CN109814404B - In-loop simulation calibration system and calibration method of vehicle control unit - Google Patents
In-loop simulation calibration system and calibration method of vehicle control unit Download PDFInfo
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Abstract
The invention relates to an in-loop simulation calibration system of a vehicle controller, wherein a driver simulator is fixed on a six-degree-of-freedom platform, the output ends of an accelerator pedal state signal, a brake pedal state signal, a gear signal, a key signal and a steering wheel angle signal of the driver simulator are respectively connected with the corresponding input end of the vehicle controller to be calibrated, the controller calibration data output end of an upper computer is connected with the input end of the vehicle controller to be calibrated, the six-freedom-degree platform control signal output end of the ring experiment table is connected with the control end of the six-freedom-degree platform, the whole vehicle attitude parameter output end of the six-freedom-degree platform is connected with the attitude parameter input end of the ring experiment table, the torque signal and steering wheel corner signal output ends of the whole vehicle controller to be calibrated are connected with the corresponding input ends of the ring experiment table, and the vehicle speed signal output end of the loop experiment table is connected with the corresponding input end of the whole vehicle controller to be calibrated. The invention can enable the whole vehicle controller to be calibrated to simulate a real driving simulation scene.
Description
Technical Field
The invention relates to the technical field of a vehicle control unit, in particular to an in-loop simulation calibration system and a calibration method of the vehicle control unit.
Background
A Vehicle Control Unit (VCU) is a core control unit of the whole automobile, collects an accelerator pedal signal, a brake pedal signal and other component signals, makes corresponding judgment, and controls the action of each component controller at the lower layer. The smoothness of the driving of the automobile is closely related to the magnitude of the output torque in the driving control and the braking feedback control of the whole automobile, and the torque value is made into a calibratable amount by a control strategy in a VCU (vehicle control unit) so as to adapt to different road working conditions. Therefore, during the development process and before the development process enters practical application, calibration engineers with abundant experience are needed to calibrate the calibration quantities, so that the smoothness and riding comfort of the whole vehicle are improved.
The calibration scheme developed and used aiming at the electric automobile/hybrid electric automobile controller at present mainly comprises the following steps: and calibrating a laboratory tool and calibrating a road real vehicle. The calibration of the laboratory tool is to utilize CANape or INCA calibration tools to perform off-line calibration on the whole vehicle controller, and then utilize a tool test PCB to receive analog signals, digital signals or CAN signals output by the whole vehicle controller after the calibration is completed so as to verify the quality of calibration parameters, and the tool test PCB is commonly used for calibrating the switch signals of some relays and the PWM signals of water pump fans. The calibration tool used for road real vehicle calibration is the same as a laboratory tool calibration scheme, and the difference is that the road real vehicle calibration is to calibrate the whole vehicle controller on a real road in real time, and the quality of the calibration is to give relatively subjective assessment according to the somatosensory reaction of the actual riding of a calibration engineer.
The evaluation of road real vehicle calibration is based on subjective reaction of people and lacks objective basis. The physical evaluation is a quantitative evaluation taking the actually measured vibration parameters as smoothness, and is easy to be combined with the calibration parameters of the controller. However, the same vibration state has completely different subjective sensory responses to human bodies with different physiological characteristics and states, and the human subjective feeling is still required for checking. Therefore, in order to calibrate the relevant dynamic parameters of the vehicle control unit, the riding comfort of the vehicle needs to be evaluated by combining subjective evaluation and objective evaluation.
Disclosure of Invention
The invention aims to provide an in-loop simulation calibration system and a calibration method of a vehicle control unit, which are used for solving the problem that the existing calibration test system is not suitable for calibrating parameters of the vehicle control unit by taking riding comfort as an evaluation index in an off-line state.
In order to solve the technical problem, the in-loop simulation calibration system of the vehicle control unit designed by the invention is characterized in that: the system comprises a driver simulator, a to-be-calibrated whole vehicle controller, an upper computer, an in-loop experiment table and a six-degree-of-freedom platform, wherein a cockpit and scene display equipment of the driver simulator are fixed on the six-degree-of-freedom platform, an accelerator pedal state signal output end, a brake pedal state signal output end, a gear signal output end, a key signal output end and a steering wheel corner signal output end of the driver simulator are respectively connected with corresponding signal input ends of the to-be-calibrated whole vehicle controller, a controller calibration data output end of the upper computer is connected with a controller calibration data input end of the to-be-calibrated whole vehicle controller, a control signal output end of the six-degree-of-freedom platform is connected with a control signal input end of the six-degree-of-freedom platform, a whole vehicle attitude parameter output end of the six-of-degree-of freedom platform is connected with a whole vehicle attitude parameter input end of the loop experiment table, and a torque signal output end and a steering wheel corner signal output end of the to-be-calibrated whole vehicle controller are connected with a control signal input end of the in-loop experiment table The vehicle speed signal output end of the ring experiment table is connected with the vehicle speed signal input end of the vehicle control unit to be calibrated.
An in-loop simulation calibration method of a vehicle control unit of the system comprises the following steps:
step 1: firstly, pre-calibrating parameters of a creep torque MAP (MAP) table, an accelerator opening torque MAP table, a braking recovery torque MAP table and a sliding torque recovery MAP table of a whole vehicle controller to be calibrated by calibration software in an upper computer;
step 2: after the pre-calibration is finished, a tester operates a driver simulator according to a test calibration step, at the moment, the driver simulator outputs a corresponding accelerator pedal state signal, a corresponding brake pedal state signal, a corresponding gear signal, a corresponding key signal and a corresponding steering wheel angle signal to the whole vehicle controller to be calibrated according to the test calibration step, meanwhile, vehicle speed information of a whole vehicle running model is fed back to the whole vehicle controller to be calibrated on a ring experiment table, the whole vehicle controller to be calibrated calculates a torque value currently output to a motor according to the received accelerator pedal state signal, the received brake pedal state signal, the received gear signal, the received key signal, the received steering wheel angle signal and the received vehicle speed information, and the torque value is directly transmitted to the ring experiment table;
and step 3: at the moment, the ring experiment table operates the whole vehicle dynamic model according to the received torque signal and the steering wheel corner signal to obtain a whole vehicle attitude parameter model, the whole vehicle attitude parameter model is conveyed to an upper computer for display, the upper computer generates a corresponding six-degree-of-freedom platform control signal according to the whole vehicle attitude parameter operation washing filtering algorithm, the kinematics inverse solution algorithm and the electric cylinder control algorithm, and the upper computer transmits the six-degree-of-freedom platform control signal to the six-degree-of-freedom platform through the ring experiment table, so that the six-degree-of-freedom platform realizes the control of the attitude of the driver simulator, thereby obtaining the vehicle body comfort evaluation information fed back by the operation of the controller to be calibrated under the condition of simulating the real road conditions, and scoring the calibration parameters according to the information.
According to the invention, the six-degree-of-freedom simulation platform is combined with the in-loop simulation system, so that the simulation of the vehicle control unit to be calibrated can be in a real driving simulation scene, the applicability of a control strategy in the development of vehicle control software in the vehicle control unit to be calibrated is improved, the times of actual vehicle road tests are reduced, the development time is shortened, the development cost is reduced, and the risk in the road test process is reduced.
The invention can simulate various extreme working conditions, and the actual vehicle road test can be influenced by factors such as fields, weather and the like and can not be calibrated;
in addition, the method can also shorten the calibration time, reduce the calibration cost, ensure that the real vehicle calibration cannot be quantitatively analyzed by the experience of engineers, guide the selection of calibration parameters by acquiring the posture information of six degrees of freedom in the ring simulation calibration of a laboratory, reduce the calibration workload, improve the calibration accuracy, and certainly shorten the time and reduce the cost.
Drawings
FIG. 1 is a schematic structural view of the present invention;
the system comprises a driver simulator, a vehicle control unit to be calibrated, a host computer, an in-loop experiment table, a 5-six-degree-of-freedom platform, a controller, a host computer, a control unit and a control unit, wherein the driver simulator is arranged 1, the vehicle control unit to be calibrated is arranged 2, the host computer is arranged 3, the in-loop experiment table is arranged 4, and the six-degree-of-freedom platform is arranged 5.
Detailed Description
The invention is described in further detail below with reference to the following figures and specific examples:
an in-loop simulation calibration system of a vehicle control unit is shown in figure 1 and comprises a driver simulator 1, a vehicle control unit 2 to be calibrated, an upper computer 3, an in-loop experiment table 4 and a six-degree-of-freedom platform 5, wherein a cab seat and scene display equipment of the driver simulator 1 are fixed on the six-degree-of-freedom platform 5 and can realize yaw, rotation and lateral deviation along with the six-degree-of-freedom platform, an accelerator pedal state signal output end, a brake pedal state signal output end, a gear signal output end, a key signal output end and a steering wheel turning signal output end of the driver simulator 1 are respectively connected with corresponding signal input ends of the vehicle control unit 2 to be calibrated, a controller calibration data output end of the upper computer 3 is connected with a controller calibration data input end of the vehicle control unit 2 to be calibrated, a control signal output end of the six-degree-of-loop experiment table 4 is connected with a control signal input end of the six-degree-of the six-of-degree-of-freedom platform 5, the whole vehicle attitude parameter output end of the six-degree-of-freedom platform 5 is connected to the whole vehicle attitude parameter input end of the ring experiment table 4, the torque signal output end and the steering wheel corner signal output end of the whole vehicle controller 2 to be calibrated are connected to the torque signal input end and the steering wheel corner signal input end of the ring experiment table 4, and the vehicle speed signal output end of the ring experiment table 4 is connected to the vehicle speed signal input end of the whole vehicle controller 2 to be calibrated.
In the technical scheme, the three-dimensional animation display signal output end of the whole vehicle attitude parameter of the ring experiment table 4 is connected with the three-dimensional animation display signal input end of the upper computer 3.
In the technical scheme, the whole vehicle running model is downloaded from the upper computer 3 in the ring experiment table 4. In a ring test bench, namely a MicroAutoBox real-time simulator (main equipment in the ring test bench), the use method of the simulator is that a model is built in Matlab/Simulink in an upper computer, the signal type of an input/output port is configured, and the signal type is automatically generated by codes, compiled and downloaded to the real-time simulator, so that the simulator outputs digital signals, analog signals and the like through a driving chip, and then the six-freedom-degree platform moves.
In the technical scheme, the ring experiment table 4 also obtains a six-degree-of-freedom platform control signal from the upper computer 3.
In the technical scheme, the six-degree-of-freedom platform comprises a six-degree-of-freedom motion platform adopting a Stewart mechanism, a microcontroller, a servo drive system and the like. The lower platform of the six-degree-of-freedom motion platform is arranged on the ground, the upper platform is a motion platform supported by six electric cylinders, the motion platform is connected with the electric cylinders through six hook joints, the electric cylinders are connected with the fixed base through six hook joints, and the six electric cylinders are driven by servo motors. The computer control system solves by pose-cylinder length, and changes the cylinder length of the electric cylinder by driving the servo motor, so as to realize the six-freedom motion of the motion platform, namely three translation motions in a Cartesian coordinate system and the rotation around three coordinate axes. The six-degree-of-freedom platform is a common electric cylinder servo platform, the ring test bed is an existing product on the market, and a micro AutoBox real-time simulator of a dSPACE company is adopted.
The in-loop experiment table 4 is used for receiving a vehicle model and simulating driving information and generating a signal required by a test received by the vehicle control unit to be calibrated, and the in-loop experiment table 4 is also used for correspondingly controlling the six-degree-of-freedom motion platform and receiving position information fed back by the platform according to a feedback signal sent by the vehicle control unit to be calibrated.
The upper computer 3 also has a drivability calibration parameter evaluation function, wherein the evaluation module is used for writing in calibration tool software such as CANape or INCA, downloading calibration parameters to the whole vehicle controller 2 to be calibrated in real time for calibration, and evaluating the calibration parameters is used for carrying out comprehensive testing according to common working conditions encountered during actual vehicle calibration, and mainly comprises a no-load mode, a half-load mode, a full-load mode, an uphill working condition and a downhill working condition. And after calibration is finished, evaluating whether the calibration parameters are reasonable or not through the vehicle motion characteristics fed back by the six degrees of freedom, giving an evaluation result, and if the calibration parameters are reasonable, generating an Excel table of the calibration parameters and storing the Excel table to the local.
The calibration parameters of the current vehicle control unit are determined by operating a real vehicle on an experimental road by an experienced calibration engineer and determining the calibration parameters according to subjective driving feeling. The invention calibrates the controller without the whole vehicle indoors, simulates the operation of a driver on the driving simulator, outputs the vehicle body posture to the six-freedom-degree platform in real time on the ring simulator, and finally finds the optimal parameter from multiple sets of calibration parameters by combining the driver feeling and the comprehensive evaluation of the vehicle body posture parameters.
An in-loop simulation calibration method of a vehicle control unit of the system comprises the following steps:
step 1: firstly, carrying out parameter pre-calibration (pre-calibration according to experience of an engineer) on a creep torque MAP (Meipu diagram) table, an accelerator opening torque MAP table, a braking recovery torque MAP table and a coasting recovery torque MAP table on a whole vehicle controller 2 to be calibrated by using CANape or INCA calibration software in an upper computer 3;
step 2: after the pre-calibration is completed, a tester operates the driver simulator 1 according to the test calibration procedure, at this time, the driver simulator 1 outputs corresponding accelerator pedal state signal, brake pedal state signal, gear signal, key signal and steering wheel angle signal to the whole vehicle controller 2 to be calibrated according to the test calibration procedure, and at the same time, the on-loop experiment table 4 feeds back the vehicle speed information of the vehicle running model to the vehicle control unit 2 to be calibrated through CAN communication, the vehicle control unit 2 to be calibrated calculates a torque value currently output to the motor according to the received accelerator pedal state signal, brake pedal state signal, gear signal, key signal, steering wheel angle signal and vehicle speed information (the basic calculation process is to interpolate accelerator opening torque MAP according to the given vehicle speed and accelerator pedal opening to obtain output torque), and the torque value is directly transmitted to the on-loop experiment table 4;
and step 3: at the moment, a complete vehicle attitude parameter model is obtained by operating a complete vehicle dynamic model (the complete vehicle dynamic model is configured by CarSim software) on a ring experiment table 4 according to a received torque signal and a steering wheel corner signal, the complete vehicle attitude parameter model is transmitted to an upper computer 3 for display, the upper computer 3 generates a corresponding six-degree-of-freedom platform control signal by operating the complete vehicle attitude parameter washing filtering algorithm, a kinematics inverse solution algorithm and an electric cylinder control algorithm, the upper computer 3 transmits the six-degree-of-freedom platform control signal to a six-degree-of-freedom platform 5 through the ring experiment table 4, so that the six-degree-of-freedom platform 5 realizes the control of the attitude of a driver simulator 1, and thus vehicle body comfort evaluation information fed back by the controller 2 to be calibrated when the controller 2 is operated under the condition of simulating a real road is obtained, wherein the vehicle body comfort evaluation information comprises a vertical acceleration, a longitudinal acceleration and a lateral acceleration, and the calibration parameters are scored according to the information (according to ISO 2631-1-1997 mechanical vibration and impact-man mechanical vibration-1997) Evaluation of body withstand whole body vibration-first part: general requirements ″) for scoring.
In the above technical solution, the test calibration step includes the following steps:
step 201: d gear crawling, wherein the driver simulator 1 simulates that a vehicle is static and steps on a brake, a gear is shifted from an N gear to the D gear, an accelerator is loosened when the vehicle speed is 13-16 km/h until the vehicle speed is stabilized to 13-16 km/h, and the following evaluation parameters, namely the vertical acceleration, the longitudinal acceleration and the lateral acceleration of the vehicle are recorded;
step 202: the R gear creeps, the vehicle is static, the brake is stepped on, the gear is switched from the N gear to the R gear, the accelerator is loosened when the vehicle speed is between-12 and-16 km/h until the vehicle speed is stabilized between-12 and-16 km/h, and the following evaluation parameters, namely the evaluation parameters of the vertical acceleration, the longitudinal acceleration and the lateral acceleration of the vehicle are recorded;
step 203: accelerating the D gear for 0-60 km/h, keeping the vehicle still, stepping down the brake to engage the D gear, accelerating the full accelerator to 60km/h, and recording the following evaluation parameters, namely the vertical acceleration, the longitudinal acceleration and the lateral acceleration of the vehicle; the vehicle is static, the D gear of the brake is stepped, 50 percent of the accelerator is accelerated to 60km/h, and the following evaluation parameters, namely the vertical acceleration, the longitudinal acceleration and the lateral acceleration of the vehicle are recorded; the method comprises the following steps that (1) when a vehicle is static, a brake is stepped on to engage a gear D, 0-30% of an accelerator is accelerated to 60km/h, and the following evaluation parameters, namely the vertical acceleration, the longitudinal acceleration and the lateral acceleration of the vehicle, are recorded;
step 204: accelerating the D gear for 60-100 km/h, keeping the vehicle static, stepping on a brake to engage the D gear, sliding after the vehicle speed reaches 60km/h, then accelerating the full accelerator to 100km/h, and recording the following evaluation parameters, namely the vertical acceleration, the longitudinal acceleration and the lateral acceleration of the vehicle; the method comprises the following steps that (1) a vehicle is static, a brake is stepped on to engage a D gear, the vehicle slides after the speed reaches 60km/h, a 50% accelerator is accelerated to 100km/h, and the following evaluation parameters, namely the vertical acceleration, the longitudinal acceleration and the lateral acceleration of the vehicle, are recorded; the method comprises the following steps that (1) when a vehicle is static, a brake is stepped on to engage a D gear, the vehicle slides after the speed reaches 60km/h, 0-30% of an accelerator is accelerated to 100km/h, and the following evaluation parameters, namely the vertical acceleration, the longitudinal acceleration and the lateral acceleration of the vehicle are recorded;
step 205: accelerating the R gear for 0-20 km/h, keeping the vehicle still, stepping down the brake to engage the R gear, accelerating the full accelerator to-20 km/h, and recording the following evaluation parameters, namely the vertical acceleration, the longitudinal acceleration and the lateral acceleration of the vehicle; the vehicle is static, the R gear of the brake is stepped, 50 percent of the accelerator is accelerated to-20 km/h, and the following evaluation parameters, namely the vertical acceleration, the longitudinal acceleration and the lateral acceleration of the vehicle are recorded; the vehicle is static, the brake is stepped on to engage the R gear, 0-30% of the accelerator is accelerated to-20 km/h, and evaluation parameters are recorded;
step 206: accelerating the full accelerator, keeping the vehicle still, stepping down the brake, engaging the D gear, loosening the brake, accelerating the full accelerator to 60km/h, and recording the following evaluation parameters, namely the vertical acceleration, the longitudinal acceleration and the lateral acceleration of the vehicle;
step 207: full-accelerator braking, vehicle stopping, brake pressing, D gear engaging, brake releasing, sliding after the vehicle speed reaches 60km/h, brake pressing to the maximum value until the vehicle stops, and recording the following evaluation parameters, vehicle vertical acceleration, longitudinal acceleration and lateral acceleration.
The above evaluation parameters were evaluated according to ISO 2631-1-1997 "evaluation of mechanical vibrations and shocks-evaluation of the human body to withstand whole body vibrations-part one: general requirements ″, score: the evaluation method adopts a weighted acceleration root mean square value as a basic evaluation method, and evaluates and scores the vertical acceleration, the longitudinal acceleration and the lateral acceleration corresponding to each group of calibration parameters respectively.
Subjective evaluation is scored from human feelings such as centrifugal force, back pushing, shaking and bumping, including 0-5 points, and the lower the score is, the more obvious the feeling is.
And (4) evaluating scores to quantitatively analyze the quality of the calibration parameters and helping to select the calibration parameters, wherein the highest sum of the subjective scores and the objective scores is the optimal calibration value.
Only the steps 201 and 202 need to be completed for calibrating creep torque MAP, ten groups of calibration parameters are selected to be tested on a simulation machine, subjective evaluation and objective evaluation are integrated, and the optimal calibration value is determined
Similarly, the accelerator opening torque MAP calibration only needs to be completed in steps 203, 205 and 206, ten sets of calibration parameters are selected to be tested on a simulation machine, and the optimal calibration value is determined by comprehensive subjective evaluation and objective evaluation.
Similarly, the braking recovery torque MAP only needs to complete the steps 206 and 207, ten sets of calibration parameters are selected to be tested on a simulation machine, and the optimal calibration value is determined by integrating subjective evaluation and objective evaluation.
Similarly, only the steps 204, 206 and 207 need to be completed for recovering the MAP, ten sets of calibration parameters are selected for testing on a simulation machine, and the optimal calibration value is determined by comprehensive subjective evaluation and objective evaluation.
Details not described in this specification are within the skill of the art that are well known to those skilled in the art.
Claims (5)
1. An on-loop simulation calibration method of a vehicle control unit based on an on-loop simulation calibration system of the vehicle control unit is characterized by comprising the following steps: the in-loop simulation calibration system of the whole vehicle controller comprises a driver simulator (1), the whole vehicle controller (2) to be calibrated, an upper computer (3), an in-loop experiment table (4) and a six-degree-of-freedom platform (5), wherein a cockpit seat and scene display equipment of the driver simulator (1) are fixed on the six-degree-of-freedom platform (5) and can swing, rotate and laterally deflect along with the six-degree-of-freedom platform (5), an accelerator pedal state signal output end, a brake pedal state signal output end, a gear signal output end, a key signal output end and a steering wheel corner signal output end of the driver simulator (1) are respectively connected with corresponding signal input ends of the whole vehicle controller (2) to be calibrated, a controller calibration data output end of the upper computer (3) is connected with a controller calibration data input end of the whole vehicle controller (2) to be calibrated, and a six-degree-of-freedom platform control signal output end of the loop experiment table (4) is connected with a control signal input end of the six-of-degree-of-freedom platform (5) The system comprises a signal input end, a whole vehicle attitude parameter output end of a six-degree-of-freedom platform (5) is connected with a whole vehicle attitude parameter input end of a ring experiment table (4), a torque signal output end and a steering wheel corner signal output end of a whole vehicle controller (2) to be calibrated are connected with a torque signal input end and a steering wheel corner signal input end of the ring experiment table (4), and a vehicle speed signal output end of the ring experiment table (4) is connected with a vehicle speed signal input end of the whole vehicle controller (2) to be calibrated;
the vehicle control unit in-loop simulation calibration method comprises the following steps:
step 1: firstly, pre-calibrating parameters of a creep torque MAP (MAP) table, an accelerator opening torque MAP table, a braking recovery torque MAP table and a sliding torque recovery MAP table of a whole vehicle controller (2) to be calibrated by calibration software in an upper computer (3);
step 2: after the pre-calibration is finished, a tester operates the driver simulator (1) according to a test calibration step, at the moment, the driver simulator (1) outputs a corresponding accelerator pedal state signal, a corresponding brake pedal state signal, a corresponding gear signal, a corresponding key signal and a corresponding steering wheel angle signal to the whole vehicle controller to be calibrated (2) according to the test calibration step, meanwhile, the vehicle speed information of a whole vehicle running model is fed back to the whole vehicle controller to be calibrated (2) on the ring experiment table (4), the whole vehicle controller to be calibrated (2) calculates a torque value currently output to a motor according to the received accelerator pedal state signal, brake pedal state signal, gear signal, key signal, steering wheel angle signal and vehicle speed information, and the torque value is directly transmitted to the ring experiment table (4);
and step 3: at the moment, the ring experiment table (4) operates the whole vehicle dynamic model according to the received torque signal and steering wheel angle signal to obtain a whole vehicle attitude parameter model, the whole vehicle attitude parameter model is transmitted to the upper computer (3) for display, the upper computer (3) operates a washing filtering algorithm, a kinematics inverse solution algorithm and an electric cylinder control algorithm on the whole vehicle attitude parameter to generate a corresponding six-degree-of-freedom platform control signal, the upper computer (3) transmits the six-degree-of-freedom platform control signal to the six-degree-of-freedom platform (5) through the ring experiment table (4), so that the six-degree-of-freedom platform (5) realizes the control on the attitude of the driver simulator (1), and thus, vehicle body comfort evaluation information including vertical acceleration, longitudinal acceleration and lateral acceleration fed back by the controller (2) to be calibrated when the controller operates under the condition of simulating real road conditions is obtained, and then calibration parameters are scored according to the information.
2. The vehicle control unit in-loop simulation calibration method according to claim 1, characterized in that: the whole vehicle attitude parameter three-dimensional animation display signal output end of the in-loop experiment table (4) is connected with the three-dimensional animation display signal input end of the upper computer (3).
3. The vehicle control unit in-loop simulation calibration method according to claim 1, characterized in that: and the whole vehicle running model is downloaded from the upper computer (3) in the ring experiment table (4).
4. The vehicle control unit in-loop simulation calibration method according to claim 1, characterized in that: and a six-degree-of-freedom platform control signal is also acquired from the upper computer (3) in the ring experiment table (4).
5. The vehicle control unit in-loop simulation calibration method according to claim 1, characterized in that: the test calibration step comprises the following steps:
step 201: the driver simulator 1 simulates the vehicle to be static and steps on a brake, a gear is shifted from an N gear to a D gear, an accelerator is loosened when the vehicle speed is 13-16 km/h until the vehicle speed is stabilized to 13-16 km/h, and the following evaluation parameters, namely the vertical acceleration, the longitudinal acceleration and the lateral acceleration of the vehicle are recorded;
step 202: the vehicle is static, the brake is stepped on, the gear is switched from the N gear to the R gear, the accelerator is loosened when the vehicle speed is between-12 and-16 km/h until the vehicle speed is stabilized between-12 and-16 km/h, and the following evaluation parameters, namely the evaluation parameters of the vertical acceleration, the longitudinal acceleration and the lateral acceleration of the vehicle, are recorded;
step 203: the vehicle is static, the brake is stepped on to engage a D gear, the full accelerator is accelerated to 60km/h, and the following evaluation parameters, namely the vertical acceleration, the longitudinal acceleration and the lateral acceleration of the vehicle are recorded; the vehicle is static, the D gear of the brake is stepped, 50 percent of the accelerator is accelerated to 60km/h, and the following evaluation parameters, namely the vertical acceleration, the longitudinal acceleration and the lateral acceleration of the vehicle are recorded; the method comprises the following steps that (1) when a vehicle is static, a brake is stepped on to engage a gear D, 0-30% of an accelerator is accelerated to 60km/h, and the following evaluation parameters, namely the vertical acceleration, the longitudinal acceleration and the lateral acceleration of the vehicle, are recorded;
step 204: the method comprises the following steps that (1) when a vehicle is static, a brake is stepped on to engage a D gear, the vehicle slides after the speed reaches 60km/h, then the full accelerator is accelerated to 100km/h, and the following evaluation parameters, namely the vertical acceleration, the longitudinal acceleration and the lateral acceleration of the vehicle are recorded; the method comprises the following steps that (1) a vehicle is static, a brake is stepped on to engage a D gear, the vehicle slides after the speed reaches 60km/h, a 50% accelerator is accelerated to 100km/h, and the following evaluation parameters, namely the vertical acceleration, the longitudinal acceleration and the lateral acceleration of the vehicle, are recorded; the method comprises the following steps that (1) when a vehicle is static, a brake is stepped on to engage a D gear, the vehicle slides after the speed reaches 60km/h, 0-30% of an accelerator is accelerated to 100km/h, and the following evaluation parameters, namely the vertical acceleration, the longitudinal acceleration and the lateral acceleration of the vehicle are recorded;
step 205: the vehicle is static, the brake is stepped on to engage the R gear, the full accelerator is accelerated to-20 km/h, and the following evaluation parameters, namely the vertical acceleration, the longitudinal acceleration and the lateral acceleration of the vehicle are recorded; the vehicle is static, the R gear of the brake is stepped, 50 percent of the accelerator is accelerated to-20 km/h, and the following evaluation parameters, namely the vertical acceleration, the longitudinal acceleration and the lateral acceleration of the vehicle are recorded; the vehicle is static, the brake is stepped on to engage the R gear, 0-30% of the accelerator is accelerated to-20 km/h, and evaluation parameters are recorded;
step 206: the method comprises the following steps of (1) enabling a vehicle to be static, stepping down a brake, engaging a gear D, releasing the brake, accelerating the full accelerator to 60km/h, and recording the following evaluation parameters, namely the vertical acceleration, the longitudinal acceleration and the lateral acceleration of the vehicle;
step 207: the method comprises the steps of standing the vehicle, stepping down a brake, engaging a D gear, releasing the brake, sliding after the vehicle speed reaches 60km/h, stepping the brake to the maximum value until the vehicle stands still, and recording the following evaluation parameters, namely the vertical acceleration, the longitudinal acceleration and the lateral acceleration of the vehicle.
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| CN110926827A (en) * | 2019-11-30 | 2020-03-27 | 河南科技大学 | Automatic optimization and calibration system for vehicle control parameters |
| CN111409450B (en) * | 2020-03-31 | 2022-03-15 | 东风航盛（武汉）汽车控制系统有限公司 | Single-pedal mode control method for vehicle |
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Address after: 430056 No.5 workshop, No.339, zhuanyang Avenue, Wuhan Economic and Technological Development Zone, Hubei Province Patentee after: Zhixin Control System Co.,Ltd. Address before: 430056 No.1 Workshop, No.339, zhuanyang Avenue, Wuhan Economic and Technological Development Zone, Wuhan City, Hubei Province Patentee before: DONGFENG HANGSHENG (WUHAN) AUTOMOTIVE CONTROL SYSTEM Co.,Ltd. |