CN114791727A - A hardware-in-the-loop simulation evaluation system for automotive chassis control system - Google Patents

Abstract

The invention relates to the field of electrical test monitoring systems, in particular to a hardware-in-loop simulation evaluation system of an automobile chassis control system, which comprises an upper computer, a hydraulic rack, an electrical cabinet, a control cabinet and a chassis controller, wherein the upper computer is used for establishing a digital simulation and test software model of a vehicle, and the upper computer is used for compiling and converting a vehicle algorithm to form executable information; the hydraulic rack is provided with a plurality of test parts of vehicles to be tested, the electric cabinet is used for supplying power and providing driving power for the test parts on the hydraulic rack, the control cabinet acquires executable information from the upper computer, the control cabinet simulates signals of a switch and a sensor according to the executable information and sends the signals to the chassis controller, the chassis controller drives the test parts on the hydraulic rack to operate according to the signals of the switch and the sensor, and the chassis controller acquires feedback signals of the test parts during operation and sends the feedback signals to the digital simulation and test software model. The functional modules of the test parts can be used independently or in combination, and the configuration is flexible.

Description

A hardware-in-the-loop simulation evaluation system for automotive chassis control system

technical field

The invention relates to the field of electrical test monitoring systems, in particular to a hardware-in-the-loop simulation evaluation system for an automobile chassis control system.

Background technique

The chassis control system of the car recognizes the target information of the external environment by receiving peripheral sensors, such as cameras, radars, etc., and then processes, decides and controls the data of the electronic control unit (ECU), and finally enables the car to operate under normal driving conditions and some dangerous conditions. Early warning assistance and active control. With the development of technology and the popularization of automobile intelligence, Advanced Driving Assistance System (ADAS) has become a common chassis control system, and its types are becoming more and more abundant, ranging from early warning assistance, such as lane departure. Early warning system (Lane Departure Warning, LDW), etc., to active safety assistance, such as Automatic Emergency Brake (AEB), Automatic Cruise Control (Automotive Cruise Control, ACC), Lane Keeping Assist (lane KeepingAssistance, LKA) )Wait.

How to ensure that the ADAS system can pass the decision-making and control effect tests under all normal and potential security conditions has become a pain point for every host manufacturer and supplier to solve. The real vehicle test has shortcomings such as high risk, low test efficiency, and difficulty to reproduce. However, the hardware-in-loop (HIL) test uses a real-time simulation system to achieve power supply and communication with the ECU through the I/O interface. It makes up for the disadvantage of high risk of real vehicle testing, and has the advantages of high efficiency and high coverage compared to real vehicle testing. Based on the hardware-in-the-loop automated test of the chassis control system, it can effectively identify decision-making risks and control effects, and guide product development and optimization.

The invention is to solve the shortcomings and deficiencies of the research and development and debugging of the automobile chassis control system, and proposes a hardware-in-the-loop simulation evaluation system for the automobile chassis control system, which aims to realize the steering system, braking system and other physical carriers and vehicle models, control Real-time communication between models and ECUs, realize the function evaluation and parameter optimization of each ADAS system of chassis control, and guide the development of chassis control products.

SUMMARY OF THE INVENTION

The present invention aims to provide a hardware-in-the-loop simulation evaluation system for an automobile chassis control system, so as to realize the function evaluation and parameter optimization of each ADAS system of chassis control, and guide the development of chassis control products.

The hardware-in-the-loop simulation evaluation system of the vehicle chassis control system in this solution includes a host computer, and the host computer is used to establish a digital simulation and test software model of the vehicle, and the digital simulation and test software model includes a vehicle model and a control algorithm model. , the host computer compiles and converts the control algorithm model to form executable information, and performs control algorithm verification in conjunction with the vehicle model;

Also includes hydraulic bench, electrical cabinet, control cabinet and chassis controller;

The hydraulic bench is provided with a plurality of test components of the vehicle to be tested, the electrical cabinet is used to supply power and drive power to the test components on the hydraulic bench, and the control cabinet obtains executable information from the host computer, so The control cabinet simulates switches and sensor signals according to the executable information and sends them to the chassis controller, the chassis controller drives the test components on the hydraulic bench to run according to the switch and sensor signals, and the chassis controller collects the running time of the test components. The feedback signal is sent to the digital simulation and testing software model.

The beneficial effects of this program are:

Integrate each component of the vehicle into the hydraulic bench, and then build a complete model of the vehicle through the host computer, and then compile and convert the vehicle algorithm to form executable information, which is sent to the hydraulic bench for execution. In the process, the feedback signal is collected and sent to the digital simulation and test software model for closed-loop simulation. The functional modules of each test component can be used independently or in combination, and the configuration is flexible; it can shorten the research and development cycle of the chassis control system, and the dangerous conditions can be carried out in the early stage of research and development. Identify, optimize the control parameters, and the optimized parameters can guide product development; the hardware-in-the-loop of chassis ECU and actuator is realized, and the control performance obtained from the test is closer to the real vehicle test.

Further, the host computer is equipped with CarSim software, Simulink software, VeriStand software and TestStand software for establishing digital simulation and test software models, and the digital simulation and test software models include: CarSim-based vehicle models, sensor models, road models And target model, Simulink-based drive model, VCU model and ADAS algorithm model, signal matching and test interface between VeriStand-based vehicle model and ADAS algorithm model, TestStand-based software model execution and automated testing.

The beneficial effects are: establishing corresponding models through a plurality of software, and cooperating with each model for simulation, the overall structure of the vehicle can be covered, and the simulation results are more accurate.

Further, the hydraulic bench includes a bottom plate of the test bench, the test components are located on the bottom plate of the test bench, and the bottom of the bottom plate of the test bench is provided with an adjustable shock-absorbing pad, and the adjustable shock-absorbing pad is carried out through screw fitting. Height adjustment.

The beneficial effects are: according to the adjustable shock absorbing pad, the orientation of the bottom plate of the test bench can be adjusted in a small amount to meet the test requirements, and at the same time, the vibration of the test components on the bottom plate of the test bench can be buffered.

Further, the control cabinet is provided with a real-time system, a real-time processor, an I/O board, a PDU power management module and a programmable power supply, and the control cabinet also includes a fault injection unit arranged on the bottom plate of the test bench. The real-time processor is used to run the digital simulation and test software model obtained from the host computer, and to control the I/O board to send instructions to the test components on the test bench bottom plate.

The beneficial effects are: through the setting of the control cabinet, the content of the simulation can be accurately transmitted to the hydraulic bench for testing, and the connection between the hydraulic bench of the upper computer and the lower computer is more accurate.

Further, the fault injection unit includes a small current fault injection board and a high current fault injection board, and the small current fault injection board is used to inject electrical faults into the controller pins of each test component, and the high current fault The injection board is used to test open and close faults on the power terminals of the motors in the test unit.

The beneficial effects are: through the fault injection unit, the fault situation in the actual running process of the vehicle can be simulated to carry out the test, and the accuracy of the test result can be improved.

Further, the bottom plate of the test bench is provided with mutually independent ESC slope adjustable tooling, automatic braking mechanism, caliper tooling, wheel speed sensor tooling, ring gear drive device, steering load device, steering column bracket and steering drive device, The ESC gradient adjustable tooling is used to provide the gradient change information of the ESC sensor on the vehicle during the test, the automatic braking mechanism is used to simulate the action of stepping on the brake pedal, and the caliper tooling is used to simulate stepping on the brake pedal In the case of pulling the electronic handbrake, the ring gear driving device is used to simulate the rotation speed of the four wheels, the wheel speed sensor tooling is used to measure the rotation speed of the vehicle in the ring gear driving device, and the steering load device is used to simulate the real vehicle load, the steering column bracket and steering drive are used to simulate steering wheel rotation.

The beneficial effects are: each test component is independent of each other, so that each test component can be tested independently, and a combined test can be performed by sending signals to the test component at the same time.

Further, the ESC gradient adjustable tool includes a flat plate with an ESC sensor, one end of the flat plate is fixedly connected with a pin, and two ends of the flat plate are respectively hinged with an L-shaped base and a triangular seat, the base and The triangular seat is fixed on the bottom plate of the test bench, and a first servo motor is fixed on one side of the base.

The beneficial effects are: the gradient change information is provided to the ESC sensor through the ESC gradient adjustable tool, the structure is simple, the provided gradient change information is accurate, the range of the gradient change information is large, and the adaptability is stronger.

Further, the automatic braking mechanism includes a mounting bracket, a driving wheel, a pull wire and a second servo motor, the mounting bracket includes a frame and a U-shaped frame, the frame is T-shaped, and the horizontal section of the frame is fixed on the test frame. On the base plate of the bench, the second servo motor is fixed on the frame, the drive wheel key is connected to the output end of the second servo motor, the horizontal section of the U-shaped frame is fixed on the base plate of the test bench, the U The vertical section of the frame is provided with a plurality of threaded holes for installing the brake pedal mechanism of the vehicle, and the plurality of threaded holes are evenly distributed in the vertical direction. One end of the pulling wire is detachably connected to the driving wheel, and the other One end is detachably connected to the pedal of the vehicle brake pedal mechanism after passing through the U-shaped frame.

The beneficial effects are as follows: the vehicle brake pedal mechanism is installed through a simple structure, the occupation area is small, and the installation on the same base plate of the test bench is convenient.

Further, the ring gear driving device includes a protective cover, a third servo motor and a ring gear tool are installed in the protective cover, the third servo motor drives the ring gear tool to rotate, and the ring gear tool is along a horizontal direction. Set up side by side in sequence;

The wheel speed sensor tooling includes a transverse plate and an L-shaped vertical plate, the transverse plate is fixed on the wall plate in the protective cover, the horizontal section of the vertical plate is screwed on the transverse plate, and the vertical plate is Wheel speed sensors are provided on the vertical section of the board.

The beneficial effects are: through the protective cover, protection can be performed when objects splash during the rotation of the ring gear tooling, thereby improving the safety of the test, and through the wheel speed sensing tooling, the distance between the wheel speed sensor and the ring gear tooling can be accurately adjusted.

Further, a torque measuring mechanism is provided on the steering column bracket, an input end of the steering column bracket is connected to a steering driving device, and the torque measuring mechanism is used to measure the rotational torque of the steering column bracket.

The beneficial effects are: the setting structure of the steering load device omits connection mechanisms such as a reducer, a gear box, a pulley, etc., improves the mechanical efficiency of the entire transmission mechanism, and reduces the weight of the transmission mechanism.

Description of drawings

1 is a hardware schematic diagram of an embodiment of a hardware-in-the-loop simulation evaluation system for an automobile chassis control system of the present invention;

Fig. 2 is the closed-loop system simulation test block diagram of the embodiment of the hardware-in-the-loop simulation evaluation system of the automobile chassis control system of the present invention;

Fig. 3 is the top view of the bottom plate of the test bench in the embodiment of the hardware-in-the-loop simulation evaluation system of the automobile chassis control system of the present invention;

Fig. 4 is the front view of the ESC gradient adjustable tooling in the embodiment of the hardware-in-the-loop simulation evaluation system of the automobile chassis control system of the present invention;

Fig. 5 is the front view of the automatic braking mechanism in the embodiment of the hardware-in-the-loop simulation evaluation system of the automobile chassis control system of the present invention;

Fig. 6 is the front view of the caliper tooling in the embodiment of the hardware-in-the-loop simulation evaluation system of the automobile chassis control system of the present invention;

7 is a front view of a ring gear drive device in an embodiment of a hardware-in-the-loop simulation evaluation system for an automobile chassis control system according to the present invention;

8 is a physical diagram of a part of the steering system in the embodiment of the hardware-in-the-loop simulation evaluation system of the automobile chassis control system of the present invention;

FIG. 9 is a diagram showing the layout relationship between cabinets and plates in an embodiment of the hardware-in-the-loop simulation evaluation system for an automobile chassis control system according to the present invention;

10 is a physical diagram of a real-time processor in an embodiment of a hardware-in-the-loop simulation evaluation system for an automotive chassis control system according to the present invention;

11 is a schematic diagram of the small current fault injection in the embodiment of the hardware-in-the-loop simulation evaluation system of the automobile chassis control system of the present invention;

12 is a schematic diagram of a large current fault injection in an embodiment of a hardware-in-the-loop simulation evaluation system for an automotive chassis control system according to the present invention;

FIG. 13 is a schematic diagram of the design of the HIL system test case in the embodiment of the hardware-in-the-loop simulation evaluation system of the automobile chassis control system of the present invention

14 is a schematic diagram of a steering gear fixture in an embodiment of a hardware-in-the-loop simulation evaluation system for an automobile chassis control system according to the present invention;

FIG. 15 is a schematic structural diagram of the steering system part in the embodiment of the hardware-in-the-loop simulation evaluation system of the automobile chassis control system of the present invention.

Detailed ways

The following is further described in detail through specific embodiments.

The reference signs in the drawings include: upper computer 1, control cabinet 2, hydraulic platform 3, electrical cabinet 4, chassis ECU5, first servo motor 21, base 22, flat plate 23, triangular seat 24, ESC sensor 25. U-shaped frame 31, triangle plate 32, frame 33, second servo motor 34, pull wire, vehicle brake pedal mechanism 36, protective cover 41, third servo motor 42, horizontal plate 43, vertical plate 44.

Example

The hardware-in-the-loop simulation evaluation system of the automobile chassis control system, as shown in Figures 1 and 2, includes the upper computer, the control cabinet, the hydraulic bench, the electrical cabinet and the chassis ECU.

The host computer is used to establish a multi-functional digital simulation and test software model of the automobile. The digital simulation and test software model includes a vehicle model and a control algorithm model. The host computer compiles and converts the control algorithm model to form executable information, and controls it in conjunction with the vehicle model. Algorithm verification, that is, the car multifunctional digital simulation and testing software model includes: 1) CarSim-based vehicle model, sensor model, road model and target model, the vehicle model is used to simulate the dynamic system of the vehicle, the sensor model The perception system used to simulate the vehicle, the road model is used to simulate the vehicle driving in different road conditions, and the target model is used to simulate other traffic participating vehicles encountered in this lane and the side lanes during the operation of the vehicle, such as this lane The speed, acceleration, size, color, etc. of the obstacle vehicle in front of the vehicle; 2) The driving model, ADAS algorithm model and VCU model based on Matlab/Simulink, the driving model is used to simulate the relationship between the acceleration demand of the vehicle and the accelerator pedal, The ADAS algorithm model is used to simulate the ADAS function of the vehicle, including longitudinal control (ACC) and lateral control (ALK) algorithms, and the VCU model provides the accelerator, braking, and steering to the vehicle by mobilizing the drive model and the ADAS algorithm model. Instructions; 3) Signal matching and test interface between VeriStand-based vehicle model and ADAS algorithm model to monitor the simulation test process; 4) TestStand-based software model execution and automated testing. The ADAS algorithm model is compiled and converted into executable C code, and the information can be executed. The compilation and conversion are carried out through the modules that come with the Simulink software, that is, the driver model, VCU model and ADAS algorithm model are compiled and converted into executable C code. code, so as to be able to convert the established corresponding model to the lower computer for execution simulation.

The virtual simulation model and test operation model of the vehicle are established on the host computer. The virtual simulation model refers to the model established based on CarSim and Simulink, and the test operation model refers to the model established based on VeriStand. The model operates and realizes real-time monitoring of the model's running status. The details of the established automobile multi-function digital simulation and testing software model are as follows: .

1) Vehicle model based on Carsim software

The parameters of the CarSim software model mainly include: sprung mass parameters, aerodynamic parameters, power transmission system parameters, braking system parameters, steering system parameters, suspension parameters, tire parameters. The technology for establishing a model based on CarSim software is existing, and will not be repeated here. When testing electric vehicle functions, the powertrain is not required, but the corresponding motor model is built in Simulink below. Configure road parameters in the road module of CarSim software to form different simulated roads. As a road model, road parameters are obtained from the human-computer interaction interface, including road surface type, adhesion coefficient, road path, slope, etc. Configuration of pavement models for pavement, low adhesion pavement, high adhesion pavement, ramps, curves, and other simulation tests. For ADAS testing, sensor models such as radar are added to the Carsim model to establish road traffic environments such as target vehicles and target pedestrians.

2) Based on Simulink software model

The vehicle control model to be tested is established in Simulink, and the Simulink-based model is established as an existing technology, which will not be repeated here. It is combined with CarSim software and the steering system and braking system hardware of the hydraulic bench to control the vehicle motion. Among them, Simulink Combining with Carsim is through VeriStand, Simulink, Carsim and hydraulic gantry are NI real-time systems that communicate through CAN bus.

3) VeriStand software model

Use VeriStand software to configure the chassis HIL (hardware-in-the-loop) software environment to create a real-time test system for combining the virtual simulation model with the hydraulic bench of the subsequent lower computer. The lower computer is an industrial computer that can convert the virtual simulation signal The simulation operation is performed on the lower computer to realize various functions required in the HIL test. Using VeriStand software can facilitate users to build a graphical operation interface and virtual instrument, which is convenient for modifying calibration parameters and monitoring the running status of the model in real time.

4) TestStand software model

TestStand software is used to complete the configuration of the entire test environment and the execution of automated tests, including the invocation of the VeriStand environment, the compilation of test cases and the generation of test reports.

In order to make the established simulation evaluation system take both authenticity and achievability into consideration in dynamic simulation, this embodiment proposes a Simulink control algorithm-Carsim vehicle model-hydraulic bench closed-loop system simulation test framework as shown in Figure 2. The ADAS control algorithm model to be tested is built in Matlab/Simulink. The algorithm model calculates the control quantity and analog quantity by receiving the feedback signal of the Carsim model and the hydraulic bench sensor, and sends it to the Carsim model and the motor driver, and the motor driver drives the hydraulic table. rack operation. VeriStand displays the operating status of Simulink, Carsim and hydraulic benches in real time for users to observe and intervene in the simulation process. The advantage of this method is that the sensor information of the hydraulic bench can be fully exploited and the control performance of the physical controller can be reproduced to the maximum extent; at the same time, the Carsim model is used to make up for the short board that the hydraulic bench cannot generate motion information such as speed and acceleration. In the early stage of the research and development of the chassis control system, the dangerous conditions were identified, the control parameters were optimized, and the parameters were optimized to guide the development of electronic control products, shorten the development time, and reduce the development cost; , the control performance obtained from the test is closer to the real vehicle test.

There is a real-time system in the control cabinet. The real-time system adopts the NI real-time system of the existing NI company. The control cabinet is used to download the C code to its NI real-time system through Ethernet, and configure the parameters through VeriStand to configure the control and acquisition boards. The interface between digital and analog IO and chassis ECU and control model, for example, let NI real-time system simulate the output value of ADAS control algorithm model, control switch and send sensor signal, the sensor signal is passed through the IO board in the control cabinet and conditioning management The unit is finally sent into the chassis ECU.

The chassis ECU controls the automatic braking motor driver, the gradient simulation motor driver (that is, the driver of the first servo motor), the wheel speed simulation motor driver (that is, the driver of the third servo motor), and the automatic steering motor driver according to the command. The command comes from the IO board The Can bus connected to the card is used to drive the braking system, slope simulation system, wheel speed simulation system, and steering system on the hydraulic platform. The I/O board is collected and sent to the NI real-time system, and the vehicle running status is observed and recorded in real time through the graphical interface of VeriStand software to realize closed-loop simulation. The hardware-in-the-loop simulation evaluation system can perform the function test of the controller and the development and verification of the control algorithm.

As shown in Figure 3, the hydraulic bench includes a bottom plate of the test bench, and the bottom plate of the test bench is constructed by fixing aluminum profiles and steel plates with screws to form a square frame structure. The support base of the bottom plate of the test bench is an adjustable vibration damping pad, and the adjustable vibration damping pad is an existing product, which is used for leveling and vibration isolation of the bottom plate of the test bench. There are several hoisting holes on the bottom plate of the test bench for easy installation and movement. The upper surface (installation surface) of the steel plate is sprayed with anti-rust oil, and the other surfaces are treated with anti-rust treatment by spray painting.

The hydraulic bench is provided with the component under test, the signal simulation subsystem and the sensor acquisition subsystem, that is, the ESC slope adjustable tooling, automatic braking mechanism, caliper tooling, wheel speed sensor tooling, ring gear are installed on the bottom plate of the test bench through screws. Driving device, steering load device, steering gear fixture, adjustable steering column bracket and accessories, that is, multiple test parts set on the hydraulic bench, each test part is installed on the test bench base plate according to the needs. The movable aluminum profile or steel plate It is convenient for each component to freely move to different installation positions according to different conditions, and the flexibility of module installation is improved. The steering gear fixture is constructed by steel profiles, and is used to limit and fix the steering wheel of the steering part. The specific structure is not repeated, as shown in Figure 14.

As shown in Figure 4, the ESC gradient adjustable tooling is used to simulate the real-time change of the road gradient to adjust the gradient of the ESC sensor and simulate the collection of gradient information by the ESC sensor. The ESC gradient adjustable tooling includes a flat plate on which the ESC sensor is installed. One end is fixedly connected with a pin shaft, and two ends of the flat plate are hinged with an L-shaped base and a triangular seat respectively, the base and the triangular seat are fixedly installed on the bottom plate of the test bench by screws, and one side of the base is fixedly installed with a first servo motor and a triangular seat. The deceleration motor, the first servo motor and the deceleration motor drive the pin shaft to rotate at a low speed, so that the plate swings around the pin shaft to achieve the purpose of automatically adjusting the slope of the ESC sensor.

As shown in Figure 5, the automatic braking mechanism is used to simulate the action of a person stepping on the brake pedal, and a cable-type automatic braking mechanism is used, which mainly includes a mounting bracket, a driving wheel, a cable, a reducer and a second servo motor. The mounting bracket Including a frame and a U-shaped frame, the second servo motor is fixed on the frame by screws, the reducer is located at the output end of the second servo motor, the drive wheel key is connected to the output end of the reducer, the frame is T-shaped, and the machine The horizontal section of the frame is fixed on the bottom plate of the test bench by screws, the horizontal section of the U-shaped frame is fixed on the bottom plate of the test bench by screws, a triangle plate is welded on the U-shaped frame, one end of the pull wire is detachably connected to the driving wheel, and the other end of the pull wire is threaded. After passing through the U-shaped frame, it can be detachably connected to the pedal of the vehicle brake pedal mechanism, and the pull wire is wound by the driving wheel. The vertical section of the U-shaped frame is provided with a plurality of threaded holes for installing the vehicle brake pedal mechanism. The threaded holes are evenly distributed in the vertical direction. The mounting bracket is made of solid and reliable plate welding, and the surface is blackened to prevent rust. The cable is made of high-quality steel wire rope, and the fixing of the cable and the driving wheel is detachable, which is convenient for the replacement of the cable.

As shown in Figure 6, the caliper tooling is used to simulate the situation when the driver steps on the brake pedal or pulls the electronic handbrake. The caliper tooling forms two T-shaped tooling seats through a plurality of steel plates, and its horizontal section is fixed to the bottom plate of the test bench by screws. On the caliper tooling, two front brake disc simulation blocks (pictured on the left side of Figure 6) and rear brake disc simulation blocks (pictured on the right side of Figure 6) are installed to simulate the braking conditions of the front and rear wheels respectively. The simulation block and the rear brake disc simulation block are respectively installed on the two tooling seats. The front brake disc simulation block and the rear brake disc simulation block are respectively connected with oil pipes. The front brake disc simulation block and the rear brake disc simulation block are For the upper parts of the vehicle to be tested, two front caliper mechanisms are installed on the front brake disc simulation block, and two rear caliper mechanisms and an EPB motor mechanism are installed on the rear brake disc simulation block. The specific structures are not described here. There are four sets of pressure sensors on the bottom plate of the test bench, which are respectively installed on the hydraulic pipelines of the four sets of brake calipers to test the pressure of the wheel cylinders. The oil pipeline is used as the power to drive the components on each tooling seat to move closer to each other, and the sensors measure the pressure. Corresponding test wheel cylinder force.

As shown in Figure 7, the ring gear drive device is used to simulate the rotation speed of the four wheels of the car. The ring gear drive device includes a protective cover. The protective cover is made of transparent material. The protective cover is made of existing general high-strength transparent plastics to ensure During the test, it is safe and the operation of the internal structure can be directly viewed. A third servo motor and a ring gear tool are installed in the protective cover of the ring gear drive. The third servo motor can be used with existing Panasonic A6 series products. There are 4 sets of ring gear tooling, which are installed side by side along the horizontal direction. The ring gear tooling is a component on the existing vehicle. The specific structure will not be repeated here. The ring gear tooling is driven by the third servo motor to rotate. In order to improve the operation safety of the equipment, an integral protective cover is installed on the rotating part. The protective cover has a safety interlock function, and the third servo motor cannot be operated in the open state. The existing proximity sensor is installed at the opening of the protective cover to detect whether the Close, only when it is closed, the proximity sensor sends a signal to the corresponding control system, the third servo motor can be started. In order to improve the dynamic response capability of the ring gear, the ring gear tooling is made of lightweight aluminum alloy material and designed with a lightweight structure to reduce its moment of inertia, and then perform reasonable inertia matching. The device has a reference panel for installing the wheel speed sensor tooling to ensure the positional accuracy of the wheel speed sensor and the ring gear.

The wheel speed sensor tooling is used to measure the rotation speed of the four wheels in real time. The wheel speed sensor tooling includes a reference mounting panel, and the distance is adjusted by thread, and the accuracy can reach 0.2mm. The wheel speed sensor is equipped with a dial indicator, and the value of the indicator can be observed during adjustment. The wheel speed sensor is tooled and installed on the reference panel of the ring gear drive device, so that the distance between the wheel speed sensor and the ring gear can be adjusted within the range of 0.2mm to 5mm. The distance between the wheel speed sensor and the ring gear can be adjusted through the horizontal plate. The distance from the L-shaped vertical plate is adjusted, the horizontal plate is fixed on the reference panel by screws, the horizontal section of the vertical plate is fitted on the horizontal plate through threads, and the wheel speed sensor is installed on the vertical section of the vertical plate.

As shown in Figure 8 and Figure 15, the steering load device is used to simulate the real vehicle load, which mainly includes a fixed bracket, an electric cylinder, a tension pressure sensor and a rack connection. The tension pressure sensor can be used in the existing PSD-1TSJTT model. The motive force of the electric cylinder (the silver part on the right in the figure) comes from the fourth servo motor (the black part on the right) to convert the rotary motion into linear motion. The steering load device is equipped with a servo controller, and the real-time collection value of the tension and pressure sensor is used as the Feedback, accurate dynamic closed-loop control of the steering loading force, so as to achieve precise loading of the steering system, which can simulate the low-frequency real vehicle load. The response frequency of the servo motor can reach 2kHz, and its built-in encoder can output 1.04 million pulses per revolution, which can meet the system's response speed and position accuracy requirements.

As shown in Figure 14, the steering gear fixture mainly refers to the steering gear installation table, and its main structure is two parallel T-slots. It only needs to design an independent fixing tool for the steering gear installation point (a type of steering gear usually uses two independent fixing tools). The connection between the tooling and the T-slot) can be adapted to the installation of various rack and pinion steering gears.

The main body of the steering column bracket is welded by section steel and steel plate, and the surface is painted. The input end of the steering column bracket is connected to the steering drive device through the spline provided by the column. The steering drive device is mainly composed of a steering wheel, a direct drive motor, a transition connection flange, and a torque measuring mechanism. The steering wheel is fixed at the end of the steering column bracket. The steering column bracket is connected to the output end of the direct drive motor through a transition flange. The torque measuring mechanism is used to measure the rotational torque of the steering column bracket, and the torque measuring mechanism can use the existing sensor. It can be programmed to turn the steering wheel at a certain speed and test the input torque value. The steering wheel can also be turned directly by manpower. At this time, the direct drive motor is powered off, which does not affect the feel of the steering wheel. Torque measurement is not performed when the steering wheel is turned by manpower. The large torque of the direct drive motor enables it to be directly connected to the moving device, thereby eliminating the need for connecting mechanisms such as reducers, gearboxes, and pulleys, improving the mechanical efficiency of the entire transmission mechanism and reducing the weight of the transmission mechanism. At the same time, the direct connection method reduces the positioning error caused by the mechanical structure, so that the accuracy can be better guaranteed. The transition connection flange is a machined part, and the surface is blackened to achieve the ideal anti-rust effect. The torque measuring mechanism adopts the direct connection of the force sensor and the force arm mechanism, or the torque sensor.

The accessories include vacuum pump brackets, vacuum tank brackets, air pipes, oil pipes, oil cans and ESC slope-adjustable tooling located on the hydraulic bench. The shape of each bracket can be set to stabilize the corresponding target.

Install real-time systems and various communication boards in the control cabinet, such as signal IO boards. The control cabinet includes the cabinet, real-time processor, I/O board, fault injection unit, PDU power management module and programmable power supply. The real-time processor, I/O board, PDU power management module and programmable power supply are installed in the cabinet , the fault injection unit is installed on the hydraulic bench.

As shown in Figure 9, the bottom of the cabinet (Schroff 38U) is equipped with rollers with locking function, which is convenient to move and fix the position. The strong current and weak current signal lines of the internal wiring harness are separated, and the wires are arranged through the existing wiring guides (the wires are arranged in a regular manner, and the wires are arranged in a horizontal, horizontal and vertical manner), which is convenient for the replacement of related boards or equipment. The cabinet is equipped with a top-mounted fan, which can effectively cool the modules in the cabinet and keep the operating temperature of the control system stable within a safe range. A drawer or bracket that can be pulled out is installed in the cabinet for placing the device under test or other tools. The arrangement of each board module is integrated on the basis of the cabinet.

As shown in Figure 10, the real-time processor is used to run the vehicle dynamics model, the Simulink model, and control the related I/O boards. The real-time processor can use the existing PXIe-8880 type processor, and the real-time processor is part of the entire system. core control section. The relevant parameters of the real-time processor are as follows: system bandwidth is 24GB/s, slot bandwidth is 8GB/s; main frequency 2.3GHz, eight-core Intel Xeon E5-2618L V3 processor; memory: 8GB (1×8GB DIMM) Three-channel 1.866MHz, DDR4 RAM, the maximum capacity is 24GB; 2 USB3.0, 4 USB2.0, 2 Gigabit Ethernet LAN; can guarantee the HIL system real-time running cycle of 1ms.

The I/O board includes analog I/O, digital I/O, and PWM input and output. The analog I/O is the NI PXIe-6363 model, the digital I/O is the PXI-6515 model, and the PWM input and output are PXIe -Product of model 6612. NI PXIe-6363 related parameters are as follows: 32 channels AI (16-Bit, 2MS/s, voltage ±0.1V, ±0.2V, ±0.5V, ±1V, ±2V, ±5V, ±10V), 4 channels AO ( Voltage ±10V, ±5V); 48DIO, 4 timers/counters. The relevant parameters of the NI PXI-6515 are as follows: 32 channels of DI, the input voltage range is -30V ~ 30V; 32 channels of DO. The relevant parameters of NI PXIe-6612 are as follows: 8-way counter/timer; the maximum frequency measurement is 80MHz. Since the input voltage range of the I/O board is generally small and the output driving capability is weak, a signal conditioning board is added to the I/O board to expand the use range of the I/O board. The relevant parameters are as follows: analog input conditioning board, the input voltage range is configured as ±50V, ±25V, ±10V; analog output conditioning board, output voltage range -12V ~ +12V, maximum continuous current ±50mA, with output short circuit protection, Overvoltage protection function; digital input conditioning board, input voltage range -60V ~ +60V, input form can be configured Push or Pull, threshold voltage can be configured; digital output conditioning board, can be configured as Push, Pull or Push+Pull, support External reference power supply up to 60V, output overvoltage protection, short circuit protection, overload protection, drive current 150mA.

As shown in Figure 11 and Figure 12, the fault injection unit includes a low-current fault injection board and a high-current fault injection board. The two fault injection boards are installed on the hydraulic bench in the form of fault injection boxes. Figure 11 shows different types of fault injection through different switch combinations of relays (relays). The backplane is the load board and faces the set of nodes to be measured. There are many signals on the load board that need to be measured. It is inconvenient, so all the signals to be measured on the load board are introduced into one backplane together, and the signal measurement of the load board can be realized by measuring the signals on the backplane. The small current fault injection board realizes the electrical fault injection of each pin of the controller, such as chassis ECU power supply, sensor, CAN communication and other pins. The types of fault injection that can be implemented include: open circuit, short circuit to ground, short circuit to power supply, and Designated other pins are shorted. The parameters related to the small current fault injection board are as follows: For the small current fault injection board, it mainly simulates different types of fault injection to the signal line, and the continuous current that each channel can withstand is 8A. A single low-current fault injection board has 12 channels. The high-current fault injection board is mainly used for open-circuit testing of motor loads, mainly for different types of fault injection of power supply lines, namely open-circuit and closed-circuit testing of power supply terminals, open-circuit and closed-circuit tests of ground terminals, and open-circuit and closed-circuit tests of motor circuits. . The high-current fault injection module is composed of a high-current relay array, a relay control module, a communication module, and a main control chip module. The two ends of the connector are connected to the power supply line respectively, and the different types of power supply lines can be realized by the opening and closing combination of the corresponding relays. fault injection. The communication part of the fault injection unit communicates with the real-time system of the upper computer through RS485, obtains the relay on-off requirement, and drives the corresponding relay to realize the on-off of the relay to realize the fault simulation. The relevant parameters of the high-current fault injection module are as follows: For the high-current fault injection module, the continuous current that each channel can withstand is 50A, and the peak current is 80A; the number of channels is greater than 21.

The PDU power management module is used to realize the control and distribution of the power supply of the entire platform. It has functions such as short-circuit protection and emergency power off, and can be operated in conjunction with other cabinets, that is, the emergency stop switch of any cabinet can cut off the power supply of all the cabinets in the online state. , PDU power management module available existing Yangzhou Huatai HAP60 models of products.

For the traditional 12V level battery, in actual use, the voltage will fluctuate between 9-18V. At the same time, under various working conditions, the battery voltage will fluctuate greatly. In order to test the power supply voltage, each controller works The power supply of each controller is provided by a programmable power supply, and the output voltage of the programmable power supply is controlled by software to provide a test environment for voltage fluctuations under different working conditions to test this part of the function of the controller. The main parameters of the programmable power supply selected in this scheme are as follows: the output voltage range is 0~30V; the output current range is 0~200A; the maximum output power is 6000W; the power supply stability rate is less than or equal to 0.3%+10mV; (rms).

The electrical cabinet adopts the existing products, and installs the power supply system and the motor drive system on the electrical cabinet. The motor drive system includes 1 automatic braking motor driver, 1 slope simulation motor driver, 4 wheel speed simulation motor drivers, and automatic steering motor drivers. 1 set, 1 set of steering load motor driver, the motor driver adopts existing products, such as Panasonic products, which are safe and reliable.

As shown in Figure 13, the upper computer is equipped with Visual C++ target language compiler, Matlab/Simulink, Carsim and VeriStand software. First, a natural and driving database is established according to standard regulatory scenarios, typical accidents and experience-based edge scenarios, and then combined with the function definition database to obtain rich extended scenarios. The above scenarios were established in Carsim software and co-simulated directly with Matlab/Simulink to initially test the operability of the scenarios and control algorithms. Then disconnect the direct connection between Simulink and Carsim software in Simulink, and use Simulink-Library-In/Out module to replace. Convert the model into executable C code, and map the input/output of the simulink model and the output/input of the Carsim model one by one in VeriStand. For example, configure the software to turn the steering wheel 10°, Then there is a difference between the 10° signal during the simulation and the 10° rotating signal on the actual hydraulic bench, so it is necessary to pair the simulated 10° to the actual I/O board and deploy it to the NI real-time processor in the control cabinet in order to let the physical steering wheel perform corresponding actions. The information exchange between the NI real-time processor and the hydraulic bench is realized through the input and output of analog/digital signals, and the conversion of analog/digital signals. The relevant sections all use the existing products of Xiaowei Technology. Some product models are as follows: Analog input conditioning The board model is PW7111, the analog output conditioning board model is PW7112, the digital input conditioning board model includes PWM In and PW7113, the digital output conditioning board model includes PWM Out and PW7114, the 4~20mA current-to-voltage module model is PW7117, and the signal conditioning carrier board The model is PW7101, the model of the signal conditioning backplane is PW7102, the model of the signal conditioning direct connection board is PW7103, the model of the PXIe-6363 resource distribution board is PW7141, the model of the PXIe-6515 resource distribution board is PW7142, and the model of the PXIe-6612 resource distribution board is PW7143, the model of the fault simulation basic board is 12chPW8201, and the model of the high-current fault injection board is 3ch PW8205. After the above steps, an automotive chassis control system hardware-in-the-loop simulation evaluation system can be established, as shown in Figure 2. The simulation evaluation system can run and automatically verify the chassis control system in different scenarios.

In addition, when high-current faults and small-current faults are injected, the driving conditions when the subsystem is faulty can be simulated, and the safety and robust performance of the control system can be verified and guided. Real vehicle verification of safety and robustness often requires huge human and material resources. This system can help engineers verify the system in advance, which greatly saves costs.

The system performs automatic testing in the early stage of chassis control system development, such as AEB simulation, which can comprehensively give the wheel speed change, slip rate change, pressure change of each wheel cylinder, braking distance and braking time of each wheel. Therefore, it can identify dangerous situations, verify control strategies in real time, and optimize control parameters until a satisfactory control effect is obtained, which can shorten the development time and reduce the development cost.

The above descriptions are only embodiments of the present invention, and common knowledge such as well-known specific structures and characteristics in the solution are not described too much here. It should be pointed out that for those skilled in the art, some modifications and improvements can be made without departing from the structure of the present invention. These should also be regarded as the protection scope of the present invention, and these will not affect the implementation of the present invention. Effectiveness and utility of patents. The scope of protection claimed in this application shall be based on the content of the claims, and the descriptions of the specific implementation manners in the description can be used to interpret the content of the claims.

Claims (10)

1. A hardware-in-loop simulation evaluation system of an automobile chassis control system comprises an upper computer, wherein the upper computer is used for establishing a digital simulation and test software model of a vehicle, the digital simulation and test software model comprises a vehicle model and a control algorithm model, the upper computer is used for compiling and converting the control algorithm model to form executable information, and the upper computer is combined with the vehicle model to verify the control algorithm; the method is characterized in that: the hydraulic rack, the electrical cabinet, the control cabinet and the chassis controller are also included;

the electric cabinet is used for supplying power and providing driving power for the test parts on the hydraulic rack, the control cabinet acquires executable information from an upper computer, the control cabinet simulates a switch and sends sensor signals to the chassis controller according to the executable information, the chassis controller drives the test parts on the hydraulic rack to operate according to the switch and sensor signals, and the chassis controller collects feedback signals of the test parts during operation and sends the feedback signals to the digital simulation and test software model.

2. The automobile chassis control system hardware-in-the-loop simulation evaluation system of claim 1, characterized in that: the host computer carries with CarSim software, Simulink software, VeriSind software and TestStand software that are used for establishing digital simulation and test software model, digital simulation and test software model includes: the system comprises a vehicle model, a sensor model, a road model and a target model based on CarSim, a driving model, a VCU model and an ADAS algorithm model based on Simulink, a signal matching and testing interface between the vehicle model and the ADAS algorithm model based on VeriStand, and a software model based on TestStand for executing and automatically testing.

3. The automobile chassis control system hardware-in-the-loop simulation evaluation system of claim 2, characterized in that: the hydraulic rack comprises a test bed bottom plate, the test part is located on the test bed bottom plate, the bottom of the test bed bottom plate is provided with an adjustable shock pad iron, and the adjustable shock pad iron is matched with threads to adjust the height.

4. The automobile chassis control system hardware-in-the-loop simulation evaluation system of claim 3, wherein: the control cabinet is internally provided with a real-time system, a real-time processor, an I/O board card, a PDU power management module and a programmable power supply, and further comprises a fault injection unit arranged on the bottom plate of the test bed, wherein the real-time processor is used for operating a digital simulation and test software model acquired from an upper computer and controlling the I/O board card to send instructions to test parts on the bottom plate of the test bed.

5. The automobile chassis control system hardware-in-the-loop simulation evaluation system of claim 4, wherein: the fault injection unit comprises a low-current fault injection board card and a high-current fault injection board card, the low-current fault injection board card is used for injecting electrical faults into the controller pins of each test part, and the high-current fault injection board card is used for opening and closing the power end of the motor in the test part to test the faults.

6. The automobile chassis control system hardware-in-the-loop simulation evaluation system of claim 3, wherein: the ESC slope adjustable tool is used for providing slope change information when the ESC sensor on the vehicle is tested, the automatic braking mechanism is used for simulating the action of stepping on a brake pedal, the caliper tool is used for simulating the conditions of stepping on the brake pedal and pulling an electronic manual brake, the gear ring driving device is used for simulating the rotating speed of four wheels, the wheel speed sensor tool is used for measuring the rotating speed of the vehicle in the gear ring driving device, the steering load device is used for simulating a real vehicle load, and the steering column support and the steering driving device are used for simulating the rotation of a steering wheel.

7. The automobile chassis control system hardware-in-the-loop simulation evaluation system of claim 6, wherein: ESC slope adjustable frock includes that one sets up the flat board of ESC sensor, dull and stereotyped one end fixedly connected with round pin axle, dull and stereotyped both ends department articulates respectively has base and the triangular seat of L shape, base and triangular seat are fixed to the test bench bottom plate on, base one side is fixed with a servo motor.

8. The automobile chassis control system hardware-in-the-loop simulation evaluation system of claim 7, wherein: the automatic brake mechanism comprises a mounting support, a driving wheel, a pull wire and a second servo motor, wherein the mounting support comprises a rack and a U-shaped frame, the rack is T-shaped, the horizontal section of the rack is fixed on a test bed bottom plate, the second servo motor is fixed on the rack, the driving wheel is connected to the output end of the second servo motor in a keyed mode, the horizontal section of the U-shaped frame is fixed on the test bed bottom plate, a plurality of threaded holes used for mounting the vehicle brake pedal mechanism are formed in the vertical section of the U-shaped frame, the threaded holes are evenly distributed in the vertical direction, one end of the pull wire is detachably connected to the driving wheel, and the other end of the pull wire penetrates through the U-shaped frame and then is detachably connected to a pedal of the vehicle brake pedal mechanism.

9. The automobile chassis control system hardware-in-the-loop simulation evaluation system of claim 4, wherein: the gear ring driving device comprises a protective cover, a third servo motor and a gear ring tool are installed in the protective cover, the third servo motor drives the gear ring tool to rotate, and the gear ring tool is sequentially arranged side by side along the horizontal direction;

the wheel speed sensor tool comprises a transverse plate and an L-shaped vertical plate, the transverse plate is fixed on a wall plate in the protective cover, the horizontal section of the vertical plate is in threaded fit with the transverse plate, and a wheel speed sensor is arranged on the vertical section of the vertical plate.

10. The automobile chassis control system hardware-in-the-loop simulation evaluation system of claim 5, characterized in that: the steering column support is provided with a torque measuring mechanism, the input end of the steering column support is connected with a steering driving device, and the torque measuring mechanism is used for measuring the rotating torque of the steering column support.

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