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pAGe 40 ASM TRAFFIC Example Application The following example test case shows how the function of an ACC ECU is tested on a HIL simulator. First the scenario is defined, and then automated testing is performed. Finally, the example explains the results that are obtained. The objective of this example is to show how certain properties of an ACC system can be evaluated. Defining the Traffic Scenario The scenario comprises the test vehicle and three fellow vehicles, one of which cuts into the test vehicle’s lane. This lane change is triggered when the distance between the test vehicle and the fellow vehicle drops below a certain value. In addition to showing the basic definition options, this example scenario also explains the method of segmentbased definition and eventbased segment transition. Segment 1: The starting point is a maneuver in which the test vehicle T travels along the left lane of a straight road at a speed of 120 km/h. The first fellow vehicle is initialized at a distance of 200 meters ahead of the test vehicle. The longitudinal positions of the two other fellow vehicles are each defined in terms of the distance to the vehicle behind. All the fellow vehicles have a speed of 100 km/h. The test vehicle T approaches the fellow vehicles in the passing lane at the ACCregulated speed of 120 km/h. When the distance between the test vehicle and fellow vehicle F2 drops below 30 meters, a segment end condition is reached. This event triggers the transition to the next segment, the cutin maneuver. Segment 2: Fellow vehicle F2 now performs a lane change into the passing lane (cut in). This brings it into the detection range of the test vehicle’s distance sensor. The ACC system now has to adjust the distance between the test vehicle and the fellow vehicle to the desired distance setting. Test Sequence Using the defined test scenario the following steps are performed at the HIL testing station to test the ACC ECU: 1. The ACC is switched on and its settings are specified. 2. The test scenario is run. 3. Measurement begins with the fellow vehicle’s first steering action. 4. Measurement data is captured until a constant driving state has been reached. 5. The measured data is evaluated. To vary the simulation, steps 1 to 5 can be repeated with the same scenarios but with different parameters. Variations Variations of the scenario can be run automatically in batch mode by using Python scripts in ModelDesk. The variations let the user apply different distance settings in the ACC and different fellow vehicle F2 speeds. measurement and Evaluation For evaluating this use case the following variables will be captured: n Speed of the test vehicle n Deceleration of the test vehicle n Speed of the fellow vehicle n Distance between the test vehicle and fellow vehicle F2 Segment 1 (Initial) d s T Segment 1 (End) Segment 2 d T = +2 m v T = 120 km/h s T = f (maneuver) F1 T d F1 = -2 m v F1 = 100 km/h 200 m
30 m F1 F2 F3 F1 F2 F3 F3 d F3 = -2 m v F3 = 100 km/h The measured signals are evaluated according to the following criteria: n Response time and control time of the ACC system n Distance to target object (as specified; as defined by law) n Controller behavior with regard to comfort (e. g., evaluation of test vehicle deceleration) d F1 = -2 m v F1 = 100 km/h s F1 = s T + 200 m T d T = +2 m v T = f (ACC) 10 m 10 m d F2 = -2 m v F2 = 100 km/h s F2 = s F1 + 10 m Segment end condition dist (F2,T) < 30 m triggers a lane change that will be performed in the next segment. F2 d F2 = -2 ... +2 m v F2 = 100 km/h d = lateral position on road s = longitudinal position on road v = vehicle speed d F3 = -2 m v F3 = 100 km/h s F3 = s F2 + 10 m ASM Traffic’s Profile Product Class: n Simulation of road traffic surrounding a test vehicle n Extension for the ASM Vehicle Dynamics Simulation Package Key functions: n Simulation of 15 independent fellow vehicles n Radar sensor model with a 3D beam n Multiple sensors n Flexible definition of traffic scenarios n Online and offline simulation in real time applications: n HIL testing of ACC and precrash ECUs n Function development for ACC and precrash systems pAGe 41
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