CN114791727A - Hardware-in-loop simulation evaluation system of automobile 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

Hardware-in-loop simulation evaluation system for automobile chassis control system

Technical Field

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

Background

The automobile chassis control system identifies external environment target information by receiving peripheral sensors such as a camera and a radar, and finally enables an automobile to carry out early warning assistance and active control under normal driving working conditions and some dangerous working conditions through data processing, decision and control of an Electronic Control Unit (ECU). With the development of science and technology and the popularization of automobile intelligence, Advanced Driving Assistance Systems (ADAS) have become common chassis Control systems at present, and the types of the systems are more and more abundant, from early Warning Assistance types, such as Lane Departure Warning systems (LDW), to active safety Assistance types, such as automatic Emergency braking systems (AEB), Automatic Cruise Controls (ACC), Lane Keeping Assistance (LKA), and the like.

How to ensure that the ADAS system can pass decision and control effect tests under all normal working conditions with potential safety hazards becomes a pain point problem to be solved urgently for each host manufacturer and supplier. The real-vehicle test has the defects of high risk, low test efficiency, difficulty in reproduction and the like, and the Hardware-in-loop (HIL) test utilizes a real-time simulation system to realize power supply and communication with the ECU through an I/O interface, so that the defect of high risk of the real-vehicle test can be overcome, and the system has the advantages of high efficiency, high coverage rate and the like compared with the real-vehicle test. Based on the in-loop automatic hardware test of the chassis control system, the decision risk and the control effect can be effectively identified, and the product development and optimization are guided.

The invention aims to overcome the defects and shortcomings of an automobile chassis control system in research, development and debugging, and provides a hardware-in-loop simulation evaluation system of the automobile chassis control system, which aims to realize real-time communication between a vehicle model, a control model and an ECU (electronic control unit) and physical carriers such as a steering system and a braking system, realize function evaluation and parameter optimization of various ADAS (adaptive differential analysis) systems for controlling a chassis, and guide development of chassis control products.

Disclosure of Invention

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

The hardware-in-loop simulation evaluation system of the 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 used for verifying the control algorithm in combination with the vehicle model;

the hydraulic rack, the electrical cabinet, the control cabinet and the chassis controller are also included;

the test system comprises a hydraulic rack, a control cabinet, a chassis controller and a digital simulation and test software model, wherein the hydraulic rack is provided with a plurality of test parts of vehicles to be tested, the electrical 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 during the operation of the test parts and sends the feedback signals to the digital simulation and test software model.

The beneficial effect of this scheme is:

the method comprises the steps that all parts on a vehicle are integrated on a hydraulic rack respectively, then, a whole set of model of the vehicle is built through an upper computer, then vehicle algorithms are compiled and converted to form executable information, the executable information is sent to the hydraulic rack to perform execution operation, in the execution operation process, feedback signals are collected and sent to a digital simulation and test software model to perform closed-loop simulation, functional modules of all test parts can be used independently or in a combined mode, and configuration is flexible; the development cycle of the chassis control system can be shortened, dangerous conditions can be identified in the early stage of development, control parameters can be optimized, and the optimized parameters can guide product development; hardware of the chassis ECU and the actuator is in a loop, and the control performance obtained by testing is closer to that of a real vehicle test.

Further, the host computer carries with CarSim software, Simulink software, VeriSind software and TestStand software for establishing the digital simulation and test software model, the 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.

The beneficial effects are that: the corresponding models are established through a plurality of software, and the models are matched for simulation, so that the overall structure of the vehicle can be covered, and the simulation result is more accurate.

Further, the hydraulic rack comprises a test bed bottom plate, the test part is located on the test bed bottom plate, an adjustable shock pad iron is arranged at the bottom of the test bed bottom plate, and the adjustable shock pad iron is used for height adjustment through threaded fit.

The beneficial effects are that: the position of the test bed bottom plate can be adjusted a small amount according to the adjustable shock-absorbing sizing block to meet the test requirement, and meanwhile, the shaking of the test part on the test bed bottom plate is buffered.

Furthermore, a real-time system, a real-time processor, an I/O board card, a PDU power management module and a programmable power supply are arranged in the control cabinet, the control cabinet further comprises a fault injection unit arranged on the bottom plate of the test bed, and the real-time processor is used for operating a digital simulation and test software model obtained 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.

The beneficial effects are that: through the setting of switch board, can accurately convey analog simulation's content to the hydraulic pressure rack on experimental, the link up of the hydraulic pressure rack of host computer and lower computer is more accurate.

Further, 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 the test parts, and the high-current fault injection board card is used for opening and closing the power supply ends of the motors in the test parts to test the faults.

The beneficial effects are that: through the fault injection unit, the fault condition in the actual operation process of the vehicle can be simulated for testing, and the accuracy of the test result is improved.

Further, be equipped with the adjustable frock of ESC slope, automatic braking mechanism, calliper frock, the fast sensor frock of wheel, ring gear drive, turn to load device, steering column support and the steering drive of mutual independence on the test bench bottom plate, the adjustable frock of ESC slope is used for providing the slope change information when ESC sensor is experimental on the vehicle, automatic braking mechanism is used for simulating the action of trampling brake pedal, calliper frock is used for simulating the condition of trampling brake pedal and pulling electronic manual brake, ring gear drive is used for simulating the rotational speed of four wheels, the fast sensor frock of wheel is used for measuring the rotational speed of vehicle among the ring gear drive, turn to load device and be used for simulating real vehicle load, steering column support and steering drive are used for simulating the steering wheel and rotate.

The beneficial effects are that: the test parts are independent from each other, and can be independently tested, and can also be combined to be tested by simultaneously sending signals to the test parts.

Further, the frock that ESC slope is adjustable 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.

The beneficial effects are that: the tool capable of adjusting the gradient of the ESC provides gradient change information for the ESC sensor, the structure is simple, the gradient change information which can be provided is accurate, the range of the gradient change information is large, and the adaptability is strong.

Further, the automatic brake mechanism includes installing support, drive wheel, acting as go-between and second servo motor, the installing support includes frame and U-shaped frame, the frame becomes T shape, and the horizontal segment of frame is fixed on the test bench bottom plate, second servo motor fixes in the frame, drive wheel key joint is on second servo motor's output, the horizontal segment of U-shaped frame is fixed on the test bench bottom plate, set up a plurality of screw holes that are used for installing vehicle brake pedal mechanism on the vertical section of U-shaped frame, a plurality of screw holes evenly distributed in vertical direction, the one end of acting as go-between can be dismantled and be connected on the drive wheel, the other end of acting as go-between can dismantle after passing U-shaped frame and connect on vehicle brake pedal mechanism's the pedal.

The beneficial effects are that: the vehicle brake pedal mechanism is installed through a simple structure, the occupied area is small, and the vehicle brake pedal mechanism is convenient to install on the same test bed bottom plate.

Further, 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, wherein 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 the vertical section of the vertical plate is provided with a wheel speed sensor.

The beneficial effects are that: through the protection casing, can produce the object and protect when splashing at the ring gear frock rotation in-process, improve experimental security to and through the fast sensing frock of wheel, can accurate regulation wheel speed sensor apart from the distance of ring gear frock.

Furthermore, a torque measuring mechanism is arranged on the steering column support, 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.

The beneficial effects are that: the arrangement structure of the steering load device saves connecting mechanisms such as a speed reducer, a gear box, a belt pulley and the like, improves the mechanical efficiency of the whole transmission mechanism and lightens the weight of the transmission mechanism.

Drawings

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

FIG. 2 is a block diagram of a simulation test of a closed loop system according to an embodiment of the hardware-in-loop simulation evaluation system of the vehicle chassis control system of the present invention;

FIG. 3 is a top view of a test bed base plate of an embodiment of the ring simulation evaluation system of the automobile chassis control system hardware of the present invention;

FIG. 4 is a front view of an ESC gradient adjustable fixture in an embodiment of a loop simulation evaluation system of automobile chassis control system hardware of the present invention;

FIG. 5 is a front view of an automatic braking mechanism in an embodiment of a loop simulation evaluation system of automotive chassis control system hardware of the present invention;

FIG. 6 is a front view of a caliper tool in an embodiment of a ring simulation evaluation system of the hardware of the automotive chassis control system according to the present invention;

FIG. 7 is a front view of a ring gear drive of an embodiment of a ring simulation evaluation system for automotive chassis control system hardware of the present invention;

FIG. 8 is a partial object diagram of a steering system in an embodiment of an in-loop simulation evaluation system of hardware of an automotive chassis control system according to the present invention;

FIG. 9 is a diagram illustrating the relationship between the layout of the racks and the plates in the embodiment of the ring simulation evaluation system according to the hardware of the vehicle chassis control system of the present invention;

FIG. 10 is a pictorial view of a real-time processor implemented in an embodiment of the in-loop simulation evaluation system of the hardware of the automotive chassis control system of the present invention;

FIG. 11 is a schematic diagram of a low current fault injection in an embodiment of a loop simulation evaluation system for automotive chassis control system hardware of the present invention;

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

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

FIG. 14 is a schematic view of a diverter clamp of the automotive chassis control system hardware in an embodiment of a loop simulation evaluation system of the present invention;

fig. 15 is a schematic structural diagram of a steering system part in an embodiment of a loop simulation evaluation system of automobile chassis control system hardware according to the present invention.

Detailed Description

The following is a detailed description of the preferred embodiments.

Reference numerals in the drawings of the specification include: the device comprises an upper computer 1, a control cabinet 2, a hydraulic rack 3, an electric cabinet 4, a chassis ECU5, a first servo motor 21, a base 22, a flat plate 23, a triangular seat 24, an ESC sensor 25, a U-shaped frame 31, a triangular plate 32, a rack 33, a second servo motor 34, a pull wire, a vehicle brake pedal mechanism 36, a protective cover 41, a third servo motor 42, a transverse plate 43 and a vertical plate 44.

Examples

The hardware-in-the-loop simulation evaluation system of the automobile chassis control system is shown in the attached figures 1 and 2: the device comprises an upper computer, a control cabinet, a hydraulic rack, an electrical cabinet and a chassis ECU.

The upper computer is used for establishing a multifunctional digital simulation and test software model of the automobile, 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 used for verifying the control algorithm in combination with the vehicle model, namely, the multifunctional digital simulation and test software model of the automobile comprises: 1) the system comprises a vehicle model, a sensor model, a road model and a target model based on CarSim, wherein the vehicle model is used for simulating a dynamic system of a vehicle, the sensor model is used for simulating a sensing system of the vehicle, the road model is used for simulating different road conditions of the vehicle, and the target model is used for simulating other traffic participating vehicles encountered by a local lane and a side lane in the running process of the vehicle, such as the speed, the acceleration, the size, the color and the like of a barrier vehicle in front of the local lane vehicle; 2) the system comprises a driving model, an ADAS algorithm model and a VCU model based on Matlab/Simulink, wherein the driving model is used for simulating the relation between the acceleration demand and an accelerator pedal of a vehicle, the ADAS algorithm model is used for simulating the ADAS function of the vehicle and comprises a longitudinal control (ACC) algorithm and an ALK (ALK) algorithm, and the VCU model gives instructions of accelerator, brake and steering to the whole vehicle by moving the driving model and the ADAS algorithm model; 3) a signal matching and testing interface between the VeriStand-based vehicle model and the ADAS algorithm model is used for monitoring the simulation testing process; 4) TestStand based software models perform and automate testing. The ADAS algorithm model is compiled and converted into an executable C code, namely information can be executed, the compiling and the conversion are carried out through a module in Simulink software, namely, the driving model, the VCU model and the ADAS algorithm model are compiled and converted into the executable C code, so that the established corresponding model can be converted into a lower computer for executing simulation.

The method comprises the steps that a virtual simulation model and a test operation model of a vehicle are established on an upper computer, the virtual simulation model refers to a model established based on CarSim and Simulink, the test operation model refers to a model established based on VeriStrind, and during simulation, the virtual simulation model is operated through the test operation model, and real-time monitoring of the operation condition of the model is achieved. The established multifunctional digital simulation and test software model of the automobile is as follows: .

1) Vehicle model based on Carsim software

The parameters of the CarSim software model mainly include: sprung mass parameters, aerodynamic parameters, driveline parameters, braking system parameters, steering system parameters, suspension parameters, tyre parameters. The technology for establishing a model based on the CarSim software is the prior art and is not described in detail herein. When the function of the electric automobile is tested, a power transmission system is not needed, and a corresponding motor model is built in the following Simulink. Road parameters are configured in a road module of the CarSim software to form different simulation roads which serve as road models, and the road parameters are obtained from a human-computer interaction interface and comprise road surface types, attachment coefficients, road paths, slopes and the like of the roads, so that the configuration of road models required by open roads, low-attachment roads, high-attachment roads, ramps, curves and other simulation tests can be realized. For the ADAS test, sensor models such as radars are added into the Carsim model, and road traffic environments such as target vehicles and target pedestrians are established.

2) Simulink software model

The vehicle control model to be tested is established in Simulink, the model establishment based on Simulink is the prior art, details are omitted, and vehicle motion control is performed by combining CarSim software and steering system and brake system hardware of a hydraulic rack, wherein Simulink and Carsim are combined through VeriStand, and the Simulink, Carsim and hydraulic rack are communicated through a CAN bus by an NI real-time system.

3) VeriSand software model

The software environment of the chassis HIL (hardware-in-the-loop) is configured by using VeriString software, a real-time test system is established for combining a virtual simulation model with a hydraulic rack of a subsequent lower computer, and the lower computer is an industrial personal computer and can carry out simulation operation on a virtual simulation signal on the lower computer, so that various functions required in the HIL test are realized. By using the VeriStand software, a user can conveniently build a graphical operation interface and a virtual instrument, calibration parameters are conveniently modified, and the running condition of the model is conveniently monitored in real time.

4) TestStand software model

The TestStand software is used for completing the configuration of the whole test environment and the execution of the automatic test, including the invocation of the VeriStand environment, the compilation of test cases and the generation of test reports.

In order to enable the established simulation evaluation system to have both authenticity and realizability in dynamic simulation, the embodiment provides a simulation test framework of a Simulink control algorithm-Carsim vehicle model-hydraulic bench closed-loop system, as shown in FIG. 2. An ADAS control algorithm model to be tested is built in Matlab/Simulink, the algorithm model calculates control quantity and analog quantity by receiving feedback signals of a Carsim model and a hydraulic rack sensor, the control quantity and the analog quantity are sent to the Carsim model and a motor driver, and the motor driver drives the hydraulic rack to operate. VeriStrind displays the running conditions of Simulink, Carsim and the hydraulic rack in real time for a user to observe and intervene in the simulation process. The method has the advantages that the sensor information of the hydraulic stand is fully mined, and the control performance of the material object controller is reproduced to the maximum extent; meanwhile, a Carsim model is adopted to make up for a short plate which cannot generate motion information such as speed, acceleration and the like of the hydraulic rack, so that dangerous conditions can be identified in the early stage of the research and development of a chassis control system, control parameters are optimized, the parameters are optimized to guide the development of an electric control product, the development time is shortened, and the development cost is reduced; meanwhile, the hardware-in-loop of the chassis ECU and the actuator is realized, and the control performance obtained by testing is closer to that of a real vehicle test.

The control cabinet is internally provided with a real-time system, the real-time system adopts an NI real-time system of the prior NI company, the control cabinet is used for downloading a C code to the NI real-time system through an Ethernet, and the control cabinet configures parameters through VeriStand so as to configure and collect the numbers of the board card, the analog IO, the chassis ECU and the interface between the control models, for example, the NI real-time system is used for simulating the output value of the ADAS control algorithm model, controlling a switch and sending a sensor signal, and the sensor signal is finally sent to the chassis ECU through the IO board card in the control cabinet and the conditioning management unit.

The chassis ECU controls an automatic braking motor driver according to an instruction, a slope simulation motor driver (namely a driver of a first servo motor), a wheel speed simulation motor driver (namely a driver of a third servo motor), and an automatic steering motor driver, wherein the instruction is from a Can bus connected with an IO board card to drive a braking system on a hydraulic rack, the slope simulation system, the wheel speed simulation system and the steering system to run, after the hydraulic rack runs, a simulation sensing signal and a controller sensing signal are collected and sent to an NI real-time system through the I/O board card, the running condition of a vehicle is observed and recorded in real time through a graphical interface of VeriStand software, and closed-loop simulation is realized. The hardware-in-the-loop simulation evaluation system can perform function test of the controller and development and verification of a control algorithm.

As shown in FIG. 3, the hydraulic bench comprises a test bed bottom plate, wherein the test bed bottom plate is fixedly built by aluminum profiles and steel plates through screws to form a square frame structure. The supporting base of the test bed bottom plate is an adjustable damping sizing block which is an existing product and used for leveling and isolating vibration of the test bed bottom plate. A plurality of hoisting holes are formed in the bottom plate of the test bed, so that the test bed is convenient to install and move. Spraying antirust oil on the upper surface (mounting surface) of the steel plate, and performing antirust treatment on other surfaces by adopting a paint spraying process.

Be equipped with the part of being surveyed on the hydraulic rack, signal simulation subsystem and sensor acquisition subsystem, install ESC slope adjustable frock through the screw on the test bench bottom plate promptly, automatic braking mechanism, calliper frock, the fast sensor frock of wheel, ring gear drive arrangement, turn to load device, steering gear anchor clamps, adjustable steering column support and annex, a plurality of test parts that set up on the hydraulic rack promptly, each test part is installed on the corresponding position on mobilizable aluminium alloy or the steel sheet of test bench bottom plate according to the demand, be convenient for each part freely remove different mounted positions according to the different situations, improve the flexibility ratio of module installation. The steering gear clamp is built through a steel section bar and used for limiting and fixing a steering wheel of a steering part, and the specific structure is not repeated and is shown in fig. 14.

As shown in fig. 4, the frock that ESC slope is adjustable is used for simulating the real-time change of road slope, with the slope of adjusting the ESC sensor, emulation ESC sensor is to the collection of slope information, frock that ESC slope is adjustable includes the flat board of an installation 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 pass through screw fixed mounting to the test bench bottom plate on, base one side fixed mounting has first servo motor and gear motor, first servo motor and gear motor drive round pin axle low-speed rotation, thereby make the flat board swing around the round pin axle, reach the purpose of automatically regulated ESC sensor slope.

As shown in figure 5, the automatic brake mechanism is used for simulating the action of stepping on a brake pedal by a person, and adopts a stay wire type automatic brake mechanism which mainly comprises a mounting bracket, a driving wheel, a stay wire, a speed reducer and a second servo motor, wherein the mounting bracket comprises a rack and a U-shaped frame, the second servo motor is fixedly mounted on the rack through screws, the speed reducer is positioned at the output end of the second servo motor, the driving wheel is in key connection with the output end of the speed reducer, the rack is in a T shape, the horizontal section of the rack is fixed on a bottom plate of a test bench through screws, the horizontal section of the U-shaped frame is fixed on the bottom plate of the test bench through screws, a triangular plate is welded on the U-shaped frame, one end of the stay wire is detachably connected on the driving wheel, the other end of the stay wire passes through the U-shaped frame and then is detachably connected on the pedal of a vehicle brake pedal mechanism, the stay wire is wound by the driving wheel, a plurality of threaded holes for mounting the vehicle brake pedal mechanism are formed on the vertical section of the U-shaped frame, the plurality of threaded holes are uniformly distributed in the vertical direction. The mounting bracket adopts firm and reliable plate welding processing, and the surface is blackened so as to play a role in rust prevention. The stay wire adopts a high-quality steel wire rope, and the stay wire and the driving wheel are detachably fixed, so that the stay wire is convenient to replace.

As shown in fig. 6, the caliper tool is used for simulating the situation that a driver steps on a brake pedal or pulls an electronic manual brake, the caliper tool forms two T-shaped tool seats through a plurality of steel plates, the horizontal section of the caliper tool is fixedly installed on a base plate of a test bench through screws, two front brake disc simulation blocks (shown in the left side of fig. 6) and two rear brake disc simulation blocks (shown in the right side of fig. 6) which respectively simulate the braking situations of front and rear wheels are installed on the caliper tool, the front brake disc simulation blocks and the rear brake disc simulation blocks are respectively installed on the two tool seats, the front brake disc simulation blocks and the rear brake disc simulation blocks are respectively connected with oil pipes, the front brake disc simulation blocks and the rear brake disc simulation blocks are vehicle upper parts to be tested, the front brake disc simulation blocks are provided with two front caliper mechanisms, the rear brake disc simulation blocks are provided with two rear caliper mechanisms and an EPB motor mechanism, and the specific structure is not repeated. Four sets of pressure sensors are arranged on the bottom plate of the test bed, are respectively arranged on hydraulic pipelines of the four sets of brake calipers and are used for testing the pressure of the wheel cylinder, oil pipes are used as power to drive parts on each tool seat to be close to each other, and the corresponding force of the wheel cylinder to be tested is measured through the sensors.

As shown in fig. 7, the gear ring driving device is used for simulating the rotating speeds of four wheels of an automobile, the gear ring driving device comprises a protective cover, the protective cover is made of transparent materials, the protective cover is made of existing general high-strength transparent plastics to ensure the safety in the test process and directly check the operation of an internal structure, a third servo motor and a gear ring tool are installed in the protective cover of the gear ring driving device, and the third servo motor can be made of existing loose A6 series products. The ring gear frock is 4 sets altogether, installs side by side in proper order along the horizontal direction, and the ring gear frock is the part on the current vehicle, and concrete structure is no longer described here any more, and the ring gear frock drives through third servo motor and rotates. For improve equipment's operational safety, install whole protection casing additional at the rotating part, the protection casing has the safety interlock function, can't run third servo motor under the open mode, whether close through the current proximity sensor detection of opening part installation at the protection casing, only close it, proximity sensor sends the signal to the control system who corresponds, and third servo motor just can start. In order to improve the dynamic response capability of the gear ring, the gear ring tool is made of light aluminum alloy materials and is designed in a lightweight structure, the rotational inertia of the gear ring tool is reduced, and then reasonable inertia matching is carried out. The device has the benchmark panel of the fast sensor frock of installation wheel, guarantees the position accuracy of the fast sensor of wheel and ring gear.

The wheel speed sensor tool is used for measuring the rotating speed of four wheels in real time, the wheel speed sensor tool comprises a reference mounting panel, the distance is adjusted by threads, and the precision can reach 0.2 mm. The wheel speed sensor tool is provided with a dial indicator, and the value of the dial indicator can be observed during adjustment. Install this wheel speed sensor frock on ring gear drive arrangement's benchmark panel for the distance of wheel speed sensor and ring gear can be adjusted at 0.2mm ~ 5mm within range, the regulation of the distance of wheel speed sensor and ring gear, the regulation of distance is carried out through the vertical board of horizontal plate and L shape, the horizontal plate passes through the fix with screw on the benchmark panel, the horizontal segment of vertical board passes through screw-thread fit on the horizontal plate, the vertical segment at vertical board is installed to the wheel speed sensor.

As shown in fig. 8 and 15, the steering load device is used for simulating a real vehicle load, and mainly comprises a fixed bracket, an electric cylinder, a tension and pressure sensor and a rack connecting piece, wherein the tension and pressure sensor can be a product of the existing PSD-1TSJTT model. The original power of the electric cylinder (the silver part on the right side on the figure) comes from a fourth servo motor (the black part on the right side) to convert the rotary motion into linear motion, the steering load device is provided with a servo controller, a real-time acquisition value of the tension pressure sensor is used as feedback, and accurate dynamic closed-loop control is carried out on the steering load force, so that the accurate loading of a steering system is realized, and the low-frequency real vehicle load can be simulated. The response frequency of the servo motor can reach 2kHz, 104 ten thousand pulses can be output per circle of an encoder of the servo motor, and the requirements of the response speed and the position accuracy of a system can be met.

As shown in fig. 14, the steering gear clamp mainly refers to a steering gear mounting workbench, the steering gear clamp mainly has two parallel T-shaped grooves, and the steering gear clamp can be adapted to the mounting of various rack and pinion steering gears only by designing an independent fixing tool for a mounting point of the steering gear (a steering gear is usually connected between two independent tools and the T-shaped grooves).

The steering column support main body is formed by welding profile steel and steel plates, and the surface of the steering column support main body is painted. The input end of the steering column support is connected with a steering driving device through a spline of the steering column support, the steering driving device mainly comprises a steering wheel, a direct drive motor, a transition connection flange and a torque measuring mechanism, the steering wheel is fixed at the end part of the steering column support, the steering column support is connected to the output end of the direct drive motor through the transition connection flange, the torque measuring mechanism is used for measuring the rotation torque of the steering column support, and the torque measuring mechanism can use the existing sensor. It can be programmed to turn the steering wheel at a certain speed and the input torque value can be measured. The steering wheel can also be directly rotated through manpower, the direct drive motor is powered off at the moment, the hand feeling of the steering wheel is not influenced, and torque measurement is not carried out when the steering wheel is driven through the manpower. The large torque of the direct drive motor can directly connect with the motion device, thereby saving connecting mechanisms such as a speed reducer, a gear box, a belt pulley and the like, improving the mechanical efficiency of the whole transmission mechanism and reducing the weight of the transmission mechanism. Meanwhile, the direct connection mode reduces the positioning error generated by a mechanical structure, so that the precision is better ensured. The transition connection flange is a mechanical processing piece, and the surface blackening treatment is adopted, so that an ideal antirust effect is achieved. The torque measuring mechanism adopts a mode of directly connecting the force sensor and the force arm mechanism or the torque sensor.

The accessory comprises a vacuum pump support, a vacuum tank support, an air pipe, an oil can and an ESC gradient adjustable tool which are positioned on a hydraulic rack, and the shape of each support is set to be capable of stabilizing and limiting a corresponding target.

A real-time system and various communication board cards are installed in the control cabinet, and communication is performed like a signal IO board card. The control cabinet comprises a cabinet, a real-time processor, an I/O board, a fault injection unit, a PDU power management module and a programmable power supply, wherein the real-time processor, the I/O board, the PDU power management module and the programmable power supply are installed in the cabinet, and the fault injection unit is installed on a hydraulic rack.

As shown in fig. 9, the bottom of the cabinet (Schroff 38U) is provided with rollers with locking functions, so that the cabinet is convenient to move and fix. The strong and weak electric signal line separation of internal pencil, the wire is arranged through current walking the line guide rail (the wire is arranged regularly, and the wire is arranged according to violently flat vertical mode), makes things convenient for the change operation of relevant integrated circuit board or equipment. The cabinet is provided with the top fan, so that the module in the cabinet can be effectively cooled, and the operating temperature of the control system is stabilized within a safe range. A drawer or tray is mounted in the cabinet and is extendable for holding a device under test or other tools. The arrangement of the board card modules is integrated on the basis of the cabinet.

As shown in fig. 10, the real-time processor is used for running a vehicle dynamics model and a Simulink model and controlling an associated I/O board, and the real-time processor can use a processor of an existing PXIe-8880 model, and is a core control part of the whole system. The relevant parameters of the real-time processor are as follows: the system bandwidth is 24GB/s, and the slot bandwidth is 8 GB/s; a dominant frequency 2.3GHz, eight-core Intel to Strong E5-2618L V3 processor; memory: 8GB (1 × 8GB DIMM), three channels of 1.866MHz, DDR4 RAM, the highest capacity is 24 GB; 2 USB3.0, 4 USB2.0, 2 gigabit Ethernet LAN; the real-time operation period of the HIL system can be ensured to be 1 ms.

The I/O board card comprises analog I/O, digital I/O and PWM input/output, wherein the analog I/O is a product with the NI PXIe-6363 model, the digital I/O is a product with the PXI-6515 model, and the PWM input/output is a product with the PXIe-6612 model. The NI PXIe-6363 related parameters are as follows: 32-path AI (16-Bit, 2MS/s, voltage +/-0.1V, +/-0.2V, +/-0.5V, +/-1V, +/-2V, +/-5V, +/-10V) and 4-path AO (voltage +/-10V, +/-5V); 48DIO, 4 timers/counters. The NI PXI-6515 related parameters are as follows: 32 paths of DI, the input voltage range is-30V; and 32-way DO. The relevant parameters of NI PXIe-6612 are as follows: an 8-way counter/timer; the maximum frequency is measured at 80 MHz. Because the input voltage range of the I/O board card is generally smaller and the output driving capability is weaker, a signal conditioning board card is added on the I/O board card to expand the application range of the I/O board card. The relevant parameters are as follows: the analog input conditioning board card has an input voltage range of +/-50V, +/-25V and +/-10V; the analog output conditioning board has the output voltage range of-12V to +12V and the maximum continuous current of +/-50 mA, and has the functions of output short-circuit protection and overvoltage protection; the digital input conditioning board has an input voltage range of-60V- +60V, the input form can be configured with Push or Pull, and the threshold voltage can be configured; the digital output conditioning board can be configured to be Push, Pull or Push + Pull, supports an external reference power supply to reach 60V, and outputs over-voltage protection, short-circuit protection, overload protection and driving current of 150 mA.

As shown in fig. 11 and 12, the fault injection unit includes a low-current fault injection board and a high-current fault injection board. And the two fault injection board cards are arranged on the hydraulic rack in a fault injection box mode. Fig. 11 shows different fault injection types implemented by different opening and closing combinations of relays, where the backplane is on the load board, facing the measured node set, and is: there are many signals that need to measure on the load board, but direct measurement is inconvenient, consequently introduces all together the signal that needs to measure on the load board on a backplate, can realize the measurement to the load board signal through measuring the signal on the backplate. The low-current fault injection board card is used for realizing the electrical fault injection of each pin of the controller, such as pins of chassis ECU power supply, sensors, CAN communication and the like, and the fault injection types which CAN be realized comprise: open circuit, short to ground, short to power, short to designated other pins. The parameters related to the low-current fault injection board card are as follows: for the low-current fault injection board card, different types of fault injection to the signal line are mainly simulated, and the sustainable current which can be borne by each channel is 8A. The single low current fault injection plate has 12 channels. The large-current fault injection board card is mainly used for carrying out open-circuit testing on motor loads and mainly used for injecting different types of faults of a power supply line, namely, the open-circuit and closed tests of a power supply end, the open-circuit and closed tests of a ground end and the open-circuit and closed tests of a motor loop. The high-current fault injection module consists of a high-current relay array, a relay control module, a communication module and a main control chip module, wherein two ends of a connector are respectively connected to a power supply line, and different types of fault injection of the power supply line can be realized by opening and closing combinations of corresponding relays. And the communication part of the fault injection unit is communicated with the upper computer real-time system through RS485 to obtain the on-off requirement of the relay, and the corresponding relay is driven to realize the on-off of the relay so as to realize fault simulation. The relevant parameters of the large-current fault injection module are as follows: for the large-current fault injection module, the sustainable current born by each channel is 50A, and the peak current is 80A; the number of channels is greater than 21.

The PDU power management module is used for realizing control and distribution of power supply of the whole platform, has functions of short-circuit protection, emergency power-off and the like, can run in combination with other cabinets, namely, an emergency stop switch of any cabinet can cut off power supply of all cabinets in an online state, and can use the existing products of the model of Yangzhou Huatai HAP 60.

For a traditional 12V-grade storage battery, in actual use, the voltage can fluctuate between 9 and 18V, and meanwhile, the voltage of the storage battery can fluctuate greatly under various working conditions. The main parameters of the programmable power supply selected by the 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% +10 mV; ripple is less than or equal to 0.5% +10mV (rms).

The regulator cubicle adopts current product to installation power supply system and motor drive system on the regulator cubicle, motor drive system include 1 of automatic braking motor driver, 1 of slope simulation motor driver, 4 of fast simulation motor driver of wheel, automatic steering motor driver 1, turn to 1 of load motor driver, motor driver all adopts current product, for example loose product, safe and reliable.

As shown in fig. 13, the upper computer is loaded with a Visual C + + target language compiler, Matlab/Simulink, Carsim, and VeriStand software. Firstly, a nature and driving database is established according to standard and regular scenes, typical accidents and experience-based marginal scenes, and then the database is defined by combining functions to obtain rich extended scenes. And respectively establishing the scenes in a Carsim software, and directly carrying out combined simulation with Matlab/Simulink so as to preliminarily test the performability of the scenes and the control algorithm. Then, the direct connection between the Simulink and the Carsim software is disconnected In the Simulink, and the Simulink-Library-In/Out module is adopted for replacement. After the model is converted into executable C code, and input/output of the simulink model and output/input of the Carsim model are respectively paired (mapping) in VeriStand in a one-to-one correspondence manner, for example, a steering wheel is configured on software to turn to 10 °, so that a difference exists between signals of 10 ° in simulation and 10 ° in actual rotation on a hydraulic bench, and the 10 ° in simulation needs to be paired to an actual I/O board card and deployed to an NI real-time processor of a control cabinet to operate, so that the actual steering wheel performs corresponding actions. The information interaction between the NI real-time processor and the hydraulic rack is realized by the input and output of analog/digital signals and the conversion of the analog/digital signals, related plates all adopt the existing howling as a scientific and technological product, and part of the products have the following models: the model of the analog input conditioning board is PW7111, the model of the analog output conditioning board is PW7112, the model of the digital input conditioning board comprises PWM In and PW7113, the model of the digital output conditioning board comprises PWM Out and PW7114, the model of a 4-20 mA current-to-voltage module is PW7117, the model of the signal conditioning carrier board is PW7101, the model of the signal conditioning back board is PW7102, the model of a signal conditioning direct-connected board card is PW7103, the model of a PXIe-6363 resource distribution board is PW7141, the model of a PXIe-6515 resource distribution board is PW7142, the model of a PXIe-6612 resource distribution board is PW7143, the model of a fault simulation base board is 12chPW8201, and the model of a high-current fault injection board card is 3ch PW 8205. Through the steps, an automobile chassis control system hardware-in-loop simulation evaluation system can be established as shown in fig. 2, and the simulation evaluation system can operate and automatically verify the chassis control system in different scenes.

In addition, when a large current fault and a small current fault are injected, the driving condition of the subsystem when an error occurs can be simulated, and the safety and the robust performance of the control system can be verified and guided. The safety and robustness of real vehicle verification usually need to consume huge manpower and material resources, and the system can help engineers verify the system in advance, so that the cost is greatly saved.

The system carries out automatic test in the earlier stage of the research and development of the chassis control system, such as AEB simulation, and can comprehensively give the wheel speed change, the slip rate change, the wheel cylinder pressure change, the braking distance, the braking time and the like of each wheel. Therefore, dangerous conditions are identified, control strategies are verified in real time, control parameters are optimized until a satisfactory control effect is obtained, development time can be shortened, and development cost is reduced.

The above description is only an example of the present invention, and the common general knowledge of the known specific structures and characteristics in the schemes is not described herein. It should be noted that, for those skilled in the art, without departing from the structure of the present invention, several variations and modifications can be made, which should also be considered as the protection scope of the present invention, and these will not affect the effect of the implementation of the present invention and the utility of the patent. The scope of the claims of the present application shall be determined by the contents of the claims, and the description of the embodiments and the like in the specification shall be used to explain the contents 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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