CN115421473A - Simulation verification method and system for automobile driving function - Google Patents
Simulation verification method and system for automobile driving function Download PDFInfo
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Abstract
The invention discloses a simulation verification method and a system for automobile driving functions, wherein the method comprises the following steps: building an automobile driving function simulation verification model, inputting vehicle parameters, failure scene parameters, fault torque, fault injection time and safe state motor torque, selecting a driving function failure mode, then carrying out simulation test, and calculating to obtain the speed and mileage motion curves of the automobile, the front vehicle/pedestrian and the rear vehicle/pedestrian; according to the speed and mileage motion curves of the vehicle, the front vehicle/pedestrian and the rear vehicle/pedestrian, whether the safety target acceptance index is met is analyzed and judged, and the shortest fault injection time is selected from the fault injection times meeting the requirements as the FHTI time of the safety requirement.
Description
Technical Field
The invention relates to the technical field of automobile safety verification, in particular to a simulation verification method and a simulation verification system for an automobile driving function.
Background
To avoid or mitigate safety risks due to failure of electrical and electronic systems, ISO26262 provides a methodology for product design, development management and support processes; with the introduction of functional safety standards such as GB/T34590 and the like in China, more and more OEMs begin to introduce functional safety designs in the product development process;
the reasonable design of the functional safety FHTI time is the key for realizing the functional safety design of the system; ISO26262 provides only a guideline of the methodology, but introduces less on how to derive the quantized FHTI time.
Therefore, how to derive quantifiable functional safety targets according to hazard analysis and risk assessment results in a concept stage and further design a reasonable fault tolerance time interval becomes a big difficulty in the functional safety development process of domestic host plants.
Disclosure of Invention
The invention aims to improve and innovate the defects and problems in the background art and provides a simulation verification method and a simulation verification system for the driving function of an automobile.
The invention provides the following technical scheme for achieving the purpose: a simulation verification method for an automobile driving function specifically comprises the following steps: building an automobile driving function simulation verification model, wherein the simulation verification model is based on a mechanical model and a vehicle kinematic model of an automobile driving system;
inputting vehicle parameters, failure scene parameters, failure torque and failure injection time, selecting a driving function failure mode, then carrying out a simulation test, and calculating to obtain the speed and mileage motion curves of the vehicle, the front vehicle/pedestrian and the rear vehicle/pedestrian;
and analyzing and judging whether the safety target acceptance index is met or not according to the speed and mileage motion curves of the vehicle, the front vehicle/pedestrian and the rear vehicle/pedestrian, and selecting the shortest fault injection time from the fault injection times meeting the requirements as the fault injection time of the safety requirement.
According to the technical scheme, the simulation test is carried out by building the simulation verification model based on the mechanical model and the vehicle kinematic model of the automobile driving system, so that the FHTI time with quantified safety requirements can be obtained, and the accuracy and the reliability of the simulation verification method are ensured; when the fault torque is between the minimum torque for driving the vehicle to move and the peak torque of the motor, the FHTI time of the quantified safety requirement can meet the safety target acceptance index, and the safety risk of personnel in an extreme scene test is reduced.
According to a further scheme, the vehicle parameters comprise the whole vehicle mass, a wind resistance coefficient, a windward area, a tire radius, a road gradient, a gravity acceleration, an air density, a rolling resistance coefficient, the rotational inertia of an input shaft of the speed reducer, the rotational inertia of an output shaft of the speed reducer, a transmission speed ratio of the speed reducer, mechanical transmission efficiency, the rotational inertia of a motor and a conversion coefficient of rotary mass.
Further, the driving function failure modes comprise unexpected acceleration, unexpected deceleration, unexpected vehicle movement and unexpected torque reversing, and the failure scene parameters comprise driving states of the vehicles at the time of failure, initial speed of the vehicles/pedestrians at the rear, initial speed of the vehicles/pedestrians at the front, initial distance between the vehicles/the vehicle and the vehicle, braking response time of the driver, initial acceleration of the vehicles and emergency braking force at the wheel ends.
Further, the mechanical model of the automobile driving system comprises:
vehicle driving force:
（1）
wherein the content of the first and second substances,
is the motor torque;
in order to realize the speed ratio of the speed reducer,
the mechanical transmission efficiency is achieved;
is the tire rolling radius;
vehicle braking force:
（2）
wherein, the first and the second end of the pipe are connected with each other,
a vehicle braking torque;
vehicle driving force-running resistance balance formula:
（3）
wherein the content of the first and second substances,
is the running resistance of the vehicle.
Further, the vehicle kinematic model includes:
vehicle running resistance:
（4）
wherein M is the mass of the whole vehicle; g is the acceleration of gravity; f is the rolling resistance coefficient; cd is the wind resistance coefficient; a is the frontal area of the vehicle; u is the running speed;
is the road grade;
the conversion coefficient of the rotating mass;
vehicle travel distance:
（5）。
further, the step of calculating the motion curves of the speed and the mileage of the vehicle, the front vehicle/pedestrian and the rear vehicle/pedestrian specifically comprises:
calculating the driving torque of an initial wheel end according to the driving state of the vehicle in failure and the initial vehicle speed, and calculating the fault torque of the wheel end according to the input fault torque and the fault injection time;
calculating the braking torque of the wheel end according to the input braking response time of the driver, the emergency braking force of the wheel end and the radius of the tire;
calculating the comprehensive torque of the wheel end by using the driving torque of the initial wheel end, the fault torque of the wheel end and the braking torque of the wheel end;
and calculating the speed and mileage movement curves of the vehicle, the front vehicle/pedestrian and the rear vehicle according to the comprehensive torque of the wheel end, the initial speed of the vehicle, the initial speed of the front vehicle/pedestrian and the initial speed of the rear vehicle/pedestrian.
Further, the selecting the shortest fault injection time from the fault injection times meeting the requirements as the FHTI time of the safety requirement further comprises:
and selecting a plurality of groups of fault injection time and corresponding fault torques, carrying out real vehicle fault injection test, comparing the simulation result with the real vehicle test result, and checking and simulating the accuracy of the verification model.
A simulation verification system of an automobile driving function specifically comprises:
the vehicle parameter setting module is used for providing an input interface of vehicle parameters;
the failure scene parameter setting module is used for providing failure scene parameters and an input interface of a driving function failure mode;
the safety monitoring mechanism setting module is used for providing an input interface of fault torque and fault injection time;
the driving torque fault injection module is used for calculating the driving torque of the initial wheel end according to the failure scene parameters and calculating the fault torque of the wheel end according to the fault torque and the fault injection time;
the driver brake response module is used for calculating the brake torque of the wheel end according to the vehicle parameters and the failure scene parameters;
the vehicle wheel end torque calculation module is used for calculating the comprehensive torque of the wheel end according to the driving torque of the initial wheel end, the fault torque of the wheel end and the braking torque of the wheel end;
the vehicle motion simulation module is used for calculating the motion curves of the speed and the mileage of the vehicle, the front vehicle/pedestrian and the rear vehicle according to the comprehensive torque of the wheel end, the failure scene parameters and the vehicle parameters;
and the safety confirmation analysis module is used for analyzing and judging whether the safety target acceptance indexes are met or not according to the motion curves of the vehicle, the front vehicle/pedestrian and the rear vehicle.
According to the technical scheme, the simulation verification model obtains the FHTI time of quantized safety requirements based on the mechanical model and the vehicle kinematic model of the automobile driving system, the workload of the system integration test and the safety confirmation test is reduced, and the accuracy and the reliability of the simulation verification model are ensured due to the consideration of the fault torque of the wheel end, the braking torque of the wheel end and the comprehensive torque of the wheel end.
According to a further scheme, the vehicle parameters comprise the whole vehicle mass, a wind resistance coefficient, a windward area, a tire radius, a road gradient, a gravity acceleration, an air density, a rolling resistance coefficient, the rotational inertia of an input shaft of the speed reducer, the rotational inertia of an output shaft of the speed reducer, a transmission speed ratio of the speed reducer, mechanical transmission efficiency, the rotational inertia of a motor and a conversion coefficient of rotary mass.
Further, the driving function failure modes comprise unexpected acceleration, unexpected deceleration, unexpected vehicle movement and unexpected torque reversing, and the failure scene parameters comprise driving states of the vehicles at the time of failure, initial speed of the vehicles/pedestrians at the rear, initial speed of the vehicles/pedestrians at the front, initial distance between the vehicles/the vehicle and the vehicle, braking response time of the driver, initial acceleration of the vehicles and emergency braking force at the wheel ends.
Compared with the prior art, the invention has the beneficial effects that: the invention can obtain the FHTI time of the quantified safety requirement in the concept design stage through the simulation verification method and the simulation verification system, thereby reducing the workload of the system integration test and the safety confirmation test stage; when the fault torque is between the minimum torque for driving the vehicle to move and the peak torque of the motor, the FHTI time of the quantified safety requirement can meet the safety target acceptance index, so that the safety risk of personnel in an extreme scene test is reduced; the simulation verification model is based on a mechanical model and a vehicle kinematic model of an automobile driving system, gives consideration to fault torque of a wheel end, brake torque of the wheel end and comprehensive torque of the wheel end, and ensures the accuracy and reliability of the simulation verification model and the simulation verification method; by selecting a plurality of groups of fault injection time and corresponding fault torques, real vehicle test results and simulation results are compared, the real vehicle test workload is small, and the accuracy and reliability of the simulation verification model and the simulation verification method are verified.
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In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings needed to be used in the embodiments will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and it is obvious for those skilled in the art to obtain other drawings based on these drawings without creative efforts.
FIG. 1 is a flow chart of a simulation verification method according to a first embodiment of the present invention;
FIG. 2 is a flow chart of the motion curves of the speed and mileage of the vehicle, the vehicle/pedestrian ahead, and the vehicle/pedestrian behind according to the first embodiment of the present invention;
FIG. 3 is a block diagram of a simulation verification system according to a second embodiment of the present invention;
FIG. 4 is a mathematical model of the unintended vehicle movement of the third embodiment of the present invention;
fig. 5 is a comparison schematic diagram of the test and simulation results of the unexpected vehicle moving real vehicle according to the third embodiment of the present invention.
Detailed Description
In order to make the objects, features and advantages of the present invention comprehensible, embodiments accompanied with figures are described in detail below.
It will be understood that when an element is referred to as being "secured to" another element, it can be directly on the other element or intervening elements may also be present. When an element is referred to as being "connected" to another element, it can be directly connected to the other element or intervening elements may also be present.
Unless defined otherwise, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs. The terminology used herein in the description of the invention is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention. As used herein, the term "and/or" includes any and all combinations of one or more of the associated listed items.
Example one
The following describes a simulation verification method of an automobile drive function by taking a drive function of a pure electric automobile drive system as an example:
object definition: the pure electric vehicle driving system comprises an accelerator pedal sensor, a brake pedal sensor, a vehicle control unit, a motor controller, a driving motor, a speed reducer, a transmission shaft and wheels. The driving function is as follows: the system controls the driving motor to output longitudinal torque to drive the vehicle to run according to the driving operation. A mechanical model of the drive system and a vehicle kinematics model may be determined during the object definition process.
Referring to fig. 1, the method includes the following steps:
s1, building an automobile driving function simulation verification model, wherein the simulation verification model is based on a mechanical model and a vehicle kinematics model of an automobile driving system;
specifically, the mechanical model of the automobile driving system comprises:
vehicle driving force:
（1）
wherein, the first and the second end of the pipe are connected with each other,
is the motor torque;
in order to realize the speed ratio of the speed reducer,
the mechanical transmission efficiency is improved;
is the tire rolling radius;
vehicle braking force:
（2）
wherein, the first and the second end of the pipe are connected with each other,
for braking torque of vehicles
Vehicle driving force-running resistance balance formula:
（3）
wherein, the first and the second end of the pipe are connected with each other,
is the running resistance of the vehicle.
The vehicle kinematics model includes:
vehicle running resistance:
（4）
wherein M is the mass of the whole vehicle; g is the acceleration of gravity; f is the rolling resistance coefficient; cd is the wind resistance coefficient; a is the frontal area of the vehicle; u is the running speed;
is the road grade;
in order to convert the coefficient of the rotating mass,
for deriving the running speed;
vehicle travel distance:
（5）。
in this embodiment, the vehicle is a pure electric vehicle.
S2, inputting vehicle parameters, failure scene parameters, failure torque and failure injection time, selecting a driving function failure mode, then carrying out simulation test, and calculating to obtain the speed and mileage motion curves of the vehicle, the front vehicle/pedestrian and the rear vehicle/pedestrian;
specifically, the vehicle parameters comprise the whole vehicle mass, the wind resistance coefficient, the windward area, the tire radius, the road gradient, the gravity acceleration, the air density, the rolling resistance coefficient, the rotational inertia of the input shaft of the speed reducer, the rotational inertia of the output shaft of the speed reducer, the transmission speed ratio of the speed reducer, the mechanical transmission efficiency, the rotational inertia of the motor and the conversion coefficient of the rotational mass.
The drive function failure modes include unintended acceleration, unintended deceleration, unintended vehicle movement, and unintended torque reversal.
The failure scene parameters comprise a vehicle driving state at failure, an initial vehicle speed, an initial rear vehicle/pedestrian speed, a front vehicle/pedestrian initial speed, an initial front-rear vehicle distance/inter-vehicle distance, a driver braking response time, a vehicle initial acceleration and a wheel end emergency braking force.
And S3, analyzing and judging whether the safety target acceptance index is met or not according to the speed and mileage motion curves of the vehicle, the front vehicle/pedestrian and the rear vehicle/pedestrian, and selecting the shortest fault injection time from the fault injection times meeting the requirements as the FHTI time of the safety requirement.
It should be noted that, according to the motion curves of the speed and the mileage of the host vehicle, the front vehicle/pedestrian, and the rear vehicle/pedestrian, the physical parameters such as the relative movement displacement or the acceleration of the host vehicle and the front vehicle/pedestrian, the rear vehicle/pedestrian, or the target object can be obtained, different fault torques and fault injection times can be input, and different physical parameters such as the relative movement displacement or the acceleration can be obtained.
And S4, selecting a plurality of groups of fault injection time and corresponding fault torques, carrying out real vehicle fault injection test, comparing the simulation result with the real vehicle test result, and checking and verifying the accuracy of the simulation model.
It should be noted that, because a large number of simulation verification tests have been performed in the concept design stage, and the simulation verification model is based on the mechanical model of the automobile driving system and the vehicle kinematics model, and takes into account the fault torque at the wheel end, the braking torque at the wheel end, and the comprehensive torque at the wheel end, and ensures the accuracy and reliability of the simulation verification model and the simulation verification method, in the system integration test stage, only a plurality of sets of fault injection times and corresponding fault torques need to be selected to perform the real vehicle fault injection test, and a large number of real vehicle fault injection tests need not be performed, so that the test cost is reduced, the simulation result is compared with the real vehicle test result, and the accuracy of the simulation model is checked and verified by comparing whether the trends of the simulation result and the real vehicle test result are consistent and whether the error is within the receiving range.
Referring to fig. 2, the motion curves of the speed and the mileage of the vehicle, the front vehicle/pedestrian, and the rear vehicle/pedestrian calculated in step S2 specifically include:
step S21, calculating the driving torque of an initial wheel end according to the driving state of the vehicle in failure and the initial vehicle speed, and calculating the fault torque of the wheel end according to the input fault torque and the fault injection time; wherein the driving state of the vehicle when the vehicle is in failure comprises acceleration, uniform speed, sliding and braking.
Step S22, calculating braking torque of a wheel end according to the input braking response time of the driver, the emergency braking force of the wheel end and the radius of the tire, wherein the braking torque of the wheel end = the emergency braking force of the wheel end and the radius of the tire;
step S23, calculating the comprehensive torque of the wheel end by using the driving torque of the initial wheel end, the fault torque of the wheel end and the braking torque of the wheel end;
and step S24, calculating the motion curves of the vehicle speed and the mileage of the vehicle, the front vehicle/pedestrian and the rear vehicle according to the comprehensive torque of the wheel end, the fault injection time, the driver braking response time, the initial vehicle speed of the vehicle, the initial speed of the front vehicle/pedestrian and the initial speed of the rear vehicle/pedestrian.
Example two
Referring to fig. 3, a simulation verification system for vehicle driving function specifically includes:
the vehicle parameter setting module is used for providing an input interface of vehicle parameters;
the failure scene parameter setting module is used for providing input interfaces of failure scene parameters and a driving function failure mode;
the safety monitoring mechanism setting module is used for providing an input interface of fault torque and fault injection time;
the driving torque fault injection module is used for calculating the driving torque of the initial wheel end according to the failure scene parameters and calculating the fault torque of the wheel end according to the fault torque and the fault injection time;
the driver brake response module is used for calculating the brake torque of the wheel end according to the vehicle parameters and the failure scene parameters;
the vehicle wheel end torque calculation module is used for calculating the comprehensive torque of the wheel end according to the driving torque of the initial wheel end, the fault torque of the wheel end and the braking torque of the wheel end;
the vehicle motion simulation module is used for calculating the motion curves of the speed and the mileage of the vehicle, the front vehicle/pedestrian and the rear vehicle according to the comprehensive torque of the wheel end, the failure scene parameters and the vehicle parameters;
and the safety confirmation analysis module is used for analyzing and judging whether the safety target acceptance indexes are met or not according to the motion curves of the vehicle, the front vehicle/pedestrian and the rear vehicle.
The vehicle parameters comprise the whole vehicle mass, the wind resistance coefficient, the windward area, the tire radius, the road gradient, the gravity acceleration, the air density, the rolling resistance coefficient, the rotational inertia of the input shaft of the speed reducer, the rotational inertia of the output shaft of the speed reducer, the transmission speed ratio of the speed reducer, the mechanical transmission efficiency, the rotational inertia of the motor and the conversion coefficient of the rotational mass.
The driving function failure modes comprise unexpected acceleration, unexpected deceleration, unexpected vehicle movement and unexpected torque reversal, and the failure scene parameters comprise driving state of the vehicle at the time of failure, initial speed of the vehicle/pedestrian at the rear, initial speed of the vehicle/pedestrian at the front, initial distance between the front and the rear vehicles/distance between persons, braking response time of a driver, initial acceleration of the vehicle and emergency braking force at the wheel end.
EXAMPLE III
In the present embodiment, referring to fig. 4, a simulation verification method for a driving function of an automobile is described by taking a failure mode of "unexpected vehicle movement" as an example based on the first embodiment.
The vehicle stops at a traffic light intersection, waits for a pedestrian to pass, and starts to move when a fault torque occurs at the time t 0; at the moment t1, the fault torque is processed and cleared by the safety monitoring system, and the vehicle continues to slide; at the time t2, the driver realizes that the vehicle moves and emergently steps on a brake pedal, and the vehicle starts to brake and decelerate; the vehicle is braked and stopped at the time t 3;
in the scene, the safety target of 'unexpected vehicle movement' is 'no collision with a pedestrian ahead', and since the distance between the vehicle stop line and the pedestrian zebra crossing is 1 meter, the defined safety target acceptance criterion is that 'the unexpected vehicle movement distance is less than 1 meter'.
Establishing a simulation verification model according to a mechanical model and a vehicle kinematic model of a driving system and a failure mode- "unexpected vehicle movement";
vehicle parameters, failure scenario parameters, and various fault torques and FHTI times (i.e., fault injection times) were input and simulated. The following table 1 shows the simulation results of vehicle displacement caused by inputting different fault torques and fault injection times:
TABLE 1 simulation results of "unexpected vehicle movement
| Serial number | Failure torque/Nm | Fault injection time/ms | Vehicle displacement simulation result/m |
| 1 | 50 | 1000 | 0.633 |
| 2 | 50 | 1500 | 0.795 |
| 3 | 100 | 400 | 0.619 |
| 4 | 100 | 600 | 0.918 |
| 5 | 100 | 800 | 1.18 |
| 6 | 200 | 200 | 0.663 |
| 7 | 200 | 250 | 0.843 |
| 8 | 300 | 150 | 0.772 |
| 9 | 300 | 170 | 0.886 |
| 10 | 300 | 200 | 0.1055 |
And judging whether the vehicle motion meets the safety target acceptance index. And judging whether the vehicle displacement meets the safety target acceptance index of 'the unexpected vehicle moving distance is less than 1 m' according to the simulation result shown in the table 1. Because the peak torque of the motor is 300Nm, the fault torque can be selected between the minimum torque capable of driving the vehicle to move and the peak torque of the motor, namely within 6Nm to 300Nm, the selection interval of the fault torque of the embodiment is 50Nm, and an engineer can reasonably select an interval torque value as required; considering that the vehicle displacement does not exceed 100cm, starting from a conservative design idea, selecting the shortest fault injection time as the FHTI time of the safety requirement from simulation data with the fault torque set to 300Nm and the vehicle displacement close to 100cm, namely selecting the 9 th group from the 2/4/7/9 group of data, and designing the FHTI time to be 170ms;
FHTI time as a safety requirement is introduced into the safety monitoring system and set as a monitoring threshold, i.e. "when a drive system fault torque is detected, the drive system should reduce the fault torque to 0Nm within 170 ms"
And (4) carrying out real vehicle fault injection test according to the fault torque and the fault injection time set in the table 1, and testing the displacement of the real vehicle. The actual vehicle test result and simulation result pair is shown in fig. 5, the trends of the simulation result and the actual vehicle test result are consistent, and the error is in the receiving range, so that the accuracy and the reliability of the simulation platform are verified.
In the description of the present invention, it is to be understood that the terms "central," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," "circumferential," and the like are used in the orientations and positional relationships indicated in the drawings for convenience in describing the invention and to simplify the description, and are not intended to indicate or imply that the device or element so referred to must have a particular orientation, be constructed and operated in a particular orientation, and are therefore not to be considered as limiting the invention.
In the description herein, references to the description of the term "one embodiment," "some embodiments," "an illustrative embodiment," "an example," "a specific example," or "some examples" or the like mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the invention. In this specification, the schematic representations of the terms used above do not necessarily refer to the same embodiment or example.
It is to be understood that the embodiments described are only a few embodiments of the present application and not all embodiments. Reference herein to "an embodiment" means that a particular feature, structure, or characteristic described in connection with the embodiment can be included in at least one embodiment of the present application. The appearances of the phrase in various places in the specification are not necessarily all referring to the same embodiment, nor are separate or alternative embodiments mutually exclusive of other embodiments. Those skilled in the art will explicitly and implicitly appreciate that the embodiments described herein may be combined with other embodiments. All other embodiments obtained by a person of ordinary skill in the art based on the embodiments in the present application without making any creative effort belong to the protection scope of the present application.
While embodiments of the invention have been shown and described, it will be understood by those of ordinary skill in the art that: various changes, modifications, substitutions and alterations can be made to the embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.
Claims (10)
1. A simulation verification method for an automobile driving function is characterized by specifically comprising the following steps:
building an automobile driving function simulation verification model, wherein the simulation verification model is based on a mechanical model and a vehicle kinematic model of an automobile driving system;
inputting vehicle parameters, failure scene parameters, failure torque and failure injection time, selecting a driving function failure mode, then carrying out a simulation test, and calculating to obtain the speed and mileage motion curves of the vehicle, the front vehicle/pedestrian and the rear vehicle/pedestrian;
and analyzing and judging whether the safety target acceptance indexes are met or not according to the speed and mileage motion curves of the vehicle, the front vehicle/pedestrian and the rear vehicle/pedestrian, and selecting the shortest fault injection time from the fault injection times meeting the requirements as the fault injection time of the safety requirement.
2. The method of claim 1, wherein the vehicle parameters include vehicle mass, wind resistance coefficient, frontal area, tire radius, road grade, gravitational acceleration, air density, rolling resistance coefficient, rotational inertia of reducer input shaft, rotational inertia of reducer output shaft, reducer transmission speed ratio, mechanical transmission efficiency, rotational inertia of motor, and rotational mass conversion coefficient.
3. The method as claimed in claim 2, wherein the driving function failure modes comprise unexpected acceleration, unexpected deceleration, unexpected vehicle movement and unexpected torque reversal, and the failure scenario parameters comprise failure-time vehicle driving state, initial vehicle speed, initial rear vehicle/pedestrian speed, front vehicle/pedestrian initial speed, initial front-rear vehicle distance/inter-vehicle distance, driver braking response time, vehicle initial acceleration and wheel-end emergency braking force.
4. The simulation verification method for the vehicle driving function according to claim 3, wherein the mechanical model of the vehicle driving system comprises:
vehicle driving force:
（1）
wherein, the first and the second end of the pipe are connected with each other,
is the motor torque;
in order to realize the speed ratio of the speed reducer,
the mechanical transmission efficiency is improved;
is the tire rolling radius;
vehicle braking force:
（2）
wherein, the first and the second end of the pipe are connected with each other,
a vehicle braking torque;
vehicle driving force-running resistance balance formula:
（3）
wherein, the first and the second end of the pipe are connected with each other,
is the running resistance of the vehicle.
5. The simulation verification method for the vehicle driving function according to claim 4, wherein the vehicle kinematic model comprises:
vehicle running resistance:
（4）
wherein M is the mass of the whole vehicle; g is the acceleration of gravity; f is the rolling resistance coefficient; cd is the wind resistance coefficient; a is the windward area of the vehicle; u is the running speed;
is the road grade;
the conversion coefficient of the rotating mass;
vehicle travel distance:
（5）。
6. the simulation verification method for the driving function of the vehicle according to claim 5, wherein the calculating the motion curves of the speed and the mileage of the vehicle, the vehicle ahead/pedestrian, and the vehicle behind/pedestrian specifically comprises:
calculating the driving torque of an initial wheel end according to the driving state of the vehicle in failure and the initial vehicle speed, and calculating the fault torque of the wheel end according to the input fault torque and the fault injection time;
calculating the braking torque of the wheel end according to the input braking response time of the driver, the emergency braking force of the wheel end and the radius of the tire;
calculating the comprehensive torque of the wheel end by using the driving torque of the initial wheel end, the fault torque of the wheel end and the braking torque of the wheel end;
and calculating to obtain the motion curves of the speed and the mileage of the vehicle, the front vehicle/pedestrian and the rear vehicle according to the comprehensive torque of the wheel end, the initial speed of the vehicle, the initial speed of the front vehicle/pedestrian and the initial speed of the rear vehicle/pedestrian.
7. The method as claimed in claim 1, wherein the step of selecting the shortest fault injection time from the fault injection times meeting the requirements as the FHTI time for safety requirement further comprises:
selecting a plurality of groups of fault injection time and corresponding fault torques, carrying out real vehicle fault injection test, comparing the simulation result with the real vehicle test result, and checking and simulating the accuracy of the verification model.
8. A simulation verification system for an automobile driving function is characterized by specifically comprising:
the vehicle parameter setting module is used for providing an input interface of vehicle parameters;
the failure scene parameter setting module is used for providing failure scene parameters and an input interface of a driving function failure mode;
the safety monitoring mechanism setting module is used for providing an input interface of fault torque and fault injection time;
the driving torque fault injection module is used for calculating the driving torque of the initial wheel end according to the failure scene parameters and calculating the fault torque of the wheel end according to the fault torque and the fault injection time;
the driver brake response module is used for calculating the brake torque of the wheel end according to the vehicle parameters and the failure scene parameters;
the vehicle wheel end torque calculation module is used for calculating the comprehensive torque of the wheel end according to the driving torque of the initial wheel end, the fault torque of the wheel end and the braking torque of the wheel end;
the vehicle motion simulation module is used for calculating the motion curves of the speed and the mileage of the vehicle, the front vehicle/pedestrian and the rear vehicle according to the comprehensive torque of the wheel end, the failure scene parameters and the vehicle parameters;
and the safety confirmation analysis module is used for analyzing and judging whether the safety target acceptance indexes are met or not according to the motion curves of the vehicle, the front vehicle/pedestrian and the rear vehicle.
9. The system of claim 8, wherein: the vehicle parameters comprise the whole vehicle mass, the wind resistance coefficient, the windward area, the tire radius, the road gradient, the gravity acceleration, the air density, the rolling resistance coefficient, the rotational inertia of the input shaft of the speed reducer, the rotational inertia of the output shaft of the speed reducer, the transmission speed ratio of the speed reducer, the mechanical transmission efficiency, the rotational inertia of the motor and the conversion coefficient of the rotational mass.
10. The system of claim 8, wherein: the driving function failure modes comprise unexpected acceleration, unexpected deceleration, unexpected vehicle movement and unexpected torque reversing, and the failure scene parameters comprise driving states of vehicles at failure, initial speed of the vehicles/pedestrians at the rear, initial speed of the vehicles/pedestrians at the front, initial distance between the vehicles/the passengers at the front, braking response time of a driver, initial acceleration of the vehicles and emergency braking force at the wheel ends.
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