Engineering assist method and system

• US 20040107082A1
• Filed: 08/29/2003
• Published: 06/03/2004
• Est. Priority Date: 09/04/2002
• Status: Active Grant

• Current Assignee: Nissan Motor Co., Ltd.
• Original Assignee: Nissan Motor Co., Ltd.
• Inventors: Sato, Osamu, Katayama, Takeshi, Matano, Hirokazu, Imai, Kouji, Saito, Haruki
• Granted Patent: US 7,315,804 B2
• Time in Patent Office: Days
• US Class Current: 703/8
• CPC Class Codes: B60T 2270/602 ABS features related thereto
• CPC Class Codes: B60T 2270/86 Optimizing braking by using ESP vehicle or tire model
• CPC Class Codes: B60T 8/17551 determining control parameters related to vehicle stability used in the regulation, e.g. by calculations involving measured or detected parameters
• CPC Class Codes: B60T 8/17552 responsive to the tire sideslip angle or the vehicle body slip angle
• CPC Class Codes: G01M 17/007 Wheeled or endless-tracked vehicles G01M17/08 takes precedence
• CPC Class Codes: G06F 30/15 Vehicle, aircraft or watercraft design

Abstract

A car engineering assist system and method establish a master data and set a computer-generated virtual car model to represent at least a portion of a product design specification (PDS) of a test car. A real time simulator performs computer simulation of a test module using the car model, which has been set to represent at least the portion of the PDS of the test car, to produce a simulation result. A logic unit performs conformity assessment of the test module based on the simulation result and the master data.

Claims

1. A car engineering assist method comprising:

establishing a master data;

setting a computer-generated virtual car model to represent at least a portion of a product design specification (PDS) of a test car;

performing computer simulation of a test module using the car model, which has been set to represent at least the portion of the PDS of the test car, to produce a simulation result; and

performing conformity assessment of the test module based on the simulation result and the master data.

2. The method as claimed in claim 1, wherein the establishing a master data includes:

setting the computer-generated virtual car model to represent at least a portion of a PDS of a master car; and

performing computer simulation of a master module using the car model, which has been set to represent at least the portion of the PDS of the master car, to produce a simulation result for creation of alternative characteristics for conformity assessment of the test module in terms of its system operation and for conformity assessment of the test module in terms of its effectiveness on the test car,

the alternative characteristics constituting the master data.

3. The method as claimed in claim 2, wherein the master car installed with the master module exhibits satisfactory performance and the master module exhibits satisfactory system operation.

4. The method as claimed in claim 1, wherein the establishing a master data includes:

collecting data obtained by road testing of a master car installed with a master module for creation of alternative characteristics for conformity assessment of the test module in terms of its system operation and for conformity assessment of the test module in terms of its effectiveness on the test car,

the alternative characteristics constituting the master data.

5. The method as claimed in claim 1, wherein the master data includes alternative characteristics for conformity assessment of the test module in terms of its system operation and for conformity assessment of the test module in terms of its effectiveness on the test car.

6. The method as claimed in claim 5, wherein the performing conformity assessment includes:

processing the simulation result to create alternative characteristics of the test module in terms of its system operation and in terms of its effectiveness on the test car.

7. The method as claimed in claim 6, wherein the performing conformity assessment includes:

comparing the alternative characteristics of the test module to the alternative characteristics for conformity assessment of the test module, respectively.

8. The method as claimed in claim 7, wherein the performing conformity assessment includes:

making decision based on the comparison result whether or not modification of the test module is needed.

9. The method as claimed in claim 5, wherein the master and test modules are of different makes and designed to operate in similar manners, respectively.

10. The method as claimed in claim 5, wherein the master and test modules are of the same make and designed to operate in the same manner.

11. The method as claimed in claim 5, wherein the master and test modules are of a system, including an actuator under control of a microprocessor based controller.

12. The method as claimed in claim 11, wherein the system is one of an anti-lock braking system (ABS), a traction control system (TCS) and a vehicle dynamics control (VDC) system.

13. The method as claimed in claim 11, wherein the system is one of a four-wheel drive (4WD) system, and a four wheel steering (4WS) system.

14. The method as claimed in claim 11, wherein the system is one of a fuel cell vehicle (FCV) drive system, a hybrid electric vehicle (HEV) drive system, an engine-automatic transmission (A/T) drivetrain control system, an engine-continuously variable transmission (CVT) drivetrain control system, a steering system, an intervehicle control system, a lane following control system, an electric steering system, a power-assist control system, and a reaction control system.

15. The method as claimed in claim 5, wherein the master and test modules are of an anti-lock braking system (ABS), wherein processing the simulation result creates, as the alternative characteristic of the test module in terms of its effectiveness on the test car, a deceleration factor that is expressed as a ratio between average of deceleration and peak thereof on constraint of antilock braking, and wherein the master data includes, as the alternative characteristic for conformity assessment of the test module in terms of its effectiveness on the test car, a desired value of the deceleration factor.

16. The method as claimed in claim 15, wherein processing the simulation result creates, as the alternative characteristics of the test module in terms of its system operation, the time integral of braking force on constraint of anti-lock braking, the average of braking force on constraint of anti-lock braking and time required to stop a car on constraint of anti-lock braking, and wherein the master data includes, as the alternative characteristics for conformity assessment of the test module in terms of its system operation, a desired value of the time integral of braking force, a desired value of the average of braking force, and a desired value of the time.

17. The method as claimed in claim 5, wherein the master and test modules are of a traction control system (TCS), wherein processing the simulation result creates, as the alternative characteristics of the test module in terms of its effectiveness on the test car, the time integral of longitudinal car acceleration over span from the first occurrence of wheel slip to the subsequent convergent point thereof on constraint of traction control, and a change in longitudinal car acceleration between the average of longitudinal car acceleration over span from the first occurrence of wheel slip to the subsequent convergent point thereof and the minimum longitudinal car acceleration on constraint of traction control, and wherein the master data includes, as the alternative characteristics for conformity assessment of the test module in terms of its effectiveness on the test car, a desired value of the time integral of longitudinal car acceleration and a desired value of the change in longitudinal car acceleration.

18. The method as claimed in claim 17, wherein processing the simulation result creates, as the alternative characteristics of the test module in terms of its system operation, the time integral of wheel slip over the first cycle on constraint of traction control, a change in wheel slip over the first cycle on constraint of traction control, and a slip occurrence time from the first occurrence of wheel slip to the subsequent convergent point thereof, and the master data includes, as the alternative characteristics for conformity assessment of the test module in terms of its system operation, a desired value of the time integral of wheel slip and a desired value of the change in wheel slip.

19. The method as claimed in claim 5, wherein the master and test modules are of a vehicle dynamics control (VDC) system, wherein processing the simulation result creates, as the alternative characteristic of the test module in terms of its effectiveness on the test car, a car slip angle hysteresis on constraint of VDC, and wherein the master data includes, as the alternative characteristic for conformity assessment of the test module in its effectiveness on the test car, a desired form of the car slip angle hysteresis.

20. The method as claimed in claim 19, wherein processing the simulation result creates, as the alternative characteristics of the test module in terms of its system operation, a car slip angle on constraint of VDC and a change in car slip angle on constraint of VDC, and wherein the master data includes, as the alternative characteristics for conformity assessment of the test module in its system operation, a desired value of the car slip angle and a desired value of the change in car slip angle.

21. An engineering assist system comprising:

a master data;

a test module;

a real time simulator performing computer simulation of the test module using a computer-generated virtual car model, which is set to represent at least a portion of a product design specification (PDS) of a test car, to produce a simulation result; and

a logic unit performing conformity assessment of the test module based on the simulation result and the master data.

22. The system as claimed in claim 21, wherein the master data is established on knowledge base that a master car installed with a master module exhibits satisfactory performance and the master module exhibits satisfactory system operation.

23. The method as claimed in claim 22, wherein the master and test modules are of a system, including an actuator under control of a microprocessor based controller.

24. The method as claimed in claim 23, wherein the system is one of an anti-lock braking system (ABS), a traction control system (TCS) and a vehicle dynamics control (VDC) system.

25. The method as claimed in claim 23, wherein the system is one of a four-wheel drive (4WD) system, and a four wheel steering (4WS) system.

26. The method as claimed in claim 23, wherein the system is one of a fuel cell vehicle (FCV) drive system, a hybrid electric vehicle (HEV) drive system, an engine-automatic transmission (A/T) drivetrain control system, an engine-continuously variable transmission (CVT) drivetrain control system, a steering system, an intervehicle control system, a lane following control system, an electric steering system, a power-assist control system, and a reaction control system.

27. The system as claimed in claim 24, wherein the master data includes alternative characteristics for conformity assessment of the test module in terms of its system operation, and wherein the simulation result is processed to create alternative characteristics of the test module in its system operation.

28. The system as claimed in claim 22, wherein the master data is established by

setting the computer-generated virtual car model to represent at least a portion of a PDS of the master car;

and

having the real time simulator perform computer simulation of the master module using the car model, which has been set to represent at least the portion of the PDS of the master car, to produce a simulation result for creation of alternative characteristics for conformity assessment of the test module in terms of its system operation.

29. The system as claimed in claim 22, wherein the master data is established by

collecting data obtained by road testing of the master car installed with the master module for creation of alternative characteristics for conformity assessment of the test module in terms of its system operation.

30. The system as claimed in claim 27, wherein the conformity assessment performed by the logic unit determines whether or not each of a set of deviations of the alternative characteristics of the test module in terms of its system operation from the alternative characteristics for conformity assessment of the test module in terms of its system operation falls in a predetermined range, and, if this is the case, makes a decision that the test module will perform its operation satisfactorily in its installed state on the test car.

31. The system as claimed in claim 24, wherein the master data includes alternative characteristic for conformity assessment of the test module in terms of its effectiveness on the test car, and wherein the simulation result is processed to create alternative characteristic of the test module in its effectiveness on the test car.

32. The system as claimed in claim 31, wherein the conformity assessment performed by the logic unit determines whether or not a deviation of the alternative characteristic of the test module in terms of its effectiveness on the test car from the alternative characteristic for conformity assessment of the test module in terms of its effectiveness on the test car falls in a predetermined range, and, if this is the case, makes a decision that the test module will have a satisfactory fit to the test car.

33. The system as claimed in claim 24, wherein the master data includes alternative characteristics for conformity assessment of the test module in terms of its system operation and for conformity assessment of the test module in terms of its effectiveness on the test car, and wherein the simulation data is processed to create alternative characteristics of the test module in terms of its system operation and in terms of its effectiveness on the test car.

34. The system as claimed in claim 33,

wherein the conformity assessment performed by the logic unit determines whether or not each of a set of deviations of the alternative characteristics of the test module in terms of its system operation from the alternative characteristics for conformity assessment of the test module in terms of its system operation falls in a predetermined range,

wherein the conformity assessment performed by the logic unit determines whether or not a deviation of the alternative characteristic of the test module in terms of its effectiveness on the test car from the alternative characteristic for conformity assessment of the test module in terms of its effectiveness on the test car falls in a predetermined range, and

wherein the conformity assessment performed by the logic unit makes a decision that modification to the test module has been completed and the test module as modified will have a satisfactory fit to the test car upon determination that each of the set of deviations of the alternative characteristics of the test module in terms of its system operation from the alternative characteristics for conformity assessment of the test module in terms of its system operation fails to fall in the predetermined range, and the deviation of the alternative characteristic of the test module in terms of its effectiveness on the test car from the alternative characteristic for conformity assessment of the test module in terms of its effectiveness on the test car falls in the predetermined range.

35. The system as claimed in claim 30,

wherein the test module is the ABS,

wherein the simulation result produced by the real time simulator includes variations of wheel braking force against time, which are processed to create, as the alternative characteristic of the test module in terms of its system operation, a variation characteristic of wheel braking force, and

wherein the master data includes, as the alternative characteristic for conformity assessment of the test module in terms of its system operation, a desired variation characteristic of wheel braking force.

36. The system as claimed in claim 35,

wherein processing the simulation result creates, as the alternative characteristic of the test module in terms of its system operation, the time integral of braking force on constraint of anti-lock braking, the average of braking force on constraint of anti-lock braking and the stopping time required to stop a car on constraint of anti-lock braking, and

wherein the master data includes, as the alternative characteristics for conformity assessment of the test module in terms of its system operation, a desired value of the time integral of braking force on constraint of anti-lock braking, a desired value of the average of braking force on constraint of anti-lock braking and a desired value of the stopping time required to stop a car on constraint of anti-lock braking.

37. The system as claimed in claim 36,

wherein the conformity assessment performed by the logic unit determines whether or not the time integral of braking force created by processing the simulation result is greater than a first reference obtained by subtracting a first predetermined value from the desired value of the time integral of braking force,

wherein the conformity assessment performed by the logic unit determines whether or not the average of braking force created by processing the simulation result is greater than a second reference obtained by subtracting a second predetermined value from the desired value of the average of braking force,

wherein the conformity assessment performed by the logic unit determines whether or not the stopping time required to stop a car created by processing the simulation result is less than a third reference obtained by subtracting a third predetermined value from the desired value of the stopping time required to stop a car, and

wherein the conformity assessment performed by the logic unit makes a decision that the test module has a satisfactory fit to the test car upon determination that the time integral of braking force created by processing the simulation data is greater than the first reference, the average of braking force created by processing the simulation result is greater than the second reference, and the stopping time required to stop a car created by processing the simulation result is less than the third reference.

38. The system as claimed in claim 32,

wherein the test module is the ABS,

wherein the simulation result produced by the real time simulator includes variations of car longitudinal acceleration against time, which are processed to create, as the alternative characteristic of the test module in terms of its effectiveness on the test car, a variation characteristic of car longitudinal acceleration, and

wherein the master data includes, as the alternative characteristic for conformity assessment of the test module in terms of its effectiveness on the test car, a desired variation characteristic of car longitudinal acceleration.

39. The system as claimed in claim 38,

wherein processing the simulation data creates, as the alternative characteristic of the test module in its effectiveness on the test car, a deceleration factor that is expressed as a ratio between the average of car deceleration and peak thereof on constraint of anti-lock braking,

wherein the master data includes, as the alternative characteristic for conformity assessment of the test module in terms of its effectiveness on the test car, a desired value of the deceleration factor,

wherein the conformity assessment performed by the logic unit determines whether or not the deceleration factor created by processing the simulation result is greater than a reference obtained by subtracting a predetermined value from the deceleration factor of the master data,

wherein the conformity assessment performed by the logic unit makes a decision that the test module has a satisfactory fit to the test car upon determination that the deceleration factor created by processing the simulation result is greater than the reference.

40. The system as claimed in claim 34,

wherein the test module is the ABS,

wherein the simulation result produced by the real time simulator includes variations of wheel braking force against time, which are processed to create, as the alternative characteristics of the test module in terms of its system operation, a variation characteristic of wheel braking force,

wherein the master data includes, as the alternative characteristic for conformity assessment of the test module in terms of its system operation, a desired variation characteristic of wheel braking force,

wherein the simulation result produced by the real time simulator includes variations of longitudinal car acceleration against time, which are processed to create, as the alternative characteristic of the test module in terms of its effectiveness on the test car, a variation characteristic of longitudinal car acceleration, and

wherein the master data includes, as the alternative characteristic for conformity assessment of the test module in terms of its effectiveness on the test car, a desired variation characteristic of longitudinal car acceleration

41. The system as claimed in claim 40,

wherein processing the simulation result creates, as the alternative characteristics of the test module in terms of its system operation, the time integral of braking force on constraint of anti-lock braking, the average of braking force on constraint of anti-lock braking and the stopping time required to stop a car on constraint of anti-lock braking,

wherein the master data includes, as the alternative characteristics for conformity assessment of the test module in terms its system operation, a desired value of the time integral of braking force on constraint of anti-lock braking, a desired value of the average of braking force on constraint of anti-lock braking, and a desired value of the stopping time required to stop a car on constraint of anti-lock braking,

wherein processing the simulation data creates, as the alternative characteristic of the test module in terms of its effectiveness on the test car, a deceleration factor that is expressed as a ratio between the average of car deceleration and peak thereof on constraint of anti-lock braking, and

wherein the master data includes, as the alternative characteristic for conformity assessment of the test module in terms of its effectiveness on the test car, a desired value of the deceleration factor.

42. The system as claimed in claim 41,

wherein the conformity assessment performed by the logic unit determines whether or not the time integral of braking force created by processing the simulation result is greater than a first reference obtained by subtracting a first predetermined value from the desired value of the time integral of braking force,

wherein the conformity assessment performed by the logic unit determines whether or not the average of braking force created by processing the simulation result is greater than a second reference obtained by subtracting a second predetermined value from the desired value of the average of braking force,

wherein the conformity assessment performed by the logic unit determines whether or not the stopping time required to stop a car created by processing the simulation result is less than a third reference obtained by subtracting a third predetermined value from the desired value of the stopping time required to stop a car,

wherein the conformity assessment performed by the logic unit determines whether or not the deceleration factor created by processing the simulation result is greater than a fourth reference obtained by subtracting a fourth predetermined value from the desired value of the deceleration factor,

wherein the conformity assessment performed by the logic unit makes a decision that the test module has a satisfactory fit to the test car upon determination that the time integral of braking force created by processing the simulation data is greater than the first reference, the average of braking force created by processing the simulation result is greater than the second reference, and the stopping time required to stop a car created by processing the simulation result is less than the third reference, and the deceleration factor created by processing the simulation result is greater than the fourth reference,

wherein the conformity assessment performed by the logic unit makes a decision that the test module has a satisfactory fit to the test car upon determination that the deceleration factor created by processing the simulation result is greater than the fourth reference unless the time integral of braking force created by processing the simulation data is greater than the first reference, the average of braking force created by processing the simulation result fails is greater than the second reference, and the stopping time required to stop a car created by processing the simulation result fails is less than the third reference, and

wherein the conformity assessment performed by the logic unit makes a decision that the test module fails to have a satisfactory fit to the test car upon determination otherwise.

43. The system as claimed in claim 30,

wherein the test module is the TCS,

wherein the simulation result produced by the real time simulator includes variations of wheel spin velocity against time, which are processed to create, as the alternative characteristic of the test module in terms of its system operation, a variation characteristic of wheel spin velocity,

wherein the master data includes, as the alternative characteristic for conformity assessment of the test module in terms of its system operation, a desired variation characteristic of wheel spin velocity.

44. The system as claimed in claim 43,

wherein processing the simulation result creates, as the alternative characteristics of the test module in terms of its system operation, the time integral of wheel slip over the first cycle on constraint of traction control, a change in wheel slip over the first cycle on constraint of traction control, and a slip occurrence time from the first occurrence of wheel slip to the subsequent convergent point thereof, and

wherein the master data includes, as the alternative characteristics for conformity assessment of the test module in terms of its system operation, a desired value of the time integral of wheel slip, a desired value of the change in wheel slip, and a desired value of the slip occurrence time.

45. The system as claimed in claim 44,

wherein the conformity assessment performed by the logic unit determines whether or not the time integral of wheel slip created by processing the simulation result is less than a first reference value obtained by adding a first predetermined value to the desired value of the time integral of wheel slip,

wherein the conformity assessment performed by the logic unit determines whether or not the change in wheel slip created by processing the simulation result is less than a second reference value obtained by adding a second predetermined value to the desired value of the change in wheel slip,

wherein the conformity assessment performed by the logic unit determines whether or not the slip occurrence time created by processing the simulation result is less than a third reference value obtained by adding a third predetermined value to the desired value of the slip occurrence time, and

wherein the conformity assessment performed by the logic unit makes a decision that the test module has a satisfactory fit to the test car upon determination that the time integral of wheel slip created by processing the simulation result is less than the first reference value, the change in wheel slip created by processing the simulation result is less than the second reference value, and the slip occurrence time created by processing the simulation result is less than the third reference value.

46. The system as claimed in claim 32,

wherein the test module is the TCS,

wherein the simulation result produced by the real time simulator includes variations of car longitudinal deceleration against time, which are processed to create, as the alternative characteristic of the test module in terms of its effectiveness on the test car, a variation characteristic of car longitudinal acceleration, and

wherein the master data includes, as the alternative characteristic for conformity assessment of the test module in terms of its effectiveness on the test car, a desired variation characteristic of car longitudinal acceleration.

47. The system as claimed in claim 46,

wherein processing the simulation result creates, as the alternative characteristics of the test module in terms of its effectiveness on the test car, the time integral of longitudinal car acceleration over span from the first occurrence of wheel slip to the subsequent convergent point thereof on constraint of traction control, and a change in longitudinal car acceleration between the average of longitudinal car acceleration over span from the first occurrence of wheel slip to the subsequent convergent point thereof and the minimum longitudinal car acceleration on constraint of traction control,

wherein the master data includes, as the alternative characteristics for conformity assessment of the test module in its effectiveness on the test car, a desired value of the time integral of longitudinal car acceleration and a desired value of the change in longitudinal car acceleration,

wherein the conformity assessment performed by the logic unit determines whether or not the time integral of longitudinal car acceleration created by processing the simulation result is greater than a fourth reference value obtained by subtracting a fourth predetermined value from the desired value of the time integral of longitudinal car acceleration,

wherein the conformity assessment performed by the logic unit determines whether or not the change in longitudinal car acceleration created by processing the simulation result is greater than a fifth reference value obtained by subtracting a fifth predetermined value from the desired value of the change in longitudinal car acceleration,

wherein the conformity assessment performed by the logic unit makes a decision that the test module has a satisfactory fit to the test car upon determination that the time integral of longitudinal car acceleration created by processing the simulation result is greater than the fourth reference value and the change in longitudinal car acceleration created by processing the simulation result is greater than the fifth reference value.

48. The system as claimed in claim 34,

wherein the test module is the TCS,

wherein the simulation result produced by the real time simulator includes variations of wheel spin velocity against time, which are processed to create, as the alternative characteristic of the test module in terms of its system operation, a variation characteristic of wheel spin velocity,

wherein the master data includes, as the alternative characteristic for conformity assessment of the test module in terms of its system operation, a desired variation characteristic of wheel spin velocity,

wherein the simulation result produced by the real time simulator includes variations of longitudinal car acceleration against time, which are processed to create, as the alternative characteristic of the test module in terms of its effectiveness on the test car, a variation characteristic of longitudinal car acceleration, and

wherein the master data includes, as the alternative characteristic for conformity assessment of the test module in terms of its effectiveness on the test car, a desired variation characteristic of longitudinal car acceleration.

49. The system as claimed in claim 48,

wherein processing the simulation result creates, as the alternative characteristics of the test module in terms of its system operation, the time integral of wheel slip over the first cycle on constraint of traction control, a change in wheel slip over the first cycle on constraint of traction control, and a slip occurrence time from the first occurrence of wheel slip to the subsequent convergent point thereof,

wherein the master data includes, as the alternative characteristics for conformity assessment of the test module in terms of its system operation, a desired value of the time integral of wheel slip, a desired value of the change in wheel slip, and a desired value of the slip occurrence time,

wherein processing the simulation result creates, as the alternative characteristics of the test module in terms of its effectiveness on the test car, the time integral of longitudinal car acceleration over span from the first occurrence of wheel slip to the subsequent convergent point thereof on constraint of traction control, and a change in longitudinal car acceleration between the average of longitudinal car acceleration over span from the first occurrence of wheel slip to the subsequent convergent point thereof and the minimum longitudinal car acceleration on constraint of traction control, and

wherein the master data includes, as the alternative characteristics for conformity assessment of the test module in its effectiveness on the test car, a desired value of the time integral of longitudinal car acceleration and a desired value of the change in longitudinal car acceleration.

50. The system as claimed in claim 49,

wherein the conformity assessment performed by the logic unit determines whether or not the time integral of wheel slip created by processing the simulation result is less than a first reference value obtained by adding a first predetermined value to the desired value of the time integral of wheel slip,

wherein the conformity assessment performed by the logic unit determines whether or not the change in wheel slip created by processing the simulation result is less than a second reference value obtained by adding a second predetermined value to the desired value of the change in wheel slip,

wherein the conformity assessment performed by the logic unit determines whether or not the slip occurrence time created by processing the simulation result is less than a third reference value obtained by adding a third predetermined value to the desired value of the slip occurrence time

wherein the conformity assessment performed by the logic unit determines whether or not the time integral of longitudinal car acceleration created by processing the simulation result is greater than a fourth reference value obtained by subtracting a fourth predetermined value from the desired value of the time integral of longitudinal car acceleration,

wherein the conformity assessment performed by the logic unit determines whether or not the change in longitudinal car acceleration created by processing the simulation result is greater than a fifth reference value obtained by subtracting a fifth predetermined value from the desired value of the change in longitudinal car acceleration,

wherein the conformity assessment performed by the logic unit makes a decision that the test module has a satisfactory fit to the test car upon determination that the time integral of wheel slip created by processing the simulation result is less than the first reference value, the change in wheel slip created by processing the simulation result is less than the second reference value, the slip occurrence time created by processing the simulation result is less than the third reference value, the time integral of longitudinal car acceleration created by processing the simulation result is greater than the fourth reference value, and the change in longitudinal car acceleration created by processing the simulation result is greater than the fifth reference value,

wherein the conformity assessment performed by the logic unit makes a decision that the test module has a satisfactory fit to the test car upon determination that the time integral of longitudinal car acceleration created by processing the simulation result is greater than the fourth reference value, and the change in longitudinal car acceleration created by processing the simulation result is greater than the fifth reference value unless the time integral of wheel slip created by processing the simulation result is less than the first reference value, the change in wheel slip created by processing the simulation result is less than the second reference value, and the slip occurrence time created by processing the simulation result is less than the third reference value, and

wherein the conformity assessment performed by the logic unit makes a decision that the test module fails to have a satisfactory fit to the test car upon determination otherwise.

51. The system as claimed in claim 30,

wherein the test module is the VDC system,

wherein the simulation result produced by the real time simulator includes variations of slip angles of the front and rear axles against time, which are processed to create, as the alternative characteristic of the test module in terms of its system operation, a variation characteristic of slip angles of the front and rear axles, and

wherein the master data includes, as the alternative characteristic for conformity assessment of the test module in terms of its system operation, a desired variation characteristic of the slip angles of the front and rear axles.

52. The system as claimed in claim 51,

wherein processing the simulation result creates, as the alternative characteristics of the test module in terms of its system operation, a car slip angle on constraint of VDC, and a change in car slip angle on constraint of VDC, and

wherein the master data includes, as the alternative characteristics for conformity assessment of the test module in terms of its system operation, a desired value of the car slip angle, and a desired value of the change in car slip angle.

53. The system as claimed in claim 52,

wherein the conformity assessment performed by the logic unit determines whether or not the car slip angle created by processing the simulation result falls in a first predetermined window about the desired value of the car slip angle,

wherein the conformity assessment performed by the logic unit determines whether or not the change in car slip angle created by processing the simulation result falls in a second predetermined window about the desired value of the change in car slip angle, and

wherein the conformity assessment performed by the logic unit makes a decision that the test module has a satisfactory fit to the test car upon determination that the car slip angle created by processing the simulation result falls in the first predetermined window and the change in car slip angle created by processing the simulation result falls in the second predetermined window.

54. The system as claimed in claim 32,

wherein the test module is the VDC system,

wherein the simulation result produced by the real time simulator includes variations of car slip angle against time, which are processed to create, as the alternative characteristic of the test module in terms of its effectiveness on the test car, a variation characteristic of car slip angle, and

wherein the master data includes, as the alternative characteristic for conformity assessment of the test module in terms of its effectiveness on the test car, a desired variation characteristic of car slip angle.

55. The system as claimed in claim 54,

wherein processing the simulation result creates, as the alternative characteristic of the test module in terms of its effectiveness on the test car, a car slip angle hysteresis on constraint of VDC,

wherein the master data includes, as the alternative characteristic for conformity assessment of the test module in its effectiveness on the test car, a desired form of the car slip angle hysteresis,

wherein the conformity assessment performed by the logic unit determines whether or not the car slip angle hysteresis created by processing the simulation result falls in a third predetermined window about the desired form of the car slip angle hysteresis, and

wherein the conformity assessment performed by the logic unit makes a decision that the test module has a satisfactory fit to the test car upon determination that the car slip angle hysteresis falls in the third predetermined window.

56. The system as claimed in claim 34,

wherein the test module is the VDC system,

wherein the simulation result produced by the real time simulator includes variations of slip angles of the front and rear axles against time, which are processed to create, as the alternative characteristic of the test module in terms of its system operation, a variation characteristic of slip angles of the front and rear axles,

wherein the master data includes, as the alternative characteristic for conformity assessment of the test module in terms of its system operation, a desired variation characteristic of the slip angles of the front and rear axles,

wherein the simulation result produced by the real time simulator includes variations of car slip angle against time, which are processed to create, as the alternative characteristic of the test module in terms of its effectiveness on the test car, a variation characteristic of car slip angle, and

wherein the master data includes, as the alternative characteristic for conformity assessment of the test module in terms of its effectiveness on the test car, a desired variation characteristic of car slip angle.

57. The system as claimed in claim 56,

wherein processing the simulation result creates, as the alternative characteristics of the test module in terms of its system operation, a car slip angle on constraint of VDC, and a change in car slip angle on constraint of VDC, and

wherein the master data includes, as the alternative characteristics for conformity assessment of the test module in terms of its system operation, a desired value of the car slip angle, and a desired value of the change in car slip angle,

wherein processing the simulation result creates, as the alternative characteristic of the test module in terms of its effectiveness on the test car, a car slip angle hysteresis on constraint of VDC,

wherein the master data includes, as the alternative characteristic for conformity assessment of the test module in its effectiveness on the test car, a desired form of the car slip angle hysteresis.

58. The system as claimed in claim 57,

wherein the conformity assessment performed by the logic unit determines whether or not the car slip angle created by processing the simulation result falls in a first predetermined window about the desired value of the car slip angle,

wherein the conformity assessment performed by the logic unit determines whether or not the change in car slip angle created by processing the simulation result falls in a second predetermined window about the desired value of the change in car slip angle,

wherein the conformity assessment performed by the logic unit determines whether or not the car slip angle hysteresis created by processing the simulation result falls in a third predetermined window about the desired form of the car slip angle hysteresis,

wherein the conformity assessment performed by the logic unit makes a decision that the test module has a satisfactory fit to the test car upon determination that the car slip angle created by processing the simulation result falls in the first predetermined window, the change in car slip angle created by processing the simulation result falls in the second predetermined window, and the car slip angle hysteresis created by processing the simulation result falls in the third predetermined window,

wherein the conformity assessment performed by the logic unit makes a decision that the test module has a satisfactory fit to the test car upon determination that the car slip angle hysteresis created by processing the simulation result falls in the third predetermined window unless the car slip angle created by processing the simulation result falls in the first predetermined window, and the change in car slip angle created by processing the simulation result falls in the second predetermined window, and

wherein the conformity assessment performed by the logic unit makes a decision that the test module fails to have a satisfactory fit to the test car upon determination otherwise.