    The present invention further relates to a method implemented in a test terminal for supporting an operator during a test run carried out with a vehicle infrastructure, the method comprising the following steps: establishing a test schedule with a predefined sequence of maneuvers to be carried out, starting the test run and executing the test in succession in the
    Test schedule defined maneuvers.
    Advantageously, each maneuver can have a defined sequence of sub-maneuvers, wherein criteria can be defined for each maneuver and / or each sub-maneuver, and wherein the execution of a maneuver comprises executing the sub-maneuvers defined for this maneuver, each comprising: loading for Current sub-maneuvers defined criteria, signaling the criteria to an operator, determining and storing current measurement data of the vehicle infrastructure, monitoring the criteria by comparison with the current measurement data of the vehicle infrastructure, and completing the sub-maneuver after correct execution. The division of the test schedule into maneuvers and sub-maneuvers allows a simple, quick and effective definition of the test schedule in an instruction structure that can be executed by the test terminal. Criteria can be assigned not only to the sub-maneuvers, but also to the maneuver, the criteria assigned to the maneuver for all under the maneuver
    summarized sub-maneuvers can be used.
    In the embodiments described herein, each maneuver includes at least one sub-maneuver, so performing a maneuver always requires performing at least one sub-maneuver. This hierarchical division into maneuvers and sub-maneuvers serves to simplify the configuration of the test schedule, but it would also be possible to dispense with this hierarchical structure and to define the test schedule as a linear sequence of non-hierarchically structured maneuvers (i.e. without sub-maneuvers). It is within the ability of an average person skilled in the art to dispense with the advantages that the hierarchical structure entails and to implement the invention solely on the basis of individual, non-hierarchically structured maneuvers. It is therefore pointed out that it is intended that such a non-hierarchical maneuver definition should also fall within the scope of protection of the present invention, unless the claims give the contrary instruction. The terms "maneuver" and "sub-maneuver" can therefore be used interchangeably, provided that the respective context is not synonymous
    Interpretation contradicts.
    The term “(sub) maneuver” includes not only activities that are part of a driving maneuver itself (i.e. in particular steering, actuating the pedals, shifting), but also all other activities that are carried out by an operator during a test drive
    are to be carried out. Examples include the operation of switches and push buttons
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    of any kind (e.g. windshield wipers, lights, window regulators, etc.) or adjusting a value (e.g. heating, ventilation, seating position, light level, cruise control, etc.). The term includes not only the activities that are carried out by the driver in the course of a “normal” journey, but also activities that are to be carried out specifically for a test run, for example changing the calibration variables already mentioned. Criteria are usually assigned to each maneuver and sub-maneuver, but this is not necessarily the case because
    maneuvers or sub-maneuvers without your own criteria can also make sense.
    After the last maneuver has been completed, an evaluation of data stored during execution and, if appropriate, an automated report generation can advantageously take place. This facilitates the postprocessing of the test run and allows
    a unification of the test report structure.
    According to a further advantageous embodiment, changes, in particular changes in calibration variables, can be made to the vehicle infrastructure during the test run. The changes can, for example, be defined in the test schedule, or they can be entered “manually” by an operator during the test run. The changes can also be carried out in accordance with an optimization algorithm, with one target value (or several
    Target values) is optimized.
    All changes can be documented and saved, if necessary, so that the vehicle infrastructure can be reset to the starting position at any time. Advantageously, a functionality can be implemented with which changes made to the vehicle infrastructure that have been made after the test run has been completed or canceled can be undone, for example in the form of an automatic or user intervention carried out by the test terminal
    Provision.
    In a further advantageous embodiment of the invention, maneuvers can be made available for selection in a maneuver library in order to define the test schedule. This facilitates the creation of test schedule and allows reuse and
    if necessary, adaptation of previously created maneuvers.
    In a further aspect, the invention comprises a computer program comprising commands which, when the program is executed by the computing unit of a test terminal described above, cause this test terminal to carry out those described above
    Execute procedural steps.
    The subject invention is explained in more detail below with reference to FIGS. 1 to 2, which are exemplary, schematic and not restrictive
    Show embodiments of the invention. It shows
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    1 is a schematic block diagram of an exemplary vehicle infrastructure,
    which is provided with the test terminal according to the invention, and
    Fig. 2 is a flowchart for explaining an exemplary embodiment of the
    inventive method.
    1 shows a schematic illustration of a test terminal 1 according to the invention, which is connected to a vehicle infrastructure 2. The test terminal 1 comprises at least one computing unit 4 and at least one data interface 6. The computing unit 4 has at least one user interface 5, via which a person 3 carrying out the test run is signaled before, during and after a test drive, in particular in an optical and / or acoustic manner can. The user interface 5 preferably comprises a screen and a loudspeaker. In Fig. 1, a conventional notebook is provided as the computing unit 4 and user interface 5, on which a corresponding program logic is executed. The user interface 5 is on the one hand the screen and the loudspeakers of the notebook, which enable communication from the test terminal 1 to the person carrying out the work 3, and on the other hand data in the opposite direction, i.e., the keyboard and the mouse pad (or other known input devices). by the executing person 3 (or one
    of the executing persons) can be entered into test terminal 1.
    In connection with the present disclosure, irrespective of the number of persons involved, “executing person” refers to all persons who can influence the course of the test run during the test run. In the case of test drives with (steered) vehicles, the person carrying out the test is usually referred to as a test driver, but a passenger who can change the course of the test drive can also be referred to as the person carrying out the test. The term “executing person” is therefore not limited to test drivers. For example, in connection with test bench tests there is also at least one person performing the test and also a test run by a fully autonomous one
    Vehicle is usually carried out by an operator.
    The variant shown is only an exemplary embodiment and the test terminal can be implemented in numerous other ways. For example, the computing unit 4 and the user interface 5 can be provided by own devices. Instead of the notebook (or in addition to it), mobile end devices can be used, such as smartphones, tablet computers, or the like. If necessary, acoustic and / or visual signals can be output via at least one signaling device provided in the vehicle infrastructure 2. For example, acoustic signals can be output via on-board loudspeakers in the
    Vehicle infrastructure are built in, and / or visual signals can be obtained via an in-vehicle
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    provided display unit, for example via a head-up display or another display provided in the vehicle infrastructure 2. In this way, the test terminal 1 can be designed, for example, as a component that is minimized in size and that simply enters a corresponding interface of a vehicle (preferably a
    standardized interface) must be inserted.
    The test terminal 1 also has a data interface 6 which is capable of receiving data from components of the vehicle infrastructure 2 and, if appropriate, also sending them to them. For this purpose, the data interface 6 can be connected, for example, to an internal network of the vehicle infrastructure 2, for example to a bus system, such as a CAN bus or the like. In an advantageous manner, the data interface 6 can establish the connection to the components of the vehicle infrastructure 2, for example via an interface provided as standard in the vehicle. In addition, the data interface 6 can also receive data from one or more external sensors 7 which
    are not part of the vehicle infrastructure 2 and are intended specifically for test purposes.
    Examples of components of the vehicle infrastructure 2 include any electronic vehicle control units, such as engine control units, transmission control units, ABS control units, ESP control units, control units for driver assistance systems, control units for exhaust gas aftertreatment, etc., any sensors of the vehicle itself, for example temperature sensors, engine speed sensors, wheel speed sensors, sensors for the steering angle, the accelerator pedal position, the throttle valve position, the pressure of the fuel injection, etc., as well as any additional measuring devices connected or carried on the vehicle, such as particle measuring devices, emission measuring devices,
    Fuel consumption measuring devices, etc.
    Examples of measurement data that are received by the vehicle infrastructure 2 via the data interface 6 include signals that describe the vehicle condition, such as speed, engine speed, brake pressure, error memory, etc., but also signals that are recorded by additional measurement devices, e.g.
    Emissions information.
    The test terminal 1 may also make it possible to make changes to the vehicle infrastructure 2 or the behavior of the vehicle infrastructure, for example by changing calibration variables of components, for example sensors and / or actuators. Examples of such changes include limiting the maximum speed or torque for certain maneuvers or optimizing certain vehicle components, such as emissions in
    different vehicle conditions.
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    The test terminal 1 according to the invention offers the executing person 3, for example a calibration engineer, direct audiovisual evaluation and support via the user interface 5 when performing preconfigured maneuvers. For this purpose, the computing unit 4 executes a computer program which is carried out in the test terminal 1
    implemented the procedure described below.
    The procedure carried out by Test Terminal 1 ensures that even inexperienced test drivers can efficiently complete driving maneuvers, ensuring conformity with configured criteria. Driver support is implemented by comparing current actual values of measured values, which are obtained via the data interface 6 from the vehicle infrastructure 2 and / or from external sensors 7 in (pseudo) real time, with previously configured target values. Different measurement signals can be used for the comparison, such as signals which are read out directly by a control unit 8 of the vehicle infrastructure 2, or signals which are read out from other components via an internal network of the vehicle infrastructure 2
    or signals received from external sensors 7.
    In connection with the present disclosure, “real time” is a time requirement in which each calculation result is within a defined one
    and there is a time limit coordinated with the functionality of the system.
    In connection with the present disclosure, “pseudo real time” refers to a real time requirement in which exceeding a predetermined maximum response time is not immediately regarded as a failure and therefore does not easily lead to the process being terminated.
    The control unit 8 can be a central engine control (ECU), for example. The received or read out signals are recorded by the computing unit and, if necessary, further processed and stored. In addition, the program logic can process direct user inputs, which are input into the computing unit 4, for example, via the user interface 5, for example in order to change the test sequence while driving or to calibrate curves of components of the
    To change vehicle infrastructure 2 according to the test run.
    The test terminal 1 accordingly provides the executing person 3 with (pseudo) real-time instructions while simultaneously recording and evaluating the input signals. This allows the executing person 3 to adhere to smaller tolerances, since he receives an immediate analysis of the current status and the trend regarding defined criteria of a maneuver while driving, so that small deviations from the target value can be recognized and corrected more quickly. Beyond that, it is no longer
    required that the driver complete the maneuvers before starting the test run
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    already mastered in itself, because he always has the necessary audio-visual support
    Information is provided simultaneously.
    After the test run, the recorded measurement signals are finally automatically analyzed according to further defined criteria. The results obtained will be
    then presented to the user and can be exported as a report.
    The test terminal 1 provides the user with different user interfaces, aids and methods for the preparation, execution and post-processing of test runs, which are described below. The configuration can also be defined and edited on a computer system different from the test terminal 1 and then
    be loaded onto test terminal 1.
    The description (or definition) of predefined maneuvers that can be carried out in the course of a test run can be created and / or changed by a subroutine that acts as an editor. This subroutine is related to the
    revelation referred to as "maneuver editor".
    Each maneuver consists of any number of steps or instructions, which can be of the same or of a different type and are referred to in the context of the present disclosure as “sub-maneuvers”. A maneuver can be defined as a sequence of such sub-maneuvers. The steps and instructions can also include calibration processes, changing and saving variables (e.g. placeholders for
    Storage of states for later evaluation), etc. include.
    In addition to the instructions for dynamic value storage (as a variable) and the calibration activities, there are three different categories of sub-maneuvers: a steady-state type, a transient type and a user input type. The steady-state type defines the holding of a state (over a defined time). The transient type defines the execution of a transition (within a defined time). The user input type requires direct input from the user. This type can be used for signals that cannot be recorded via the vehicle infrastructure and are therefore replaced by user input. These include, for example, the current road and driving conditions. This type can also be used to set certain criteria during the test run to a value individually defined by the user.An example of this is the input of a maximum speed of the vehicle recognized by the user while driving, which can be different for each vehicle and thus during is unknown to the maneuver definition. These three basic categories of sub-maneuvers enable the creation of a comprehensive one for each maneuver
    Maneuver structure.
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    Each sub-maneuver can be supplemented with any number of criteria of different types, via which the execution of the maneuver can be evaluated and monitored in a defined manner. Dynamic criteria can be used, for example, to monitor the transition from one state to another state, steady-state criteria define conditions for holding a state for a certain time, entry criteria are evaluated at the start of a sub-maneuver, and maintain criteria must be maintained during of a transient criterion are met consistently, abort criteria define termination conditions and complete criteria allow the maneuver to be successfully ended prematurely. By default, a maneuver is considered successful if all steps have been successfully completed. A complete criterion, on the other hand, defines which state is also a success. If, for example, it is to be checked whether ESP is activated for a certain driving behavior, a certain sequence of driving maneuvers is necessary in order to trigger this activation. However, as soon as ESP is activated, the maneuver applies
    as complete and the goal has been achieved.
    Furthermore, the maneuver editor for the individual sub-maneuvers can be used to define precise intervals for the duration of the sub-maneuver, tolerance values for all criteria and the sub-maneuver itself, and, if necessary, the auditory feedback during the test drive via text-to-speech. Threshold values can also be configured for criteria
    from which a maneuver is interpreted as failed.
    In the configuration environment, auxiliary texts can be formulated for each sub-maneuver, which are displayed and / or displayed by the person performing the sub-maneuver 3
    can be read out automatically.
    In addition, the maneuver editor allows postprocessing criteria (or goals) to be defined, which are automatically evaluated and presented at the end of each test run. The evaluation routine of the program examines the recorded measurement data for threshold violations and, if necessary, carries out further calculations to be checked. The further calculations can be done using any programmed
    Additional functions (e.g. concerto scripting, Python, etc.) can be implemented.
    The criteria can be assigned to measurement channels that are recorded during the test run. For reasons of clarity, it is preferred not to use the exact channel name for the description of the criteria, but to keep the name of the criteria generic, clear and easily understandable by means of descriptive names. The assignment of the criteria to the corresponding channels of the control unit 8 or other measuring instruments, such as the external sensor 7, is carried out in the maneuver editor before the start of the test run. The assignment of the channels can
    centrally stored in a (company) network and automatically in future applications
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    be linked. If all channels used have already been defined, the
    Configuration of the channels cannot be carried out again.
    To ensure a generic definition of the maneuvers, which is independent of the respective hardware and (vehicle) software, alias names for the actual measurement signals can be used in the maneuver definition. Before the actual test run is carried out, the user then links these aliases to the actual signals recorded by the respective hardware. This only has to be done once. The assignment is subsequently saved in a central database and supplemented by the current context (vehicle, project, user, etc.). This allows different assignments of the aliases to the actual measurement signals to be saved
    and automatically reassign based on the context.
    The actual test run can be defined in another subroutine,
    hereinafter referred to as the "configuration environment".
    Before the start of the test run, any combination and sequence of stored maneuvers can be selected in the configuration environment from a maneuver library (this can be expanded by maneuvers that you have created yourself). This selection defines the scope of the test run and is automatically converted into one
    Queue to be processed.
    Postprocessing layouts can also be defined, added and edited in the configuration environment. These can be automated with the associated after the test run
    Data is filled and thus exported as a report.
    Both simple and more complicated interventions (in the sense of an optimization functionality) in the control behavior of the control unit 8 or in the behavior of other components of the vehicle infrastructure 2 can be carried out during a test run. The interventions in the control behavior can be defined in advance for a test run in the configuration environment, or can also be carried out “manually” during the test run. The interventions can include changes in calibration variables, for example. Likewise, variable blocks can be created here to show the current status of the
    Store control units for later evaluation.
    In the context of the present disclosure, “optimization functionality” is understood to be a targeted, continuous adaptation of specified control variables that
    serves to find a target state.
    The predefined sequence of maneuvers to be carried out during the configuration is used in connection with the present disclosure as a test schedule
    designated. Regardless of whether the configuration of the test run on the test terminal 1
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    done itself, or on another computer, the finished test schedule is stored in a memory of the computing unit 4 of the test terminal 1, so that it from the
    Test Terminal 1 can be used during the test run.
    When the configuration of the test run has been completed and the test schedule has been stored in the memory of the computing unit 4, the actual test run can be started. The maneuvers selected for the test run and contained in the test schedule are processed in sequence. After completing one maneuver, the next one is automatically initialized. If a maneuver is not successfully completed, the possibility can be offered, for example, to repeat this maneuver. During the execution of the maneuver, the defined criteria are loaded in the current sub-maneuver and these are presented to the user in an audiovisual manner. This display shows whether the current signal deviates from the ideal curve (too high, too low, too slow, too fast, etc.). A dynamic progress indicator, for example in the form of a progress bar or the like, can also signal how long or how quickly the criterion should be met. The completion of a sub-maneuver can be confirmed by an audio signal or via the display. The auxiliary texts that may have been formulated for the sub-maneuvers can be read out automatically when the sub-maneuver is called up
    will.
    Pop-up windows can be used, for example, as a prompt, especially if the test schedule uses sub-maneuvers of the user input type. This allows, for example, the use of vehicle channels that are per se unreliable, not measured or not measurable, or the evaluation of other states and signals by driver-related confirmation and input fields (for example, the person responsible has the responsibility to reliably state the status of the criterion in order to do this
    Complete sub-maneuvers with user input).
    After the test run has ended, the stored measurement signals are evaluated with regard to the defined evaluation steps and goals (which were previously defined in the configuration environment). In addition, key performance indicators are calculated and
    predefined layouts are filled with the evaluated data.
    An exemplary method sequence is described below with reference to that in FIG. 2
    block diagram shown as an example.
    The method sequence shown in FIG. 2 begins at step 101, in which a test sequence plan is created with a predefined sequence of maneuvers to be carried out. To do this, a maneuver definition is made first. The user defines any number of maneuvers as sequences of system states and calibration activities
    ("Sub-maneuvers) by any number of criteria. Every maneuver can thus be considered
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    represent a sequence of sub-maneuvers. The test schedule is defined by selecting previously defined maneuvers with a specific sequence. Furthermore, measurement signals become the associated aliases, which indicate the respective system state of the steps (reaching a target state and / or performing a calibration activity)
    Define maneuvers, assigned.
    The activities of step 101 described above defined a preparation and configuration phase. These activities can be repeated or revised iteratively,
    until finally an executable test schedule for the test run is completed.
    At step 102, the test run is started. The user starts the test run after connecting the test terminal to the corresponding interfaces of the vehicle infrastructure 2, which can be done on the road or on a test bench. When connecting, the automatic recording of the relevant is preferred
    Measurement date of vehicle infrastructure 2 started.
    Step 103 comprises the actual test run, the individual maneuvers or the sub-maneuvers defined in each maneuver being carried out in the predefined sequence, while current measurement data of the vehicle infrastructure are determined and stored (1033). The step of automatically recording (determining and storing) measurement data is shown in FIG. 2 as step 1033 and preferably extends over the
    entire sequence of the test run 103.
    For each sub-maneuver, the defined criteria are loaded first (1031), whereby also
    the defined system states are checked.
    Audiovisual feedback signals the target and actual status of the vehicle infrastructure to the executing person (1032) and instructions for the correct one
    Given the current step.
    Compliance with the criteria is monitored (1034) by comparison with the current measurement data of the vehicle infrastructure (2).
    When the target state is reached within the defined time and value limits as well as further defined target criteria, the current step (ie the corresponding sub-maneuver) is completed (1035) and the next step (ie the next sub-maneuver) is started automatically until the last sub-maneuver of the last Maneuvers in the test schedule have been carried out, which ends the test run. If an error condition occurs, depending on the configuration of the sub-maneuver and the type of error, Test Terminal 1 decides whether correction suggestions are displayed (e.g. restarting the maneuver / the current sub-maneuver, performing an alternative step, short-term
    Adjustments of the measured variable concerned without aborting the current step, etc.), or
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    whether the sub-maneuver, the maneuver or the test run should be stopped as a whole. In the event of an interruption, the test terminal 1 may ensure that a state that is safe for both the occupant and the vehicle is restored. This is achieved, for example, by reversing changes made to the vehicle either automatically or “manually” (e.g. changed calibration values of the respective vehicle control unit). Even if the test run is ended correctly, a
    such safe condition established.
    After the test run, an automated evaluation of the data associated with the test run takes place in step 104. The areas relevant for a maneuver are extracted from the measurement data and the fulfillment of previously defined target criteria is checked by analyzing the corresponding signals and / or the calculated variables derived therefrom. Finally, the results can be condensed into a report that includes the test run
    any number of predefined representations presented to the user.
    The devices and methods described above can have numerous advantages
    can be achieved, which are summarized in the following key words and examples.
    - The connection to the vehicle infrastructure 2 and the measuring instruments present therein (which can be achieved, for example, via the control unit 8
    enables) a direct reference to the relevant data.
    - While driving, the trend of the displayed sizes is always visible, so the
    Driver can take immediate action.
    - Audiovisual feedback enables the driver during the maneuvers in
    Detect real-time errors and fix them as quickly as possible.
    - If an error condition occurs, the application offers increased occupant and vehicle safety by automatically restoring the initial state of any calibration changes to the vehicle and / or performing further ones
    Calibration activities.
    - Possible dangerous conditions, which can occur due to the non-detection of a dangerous vehicle condition, and which, due to the flood of signals and their high update rate in the millisecond range, have so far been difficult or impossible
    were identified, are avoided or minimized.
    - During the test runs, calibration parameters can be automatically adjusted in accordance with the definition of the maneuvers in order to simulate desired scenarios. This is done in (pseudo) real time while minimizing input errors, since the configuration happens in advance, and the
    Maneuvering sequence can be validated.
    15/54 ”
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    - After the successful completion of a test run, the measured signals must be checked again and a customized evaluation must be carried out. This complex work, which is currently carried out “manually”, is considerably simplified and shortened by the methods and devices according to the invention. Data integrity is ensured by fulfilling the maneuver criteria and the
    Pre-configured evaluation can be carried out and presented automatically.
    - After the test run, an automatic report generation can take place and it can
    predefined KPIs (key performance indicators) are displayed.
    - The higher efficiency allows access according to the "first time right" principle
    automatic post-processing and report generation.
    - By shortening the necessary working hours and the possibility of being able to use less intensively trained personnel to drive the test runs,
    considerable time and cost savings can be realized.
    Reference number: test terminal 1
    Vehicle infrastructure 2 Executing person 3 Computing unit 4 User interface 5 Data interface 6 External sensor 7
    Control unit 8
    16/54 ”
    权利要求:
    Claims (11)
    [1]
    1. Test terminal (1) to support an executing person (3) in a test run carried out with a vehicle infrastructure (2), the test terminal (1) having at least one computing unit (4), at least one user interface (5) and at least one data interface (6 ), which is able to receive data from components of the vehicle infrastructure (2), characterized in that a test schedule with a sequence of preconfigured maneuvers to be carried out during the test run is stored in a memory of the computing unit (4), with at least the maneuver to be carried out can be signaled to the computing unit (4) of the executing person (3) via the user interface (5) and the execution thereof based on
    of vehicle measurement data received via the data interface (6) can be monitored.
    [2]
    2. Test terminal (1) according to claim 1, characterized in that the user interface (5) at least one screen and / or at least one speaker
    having.
    [3]
    3. Test terminal (1) according to claim 1 or 2, characterized in that the
    User interface (5) has an input device.
    [4]
    4. Test terminal (1) according to one of claims 1 to 3, characterized in that the user interface (5) is designed to provide acoustic and / or visual signals via at least one signaling device provided in the vehicle infrastructure (2)
    to spend.
    [5]
    5. Test terminal (1) according to one of claims 1 to 4, characterized in that the data interface (6) to an internal network, in particular to a bus system
    Vehicle infrastructure (2) can be connected.
    [6]
    6. Test terminal (1) according to claim 5, characterized in that the data interface (6) to an interface provided in the vehicle infrastructure,
    in particular a standardized interface can be connected.
    [7]
    7. In a test terminal (1) according to one of claims 1 to 6 implemented method for supporting an executing person (3) in a with a vehicle infrastructure
    (2) performed test run, the method comprising the following steps:
    - Establish (101) a test schedule with a predefined sequence
    maneuvers to be carried out, - starting (102) the test run,
    - Execute (103) the maneuvers defined in the test sequence plan one after the other.
    17158 ”
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    [8]
    8. The method of claim 7, wherein each maneuver has a defined sequence of sub-maneuvers and wherein criteria can be defined for each maneuver and / or each sub-maneuver, and wherein the execution of a maneuver is carried out one after the other
    (103) comprises the sub-maneuvers defined for this maneuver, each comprising o loading (1031) criteria defined for the current sub-maneuver, o signaling (1032) the criteria to an executing person (3),
    o Determination and storage (1033) of current measurement data of the
    Vehicle infrastructure (2),
    o Monitoring (1034) the criteria by comparison with the current measurement data
    the vehicle infrastructure (2), and o completing (1035) the sub-maneuver after correct execution.
    [9]
    9. The method according to claim 7 or 8, characterized in that after the completion of the last maneuver an evaluation (104) of while executing
    stored data and, if necessary, an automated report generation takes place.
    [10]
    10. The method according to any one of claims 7 to 9, characterized in that during the test run changes, in particular changes in calibration variables, on the
    Vehicle infrastructure (2) can be made.
    [11]
    11. The method according to claim 10, characterized in that after completion or termination of the test run, a functionality to undo beforehand
    made changes to the vehicle infrastructure (2) is implemented.
    12. The method according to any one of claims 7 to 10, characterized in that to define the test schedule in a maneuver library maneuvers to choose from
    to be provided.
    13. Computer program comprising commands which, when the program is executed by the computing unit (4) of a test terminal (1) according to one of claims 1 to 6, cause this test terminal (1) to carry out the method steps according to one of claims 7 to
    11 to perform.
    18/24 ”
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    同族专利:
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    EP3644148B1|2021-12-15|
    EP3644148A1|2020-04-29|
    AT521832B1|2020-10-15|
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    DE102020112490A1|2020-05-08|2021-11-11|Bayerische Motoren Werke Aktiengesellschaft|Generating at least one test instruction for carrying out a test with a motor vehicle|
    US20220048526A1|2020-08-14|2022-02-17|Continental Automotive Systems, Inc.|Method and apparatus for self-diagnosis, self-calibration, or both in an autonomous or semi-autonomous vehicles|
    DE102020123610A1|2020-09-10|2022-03-10|Bayerische Motoren Werke Aktiengesellschaft|System and method for testing vehicle functions|
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    ATA50911/2018A|AT521832B1|2018-10-22|2018-10-22|Test terminal to support an executing person|ATA50911/2018A| AT521832B1|2018-10-22|2018-10-22|Test terminal to support an executing person|
    EP19204460.0A| EP3644148B1|2018-10-22|2019-10-22|Test terminal for tests of an infrastructure of a vehicle|
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