CN113050585A - Hardware-in-loop test platform and method for vehicle electronic stability control system - Google Patents
Hardware-in-loop test platform and method for vehicle electronic stability control system Download PDFInfo
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- CN113050585A CN113050585A CN201911370720.6A CN201911370720A CN113050585A CN 113050585 A CN113050585 A CN 113050585A CN 201911370720 A CN201911370720 A CN 201911370720A CN 113050585 A CN113050585 A CN 113050585A
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- G—PHYSICS
- G05—CONTROLLING; REGULATING
- G05B—CONTROL OR REGULATING SYSTEMS IN GENERAL; FUNCTIONAL ELEMENTS OF SUCH SYSTEMS; MONITORING OR TESTING ARRANGEMENTS FOR SUCH SYSTEMS OR ELEMENTS
- G05B23/00—Testing or monitoring of control systems or parts thereof
- G05B23/02—Electric testing or monitoring
- G05B23/0205—Electric testing or monitoring by means of a monitoring system capable of detecting and responding to faults
- G05B23/0208—Electric testing or monitoring by means of a monitoring system capable of detecting and responding to faults characterized by the configuration of the monitoring system
- G05B23/0213—Modular or universal configuration of the monitoring system, e.g. monitoring system having modules that may be combined to build monitoring program; monitoring system that can be applied to legacy systems; adaptable monitoring system; using different communication protocols
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- G—PHYSICS
- G05—CONTROLLING; REGULATING
- G05B—CONTROL OR REGULATING SYSTEMS IN GENERAL; FUNCTIONAL ELEMENTS OF SUCH SYSTEMS; MONITORING OR TESTING ARRANGEMENTS FOR SUCH SYSTEMS OR ELEMENTS
- G05B2219/00—Program-control systems
- G05B2219/20—Pc systems
- G05B2219/24—Pc safety
- G05B2219/24065—Real time diagnostics
Abstract
The disclosure relates to a hardware-in-loop test platform and a method for a vehicle electronic stability control system. When the test working condition is the working condition that the simulated vehicle needs to keep straight, a first steering wheel corner signal is provided to a whole vehicle model through a aligning module, the whole vehicle model outputs the lateral displacement of the simulated vehicle to the aligning module after responding to the first steering wheel corner signal, the aligning module adjusts the first steering wheel corner signal according to the lateral displacement and the target lateral displacement of the simulated vehicle and outputs the first steering wheel corner signal to the whole vehicle model, and the whole vehicle model outputs the lateral displacement of the simulated vehicle to the aligning module after responding to the adjusted first steering wheel corner signal, so that closed-loop regulation is formed in a circulating mode, namely feedback regulation of the first steering wheel corner signal and the lateral displacement, and the simulated vehicle keeps straight.
Description
Technical Field
The disclosure relates to the technical field of automobile safety, in particular to a hardware-in-loop test platform and a method for a vehicle electronic stability control system.
Background
Currently, the steering wheel angle signal is an open loop signal in a hardware-in-the-loop (HIL) test platform of an associated Electronic Stability Controller (ESC) of the vehicle. Therefore, under the condition that the test working condition is the working condition that the simulated vehicle needs to keep moving straightly, the hardware-in-loop test platform of the related vehicle electronic stability control system can not meet the test requirement.
Disclosure of Invention
The invention aims to provide a hardware-in-loop test platform and a method for a vehicle electronic stability control system, which can provide a steering wheel angle signal of a closed loop to meet the test requirement of a test working condition that a simulated vehicle keeps going straight.
In order to achieve the above object, the present disclosure provides a vehicle electronic stability control system hardware-in-loop test platform, which includes an upper computer, wherein a whole vehicle model and a aligning module are installed in the upper computer;
the aligning module is used for providing a first steering wheel corner signal to the whole vehicle model when the testing working condition is a working condition that the simulated vehicle needs to keep moving straight;
the whole vehicle model is used for outputting the lateral displacement of the simulated vehicle to the aligning module after responding to the first steering wheel corner signal;
the aligning module is further used for adjusting the first steering wheel angle signal according to the lateral displacement of the simulated vehicle and the target lateral displacement and outputting the first steering wheel angle signal to the whole vehicle model to form closed-loop regulation so that the simulated vehicle keeps moving straightly.
Optionally, the aligning module comprises a proportional integral derivative control sub-module;
and the proportional integral derivative control submodule is used for respectively taking the lateral displacement and the target lateral displacement of the simulated vehicle as the input of the proportional integral derivative control submodule, adjusting the first steering wheel corner signal according to a proportional coefficient, an integral time constant, a differential time constant and a gain constant preset by the proportional integral derivative control submodule and outputting the first steering wheel corner signal to the whole vehicle model.
Optionally, the upper computer is further provided with an engineering test module;
the engineering test module is used for providing a second steering wheel corner signal to the whole vehicle model when the test working condition is a working condition which does not need to enable the simulated vehicle to keep moving straight;
and the whole vehicle model is also used for responding to the second steering wheel corner signal.
Optionally, the engineering test module is further configured to:
providing a test case to the whole vehicle model, and judging whether the test working condition is a working condition for keeping the simulated vehicle in a straight running state or not according to the test case, wherein the test case comprises a brake pedal position signal, an accelerator pedal position signal and a second steering wheel corner signal;
when the test working condition is judged to be a working condition that the simulated vehicle needs to keep moving straight, controlling the aligning module to provide the first steering wheel corner signal to the whole vehicle model so as to replace and provide the second steering wheel corner signal in the test case to the whole vehicle model;
and when the test working condition is judged to be a working condition that the simulated vehicle does not need to keep running straight, providing the second steering wheel corner signal to the whole vehicle model.
Optionally, the upper computer further comprises a vehicle simulation model group, the vehicle electronic stability control system hardware-in-loop test platform further comprises a hardware-in-loop test bench, the hardware-in-loop test bench comprises an adapter, the adapter comprises an electromagnetic valve and a pump motor, and the vehicle electronic stability control system to be tested is respectively connected with the electromagnetic valve and the pump motor;
the whole vehicle model is also used for responding to the test case according to the vehicle simulation model group and feeding back a first response result to the electronic stability control system of the vehicle to be tested;
the electronic stability control system of the vehicle to be tested is used for driving the electromagnetic valve and the pump motor to work according to the first response result, so that the electromagnetic valve outputs an electromagnetic valve signal to the vehicle simulation model group, and the pump motor outputs a motor torque signal to the vehicle simulation model group;
the vehicle simulation model group is also used for controlling the whole vehicle model according to the electromagnetic valve signal and the motor torque signal;
and the whole vehicle model is also used for responding to the control of the vehicle simulation model group and feeding back a second response result to the electronic stability control system of the vehicle to be tested to form a closed-loop test.
The present disclosure further provides an in-loop testing method for vehicle electronic stability control system hardware, which is applied to an in-loop testing platform for vehicle electronic stability control system hardware, the in-loop testing platform for vehicle electronic stability control system hardware includes an upper computer, a whole vehicle model and a correcting module are installed in the upper computer, the method includes:
the aligning module provides a first steering wheel corner signal to the whole vehicle model when the testing working condition is a working condition that the simulated vehicle needs to keep moving straight;
the whole vehicle model outputs the lateral displacement of the simulated vehicle to the aligning module after responding to the first steering wheel corner signal;
and the aligning module adjusts the first steering wheel corner signal according to the lateral displacement and the target lateral displacement of the simulated vehicle and outputs the first steering wheel corner signal to the whole vehicle model to form closed-loop regulation so that the simulated vehicle keeps going straight.
Optionally, the adjusting the first steering wheel angle signal according to the lateral displacement of the simulated vehicle and the target lateral displacement and outputting the first steering wheel angle signal to the whole vehicle model includes:
and respectively taking the lateral displacement of the simulated vehicle and the target lateral displacement as the input of the aligning module, adjusting the first steering wheel corner signal according to a proportional coefficient, an integral time constant, a differential time constant and a gain constant preset by the aligning module, and outputting the first steering wheel corner signal to the whole vehicle model.
Optionally, the upper computer is further provided with an engineering test module, and the method further comprises:
the engineering test module provides a second steering wheel corner signal to the whole vehicle model when the test working condition is a working condition which does not need to enable the simulated vehicle to keep moving straight;
the vehicle model responds to the second steering wheel angle signal.
Optionally, the method further comprises the following steps performed by the engineering test module:
providing a test case to the whole vehicle model, and judging whether the test working condition is a working condition for keeping the simulated vehicle in a straight running state or not according to the test case, wherein the test case comprises a brake pedal position signal, an accelerator pedal position signal and a second steering wheel corner signal;
when the test working condition is judged to be a working condition that the simulated vehicle needs to keep moving straight, controlling the aligning module to provide the first steering wheel corner signal to the whole vehicle model so as to replace and provide the second steering wheel corner signal in the test case to the whole vehicle model;
and when the test working condition is judged to be a working condition that the simulated vehicle does not need to keep running straight, providing the second steering wheel corner signal to the whole vehicle model.
Optionally, the upper computer further includes a vehicle simulation model group, the vehicle electronic stability control system hardware-in-loop test platform further includes a hardware-in-loop test bench, the hardware-in-loop test bench includes an adapter, the adapter includes an electromagnetic valve and a pump motor, the vehicle electronic stability control system to be tested is respectively connected with the electromagnetic valve and the pump motor, and the method further includes:
the whole vehicle model responds to the test case according to the vehicle simulation model group and feeds a first response result back to the electronic stability control system of the vehicle to be tested;
the electronic stability control system of the vehicle to be tested drives the electromagnetic valve and the pump motor to work according to the first response result, so that the electromagnetic valve outputs an electromagnetic valve signal to the vehicle simulation model group, and the pump motor outputs a motor torque signal to the vehicle simulation model group;
the vehicle simulation model group controls the whole vehicle model according to the electromagnetic valve signal and the motor torque signal;
and the whole vehicle model responds to the control of the vehicle simulation model group, and feeds back a second response result to the electronic stability control system of the vehicle to be tested to form a closed-loop test.
Through the technical scheme, when the test working condition is the working condition that the simulation vehicle needs to keep straight, the aligning module provides a first steering wheel corner signal to the whole vehicle model, the whole vehicle model is right the lateral displacement of the simulation vehicle is output after the first steering wheel corner signal responds to the aligning module, the aligning module adjusts the first steering wheel corner signal and outputs the first steering wheel corner signal to the whole vehicle model according to the lateral displacement and the target lateral displacement of the simulation vehicle, the whole vehicle model outputs the lateral displacement of the simulation vehicle to the aligning module after responding to the adjusted first steering wheel corner signal, and therefore closed loop (feedback of the first steering wheel corner signal and the lateral displacement) adjustment is formed in a circulating mode, and the simulation vehicle keeps straight.
Additional features and advantages of the disclosure will be set forth in the detailed description which follows.
Drawings
The accompanying drawings, which are included to provide a further understanding of the disclosure and are incorporated in and constitute a part of this specification, illustrate embodiments of the disclosure and together with the description serve to explain the disclosure without limiting the disclosure. In the drawings:
fig. 1 is a block diagram of a hardware-in-the-loop test platform for an electronic stability control system according to an embodiment of the present disclosure.
FIG. 2 is a schematic diagram of a proportional-integral-derivative control sub-module according to an embodiment of the disclosure.
Fig. 3 is a block diagram of another hardware-in-the-loop test platform for a vehicle electronic stability control system according to an embodiment of the present disclosure.
FIG. 4 is a flowchart of a hardware-in-the-loop testing method for an electronic stability control system provided by the disclosed embodiments.
Detailed Description
The following detailed description of specific embodiments of the present disclosure is provided in connection with the accompanying drawings. It should be understood that the detailed description and specific examples, while indicating the present disclosure, are given by way of illustration and explanation only, not limitation.
Referring to fig. 1, an embodiment of the present disclosure provides a hardware-in-the-loop test platform 1 for a vehicle electronic stability control system. The vehicle electronic stability control system hardware-in-the-loop test platform 1 comprises an upper computer 10. The upper computer 10 is internally provided with a whole vehicle model 11 and a correcting module 13.
The aligning module 13 is configured to provide a first steering wheel angle signal to the entire vehicle model 11 when the test condition is a condition that the simulated vehicle needs to keep moving straight.
The test condition can be a split road surface test condition, wherein the test condition is a condition that the simulated vehicle needs to keep running straight. According to the test specification requirement of the open road surface test condition, the steering wheel corner signal input into the whole vehicle model 11 is a closed-loop signal which enables a driver to continuously correct the steering wheel to enable the vehicle to keep running straight when simulating a real vehicle test.
The whole vehicle model 11 is configured to output the lateral displacement of the simulated vehicle to the aligning module 13 after responding to the first steering wheel angle signal.
Wherein the lateral displacement is an offset from a straight-line driving path planned by the simulated vehicle. For example, if the straight-line driving path planned by the simulated vehicle is taken as the X axis, the Y axis perpendicular to the X axis may represent the lateral displacement.
The aligning module 13 is further configured to adjust the first steering wheel angle signal according to the lateral displacement of the simulated vehicle and the target lateral displacement and output the first steering wheel angle signal to the vehicle-mounted model 11, so as to form closed-loop adjustment to keep the simulated vehicle moving straight.
Wherein the target lateral displacement is a lateral displacement at which the simulated vehicle remains straight. Namely, when the lateral displacement of the simulated vehicle is less than or equal to the target lateral displacement, the simulated vehicle runs in a straight line. The target lateral displacement may then be 0, or a relatively small number following 0. It will be appreciated that the straight, straight travel to which embodiments of the present disclosure relate is essentially straight, straight travel, so the target lateral displacement may be a relatively small number connected to 0.
Through the technical scheme, when the test working condition is the working condition that the simulated vehicle needs to keep straight, the aligning module 13 provides a first steering wheel angle signal to the whole vehicle model 11, the whole vehicle model 11 outputs the lateral displacement of the simulated vehicle to the aligning module 13 after responding to the first steering wheel angle signal, the aligning module 13 adjusts the first steering wheel angle signal according to the lateral displacement of the simulated vehicle and the target lateral displacement and outputs the first steering wheel angle signal to the whole vehicle model 11, and the whole vehicle model 11 outputs the lateral displacement of the simulated vehicle to the aligning module 13 after responding to the adjusted first steering wheel angle signal, so that closed loop (feedback of the first steering wheel angle signal and the lateral displacement) regulation is formed circularly, and the simulated vehicle keeps straight.
Optionally, in an embodiment, the aligning module 13 includes a proportional-integral-derivative control sub-module. As shown in fig. 2, the pid control sub-module is configured to use the lateral displacement and the target lateral displacement of the simulated vehicle as the input of the pid control sub-module, and adjust the first steering wheel angle signal according to a proportional coefficient Kp, an integral time constant Ki, a derivative time constant Kd, and a gain constant K0 preset by the pid control sub-module, and output the first steering wheel angle signal to the integral vehicle model 11.
Among them, there are many methods for selecting the proportionality coefficient, the integral time constant, and the differential time constant, such as a trial and error method, a critical proportionality method, and an extended critical proportionality method. However, for PID (proportional-Integral-Derivative) control, the selection of PID parameters (proportional coefficient, Integral time constant and Derivative time constant) is always a very complicated task, and a satisfactory control effect can be obtained through continuous adjustment. The steps for determining from empirical general PID parameters are as follows: (1) determining a proportionality coefficient Kp: when determining the proportionality coefficient Kp, the integral time constant Ki and the derivative time constant Kd can be made equal to 0, making it a pure proportionality adjustment. The input is set to be 60% -70% of the maximum allowable output value, and the proportional coefficient Kp is gradually increased from 0 until oscillation occurs; and vice versa, the proportionality coefficient Kp gradually decreases from this time until the oscillation disappears. The proportional coefficient Kp at this time is recorded, and the proportional coefficient Kp of the PID is set to be 60% to 70% of the current value. (2) Determination of the integration time constant Ki: after the proportional coefficient Kp is determined, a larger integral time constant Ki is set, then Ki is gradually reduced until oscillation occurs, and then Ki is gradually increased until the oscillation disappears. Ki at this time is recorded, and the integration time constant Ki of PID is set to 150% to 180% of the current value. (3) Determining the differential time constant Kd: the differential time constant Kd is not generally set, but may be 0, and in this case, the PID control is converted to PI control. If setting is required, 30% of the value is taken without oscillation, as in the method for determining Kp. (4) No-load and on-load joint debugging: and fine-tuning the PID parameters until the performance requirements are met.
Optionally, the upper computer 10 is further installed with an engineering test module. And the engineering test module is used for providing a second steering wheel corner signal to the whole vehicle model 11 when the test working condition is a working condition that the simulated vehicle does not need to keep moving straight. The vehicle model 11 is further configured to respond to the second steering wheel angle signal.
For test conditions that do not require the simulated vehicle to remain straight, e.g., dual-lane conditions, single-lane-change conditions, an open-loop steering wheel angle signal needs to be provided. Through the technical scheme, the engineering test module provides an open-loop second steering wheel corner signal to the whole vehicle model 11 when the test working condition is the working condition that the simulated vehicle does not need to keep moving straight, so that the test requirement is met.
Optionally, the engineering test module is further configured to: and providing a test case to the whole vehicle model 11, and judging whether the test working condition is a working condition for keeping the simulated vehicle in a straight running state according to the test case, wherein the test case comprises a brake pedal position signal, an accelerator pedal position signal and a second steering wheel corner signal. And when the test working condition is judged to be a working condition that the simulated vehicle needs to keep moving straight, controlling the aligning module 13 to provide the first steering wheel angle signal to the whole vehicle model 11 so as to replace the second steering wheel angle signal in the test case to be provided to the whole vehicle model 11. And when the test working condition is judged to be a working condition that the simulated vehicle does not need to keep running straight, providing the second steering wheel corner signal to the whole vehicle model 11.
In the automatic test of vehicle electron stable control system, test condition generally has a plurality ofly, and this a plurality of test condition are including the operating mode that needs make the simulation vehicle keep going straight, also include the operating mode that need not make the simulation vehicle keep going straight, need to make vehicle electron stable control system test under every test condition in proper order during the test. Through the technical scheme, whether the test working condition is the working condition for keeping the simulated vehicle in the straight running is judged according to the test case, and when the test working condition is judged to be the working condition for keeping the simulated vehicle in the straight running, the aligning module 13 is controlled to provide the first steering wheel corner signal and provide the brake pedal position signal and the accelerator pedal position signal in the test case to the whole vehicle model 11; and when the test working condition is judged to be a working condition that the simulated vehicle does not need to keep moving straight, providing a second steering wheel corner signal, a brake pedal position signal and an accelerator pedal position signal in the test case to the whole vehicle model 11, thereby realizing the automatic test of the vehicle electronic stability control system.
Optionally, the upper computer 10 further includes a vehicle simulation model group. The vehicle electronic stability control system hardware-in-loop test platform 1 further comprises a hardware-in-loop test bench. The hardware-in-the-loop test rig includes an adapter. The adapter includes a solenoid valve and a pump motor. And the electronic stability control system of the vehicle to be tested is respectively connected with the electromagnetic valve and the pump motor. The whole vehicle model 11 is further configured to respond to the test case according to the vehicle simulation model group, and feed back a first response result to the vehicle electronic stability control system to be tested. And the electronic stability control system of the vehicle to be tested is used for driving the electromagnetic valve and the pump motor to work according to the first response result, so that the electromagnetic valve outputs an electromagnetic valve signal to the vehicle simulation model group, and the pump motor outputs a motor torque signal to the vehicle simulation model group. And the vehicle simulation model group is also used for controlling the whole vehicle model 11 according to the electromagnetic valve signal and the motor torque signal. The whole vehicle model 11 is further configured to respond to control of the vehicle simulation model group, and feed back a second response result to the vehicle electronic stability control system to be tested, so as to form a closed-loop test.
In specific implementation, as shown in fig. 3, the Vehicle simulation model group includes an EPS (Electrical Power Steering system) simulation model, a VCU (Vehicle Control Unit) simulation model, an MCU (Electronic Control Unit) simulation model, an EPB simulation model (Electronic Parking Brake system), a BCM simulation model (Body Control Module), an ICM (Ignition Control Module) simulation model, an HCU (Hydraulic Control Unit) simulation model, a Yaw Sensor simulation model, and the like. The hardware-in-the-loop test rig 50 also includes a real-time computer, a card cage, and connectors. The real-time computer is connected to the upper computer 10 in a communication manner via the engineering test module, for example, via an ethernet connection. And the real-time computer is connected with the electronic stability control system of the vehicle to be tested through the board card box and the connector in sequence. And the engineering test module converts the integrated engineering file into a C code and downloads the C code to the real-time computer through the Ethernet for operation. And after the real-time computer operation of the engineering file is finished, carrying out signal communication through the board card box according to the configuration in the engineering test module. And the signals are converted by the board card box and then transmitted to the electronic stability control system of the vehicle to be tested through a wire harness and a connector assembly. And the electronic stability control system of the vehicle to be tested is respectively connected with the electromagnetic valve and the pump motor. The electronic stability control system of the vehicle to be tested receives an input signal (a first response result) transmitted by the connector, drives the adapter (the electromagnetic valve and the pump motor) to work, and enables the adapter to output command signals (the electromagnetic valve signal and the motor torque signal) to be converted by the board card box and returned to the upper computer 10.
Based on the inventive concept, the embodiment of the present disclosure further provides a vehicle electronic stability control system hardware-in-loop test method, which is applied to the vehicle electronic stability control system hardware-in-loop test platform 1.
As shown in fig. 4, the method includes:
in step S11, the aligning module 13 provides a first steering wheel angle signal to the entire vehicle model 11 when the test condition is a condition that requires the simulated vehicle to keep moving straight.
And step S13, the whole vehicle model 11 outputs the lateral displacement of the simulated vehicle to the aligning module 13 after responding to the first steering wheel angle signal.
Step S15, the aligning module 13 adjusts the first steering wheel angle signal according to the lateral displacement of the simulated vehicle and the target lateral displacement and outputs the first steering wheel angle signal to the entire vehicle model 11, so as to form closed-loop adjustment to keep the simulated vehicle moving straight.
Through the technical scheme, when the test working condition is the working condition that the simulated vehicle needs to keep straight, the aligning module 13 provides a first steering wheel angle signal to the whole vehicle model 11, the whole vehicle model 11 outputs the lateral displacement of the simulated vehicle to the aligning module 13 after responding to the first steering wheel angle signal, the aligning module 13 adjusts the first steering wheel angle signal according to the lateral displacement of the simulated vehicle and the target lateral displacement and outputs the first steering wheel angle signal to the whole vehicle model 11, and the whole vehicle model 11 outputs the lateral displacement of the simulated vehicle to the aligning module 13 after responding to the adjusted first steering wheel angle signal, so that closed loop (feedback of the first steering wheel angle signal and the lateral displacement) regulation is formed circularly, and the simulated vehicle keeps straight.
Optionally, step S15 includes: and the lateral displacement and the target lateral displacement of the simulated vehicle are respectively used as the input of the aligning module 13, and the first steering wheel angle signal is adjusted according to a proportional coefficient, an integral time constant, a differential time constant and a gain constant preset by the aligning module 13 and is output to the whole vehicle model 11.
Optionally, the upper computer 10 is further installed with an engineering test module, and the method further includes:
and the engineering test module provides a second steering wheel corner signal to the whole vehicle model 11 when the test working condition is a working condition that the simulated vehicle does not need to keep moving straight.
The entire vehicle model 11 responds to the second steering wheel angle signal.
For test conditions that do not require the simulated vehicle to remain straight, e.g., dual-lane conditions, single-lane-change conditions, an open-loop steering wheel angle signal needs to be provided. Through the technical scheme, the engineering test module provides an open-loop second steering wheel corner signal to the whole vehicle model 11 when the test working condition is the working condition that the simulated vehicle does not need to keep moving straight, so that the test requirement is met.
Optionally, the method further comprises the following steps performed by the engineering test module:
and providing a test case to the whole vehicle model 11, and judging whether the test working condition is a working condition for keeping the simulated vehicle in a straight running state according to the test case, wherein the test case comprises a brake pedal position signal, an accelerator pedal position signal and a second steering wheel corner signal.
And when the test working condition is judged to be a working condition that the simulated vehicle needs to keep moving straight, controlling the aligning module 13 to provide the first steering wheel angle signal to the whole vehicle model 11 so as to replace the second steering wheel angle signal in the test case to be provided to the whole vehicle model 11.
And when the test working condition is judged to be a working condition that the simulated vehicle does not need to keep running straight, providing the second steering wheel corner signal to the whole vehicle model 11.
In the automatic test of vehicle electron stable control system, test condition generally has a plurality ofly, and this a plurality of test condition are including the operating mode that needs make the simulation vehicle keep going straight, also include the operating mode that need not make the simulation vehicle keep going straight, need to make vehicle electron stable control system test under every test condition in proper order during the test. Through the technical scheme, whether the test working condition is the working condition for keeping the simulated vehicle in the straight running is judged according to the test case, and when the test working condition is judged to be the working condition for keeping the simulated vehicle in the straight running, the aligning module 13 is controlled to provide the first steering wheel corner signal and provide the brake pedal position signal and the accelerator pedal position signal in the test case to the whole vehicle model 11; and when the test working condition is judged to be a working condition that the simulated vehicle does not need to keep moving straight, providing a second steering wheel corner signal, a brake pedal position signal and an accelerator pedal position signal in the test case to the whole vehicle model 11, thereby realizing the automatic test of the vehicle electronic stability control system.
Optionally, the upper computer 10 further includes a vehicle simulation model group, the vehicle electronic stability control system hardware-in-loop test platform 1 further includes a hardware-in-loop test bench 50, the hardware-in-loop test bench 50 includes an adapter, the adapter includes an electromagnetic valve and a pump motor, the vehicle electronic stability control system to be tested is respectively connected with the electromagnetic valve and the pump motor, and the method further includes:
and the whole vehicle model 11 responds to the test case according to the vehicle simulation model group and feeds a first response result back to the electronic stability control system of the vehicle to be tested.
And the electronic stability control system of the vehicle to be tested drives the electromagnetic valve and the pump motor to work according to the first response result, so that the electromagnetic valve outputs an electromagnetic valve signal to the vehicle simulation model group, and the pump motor outputs a motor torque signal to the vehicle simulation model group.
And the vehicle simulation model group controls the whole vehicle model 11 according to the electromagnetic valve signal and the motor torque signal.
And the whole vehicle model 11 responds to the control of the vehicle simulation model group, and feeds back a second response result to the electronic stability control system of the vehicle to be tested to form a closed-loop test.
In specific implementation, as shown in fig. 3, the Vehicle simulation model group includes an EPS (Electrical Power Steering) simulation model, a VCU (Vehicle Control Unit) simulation model, an MCU (Electronic Control Unit) simulation model, an EPB simulation model (Electronic Parking Brake system), a BCM simulation model (Body Control Module), an ICM simulation model, an HCU (Hydraulic Control Unit) simulation model, a Yaw Sensor simulation model, and the like. The hardware-in-the-loop test rig 50 also includes a real-time computer, a card cage, and connectors. The real-time computer is connected to the upper computer 10 in a communication manner via the engineering test module, for example, via an ethernet connection. And the real-time computer is connected with the electronic stability control system of the vehicle to be tested through the board card box and the connector in sequence. And the engineering test module converts the integrated engineering file into a C code and downloads the C code to the real-time computer through the Ethernet for operation. And after the real-time computer operation of the engineering file is finished, carrying out signal communication through the board card box according to the configuration in the engineering test module. And the signals are converted by the board card box and then transmitted to the electronic stability control system of the vehicle to be tested through a wire harness and a connector assembly. And the electronic stability control system of the vehicle to be tested is respectively connected with the electromagnetic valve and the pump motor. The electronic stability control system of the vehicle to be tested receives an input signal (a first response result) transmitted by the connector, drives the adapter (the electromagnetic valve and the pump motor) to work, and enables the adapter to output command signals (the electromagnetic valve signal and the motor torque signal) to be converted by the board card box and returned to the upper computer 10.
With regard to the method in the above embodiment, the specific implementation manner of each step can refer to the detailed description of the vehicle electronic stability control system hardware-in-the-loop test platform 1, and will not be elaborated herein.
The preferred embodiments of the present disclosure are described in detail with reference to the accompanying drawings, however, the present disclosure is not limited to the specific details of the above embodiments, and various simple modifications may be made to the technical solution of the present disclosure within the technical idea of the present disclosure, and these simple modifications all belong to the protection scope of the present disclosure.
It should be noted that, in the foregoing embodiments, various features described in the above embodiments may be combined in any suitable manner, and in order to avoid unnecessary repetition, various combinations that are possible in the present disclosure are not described again.
In addition, any combination of various embodiments of the present disclosure may be made, and the same should be considered as the disclosure of the present disclosure, as long as it does not depart from the spirit of the present disclosure.
Claims (10)
1. A hardware-in-loop test platform of a vehicle electronic stability control system comprises an upper computer, wherein a whole vehicle model and a correcting module are installed in the upper computer;
the aligning module is used for providing a first steering wheel corner signal to the whole vehicle model when the testing working condition is a working condition that the simulated vehicle needs to keep moving straight;
the whole vehicle model is used for outputting the lateral displacement of the simulated vehicle to the aligning module after responding to the first steering wheel corner signal;
the aligning module is further used for adjusting the first steering wheel angle signal according to the lateral displacement of the simulated vehicle and the target lateral displacement and outputting the first steering wheel angle signal to the whole vehicle model to form closed-loop regulation so that the simulated vehicle keeps moving straightly.
2. The vehicle electronic stability control system hardware-in-the-loop test platform of claim 1, wherein the aligning module comprises a proportional-integral-derivative control submodule;
and the proportional integral derivative control submodule is used for respectively taking the lateral displacement and the target lateral displacement of the simulated vehicle as the input of the proportional integral derivative control submodule, adjusting the first steering wheel corner signal according to a proportional coefficient, an integral time constant, a differential time constant and a gain constant preset by the proportional integral derivative control submodule and outputting the first steering wheel corner signal to the whole vehicle model.
3. The vehicle electronic stability control system hardware-in-the-loop test platform of claim 1 or 2, characterized in that the upper computer is further provided with an engineering test module;
the engineering test module is used for providing a second steering wheel corner signal to the whole vehicle model when the test working condition is a working condition which does not need to enable the simulated vehicle to keep moving straight;
and the whole vehicle model is also used for responding to the second steering wheel corner signal.
4. The vehicle electronic stability control system hardware-in-the-loop test platform of claim 3, wherein the engineering test module is further configured to:
providing a test case to the whole vehicle model, and judging whether the test working condition is a working condition for keeping the simulated vehicle in a straight running state or not according to the test case, wherein the test case comprises a brake pedal position signal, an accelerator pedal position signal and a second steering wheel corner signal;
when the test working condition is judged to be a working condition that the simulated vehicle needs to keep moving straight, controlling the aligning module to provide the first steering wheel corner signal to the whole vehicle model so as to replace and provide the second steering wheel corner signal in the test case to the whole vehicle model;
and when the test working condition is judged to be a working condition that the simulated vehicle does not need to keep running straight, providing the second steering wheel corner signal to the whole vehicle model.
5. The vehicle electronic stability control system hardware-in-the-loop test platform of claim 4, wherein the host computer further comprises a vehicle simulation model set, the vehicle electronic stability control system hardware-in-the-loop test platform further comprises a hardware-in-the-loop test bench, the hardware-in-the-loop test bench comprises an adapter, the adapter comprises an electromagnetic valve and a pump motor, and the vehicle electronic stability control system to be tested is respectively connected with the electromagnetic valve and the pump motor;
the whole vehicle model is also used for responding to the test case according to the vehicle simulation model group and feeding back a first response result to the electronic stability control system of the vehicle to be tested;
the electronic stability control system of the vehicle to be tested is used for driving the electromagnetic valve and the pump motor to work according to the first response result, so that the electromagnetic valve outputs an electromagnetic valve signal to the vehicle simulation model group, and the pump motor outputs a motor torque signal to the vehicle simulation model group;
the vehicle simulation model group is also used for controlling the whole vehicle model according to the electromagnetic valve signal and the motor torque signal;
and the whole vehicle model is also used for responding to the control of the vehicle simulation model group and feeding back a second response result to the electronic stability control system of the vehicle to be tested to form a closed-loop test.
6. The utility model provides a vehicle electron stable control system hardware is at ring test method, its characterized in that is applied to vehicle electron stable control system hardware and at ring test platform, vehicle electron stable control system hardware includes the host computer at ring test platform, install whole car model and return positive module in the host computer, the method includes:
the aligning module provides a first steering wheel corner signal to the whole vehicle model when the testing working condition is a working condition that the simulated vehicle needs to keep moving straight;
the whole vehicle model outputs the lateral displacement of the simulated vehicle to the aligning module after responding to the first steering wheel corner signal;
and the aligning module adjusts the first steering wheel corner signal according to the lateral displacement and the target lateral displacement of the simulated vehicle and outputs the first steering wheel corner signal to the whole vehicle model to form closed-loop regulation so that the simulated vehicle keeps going straight.
7. The vehicle electronic stability control system hardware-in-loop test method of claim 6, wherein the adjusting the first steering wheel angle signal according to the lateral displacement of the simulated vehicle and the target lateral displacement and outputting to the vehicle model comprises:
and respectively taking the lateral displacement of the simulated vehicle and the target lateral displacement as the input of the aligning module, adjusting the first steering wheel corner signal according to a proportional coefficient, an integral time constant, a differential time constant and a gain constant preset by the aligning module, and outputting the first steering wheel corner signal to the whole vehicle model.
8. The vehicle electronic stability control system hardware-in-the-loop test method of claim 6 or 7, wherein the upper computer is further installed with an engineering test module, the method further comprising:
the engineering test module provides a second steering wheel corner signal to the whole vehicle model when the test working condition is a working condition which does not need to enable the simulated vehicle to keep moving straight;
the vehicle model responds to the second steering wheel angle signal.
9. The vehicle electronic stability control system hardware-in-the-loop test method of claim 8, further comprising the following steps performed by the engineering test module:
providing a test case to the whole vehicle model, and judging whether the test working condition is a working condition for keeping the simulated vehicle in a straight running state or not according to the test case, wherein the test case comprises a brake pedal position signal, an accelerator pedal position signal and a second steering wheel corner signal;
when the test working condition is judged to be a working condition that the simulated vehicle needs to keep moving straight, controlling the aligning module to provide the first steering wheel corner signal to the whole vehicle model so as to replace and provide the second steering wheel corner signal in the test case to the whole vehicle model;
and when the test working condition is judged to be a working condition that the simulated vehicle does not need to keep running straight, providing the second steering wheel corner signal to the whole vehicle model.
10. The vehicle electronic stability control system hardware-in-loop test method of claim 9, wherein the upper computer further comprises a vehicle simulation model set, the vehicle electronic stability control system hardware-in-loop test platform further comprises a hardware-in-loop test bench, the hardware-in-loop test bench comprises an adapter, the adapter comprises a solenoid valve and a pump motor, the vehicle electronic stability control system under test is connected with the solenoid valve and the pump motor respectively, the method further comprises:
the whole vehicle model responds to the test case according to the vehicle simulation model group and feeds a first response result back to the electronic stability control system of the vehicle to be tested;
the electronic stability control system of the vehicle to be tested drives the electromagnetic valve and the pump motor to work according to the first response result, so that the electromagnetic valve outputs an electromagnetic valve signal to the vehicle simulation model group, and the pump motor outputs a motor torque signal to the vehicle simulation model group;
the vehicle simulation model group controls the whole vehicle model according to the electromagnetic valve signal and the motor torque signal;
and the whole vehicle model responds to the control of the vehicle simulation model group, and feeds back a second response result to the electronic stability control system of the vehicle to be tested to form a closed-loop test.
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