CN113589705A - Reconfigurable hardware-in-loop simulation test platform for vehicle suspension - Google Patents
Reconfigurable hardware-in-loop simulation test platform for vehicle suspension Download PDFInfo
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Abstract
The application discloses a reconfigurable hardware-in-the-loop simulation test platform for a vehicle suspension, comprising: at least one 1/4 vehicle suspension mount for mounting a suspension under test; the real-time measurement and control assembly is used for measuring sensor signals, outputting suspension control signals, operating a vehicle suspension hardware-in-the-loop simulation model and a suspension control algorithm; the real-time measurement and control assembly is connected with at least one 1/4 vehicle suspension rack provided with a suspension to be tested through a rack connecting wire harness, and is connected with a controller to be tested through a controller connecting wire harness; and the control component is used for developing and debugging programs and parameters needed by the real-time measurement and control component for suspension test and simulation, controlling the real-time measurement and control component to operate, and completing test projects according to operation data. The system functions are realized in a modularized form, the modularization comprises modularization of platform hardware and software, and the modules are connected through a standard interface; through the combined reconstruction of the software and hardware modules, various different functions are realized, and most simulation test requirements in the field of vehicle suspension development are met.
Description
Technical Field
The application relates to the technical field of vehicle suspensions, in particular to a reconfigurable hardware-in-the-loop simulation test platform for a vehicle suspension.
Background
The suspension is a general name of all connecting, supporting and force transmitting devices between a frame and an axle or a wheel of an automobile. The traditional semi-active suspension cannot give consideration to both smoothness and control stability due to fixed parameters, and the semi-active/active suspension which appears in recent years can optimize the smoothness and the control stability under different driving conditions by intelligently adjusting the damping or/and the rigidity of a suspension system.
From the viewpoint of suspension, the vehicle is a complete system formed by coupling three parts, namely a vehicle body, the suspension and wheels. The vehicle with the semi-active suspension uses a variable damping shock absorber, a hollow spring and the like to replace corresponding parts of the traditional passive suspension as a controllable actuating mechanism; sensors such as a sprung acceleration sensor, a suspension height sensor and/or an automobile body gyroscope (IMU) and the like are arranged on the automobile body and the suspension, and can receive other signals sent by an automobile bus, so that the automobile state and the driving condition can be sensed; and the semi-active suspension controller calculates a control logic for optimizing the vehicle performance by using a control algorithm according to the vehicle state and the driving condition obtained in the sensing link, and sends a control instruction to the actuating mechanism. This constitutes a closed loop control system as shown in fig. 1.
For the research and development of a closed loop system formed by links such as the target vehicle, perception, control, execution and the like, the method mainly comprises two types, namely simulation, namely establishing a mathematical model of a research object and researching the characteristics of the mathematical model by using a pure numerical method; and the second is a test, namely, the characteristics of the object to be researched are researched by utilizing a testing means in actual operation or a simulation environment. The simulation research period is short, the cost is low, multiple rounds of simulation iteration can be rapidly carried out, the risk of carrying out tests under extreme working conditions and the like can be avoided, the research can be started when no physical sample exists in the early development, and the key point is to accurately model a research object; on the contrary, the experimental research is characterized in that the consistency of the result and the actual situation is good, but the experimental process is complex, the period is long, the cost is high, certain dangers exist for the experiment such as the limit working condition, and the research can be started only by the existence of a sample.
In actual research, two means of simulation and experiment are often used in a comprehensive way. For example, pure simulation is adopted in the early development stage, namely, the digital models are adopted in all the links, and the influence of different working conditions, the characteristics of an actuating mechanism and a control algorithm on the performance of the whole vehicle is analyzed by using a pure numerical simulation means. And real vehicle verification is carried out in the later development stage, namely all links adopt real objects, and the real vehicle is utilized to carry out testing and calibration under various working conditions.
With the development of the technology, the application range of the simulation means is wider and wider. However, a complete vehicle system comprises a plurality of components, some of which are difficult to accurately model or model parameters are difficult to accurately measure, such as tires, magnetorheological dampers and the like; and inevitably many simplifications are made in the modeling process, such as neglecting the friction force of some links, linearizing some nonlinear characteristics and the like. Thus making the results of pure simulation difficult to meet. Therefore, in most cases, both simulation and experiment are combined in a research system. For example, in a frequency range concerned by suspension dynamics, a vehicle body can be regarded as a rigid body, a suspension spring is very close to a linear model and the like, so that the model is relatively simple, accurate model parameters can be conveniently obtained, and model simulation can be adopted; the tires, the variable damping shock absorbers and the like are difficult to model, and real objects are adopted; for the controller, aiming at different research purposes, for example, a control model is adopted in a development stage, and a controller entity is adopted in a product verification stage. Such a testing process combining model simulation and Hardware implementation is Hardware-in-loop (HIL).
A hardware-in-loop simulation test platform for a suspension system is important instrument equipment in the process of development of the suspension system and matching development with a finished automobile, but at present, test benches specially developed for an active/semi-active suspension system are few, and only a small number of test benches can only realize single functions, such as a shock absorber comprehensive performance test bench which can only measure damping characteristics of a shock absorber, a 1/4 vehicle suspension test bench which can only carry out 1/4 vehicle suspension system test, a special bench which can only be used for controller hardware-in-loop test and the like. In order to form complete development capacity, a related unit usually needs to purchase a plurality of different racks, the racks have a plurality of repeated parts, the required cost is high, the occupied area is large, developers need to master the use operation of the plurality of different racks, a suspension system for testing needs to be repeatedly installed and switched among the plurality of racks, and the like, and the development efficiency is greatly influenced.
Disclosure of Invention
The present application is directed to solving, at least to some extent, one of the technical problems in the related art.
Therefore, the reconfigurable hardware-in-loop simulation test platform for the vehicle suspension is provided, and each function contained in the platform system is realized in a modular form, wherein the platform system comprises the modularization of platform hardware and software, and the modules are connected through a standard interface; through different combinations of software and hardware modules, various different functions are realized, and most simulation test requirements in the field of vehicle suspension development are met.
In order to achieve the above object, an embodiment of the present application provides a reconfigurable hardware-in-the-loop simulation test platform for a vehicle suspension, including:
at least one 1/4 vehicle suspension mount for mounting a suspension under test;
the real-time measurement and control assembly is used for measuring sensor signals, outputting suspension control signals, operating a vehicle suspension hardware-in-the-loop simulation model and a suspension control algorithm; and
and the control component is used for developing and debugging programs and parameters needed by the real-time measurement and control component for suspension test and simulation, controlling the operation of the real-time measurement and control component and completing test items according to test data obtained by operation.
In addition, the reconfigurable hardware-in-loop simulation test platform for the vehicle suspension according to the above embodiment of the present application may further have the following additional technical features:
further, each 1/4 vehicle suspension tower includes:
the cast iron platform is provided with a T-shaped groove;
the support frame is arranged on the cast iron platform;
the sprung mass simulation plate is used for simulating sprung mass of the suspension and mounting the suspension to be tested, a plurality of linear guide rails which are vertically mounted are arranged between the sprung mass simulation plate and the supporting frame, and the sprung mass simulation plate slides up and down along the linear guide rails in the vertical direction;
the locking mechanism is used for locking the sprung mass simulation plate at a test position, and when the sprung mass simulation plate is not in a locking state, the sprung mass simulation plate freely vibrates;
the actuator is vertically arranged, the lower end of the actuator is fixed on the cast iron platform through foundation bolts, and the horizontal position and the vertical position of the actuator can be adjusted;
the actuator controller controls the actuator to output required displacement according to an external signal;
a hydraulic source for providing hydraulic power to the actuator;
a stage sensor comprising a sprung mass acceleration sensor, an unsprung mass acceleration sensor, a suspension height sensor and a suspension force sensor mounted on the 1/4 vehicle suspension stage or the suspension under test; and the wire harness interface is used for collecting the rack sensor signal and the control signal of the suspension to be detected.
Further, the real-time measurement and control assembly comprises: the system is characterized in that a programmable real-time computing platform is taken as a core in hardware composition, and peripheral hardware modules are configured, wherein the peripheral hardware modules comprise input and output, signal conditioning, power driving, communication, a matrix switch, fault injection, a power supply, a controller connecting wire harness and a rack connecting wire harness; a plurality of functional modules are operated on the basis of a Matlab/Simulink real-time operation platform from the aspect of software composition, wherein the functional modules comprise a vehicle model, an actuating mechanism model, a sensor model, a control algorithm model, a road surface model, signal acquisition and output and actuator control.
Further, the real-time measurement and control assembly is connected with the at least one 1/4 vehicle suspension rack through the rack connecting wire harness; the real-time measurement and control assembly is connected with the semi-active suspension controller to be measured through the controller connecting wire harness.
Furthermore, the hardware and software modules of the real-time measurement and control assembly are combined through program control and serve as a rapid controller prototype in suspension test development application or serve as a real-time simulation platform in hardware-in-loop simulation application.
Further, the control assembly includes: a PC host with a standard function is arranged on the hardware, and exchanges program/data/control instructions with the real-time measurement and control component through a quick communication interface; the development, control and management software required by the test platform is operated on the software, and comprises a Matlab/Simulink development platform, test automation, test condition management, model parameter management, data display management, test data management and model/algorithm parameter calibration.
Further, the platform is implemented in a module form, including modularization of hardware and modularization of software; the modularization of the hardware and the modularization of the software are connected through a standard interface.
Further, 1/4 vehicle suspension test racks for common suspension test calibration and semi-active suspension control algorithm development, a semi-active suspension controller hardware-in-the-loop simulation test rack, a whole vehicle shock absorber/air spring hardware-in-the-loop simulation test rack and a whole vehicle four-column test rack for semi-active suspension development are realized through different combinations of the platform software module and the platform hardware module.
The reconfigurable hardware-in-loop simulation test platform for the vehicle suspension disclosed by the embodiment of the application realizes various different functions by reconfiguring the software and hardware modules, and covers most simulation test requirements in the field of vehicle suspension development. This application has multi-functional fast switch over, but the parameter of sharing between each function has reduced the repeated dismouting and the debugging of test system between a plurality of racks, consequently can greatly provide work efficiency, can avoid purchasing the duplicate of a plurality of function single racks to the development unit moreover, saves expense and area.
Additional aspects and advantages of the present application will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of the present application.
Drawings
The foregoing and/or additional aspects and advantages of the present application will become apparent and readily appreciated from the following description of the embodiments, taken in conjunction with the accompanying drawings of which:
FIG. 1 is a schematic diagram of a semi-active suspension vehicle system;
FIG. 2 is a schematic diagram of a reconfigurable hardware-in-the-loop simulation test platform configuration for a vehicle suspension according to an embodiment of the present application;
FIG. 3 is a diagram illustrating 1/4 a vehicle suspension mount configuration according to one embodiment of the present application;
FIG. 4 is a diagram illustrating a rack configuration for 1/4 vehicle suspensions for mounting a complete suspension under test for use in a rack test development class application according to an embodiment of the present application;
FIG. 5 is a schematic diagram of a 1/4 vehicle suspension rack structure for mounting only a portion of suspension assets for suspension asset hardware in a loop simulation type application according to one embodiment of the present application;
FIG. 6 is a schematic diagram of a hardware structure of a real-time measurement and control component according to an embodiment of the present application;
FIG. 7 is a schematic diagram of a real-time instrumentation component software architecture according to an embodiment of the present application;
FIG. 8 is a diagram of a control component software architecture according to one embodiment of the present application;
FIG. 9 is a general block diagram of example application 1 according to one embodiment of the present application;
FIG. 10 is a signal flow logic diagram in example application 1 according to an embodiment of the present application;
FIG. 11 is a block diagram illustrating an example of an application 2 according to an embodiment of the present application;
FIG. 12 is a signal flow logic diagram in example 2 of an application according to an embodiment of the present application;
FIG. 13 is a block diagram of an application case 3 according to an embodiment of the present application;
FIG. 14 is a schematic diagram of signal flow logic in example 3 of an application according to an embodiment of the present application;
FIG. 15 is a block diagram of an application case 4 according to an embodiment of the present application;
fig. 16 is a schematic view of a four-column whole vehicle rack configuration in application case 4 according to an embodiment of the present application;
fig. 17 is a schematic diagram of signal flow logic in application example 4 according to an embodiment of the present application.
Detailed Description
Reference will now be made in detail to embodiments of the present application, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the drawings are exemplary and intended to be used for explaining the present application and should not be construed as limiting the present application.
In the vehicle development and matching process, in order to ensure the smoothness and the operation stability of a vehicle, no matter the traditional passive suspension or the semi-active/active suspension, various simulation and test methods are required to be adopted to test and optimize suspension parameters. In general, these applications can be classified into two types, one is development and testing (development and testing) and the other is Hardware-In-Loop (HIL) application. The reconfigurable vehicle suspension system hardware-in-loop simulation test platform can complete required test or simulation tasks by combining and reconfiguring software and hardware modules aiming at two different application scenes
The reconfigurable hardware-in-loop simulation test platform for the vehicle suspension proposed according to the embodiment of the application is described below with reference to the accompanying drawings.
FIG. 2 is a schematic structural diagram of a reconfigurable hardware-in-the-loop simulation test platform for a vehicle suspension according to an embodiment of the present application, including: at least one 1/4 vehicle suspension tower, real-time measurement and control components, and control components. The 1/4 vehicle suspension rack is used for mounting a suspension to be tested; the real-time measurement and control assembly is used for measuring sensor signals, outputting suspension control signals, operating a vehicle suspension hardware-in-the-loop simulation model and a suspension control algorithm; the real-time measurement and control assembly can be connected with at least one 1/4 vehicle suspension rack for mounting a suspension to be tested through a rack connecting wire harness, and can be connected with a semi-active suspension controller to be tested through a controller connecting wire harness; and the control component is used for developing and debugging programs and parameters needed by the real-time measurement and control component for suspension test and simulation, controlling the operation of the real-time measurement and control component and completing test items according to test data obtained by operation.
In one embodiment of the present application, each 1/4 vehicle suspension mount includes:
the cast iron platform is provided with a T-shaped groove;
the support frame is arranged on the cast iron platform;
the sprung mass simulation plate is used for simulating sprung mass of the suspension and mounting the suspension to be tested, wherein a plurality of linear guide rails which are vertically mounted are arranged between the sprung mass simulation plate and the supporting frame, and the sprung mass simulation plate slides up and down along the linear guide rails in the vertical direction;
the locking mechanism is used for locking the sprung mass simulation plate at a test position, and when the sprung mass simulation plate is not in a locking state, the sprung mass simulation plate freely vibrates;
the actuator is vertically arranged, the lower end of the actuator is fixed on the cast iron platform through foundation bolts, and the horizontal position and the vertical position of the actuator can be adjusted;
the actuator controller controls the actuator to output required displacement according to an external signal;
the hydraulic source is used for providing hydraulic power for the actuator;
the platform sensors comprise a sprung mass acceleration sensor, an unsprung mass acceleration sensor, a suspension height sensor and a suspension force sensor which are arranged on an 1/4 vehicle suspension platform or a suspension to be tested; and
and the wire harness interface is used for collecting the rack sensor signal and the control signal of the suspension to be detected.
FIG. 3 is a schematic diagram of an 1/4 vehicle suspension mount according to an embodiment of the present application. The cast iron platform 5 with the T-shaped groove provides a firm foundation for the installation of other parts; the supporting frame 1 is vertically arranged on the cast iron platform 5 through foundation bolts or welding; the simulation plate 3 for simulating the sprung mass of the suspension can slide up and down along the vertical direction of the support frame 1 through four linear guide rails 2 which are vertically arranged; a sprung mass locking mechanism 4 is arranged between the sprung mass base plate 3 and the guide rail 2, and can lock the sprung mass 3 at a fixed position and keep the sprung mass fixed during operation; the actuator 13 is vertically arranged, the lower end of the actuator is fixed on the floor 5 through foundation bolts, the horizontal position and the height can be adjusted, and the output rod at the upper end of the actuator is a threaded interface and can be connected with other structures; 14 is an actuator controller, which can receive the signal from the outside and control the actuator 13 to output the required displacement through an internal control program; the hydraulic source 16 provides hydraulic power for the actuator 13; the rack also comprises sensors such as a sprung mass acceleration sensor 7, an unsprung mass acceleration sensor 10, a suspension height sensor 9, a force sensor 8 and the like, and can be installed on a suspension to be tested or a switching bracket according to test requirements, and all connecting wires of signals and power supply of the sensors, control of a shock absorber and an air spring of the suspension to be tested, power supply and the like are gathered to a wire harness interface 17 and are used for being electrically connected with a real-time measurement and control assembly.
In a bench test development application, an 1/4 vehicle suspension bench of the embodiment of the present application shown in fig. 3 mounts a complete suspension to be tested, and fig. 4 is a schematic structural diagram thereof. The suspension 11 to be tested consists of all suspension components such as wheels (rims and tires), hub bearings, steering knuckles, shock absorbers, springs, upper/lower swing arms, steering pull rods and the like, and is connected with the sprung mass simulation plate 3 through a switching bracket 6, and the switching bracket 6 is designed to ensure that the suspension is in the same spatial attitude and stress state as the suspension on the original vehicle; the actuator 13 is arranged under the wheel of the suspension to be tested, the wheel tray 12 is arranged on the output piston rod at the upper end of the actuator, and the tire of the suspension 11 to be tested is arranged on the wheel tray 12, so that the actuator 13 can excite the wheel and simulate the uneven road surface input of the wheel when the vehicle runs; a sprung mass acceleration sensor 7, an unsprung mass acceleration sensor 10 and a suspension height sensor 9 are arranged on a suspension 11 to be measured and the switching bracket 6, and a force sensor 8 is arranged between the top end of a suspension shock absorber and the switching bracket 6; if the suspension elastic element to be tested contains the air spring, the electromagnetic valve 15 is used for driving the air spring to perform actions such as inflation and deflation, starting and stopping of the air compressor and the like according to an external control signal; all the wires of signals and power supply of all the sensors, control and power supply of the shock absorber and the air spring of the suspension 11 to be measured and the like are collected to the wire harness interface 17 and are used for being electrically connected with the real-time measurement and control assembly. In this configuration, the locking mechanism 4 is not operated, and therefore the sprung mass 3 is free to vibrate in the vertical direction.
In the application of suspension real object hardware in a ring simulation class, a 1/4 vehicle suspension rack of one embodiment of the application shown in fig. 3 is used for mounting part real objects in a suspension to be tested, and fig. 5 is a schematic structural diagram of a 1/4 vehicle suspension rack when only a shock absorber is mounted. The suspension 11 to be tested is only provided with a shock absorber, and other parts of the suspension, such as a wheel, a hub bearing, a steering knuckle, a swing arm and the like, are not provided; 6 is a switching bracket for fixing the upper end of the shock absorber; the output rod of the actuator 13 is directly connected with the lower end of the shock absorber; the sensor is only provided with a force sensor 8 for measuring the acting force of the shock absorber on the transfer bracket; in this configuration, the locking mechanism 4 is active and the sprung mass 3 is fixed.
In an embodiment of the present application, the real-time measurement and control component uses a set of programmable real-time computing platform as a core in hardware configuration, and configures peripheral hardware modules such as input/output, signal conditioning, power driving, communication, matrix switch, fault injection, power supply, controller connection harness, and rack connection harness, as shown in fig. 6.
The real-time measurement and control assembly is based on a Matlab/Simulink real-time operation platform in terms of software composition, and comprises a vehicle model, an actuating mechanism model, a sensor model, a control algorithm model, a road surface model, and functional modules for signal acquisition, signal output, actuator control and the like, as shown in FIG. 7.
According to different test purposes, the hardware and software modules contained in the real-time measurement and control assembly can be combined differently so as to realize different simulation and test functions required in the process of developing and matching the suspension. In the test development application, the real-time measurement and control assembly is used as a Rapid Controller Prototype (RCP) and is matched with a Matlab/Simulink development platform of the control assembly to develop, debug and calibrate a control algorithm based on a Matlab/Simulink model. In simulation application, the real-time measurement and control assembly is used as a real-time simulation platform, simulation models such as vehicles, control algorithms, execution systems, sensors and pavements can be operated in real time, and meanwhile, real-time interaction and control with external physical hardware are completed through a peripheral hardware module. The control cabinet also comprises a plurality of sets of special wire harnesses, and the quick switching of different functional roles can be realized by replacing different wire harnesses and matching with matrix module hardware.
In an embodiment of the present application, the control component is a PC host with standard functions in hardware, and exchanges program/data/control instructions with the real-time measurement and control component through fast communication interfaces such as ethernet/CAN. The control component is used for operating development, control and management software required by a test platform from the aspect of software composition, and comprises a Matlab/Simulink RT development platform and functional modules for testing automation, testing condition management, model parameter management, data display management, testing data management, model/algorithm parameter calibration and the like, as shown in FIG. 8.
In one embodiment of the present application, the platform is implemented in the form of modules, including modularization of hardware and modularization of software; the modularization of hardware and the modularization of software are connected through a standard interface.
And the control component is used for acquiring data, developing a semi-active suspension control algorithm and a simulation model of a vehicle, an execution mechanism, a sensor and a road surface in a test preparation stage, compiling and downloading the data to a real-time computing platform in the real-time measurement and control component for running, generating a control instruction according to a test task or a simulation task in a test project during testing, controlling 1/4 a vehicle suspension rack to execute a test action corresponding to the task according to the control instruction, controlling the running of the measurement, control algorithm or simulation computation model in the real-time measurement and control component, calibrating parameters, and completing the test project of the suspension to be tested according to test data.
The reconfigurable hardware-in-loop simulation test platform for the vehicle suspension is described by a specific application example.
a) Application example 1: 1/4 vehicle suspension test bench for semi-active suspension control algorithm development
The reconfigurable vehicle suspension system hardware-in-loop simulation test platform can become an 1/4 wheel suspension test bench for common suspension test calibration and semi-active suspension control algorithm development by the combined reconfiguration of the contained software and hardware modules. The block diagram is shown in fig. 9. In this example, the real-time instrumentation and control assembly is connected to an 1/4 vehicle suspension tower via a tower connection harness. 1/4A vehicle suspension mount mounts a suspension under test, the mount being configured as shown in FIG. 4.
In this application example, 1/4 a vehicle suspension mount mounts a full set 1/4 suspension assembly of the target vehicle type including wheels, shock absorbers/lost springs, swing arms, tie rods, etc.; the design of the switching bracket ensures that the suspension is in the same spatial attitude and stress state as the suspension on the original vehicle; the rack is provided with a sprung/unsprung acceleration sensor and a suspension height sensor so as to measure required signals in real time; the sprung mass is in accordance with the target vehicle type and can freely vibrate in the vertical direction.
In the application example, data acquisition and semi-active suspension control algorithm development are carried out on the control assembly, and the data are compiled and downloaded to a real-time computing platform in the real-time measurement and control assembly to run. During the test, the control component pre-generates a road spectrum according to different test working conditions, and the road spectrum is output to an actuator in an 1/4 vehicle suspension rack through an actuator control function module of the real-time measurement and control component to excite the wheels of a target suspension so as to simulate the excitation of road unevenness received by a vehicle during running. The signals of sensors such as the acceleration and the height of the suspension on the rack are converted into digital values through a signal conditioning and input module of the real-time measurement and control assembly and transmitted to the control assembly.
A semi-active suspension control algorithm model in the real-time measurement and control assembly calculates control logic and control current required by controlling the shock absorber and the air spring according to vehicle states fed back by sensor signals, converts the control logic and the control current into analog quantity through D/A (digital/analog) and outputs the analog quantity to a coil of the variable damping shock absorber and an electromagnetic valve of the air spring in the suspension to be detected after the analog quantity is converted into the analog quantity by a power driving circuit, and therefore closed-loop control of the semi-active suspension is achieved.
And the control component software simultaneously completes tasks such as test condition management, test flow control, data display, recording, playback and the like. By utilizing the test result, the vehicle comfort and the stability control performance of the target suspension under different driving working conditions and different road surface working conditions can be calculated, quantitative basis is provided for suspension adjustment, different semi-active suspension control algorithms and different parameter control effects are compared, and development work such as development of the semi-active suspension control algorithm based on RCP and parameter calibration is completed. The signal flow logic for the entire experimental procedure is shown in fig. 10.
b) Application example 2: hardware-in-the-loop simulation (HIL) test bench for semi-active suspension controller (ECU)
The reconfigurable vehicle suspension system hardware-in-the-loop simulation test platform can become a hardware-in-the-loop simulation test rack for a semi-active suspension controller (ECU) through the combined reconfiguration of the contained software and hardware modules. The block diagram is shown in fig. 11. In this application example, the 1/4 vehicle suspension rack is not used, but instead, the real-time measurement and control assembly is connected to a semi-active suspension controller as a test target through a controller connection harness.
In the application example, simulation models of vehicles, actuators, sensors and road surfaces are developed on the control assembly, and the simulation models are compiled and downloaded to a real-time computing platform in the real-time measurement and control assembly to run. During testing, the control assembly sets a specific test working condition, controls the whole vehicle, the actuating mechanism, the road surface and the like in the real-time measurement and control assembly to operate on the real-time computing platform as simulation models, simulates the operating state of the whole vehicle into sensor signals required by the tested ECU, transmits the sensor signals to the tested ECU through the signal output module, and simultaneously simulates the CAN bus of the whole vehicle to interact with the tested ECU through the CAN communication module. And control signals of the shock absorber and/or the air spring output by the tested ECU enter the real-time computing platform through the signal conditioning and signal input module of the real-time measurement and control assembly to serve as control signals of the actuating mechanism model, so that the damping or rigidity characteristics of the actuating mechanism model are changed, and the semi-active suspension control function of the vehicle model is realized. Meanwhile, the fault injection module can simulate various fault states on a real vehicle, so that the processing of the tested ECU to the faults is tested.
By using the application example, the software and hardware debugging of the semi-active suspension controller can be carried out, the function test and parameter calibration of the software of the semi-active control application layer can be carried out, the processing logic of the ECU software and hardware to various faults can be tested, and the robustness of a control algorithm under various working conditions can also be tested. The signal flow logic for the entire experimental procedure is shown in fig. 12.
c) Application example 3: whole vehicle shock absorber/hollow spring hardware-in-the-loop simulation test rack
The reconfigurable vehicle suspension system hardware-in-the-loop simulation test platform can be used as a whole vehicle shock absorber/air spring hardware-in-the-loop simulation test rack by combining and reconfiguring the contained software and hardware modules. The block diagram is shown in fig. 13. It can be seen that, in this application, real-time observing and controlling subassembly passes through rack connecting wire harness and connects 1 or a plurality of 1/4 vehicle suspension racks, and every rack installation is surveyed the suspension. The gantry adopts the configuration shown in fig. 5. The number of racks is determined by the target vehicle type to be tested and the purpose of the test. For a common two-axle passenger car, if the shock absorber/air spring hardware of the whole car suspension is subjected to in-loop simulation test, 4 1/4 car suspension racks are needed, and each rack is provided with the shock absorbers corresponding to four corners of a target car type; in some cases, if model parameters and modeling accuracy of the shock absorber and the air spring can be continuously and iteratively corrected through test data in the test process, 2 1/4 vehicle suspension frames can be used for installing the shock absorber/air spring of the front suspension and the rear suspension respectively, or only 1 1/4 vehicle suspension frame is used for installing the shock absorber/air spring of a certain suspension. Testing of other multi-axis vehicles may be analogized in turn.
Compared with the application example 1, the 1/4 vehicle suspension rack in the application example has the advantages that only the shock absorber is mounted on the suspension to be tested, and other parts of the suspension, such as a wheel, a hub bearing, a steering knuckle, a swing arm and the like, are not mounted; the actuator is directly connected with the lower end of the shock absorber; the sprung mass locking mechanism acts to fix the sprung mass at a certain position of the guide rail; in terms of sensor arrangement, only the damper force sensor 8 is installed. That is, in this application example, only the damper/lost motion spring is mounted on the 1/4 carriage, with the carriage sprung mass in a locked position.
Before the simulation test is started, semi-active suspension control algorithm development is carried out on a control assembly, and the semi-active suspension control algorithm is compiled and downloaded to a real-time computing platform in a real-time measurement and control assembly to operate. And the control component controls the whole vehicle model and the road surface model which run in the real-time measurement and control component according to different test working conditions during the test so as to run under specific working conditions. It should be noted that the entire vehicle model does not include a model of a real vibration absorber mounted on the 1/4 stand, but rather, a suspension force acting on the top of the vibration absorber and the vehicle body needs to be input from the stand to be coupled. The semi-active suspension control algorithm calculates control logic and control current required by controlling the shock absorber and the air spring according to the running data of the whole vehicle model, converts the control logic and the control current into analog quantity through D/A (digital/analog) and outputs the analog quantity to a coil of the variable damping shock absorber and an electromagnetic valve of the air spring to be tested after the analog quantity is converted into the analog quantity by a power driving circuit. Meanwhile, the suspension height data obtained by the operation of the whole vehicle model is output to the hydraulic controller, so that the combination of the shock absorber and the air spring is controlled to realize the same motion state as that of the whole vehicle model. The force sensor carries out real-time calculation on a platform through a signal conditioning and signal input module according to the vertical acting force between the real-time shock absorber/air spring combination and the rack, and the vertical acting force is regarded as acting force between the shock absorber and the vehicle body to be coupled with a whole vehicle model, so that a complete closed loop is formed. The signal flow logic for the entire experimental procedure is shown in fig. 14.
By using the application example, development work such as RCP-based semi-active suspension control algorithm development and parameter calibration can be performed. Compared with pure software model simulation, the shock absorber and the air spring which are relatively difficult to ensure the modeling precision are real objects, and other simulation models are adopted, so that the result of the overall simulation test is closer to a real object test, the difficulty of the test is greatly reduced compared with the full real object test, and the test can be synchronously developed with the whole suspension system.
d) Application example 4: a whole car four-column test rack for development of semi-active suspension
The reconfigurable vehicle suspension system hardware-in-loop simulation test platform comprises at least one 1/4 vehicle suspension rack, wherein each 1/4 vehicle suspension rack comprises actuators capable of operating independently, 4 actuators can be combined into a four-column rack, and the four-column rack can be matched with a control assembly and a real-time measurement and control assembly to realize the combined reconfiguration of software and hardware modules, so that the reconfigurable vehicle suspension system hardware-in-loop simulation test platform can be a whole vehicle four-column test rack for semi-active suspension development, and the composition block diagram of the test platform is shown in fig. 15.
As shown in fig. 16, the four-column gantry is configured such that four actuators 13 support four wheels of a vehicle 18 to be tested via corresponding tire pallets 12, respectively, and can excite four wheels of a vehicle 17 to be tested under the control of an actuator controller 14. The vehicle 18 to be tested is provided with a damper/air spring 11 of a semi-active suspension and an air pump and an electromagnetic valve 15 required for controlling the action of the air spring. The vehicle 18 under test is simultaneously equipped with sensors required for semi-active suspension control, including: sprung mass acceleration sensor 7, unsprung mass acceleration sensor 10 and suspension height sensor 9.
In the application example, a semi-active suspension control algorithm is developed on a control assembly, and the semi-active suspension control algorithm is compiled and downloaded to a real-time computing platform in a real-time measurement and control assembly to run. During the test, the control component generates road spectrums of 4 wheels of the vehicle according to different test working conditions, the road spectrums are output to the actuator controller 14 through the actuator control module, and then the 4 actuators are controlled to excite the corresponding wheels of the tested vehicle, so that the road unevenness excitation received by the vehicle during running is simulated. The signals of sensors such as the acceleration and the height of a suspension mounted on a measured vehicle are converted into digital values through a signal conditioning and input module of the real-time measurement and control assembly and transmitted to the control assembly. A control algorithm model and an actuating mechanism model in the real-time measurement and control assembly form a complete semi-active suspension control algorithm, control logics and control currents required by controlling 4 shock absorbers and air springs are calculated according to vehicle states fed back by sensor signals, the control logics and the control currents are converted into analog quantities through D/A and then output to coils of the variable damping shock absorbers and electromagnetic valves of the air springs on a tested vehicle after the analog quantities are converted into analog quantities through a power driving circuit, and therefore closed-loop control of the semi-active suspension is achieved. And the control component software simultaneously completes the tasks of test condition management, test flow control, data display, recording and playback, semi-active suspension control algorithm calibration and the like. By utilizing the application example, the vehicle response of a target vehicle provided with the semi-active suspension can be tested under different driving working conditions and different road surface working conditions, different semi-active suspension control algorithms and different parameter control effects are compared, and development work such as development of the semi-active suspension control algorithms and parameter calibration based on RCP and whole vehicle real objects is completed. The signal flow logic for the entire experimental procedure is shown in fig. 17.
In the application example, the vehicle and the developed semi-active suspension are all real objects, and the real-time measurement and control assembly is used as a rapid controller to develop, debug and calibrate the model-based semi-active suspension control algorithm, so that the result of the model-based semi-active suspension control algorithm is very close to the final finished vehicle road test.
As can be seen from the application examples, the reconfigurable hardware-in-loop simulation test platform for the vehicle suspension provided by the embodiment of the application has two characteristics, namely modularization, that is, each function contained in the system is realized in a modularization form, including modularization of platform hardware and modularization of software, and the modules are connected by a standard interface; and secondly, the system is multifunctional, namely various functions are realized through different combinations of software and hardware modules, and most simulation test requirements in the field of vehicle suspension development are met. The reconfigurable rack has the advantages that the reconfigurable rack has multiple functions and can be quickly switched, parameters can be shared among the functions, repeated disassembly, assembly and debugging of the test system among the racks are reduced, accordingly, the working efficiency can be greatly improved, the repeated part of a plurality of racks with single functions can be prevented from being purchased for development units, and the cost and the occupied area are saved.
Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one such feature. In the description of the present application, "plurality" means at least two, e.g., two, three, etc., unless specifically limited otherwise.
In the description herein, reference to the description of the term "one embodiment," "some embodiments," "an example," "a specific example," or "some examples," etc., means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the application. In this specification, the schematic representations of the terms used above are not necessarily intended to refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Furthermore, various embodiments or examples and features of different embodiments or examples described in this specification can be combined and combined by one skilled in the art without contradiction.
Although embodiments of the present application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present application, and that variations, modifications, substitutions and alterations may be made to the above embodiments by those of ordinary skill in the art within the scope of the present application.
Claims (8)
1. A reconfigurable hardware-in-the-loop simulation test platform for vehicle suspensions, comprising:
at least one 1/4 vehicle suspension mount for mounting a suspension under test;
the real-time measurement and control assembly is used for measuring sensor signals, outputting suspension control signals, operating a vehicle suspension hardware-in-the-loop simulation model and a suspension control algorithm; and
and the control component is used for developing and debugging programs and parameters needed by the real-time measurement and control component for suspension test and simulation, controlling the operation of the real-time measurement and control component and completing test items according to test data obtained by operation.
2. The platform of claim 1, wherein each 1/4 vehicle suspension stand comprises:
the cast iron platform is provided with a T-shaped groove;
the support frame is arranged on the cast iron platform;
the sprung mass simulation plate is used for simulating sprung mass of the suspension and mounting the suspension to be tested, a plurality of linear guide rails which are vertically mounted are arranged between the sprung mass simulation plate and the supporting frame, and the sprung mass simulation plate slides up and down along the linear guide rails in the vertical direction;
the locking mechanism is used for locking the sprung mass simulation plate at a test position, and when the sprung mass simulation plate is not in a locking state, the sprung mass simulation plate freely vibrates;
the actuator is vertically arranged, the lower end of the actuator is fixed on the cast iron platform through foundation bolts, and the horizontal position and the vertical position of the actuator can be adjusted;
the actuator controller controls the actuator to output required displacement according to an external signal;
a hydraulic source for providing hydraulic power to the actuator;
a stage sensor comprising a sprung mass acceleration sensor, an unsprung mass acceleration sensor, a suspension height sensor and a suspension force sensor mounted on the 1/4 vehicle suspension stage or the suspension under test; and
and the wire harness interface is used for collecting the rack sensor signal and the control signal of the suspension to be detected.
3. The platform of claim 1, wherein the real-time instrumentation component comprises:
the system is characterized in that a programmable real-time computing platform is taken as a core in hardware composition, and peripheral hardware modules are configured, wherein the peripheral hardware modules comprise input and output, signal conditioning, power driving, communication, a matrix switch, fault injection, a power supply, a controller connecting wire harness and a rack connecting wire harness; and
a plurality of functional modules are operated on the basis of a Matlab/Simulink real-time operation platform from the aspect of software composition, wherein the functional modules comprise a vehicle model, an actuating mechanism model, a sensor model, a control algorithm model, a road surface model, signal acquisition and output and actuator control.
4. The platform of claim 3,
the real-time measurement and control assembly is connected with the at least one 1/4 vehicle suspension rack through the rack connecting wire harness; and
the real-time measurement and control assembly is connected with the semi-active suspension controller to be measured through the controller connecting wire harness.
5. The platform of claim 3,
the hardware and software modules of the real-time measurement and control assembly are combined through program control and serve as a rapid controller prototype in suspension test development application or serve as a real-time simulation platform in hardware-in-loop simulation application.
6. The platform of claim 1, wherein the control assembly comprises:
a PC host with a standard function is arranged on the hardware, and exchanges program/data/control instructions with the real-time measurement and control component through a quick communication interface; and
the development, control and management software required by the test platform is operated on the software, and comprises a Matlab/Simulink development platform, test automation, test condition management, model parameter management, data display management, test data management and model/algorithm parameter calibration.
7. The platform of claim 1,
the platform is realized in a module form, and comprises modularization of hardware and modularization of software;
the modularization of the hardware and the modularization of the software are connected through a standard interface.
8. The platform of claim 1,
the 1/4 vehicle suspension test bench, the semi-active suspension controller hardware-in-the-loop simulation test bench, the whole vehicle shock absorber/air spring hardware-in-the-loop simulation test bench and the whole vehicle four-upright test bench for developing the semi-active suspension are realized by different combinations of the platform software and hardware modules.
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