CN116700048A - AMT gear shift control hardware in-loop simulation test method for commercial vehicle - Google Patents
AMT gear shift control hardware in-loop simulation test method for commercial vehicle Download PDFInfo
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Abstract
The invention relates to the technical field of automobiles, in particular to an in-loop simulation test method for AMT gear shift control hardware of a commercial vehicle, which comprises the following steps: s1: establishing a driver model through MATLAB/Simulink; s2: establishing a transmission controller model through MATLAB/Simulink; s3: establishing an engine model through MATLAB/Simulink; s4: establishing a clutch model through MATLAB/Simulink; s5: establishing a transmission model through MATLAB/Simulink; s6: establishing a vehicle dynamics model through MATLAB/Simulink; s7: integrating the driver model, the transmission controller model, the engine model, the clutch model, the transmission model and the vehicle dynamics model which are respectively obtained in the steps S1, S2, S3, S4, S5 and S6, compiling the models into dll files through the buildModel in the Simulink toolbar, and inputting the dll files into a real-time simulation machine box; the invention has the characteristics of long test period, certain safety risk and the like caused by the traditional bench test or the real vehicle test.
Description
Technical Field
The invention relates to the technical field of automobiles, in particular to an in-loop simulation test method for AMT gear shift control hardware of a commercial vehicle.
Background
An automatic transmission (Automatic Manual Transmission, abbreviated as AMT) of an electric control mechanical type is improved by adding a gear selecting mechanism, a gear shifting mechanism, a clutch control mechanism and a transmission electronic control unit (Transmission Control Unit, abbreviated as TCU) on the basis of a traditional manual transmission. The controller automatically judges the gear shifting time according to the gear shifting rule and completes a series of gear shifting operations. Compared with a mechanical hydraulic automatic transmission (Automatic Transmission, AT for short), the automatic transmission has the advantages of small volume, simple structure, reasonable price, high transmission efficiency and the like; compared with manual speed variator, AMT speed variator has fast reaction, can prevent engine brake from extinguishing, can reduce the labor intensity of driver greatly, and has the advantages of simple operation, simple structure, high transmission efficiency and easy manufacture.
The conventional AMT transmission control unit test is usually a bench test, in which a real transmission is placed on a bench, an input shaft is connected to a driving motor, an engine torque is simulated, and an output shaft is connected to a loading motor, and a load is simulated. The bench test can obtain a relatively accurate result, but has the defects of long bench construction period, high input cost, low test efficiency and certain danger to the test of the limit working condition because the bench needs to be initialized after one test is completed.
Although the real vehicle test and the bench test are the most ideal closed loop test modes, the stability and the program function of the products in the test stage are to be verified, a certain risk still exists for testers, the real vehicle test and the bench test are difficult to realize generalization and modularization, and each product needs to develop a corresponding test environment, so that the cost is high. Both require manual operation when testing is performed, and when some tests with higher repeatability are performed, personnel can be tired, the efficiency is obviously reduced, and errors are unavoidable in manual operation, so that the success rate of problem reproduction is lower.
The PXI standard was developed in 1997 and formally introduced in 1998 as an open industry standard managed by the PXI systems alliance (PXISA), which consists of sixty companies aimed at promoting the PXI standard, ensuring interoperability, and maintaining PXI specifications in mechanical, electrical, and software architecture. The PXI platform of NI is a software-driven, PC-based, automated platform, and the three main hardware components of the PXI system are a simulation chassis, a controller, and peripheral modules, each of which is organized by test management software, such as TestStand, veriStand.
At present, most of development processes of controllers already adopt a V-shaped development process based on model development (MBD), and compared with the traditional code development, the method has the advantages of high development efficiency, visual control strategies and the like. Hardware is a critical loop in the V-type development process.
Disclosure of Invention
In view of the above-mentioned drawbacks of the prior art, the present invention is to provide a method for in-loop simulation testing of shift control hardware of commercial vehicle AMT, which can solve the problems of long testing period, certain safety risk, etc. caused by conventional bench test or real vehicle test.
In order to achieve the purpose, the invention provides an in-loop simulation test method for AMT shift control hardware of a commercial vehicle, which is characterized by comprising the following steps:
s1: establishing a driver model through MATLAB/Simulink;
s2: establishing a transmission controller model through MATLAB/Simulink;
s3: establishing an engine model through MATLAB/Simulink;
s4: establishing a clutch model through MATLAB/Simulink;
s5: establishing a transmission model through MATLAB/Simulink;
s6: establishing a vehicle dynamics model through MATLAB/Simulink;
s7: integrating the driver model, the transmission controller model, the engine model, the clutch model, the transmission model and the vehicle dynamics model which are respectively obtained in the steps S1, S2, S3, S4, S5 and S6, compiling the models into dll files through the buildModel in the Simulink toolbar, and inputting the dll files into a real-time simulation machine box;
s8: using NIVeriStand to build an upper computer monitoring interface, and using a network cable to complete signal connection between the upper computer and the real-time simulation machine case; connecting the I/O board card and the CAN card with the real-time simulation case by using a wire harness; connecting a transmission controller to be tested by using a wire harness; and connecting the personal computer with the transmission controller to be tested by using the CANape, and monitoring the running condition of the controller in real time.
As an optimization, in step S1, the driver model includes a driver accelerator pedal opening signal, a brake pedal opening signal, a key signal, and a gear shift signal provided by the vehicle under different cycle test conditions.
As an optimization, in step S2, the driver accelerator pedal opening signal, the key signal, and the shift position switching signal in step S1 are input to the transmission controller model; establishing a gear shifting rule according to two parameters of accelerator pedal opening and vehicle speed, the gear shifting rule and a corresponding gear shifting process, and outputting a throttle position signal, a starter signal, a clutch motor torque signal, a gear selecting motor torque signal and a gear shifting motor torque signal; the acceleration of the shifting moment is obtained by utilizing the engine output torque according to the automobile running equation, shifting is carried out by utilizing the same acceleration of adjacent gears, and cyclic shifting is avoided by adding the convergence degree coefficient k; the modeling formula is as follows: automobile travel equation:engine speed formula:relation between driving force and accelerator pedal opening and vehicle speed: />Convergence degree coefficient:wherein alpha is the included angle between the ramp and the horizontal pavement, delta is the conversion coefficient of the rotating mass of the automobile, m is the mass of the whole automobile, and F t The traction force is the running traction force of the automobile, f is the road resistance coefficient, C D Is the air resistance coefficient, A is the windward area of the automobile, u a Speed, n engine speed, i g Transmission ratio, i 0 For the transmission ratio of the main speed reducer, r is the radius of wheels, T is a fitting function of the opening degree and the rotating speed of different engine throttle valves, x is the opening degree of the engine throttle valve, v n ∈indicates the vehicle speed, v, of shifting from n-gear to (n+1) -gear n+1 The speed of the vehicle when the gear is shifted down from the (n+1) gear to the n gear is represented by ∈r, and the convergence degree coefficient is represented by k; the vehicle speed is obtained through an engine rotating speed formula.
In step S3, the engine model includes an ignition system and a starting system, receives the starter signal and the throttle position signal output by the transmission controller in step S2, and adds the output torque of the starting system to the output torque of the ignition system to obtain the actual output torque of the engine.
As an optimization, in step S4, the clutch model includes a clutch actuator model and a clutch torque transfer model; the executing mechanism model comprises a worm gear model, a hydraulic transmission model and a separation shifting fork model; the torque transmission model comprises a dynamics model in a separation state of a clutch driving part and a clutch driven part, a dynamics model in a sliding friction state, a torque transmission model and a dynamics model in a complete combination state, wherein a clutch motor torque signal output by a transmission controller in step S2 and an actual output torque of an engine in step S3 are obtained through a worm and gear modelOutputting a torque signal to a hydraulic transmission model, outputting a force to a separation fork model through the hydraulic transmission model, outputting a hydraulic thrust signal to a diaphragm spring model (a separation bearing and a pressure plate) by the separation fork model, calculating the position of the separation bearing and the pressure of the diaphragm spring to the pressure plate, transmitting the pressure plate pressure to a clutch torque transmission model, and outputting a torque signal; the model building formula is as follows: and a worm gear modeling formula: t (T) out ＝T in *i*eff，ω in ＝ω out * i, wherein T out And T in Respectively the output torque and the input torque of the worm gear and the worm, omega in And omega out Respectively input rotating speed and output rotating speed, i is a worm gear transmission ratio, and eff is transmission efficiency;
hydraulic transmission modeling formula:vol＝S 1 L 1 ＝S 2 L 2 ，/>wherein F is 1 、F 2 The thrust force is respectively born by a hydraulic main pump and a branch pump, S 1 、S 2 The bottom areas of the hydraulic main pump and the branch pump are respectively L 1 、L 2 The stroke of the main pump and the stroke of the branch pump are respectively, i is the pressure ratio of the thrust of the main pump and the branch pump to the separation lever of the hydraulic device;
separating a shifting fork modeling formula: f (F) 2 ＝F 1 i，F 1 For pushing the clutch slave cylinder to the release lever, F 2 Separating force at the separating bearing, i is the lever ratio of the clutch shifting fork; diaphragm spring model formula: f=ma, x= ≡adt, F s =k-200 x, where F denotes hydraulic thrust to the release bearing, m denotes release bearing mass, a denotes release bearing acceleration, x denotes release bearing displacement, t denotes sampling time, k denotes diaphragm spring characteristic, F s Representing the pressing force of the driving disc and the driven disc;
clutch torque transfer model disengagement state dynamics model formula:wherein T is in Is the input torque of the engine, T out To output torque for clutch, J in And J out Moment of inertia, ω, of the clutch driving and driven discs, respectively in And omega out The rotation speeds of the main disc and the driven disc of the clutch are respectively; slip state moment transfer model formula:wherein T is c Is the torque transmitted by the clutch, mu c Friction coefficient of clutch friction plate, F n Is the pressure of a clutch pressure plate, n is the number of clutch plates, R 0 、R 1 Is the inner and outer radius of the clutch plate;
sliding state dynamics model formula:wherein T is in Is the input torque of the engine, T out To output torque for clutch, J in And J out Moment of inertia, ω, of the clutch driving and driven discs, respectively in And omega out The rotation speeds of a driving disc and a driven disc of the clutch are respectively T c Is the torque transmitted by the clutch; complete binding state kinetic model: />Wherein T is in Is the input torque of the engine, T out To output torque for clutch, J in And J out Moment of inertia, ω, of the clutch driving and driven discs, respectively in Is the clutch driving disc rotation speed.
As an optimization, in step S5, the transmission model includes a gear selection and shift control mechanism model and a fixed-shaft gear transmission model; modeling of the gear selecting and shifting mechanism comprises a gear selecting worm gear model, a gear selecting finger model, a gear shifting worm gear model, a gear shifting sector model and a gear selecting and shifting shaft model; step S2, a gear selecting motor torque signal sent by the controller is sent to a gear selecting worm gear model, and the rotation speed and the turbine torque of the gear selecting motor are output; the turbine torque reaches a gear selection finger model and outputs gear selection force; s2, a controller inputs a gear shifting motor torque signal to a gear shifting turbine worm model, and outputs gear shifting turbine torque; the gear-shifting turbine torque reaches the gear-shifting sector model, and the gear-shifting torque at the edge of the gear-shifting sector is output; the gear-shifting torque and gear-selecting force of the gear-shifting sector edge reach a gear-selecting shaft model, the gear-selecting force is input to a gear-selecting motion calculation module, the gear-selecting shaft motion speed and the gear-selecting shaft displacement are output, the gear-shifting torque of the gear-shifting sector edge is input to a gear-shifting motion calculation module of the gear-selecting shaft model, the combination amount of a synchronizer is output, and the synchronization force of a sleeve is combined; the combination amount of the synchronizer and the synchronization force acting on the combination sleeve are input into a fixed-shaft type gear transmission model to obtain the transmission output rotating speed;
the modeling formulas of the parts are as follows: gear selection worm gear model formula: t (T) w ＝T s iη，n s ＝n w i, wherein T s For selecting gear motor torque, n w For selecting the speed of the turbine, T w For turbine torque, n s For the rotation speed of the gear selecting motor, i is the gear ratio of the worm and the gear, and eta is the gear efficiency of the worm and the gear;
gear selection refers to a model formula:wherein F is s To exert a force on the gear-selecting shaft T w For turbine torque, η is gear selection efficiency, r is gear selection radius, v s For gear selection shaft axial speed, ω is gear selection turbine speed;
gear-shifting turbine worm model formula: t (T) h ＝T hw iη，n hd ＝n hw i，n hw For shifting turbine speed, n hd For the rotation speed of the gear shifting worm, i is the gear shifting worm gear transmission ratio, T hw For gear shifting worm torque, eta is gear shifting worm gear transmission efficiency, T h Is a shift turbine torque. Gear shifting sector model formula: n is n w ＝in s ，T b ＝iT w η, where n s For the rotation speed of the gear shift shaft, n w For the rotation speed of the gear shifting turbine, i is the transmission ratio of the gear shifting gear to the sector, T w To shift turbine torque, T b The gear shifting torque is the gear shifting torque at the edge of the gear shifting sector, and eta is the gear shifting gear sector transmission efficiency;
selecting and shifting shaft model selecting motion calculation module formula:x= ≡vdt, where F X For the motion component force on the gear selection finger, m is the mass of the gear selection shaft, f is the friction resistance in the motion process, v the motion speed of the gear selection shaft and x the displacement of the gear selection shaft;
a gear selecting and shifting shaft model gear shifting motion calculation module formula:wherein F is n For synchronous force acting on the coupling sleeve, r is the radius of the gear shifting finger, T b A gear shifting torque for the gear shifting sector edge; />x＝∫vdt，/>Wherein n is the gear-selecting and shifting rotation speed of a gear-shifting shaft, v is the speed of a combination sleeve, w is the conversion coefficient of angular displacement, x is the combination amount of a synchronizer, and phi is the gear-shifting angular displacement.
As optimization, in step S6, the speed of the vehicle is obtained by passing the speed of the transmission in step S5 through the speed formula in step S2, and is input into a longitudinal dynamics model of the vehicle, including a longitudinal dynamics model of the vehicle running resistance and driving force, together with the driver brake pedal signal in step S1;
the running resistance Sigma F is established by the following formula: Σf=f f +F w +F i +F z ，F f ＝Gfcosα，F i ＝G sinα，/>Wherein F is f In order to provide a rolling resistance,F w for air resistance, F i For ramp resistance, F z G is the vehicle weight, alpha is the included angle between the ramp direction and the horizontal direction, C D Is the air resistance coefficient, A is the windward area of the vehicle, u a For the speed of the vehicle, T z The braking torque of a brake is represented by r, and the radius of a wheel is represented by r; 2) Driving force F t ：/>Wherein T is tq For engine torque, i g I is the transmission ratio, i 0 Is the transmission ratio of the main speed reducer, eta T Is the mechanical efficiency of the drive train.
As an optimization, in steps S7 and S8, the transmission controller also needs to exchange data with other controllers through CAN communication, so a Simulink model of the CAN communication matrix is established to simulate actual related messages and signals of the CAN communication matrix, including the following messages: the message ABS_Sts_0x221 is internally provided with mileage information provided by a vehicle wheel speed sensor, braking intervention information of an ESP system, real-time vehicle speed direction and effective value, error warning information feedback of the system, a check signal and a rolling timing signal; the message ABS_WhlSpd_0x211 is provided with wheel speed information, a wheel speed effective value, a check signal and a rolling timing signal of each wheel; message EMS_Engstatus_0x142, the internal signal has engine throttle position, engine running state, engine throttle position fault information, compressor working state, engine start success zone bit, ignition switch state, check signal and rolling timing signal; the message EMS_Tq_0x101 is provided with engine torque information, engine rotating speed fault information, check signals and rolling timing signals; the message EMS_WhlTorq_0x107_GW has the information of the actual accelerator pedal position, the theoretical accelerator pedal position, the brake pedal state, the accelerator pedal fault information, the verification signal and the rolling timing signal; the message bsw _CAN_Data is a setting mode of the transmission with different gears, and comprises a forward gear, a reverse gear, a parking gear and a neutral gear.
In summary, the in-loop simulation test method for the AMT shift control hardware of the commercial vehicle can solve the problems of long test period, certain safety risk and the like caused by the traditional bench test or the real vehicle test. According to the invention, a hardware-in-the-loop test system is built through an NIPXI platform, a driver model, a transmission controller model, an engine model, a clutch model, a transmission model and a vehicle dynamics model are built through MATLAB/Simulink, a tool is used for compiling a dll file which CAN be operated by the PIX platform, an upper computer monitoring interface is built through NIVeriStand, the operation state of the model is monitored, the upper computer and a real-time simulation machine case are subjected to data exchange through a network cable, the real-time simulation machine case is subjected to operation model simulation, one part of simulated virtual signals is converted into actual physical signals through an I/O board card and is transmitted to a controller to be tested through a wire harness, signals sent by the controller to be tested are also converted into virtual signals through the I/O board card to participate in model operation, and the other part of signals are subjected to data exchange with the controller through a CAN card, and the actual operation state of the controller is monitored through a calibration CAN interface of the controller. After the software and hardware platform is built according to the flow, the NIVeriStand can be used for writing a test case in the upper computer to carry out hardware-in-loop test, and professional data analysis is carried out after a test result data packet is obtained.
Drawings
FIG. 1 is a technical roadmap of the invention.
Fig. 2 is a CAN communication matrix message diagram.
FIG. 3 is a graph of motor control signals versus sensor position signals.
Fig. 4 is a graph of accelerator pedal opening versus vehicle speed.
FIG. 5 is a graph of engine speed versus input shaft output shaft speed.
Fig. 6 is a graph of target gear versus actual gear.
Detailed Description
The present invention will be further described with reference to the drawings and examples, and it should be noted that in the description of the present invention, the terms "upper", "lower", "left", "right", "inner", "outer", and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, only for convenience in describing the present invention and simplifying the description, and do not indicate or imply that the devices or elements referred to must have a specific orientation, be configured and operated in a specific manner, and thus should not be construed as limiting the present invention. The terms "first," "second," "third," and the like are used for descriptive purposes only and are not to be construed as indicating or implying relative importance.
The embodiment relates to an in-loop simulation test method for AMT gear shift control hardware of a commercial vehicle, which is characterized by comprising the following steps of:
s1: establishing a driver model through MATLAB/Simulink;
s2: establishing a transmission controller model through MATLAB/Simulink;
s3: establishing an engine model through MATLAB/Simulink;
s4: establishing a clutch model through MATLAB/Simulink;
s5: establishing a transmission model through MATLAB/Simulink;
s6: establishing a vehicle dynamics model through MATLAB/Simulink;
s7: integrating the driver model, the transmission controller model, the engine model, the clutch model, the transmission model and the vehicle dynamics model which are respectively obtained in the steps S1, S2, S3, S4, S5 and S6, compiling the models into dll files through the buildModel in the Simulink toolbar, and inputting the dll files into a real-time simulation machine box;
s8: using NIVeriStand to build an upper computer monitoring interface, and using a network cable to complete signal connection between the upper computer and the real-time simulation machine case; connecting the I/O board card and the CAN card with the real-time simulation case by using a wire harness; connecting a transmission controller to be tested by using a wire harness; and connecting the personal computer with the transmission controller to be tested by using the CANape, and monitoring the running condition of the controller in real time.
In this embodiment, in step S1, the driver model includes a driver accelerator pedal opening signal, a brake pedal opening signal, a key signal, and a gear shift signal provided by the vehicle under different cycle test conditions.
In the present embodiment, in step S2, the driver accelerator pedal opening signal, the key signal, and the range in step S1 are setThe bit shift signal is input to the transmission controller model; establishing a gear shifting rule according to two parameters of accelerator pedal opening and vehicle speed, the gear shifting rule and a corresponding gear shifting process, and outputting a throttle position signal, a starter signal, a clutch motor torque signal, a gear selecting motor torque signal and a gear shifting motor torque signal; the acceleration of the shifting moment is obtained by utilizing the engine output torque according to the automobile running equation, shifting is carried out by utilizing the same acceleration of adjacent gears, and cyclic shifting is avoided by adding the convergence degree coefficient k; the modeling formula is as follows: automobile travel equation:engine speed formula: />Relation between driving force and accelerator pedal opening and vehicle speed: />Convergence degree coefficient: />Wherein alpha is the included angle between the ramp and the horizontal pavement, delta is the conversion coefficient of the rotating mass of the automobile, m is the mass of the whole automobile, and F t The traction force is the running traction force of the automobile, f is the road resistance coefficient, C D Is the air resistance coefficient, A is the windward area of the automobile, u a Speed, n engine speed, i g Transmission ratio, i 0 For the transmission ratio of the main speed reducer, r is the radius of wheels, T is a fitting function of the opening degree and the rotating speed of different engine throttle valves, x is the opening degree of the engine throttle valve, v n ∈indicates the vehicle speed, v, of shifting from n-gear to (n+1) -gear n+1 The speed of the vehicle when the gear is shifted down from the (n+1) gear to the n gear is represented by ∈r, and the convergence degree coefficient is represented by k; the vehicle speed is obtained through an engine rotating speed formula.
In this embodiment, in step S3, the engine model includes an ignition system and a starting system, and receives the starter signal and the throttle position signal output by the transmission controller in S2, and adds the output torque of the starting system to the output torque of the ignition system to obtain the actual output torque of the engine.
In this embodiment, in step S4, the clutch model includes a clutch actuator model and a clutch torque transfer model; the executing mechanism model comprises a worm gear model, a hydraulic transmission model and a separation shifting fork model; the torque transmission model comprises a dynamic model in a separation state of a clutch driving part and a clutch driven part, a dynamic model and a torque transmission model in a sliding friction state and a dynamic model in a complete combination state, wherein a clutch motor torque signal output by a transmission controller in step S2 and an actual output torque of an engine output by the engine in step S3 are obtained through a worm gear model to obtain an output torque signal to a hydraulic transmission model, then the hydraulic transmission model is used for outputting a force to a separation fork model, the separation fork model is used for outputting a hydraulic thrust signal to a diaphragm spring model (a separation bearing and a pressure plate) to calculate the position of the separation bearing and the pressure of the diaphragm spring to the pressure plate, and the pressure plate pressure is transmitted to the clutch torque transmission model to output a torque signal; the model building formula is as follows: and a worm gear modeling formula: t (T) out ＝T in *i*eff，ω in ＝ω out * i, wherein T out And T in Respectively the output torque and the input torque of the worm gear and the worm, omega in And omega out Respectively input rotating speed and output rotating speed, i is a worm gear transmission ratio, and eff is transmission efficiency;
hydraulic transmission modeling formula:vol＝S 1 L 1 ＝S 2 L 2 ，/>wherein F is 1 、F 2 The thrust force is respectively born by a hydraulic main pump and a branch pump, S 1 、S 2 The bottom areas of the hydraulic main pump and the branch pump are respectively L 1 、L 2 The stroke of the main pump and the stroke of the branch pump are respectively, i is the pressure ratio of the thrust of the main pump and the branch pump to the separation lever of the hydraulic device;
separationShift fork modeling formula: f (F) 2 ＝F 1 i，F 1 For pushing the clutch slave cylinder to the release lever, F 2 Separating force at the separating bearing, i is the lever ratio of the clutch shifting fork; diaphragm spring model formula: f=ma, x= ≡adt, F s =k-200 x, where F denotes hydraulic thrust to the release bearing, m denotes release bearing mass, a denotes release bearing acceleration, x denotes release bearing displacement, t denotes sampling time, k denotes diaphragm spring characteristic, F s Representing the pressing force of the driving disc and the driven disc;
clutch torque transfer model disengagement state dynamics model formula:wherein T is in Is the input torque of the engine, T out To output torque for clutch, J in And J out Moment of inertia, ω, of the clutch driving and driven discs, respectively in And omega out The rotation speeds of the main disc and the driven disc of the clutch are respectively; slip state moment transfer model formula:wherein T is c Is the torque transmitted by the clutch, mu c Friction coefficient of clutch friction plate, F n Is the pressure of a clutch pressure plate, n is the number of clutch plates, R 0 、R 1 Is the inner and outer radius of the clutch plate;
sliding state dynamics model formula:wherein T is in Is the input torque of the engine, T out To output torque for clutch, J in And J out Moment of inertia, ω, of the clutch driving and driven discs, respectively in And omega out The rotation speeds of a driving disc and a driven disc of the clutch are respectively T c Is the torque transmitted by the clutch; complete binding state kinetic model: />Wherein the method comprises the steps of，T in Is the input torque of the engine, T out To output torque for clutch, J in And J out Moment of inertia, ω, of the clutch driving and driven discs, respectively in Is the clutch driving disc rotation speed.
In this specific embodiment, in step S5, the transmission model includes a gear selection and shift control mechanism model and a fixed-shaft gear transmission model; modeling of the gear selecting and shifting mechanism comprises a gear selecting worm gear model, a gear selecting finger model, a gear shifting worm gear model, a gear shifting sector model and a gear selecting and shifting shaft model; step S2, a gear selecting motor torque signal sent by the controller is sent to a gear selecting worm gear model, and the rotation speed and the turbine torque of the gear selecting motor are output; the turbine torque reaches a gear selection finger model and outputs gear selection force; s2, a controller inputs a gear shifting motor torque signal to a gear shifting turbine worm model, and outputs gear shifting turbine torque; the gear-shifting turbine torque reaches the gear-shifting sector model, and the gear-shifting torque at the edge of the gear-shifting sector is output; the gear-shifting torque and gear-selecting force of the gear-shifting sector edge reach a gear-selecting shaft model, the gear-selecting force is input to a gear-selecting motion calculation module, the gear-selecting shaft motion speed and the gear-selecting shaft displacement are output, the gear-shifting torque of the gear-shifting sector edge is input to a gear-shifting motion calculation module of the gear-selecting shaft model, the combination amount of a synchronizer is output, and the synchronization force of a sleeve is combined; the combination amount of the synchronizer and the synchronization force acting on the combination sleeve are input into a fixed-shaft type gear transmission model to obtain the transmission output rotating speed;
the modeling formulas of the parts are as follows: gear selection worm gear model formula: t (T) w ＝T s iη，n s ＝n w i, wherein T s For selecting gear motor torque, n w For selecting the speed of the turbine, T w For turbine torque, n s For the rotation speed of the gear selecting motor, i is the gear ratio of the worm and the gear, and eta is the gear efficiency of the worm and the gear;
gear selection refers to a model formula:wherein F is s To exert a force on the gear-selecting shaft T w For turbine torque, η is gear selection efficiency, r is gear selection radius, v s For gear selection shaft axial speed, ω is gear selection turbine speed;
gear-shifting turbine worm model formula: t (T) h ＝T hw iη，n hd ＝n hw i，n hw For shifting turbine speed, n hd For the rotation speed of the gear shifting worm, i is the gear shifting worm gear transmission ratio, T hw For gear shifting worm torque, eta is gear shifting worm gear transmission efficiency, T h Is a shift turbine torque. Gear shifting sector model formula: n is n w ＝in s ，T b ＝iT w η, where n s For the rotation speed of the gear shift shaft, n w For the rotation speed of the gear shifting turbine, i is the transmission ratio of the gear shifting gear to the sector, T w To shift turbine torque, T b The gear shifting torque is the gear shifting torque at the edge of the gear shifting sector, and eta is the gear shifting gear sector transmission efficiency;
selecting and shifting shaft model selecting motion calculation module formula:x= ≡vdt, where F X For the motion component force on the gear selection finger, m is the mass of the gear selection shaft, f is the friction resistance in the motion process, v the motion speed of the gear selection shaft and x the displacement of the gear selection shaft;
a gear selecting and shifting shaft model gear shifting motion calculation module formula:wherein F is n For synchronous force acting on the coupling sleeve, r is the radius of the gear shifting finger, T b A gear shifting torque for the gear shifting sector edge; />x＝∫vdt，/>Wherein n is the gear-selecting and shifting rotation speed of a gear-shifting shaft, v is the speed of a combination sleeve, w is the conversion coefficient of angular displacement, x is the combination amount of a synchronizer, and phi is the gear-shifting angular displacement.
In the specific embodiment, in step S6, the speed of the vehicle is obtained by passing the speed of the transmission in step S5 through the speed formula in step S2, and the speed of the vehicle is input to a longitudinal dynamics model of the vehicle together with a brake pedal signal of the driver in step S1, including a longitudinal dynamics model of the vehicle running resistance and driving force;
the running resistance Sigma F is established by the following formula: Σf=f f +F w +F i +F z ，F f ＝Gfcosα，F i ＝G sinα，/>Wherein F is f For rolling resistance, F w For air resistance, F i For ramp resistance, F z G is the vehicle weight, alpha is the included angle between the ramp direction and the horizontal direction, C D Is the air resistance coefficient, A is the windward area of the vehicle, u a For the speed of the vehicle, T z The braking torque of a brake is represented by r, and the radius of a wheel is represented by r; 2) Driving force F t ：/>Wherein T is tq For engine torque, i g I is the transmission ratio, i 0 Is the transmission ratio of the main speed reducer, eta T Is the mechanical efficiency of the drive train.
In this embodiment, in steps S7 and S8, the transmission controller needs to exchange data with other controllers through CAN communication, so that a Simulink model of the CAN communication matrix is established to simulate actual related messages and signals of the CAN communication matrix, as shown in fig. 2, including the following messages: the message ABS_Sts_0x221 is internally provided with mileage information provided by a vehicle wheel speed sensor, braking intervention information of an ESP system, real-time vehicle speed direction and effective value, error warning information feedback of the system, a check signal and a rolling timing signal; the message ABS_WhlSpd_0x211 is provided with wheel speed information, a wheel speed effective value, a check signal and a rolling timing signal of each wheel; message EMS_Engstatus_0x142, the internal signal has engine throttle position, engine running state, engine throttle position fault information, compressor working state, engine start success zone bit, ignition switch state, check signal and rolling timing signal; the message EMS_Tq_0x101 is provided with engine torque information, engine rotating speed fault information, check signals and rolling timing signals; the message EMS_WhlTorq_0x107_GW has the information of the actual accelerator pedal position, the theoretical accelerator pedal position, the brake pedal state, the accelerator pedal fault information, the verification signal and the rolling timing signal; the message bsw _CAN_Data is a setting mode of the transmission with different gears, and comprises a forward gear, a reverse gear, a parking gear and a neutral gear.
Specifically, the method also comprises S9, after the software and hardware environment is configured, a simulation model is imported, pin channels are mapped, and CAN communication signals are added.
S10, after the hardware platform and the software platform are built, the system needs to be integrated and debugged, the model is adjusted so that the TCU can work normally, the problems encountered in the method are different, and the system is adjusted according to the working experience of operators.
S11, designing an upper computer interface, namely designing by using a userInterface in NIVeriStand2014, wherein the method comprises the following steps of monitoring the vehicle state, and displaying information comprising the vehicle speed, the engine speed, the target gear of the transmission and the actual gear; the manual input module can manually operate an accelerator pedal, a brake pedal, a gear shift lever and a key signal. Mode switching, which can switch manual input or driver model simulation operation; the data monitoring interface is used for mainly monitoring whether the position signals of the sensors are normal or not and whether TCU signals received by CAN communication are normal or not; the data recording module can be used for configuring a data channel to be recorded; and the calibration module is used for changing key parameters in the bench debugging process and adjusting the running state of the model. And the CANape software and hardware are adopted, and values of various internal variables are simultaneously read when the controller runs through an XCP calibration protocol so as to monitor the running state of the controller program.
S12, writing a starting function test case, testing, namely writing the test case according to the logic by using VeriStand Stimulus Profile Editor, initializing some parameters in Setup, adding a test step in Main, firstly stepping on a brake, controlling the opening of a brake pedal to rise from 0 to 100 in 1 second by using a ramp function to simulate stepping on the brake pedal, changing a key signal from 0 to 2 and then returning to 1 by using an assignment expression, controlling a gear lever of the transmission to input the key signal into a D gear by using the assignment expression, wherein 3 in the model represents the D gear, controlling to release the brake by using the ramp function, controlling the accelerator pedal to step down after waiting for 1 second, waiting for 5 seconds to judge the vehicle speed, judging that the vehicle speed is greater than 5km/h in the example, namely considering that starting is successful, resetting the value of some parameters in CleanUp after the sequence is finished, and preventing the follow-up test from being influenced.
And S13, analyzing test result data, recording a TDMS format file in the VeriStand upper computer, importing the file into the MATLAB by using a plug-in for professional analysis, and testing the data as shown in figures 3, 4, 5 and 6. This verifies that the transmission controller hardware of the present invention is in-loop simulation tested, and based on the test results image analysis, the transmission control logic is designed to be in compliance.
The technical scheme realizes the design of a set of commercial vehicle AMT controller hardware-in-loop test system based on an NI-PXI platform. The hardware-in-the-loop test system has the advantages of low cost, high stability, good compatibility and simple operation. The debugging result shows that the system can enable the controller to be considered to be in a real vehicle environment, so that the simulation of the whole vehicle environment is realized, and the system works normally.
In summary, the in-loop simulation test method for the AMT shift control hardware of the commercial vehicle can solve the problems of long test period, certain safety risk and the like caused by the traditional bench test or the real vehicle test. According to the technical route, as shown in the figure, a hardware-in-loop test system is built through an NIPXI platform, a driver model, a transmission controller model, an engine model, a clutch model, a transmission model and a vehicle dynamics model are built through MATLAB/Simulink, a tool is used for compiling a dll file which CAN be operated by the PIX platform, an upper computer monitoring interface is built through NIVeriStand, the operation state of the model is monitored, the upper computer and a real-time simulation machine box exchange data through a network cable, the real-time simulation machine box operates the model to simulate, one part of simulated virtual signals is converted into actual physical signals through an I/O board card and is transmitted to a controller to be tested through a wire harness, signals sent by the controller to be tested are also converted into virtual signals through the I/O board card to participate in model operation, and the other part of signals are subjected to data exchange with the controller through a CAN interface of the controller to monitor the actual operation state of the controller. After the software and hardware platform is built according to the flow, the NIVeriStand can be used for writing a test case in the upper computer to carry out hardware-in-loop test, and professional data analysis is carried out after a test result data packet is obtained.
The foregoing describes in detail preferred embodiments of the present invention. It should be understood that numerous modifications and variations can be made in accordance with the concepts of the invention by one of ordinary skill in the art without undue burden. Therefore, all technical solutions which can be obtained by logic analysis, reasoning or limited experiments based on the prior art by the person skilled in the art according to the inventive concept shall be within the scope of protection defined by the claims.
Claims (8)
1. The on-loop simulation test method for the AMT shift control hardware of the commercial vehicle is characterized by comprising the following steps of:
s1: establishing a driver model through MATLAB/Simulink;
s2: establishing a transmission controller model through MATLAB/Simulink;
s3: establishing an engine model through MATLAB/Simulink;
s4: establishing a clutch model through MATLAB/Simulink;
s5: establishing a transmission model through MATLAB/Simulink;
s6: establishing a vehicle dynamics model through MATLAB/Simulink;
s7: integrating the driver Model, the transmission controller Model, the engine Model, the clutch Model, the transmission Model and the vehicle dynamics Model which are respectively obtained in the steps S1, S2, S3, S4, S5 and S6, compiling the models into dll files through the Build Model in the Simulink toolbar, and inputting the dll files into a real-time simulation machine box;
s8: an NI VeriStand is used for constructing an upper computer monitoring interface, and a network cable is used for completing signal connection between the upper computer and the real-time simulation machine case; connecting the I/O board card and the CAN card with the real-time simulation case by using a wire harness; connecting a transmission controller to be tested by using a wire harness; and connecting the personal computer with the transmission controller to be tested by using the CANape, and monitoring the running condition of the controller in real time.
2. The method for in-loop simulation testing of AMT shift control hardware of a commercial vehicle as claimed in claim 1, wherein the method comprises the following steps: in step S1, the driver model includes a driver accelerator pedal opening signal, a brake pedal opening signal, a key signal, and a gear shift signal provided by the vehicle under different cycle test conditions.
3. The method for in-loop simulation testing of AMT shift control hardware of a commercial vehicle as claimed in claim 2, wherein the method comprises the following steps: in step S2, the driver accelerator pedal opening signal, the key signal, and the shift position switching signal in step S1 are input to the transmission controller model; establishing a gear shifting rule according to two parameters of accelerator pedal opening and vehicle speed, the gear shifting rule and a corresponding gear shifting process, and outputting a throttle position signal, a starter signal, a clutch motor torque signal, a gear selecting motor torque signal and a gear shifting motor torque signal; the acceleration of the shifting moment is obtained by utilizing the engine output torque according to the automobile running equation, shifting is carried out by utilizing the same acceleration of adjacent gears, and cyclic shifting is avoided by adding the convergence degree coefficient k; the modeling formula is as follows: automobile travel equation:engine speed formula: />Relation between driving force and accelerator pedal opening and vehicle speed: />Convergence degree coefficient:wherein alpha is the included angle between the ramp and the horizontal pavement, delta is the conversion coefficient of the rotating mass of the automobile, m is the mass of the whole automobile, and F t The traction force is the running traction force of the automobile, f is the road resistance coefficient, C D Is the air resistance coefficient, A is the windward area of the automobile, u a Speed, n engine speed, i g Transmission ratio, i 0 For the transmission ratio of the main speed reducer, r is the radius of wheels, T is a fitting function of the opening degree and the rotating speed of different engine throttle valves, x is the opening degree of the engine throttle valve, v n ∈indicates the vehicle speed, v, of shifting from n-gear to (n+1) -gear n+1 The speed of the vehicle when the gear is shifted down from the (n+1) gear to the n gear is represented by ∈r, and the convergence degree coefficient is represented by k; the vehicle speed is obtained through an engine rotating speed formula.
4. The method for in-loop simulation testing of AMT shift control hardware of a commercial vehicle as claimed in claim 1, wherein the method comprises the following steps: in step S3, the engine model includes an ignition system and a starting system, receives the starter signal and the throttle position signal output by the transmission controller in step S2, and adds the output torque of the starting system to the output torque of the ignition system to obtain the actual output torque of the engine.
5. The method for in-loop simulation testing of AMT shift control hardware of a commercial vehicle as claimed in claim 1, wherein the method comprises the following steps: in step S4, the clutch model includes a clutch actuator model and a clutch torque transfer model; the executing mechanism model comprises a worm gear model, a hydraulic transmission model and a separation shifting fork model; the torque transmission model comprises a dynamics model in a separation state of a clutch driving part and a clutch driven part, a dynamics model in a sliding friction state, a torque transmission model and a dynamics model in a complete combination state, wherein a clutch motor torque signal output by a transmission controller in step S2 and an actual engine output torque output by an engine in step S3 are obtained through a worm gear model to output a torque signal to a hydraulic transmission model, and then the torque signal is transmitted through a liquidThe pressure transmission model outputs force to the separation shifting fork model, the separation shifting fork model outputs a hydraulic thrust signal to the diaphragm spring model to calculate the position of the separation bearing and the pressure of the diaphragm spring to the pressure plate, and the pressure plate pressure is transmitted to the clutch torque transmission model to output a torque signal; the model building formula is as follows: and a worm gear modeling formula: t (T) out ＝T in *i*eff，ω in ＝ω out * i, wherein T out And T in Respectively the output torque and the input torque of the worm gear and the worm, omega in And omega out Respectively input rotating speed and output rotating speed, i is a worm gear transmission ratio, and eff is transmission efficiency;
hydraulic transmission modeling formula:vol＝S 1 L 1 ＝S 2 L 2 ，/>wherein F is 1 、F 2 The thrust force is respectively born by a hydraulic main pump and a branch pump, S 1 、S 2 The bottom areas of the hydraulic main pump and the branch pump are respectively L 1 、L 2 The stroke of the main pump and the stroke of the branch pump are respectively, i is the pressure ratio of the thrust of the main pump and the branch pump to the separation lever of the hydraulic device;
separating a shifting fork modeling formula: f (F) 2 ＝F 1 i，F 1 For pushing the clutch slave cylinder to the release lever, F 2 Separating force at the separating bearing, i is the lever ratio of the clutch shifting fork; diaphragm spring model formula: f=ma, x= ≡adt, F s =k-200 x, where F denotes hydraulic thrust to the release bearing, m denotes release bearing mass, a denotes release bearing acceleration, x denotes release bearing displacement, t denotes sampling time, k denotes diaphragm spring characteristic, F s Representing the pressing force of the driving disc and the driven disc;
clutch torque transfer model disengagement state dynamics model formula:wherein T is in Is the input torque of the engine, T out To output torque for clutch, J in And J out Moment of inertia, ω, of the clutch driving and driven discs, respectively in And omega out The rotation speeds of the main disc and the driven disc of the clutch are respectively; slip state moment transfer model formula:wherein T is c Is the torque transmitted by the clutch, mu c Friction coefficient of clutch friction plate, F n Is the pressure of a clutch pressure plate, n is the number of clutch plates, R 0 、R 1 Is the inner and outer radius of the clutch plate;
sliding state dynamics model formula:wherein T is in Is the input torque of the engine, T out To output torque for clutch, J in And J out Moment of inertia, ω, of the clutch driving and driven discs, respectively in And omega out The rotation speeds of a driving disc and a driven disc of the clutch are respectively T c Is the torque transmitted by the clutch; complete binding state kinetic model:wherein T is in Is the input torque of the engine, T out To output torque for clutch, J in And J out Moment of inertia, ω, of the clutch driving and driven discs, respectively in Is the clutch driving disc rotation speed.
6. The method for in-loop simulation testing of AMT shift control hardware of a commercial vehicle as claimed in claim 1, wherein the method comprises the following steps: in step S5, the transmission model includes a gear shift control mechanism model and a fixed-shaft gear transmission model; modeling of the gear selecting and shifting mechanism comprises a gear selecting worm gear model, a gear selecting finger model, a gear shifting worm gear model, a gear shifting sector model and a gear selecting and shifting shaft model; step S2, a gear selecting motor torque signal sent by the controller is sent to a gear selecting worm gear model, and the rotation speed and the turbine torque of the gear selecting motor are output; the turbine torque reaches a gear selection finger model and outputs gear selection force; s2, a controller inputs a gear shifting motor torque signal to a gear shifting turbine worm model, and outputs gear shifting turbine torque; the gear-shifting turbine torque reaches the gear-shifting sector model, and the gear-shifting torque at the edge of the gear-shifting sector is output; the gear-shifting torque and gear-selecting force of the gear-shifting sector edge reach a gear-selecting shaft model, the gear-selecting force is input to a gear-selecting motion calculation module, the gear-selecting shaft motion speed and the gear-selecting shaft displacement are output, the gear-shifting torque of the gear-shifting sector edge is input to a gear-shifting motion calculation module of the gear-selecting shaft model, the combination amount of a synchronizer is output, and the synchronization force of a sleeve is combined; the combination amount of the synchronizer and the synchronization force acting on the combination sleeve are input into a fixed-shaft type gear transmission model to obtain the transmission output rotating speed;
the modeling formulas of the parts are as follows: gear selection worm gear model formula: t (T) w ＝T s iη，n s ＝n w i, wherein T s For selecting gear motor torque, n w For selecting the speed of the turbine, T w For turbine torque, n s For the rotation speed of the gear selecting motor, i is the gear ratio of the worm and the gear, and eta is the gear efficiency of the worm and the gear;
gear selection refers to a model formula:wherein F is s To exert a force on the gear-selecting shaft T w For turbine torque, η is gear selection efficiency, r is gear selection radius, v s For gear selection shaft axial speed, ω is gear selection turbine speed;
gear-shifting turbine worm model formula: t (T) h ＝T hw iη，n hd ＝n hw i，n hw For shifting turbine speed, n hd For the rotation speed of the gear shifting worm, i is the gear shifting worm gear transmission ratio, T hw For gear shifting worm torque, eta is gear shifting worm gear transmission efficiency, T h Is a shift turbine torque. Gear shifting sector model formula: n is n w ＝in s ，T b ＝iT w η, where n s For the rotation speed of the gear shift shaft, n w For the rotation speed of the gear shifting turbine, i is the transmission ratio of the gear shifting gear to the sector, T w To shift turbine torque, T b The gear shifting torque is the gear shifting torque at the edge of the gear shifting sector, and eta is the gear shifting gear sector transmission efficiency;
selecting and shifting shaft model selecting motion calculation module formula:x= ≡vdt, where F X For the motion component force on the gear selection finger, m is the mass of the gear selection shaft, f is the friction resistance in the motion process, v the motion speed of the gear selection shaft and x the displacement of the gear selection shaft;
a gear selecting and shifting shaft model gear shifting motion calculation module formula:wherein F is n For synchronous force acting on the coupling sleeve, r is the radius of the gear shifting finger, T b A gear shifting torque for the gear shifting sector edge; />x＝∫vdt，/>Wherein n is the gear-selecting and shifting rotation speed of a gear-shifting shaft, v is the speed of a combination sleeve, w is the conversion coefficient of angular displacement, x is the combination amount of a synchronizer, and phi is the gear-shifting angular displacement.
7. The method for in-loop simulation testing of AMT shift control hardware of a commercial vehicle as claimed in claim 1, wherein the method comprises the following steps: in step S6, the speed of the speed changer in step S5 is obtained through a speed formula in step S2, and the speed is input into a longitudinal dynamics model of the vehicle together with a brake pedal signal of a driver in step S1, wherein the longitudinal dynamics model comprises the running resistance and the driving force of the vehicle;
the running resistance Sigma F is established by the following formula: Σf=f f +F w +F i +F z ，F f ＝Gf cosα，F i ＝G sinα，/>Wherein F is f For rolling resistance, F w For air resistance, F i For ramp resistance, F z G is the vehicle weight, alpha is the included angle between the ramp direction and the horizontal direction, C D Is the air resistance coefficient, A is the windward area of the vehicle, u a For the speed of the vehicle, T z The braking torque of a brake is represented by r, and the radius of a wheel is represented by r; 2) Driving force F t ：/>Wherein T is tq For engine torque, i g I is the transmission ratio, i 0 Is the transmission ratio of the main speed reducer, eta T Is the mechanical efficiency of the drive train.
8. The method for in-loop simulation testing of AMT shift control hardware of a commercial vehicle as claimed in claim 1, wherein the method comprises the following steps: in steps S7 and S8, the transmission controller also needs to exchange data with other controllers through CAN communication, so a Simulink model of the CAN communication matrix is established to simulate actual related messages and signals of the CAN communication matrix, including the following messages: the message ABS_Sts_0x221 is internally provided with mileage information provided by a vehicle wheel speed sensor, braking intervention information of an ESP system, real-time vehicle speed direction and effective value, error warning information feedback of the system, a check signal and a rolling timing signal; the message ABS_WhlSpd_0x211 is provided with wheel speed information, a wheel speed effective value, a check signal and a rolling timing signal of each wheel; message EMS_Engstatus_0x142, the internal signal has engine throttle position, engine running state, engine throttle position fault information, compressor working state, engine start success zone bit, ignition switch state, check signal and rolling timing signal; the message EMS_Tq_0x101 is provided with engine torque information, engine rotating speed fault information, check signals and rolling timing signals; the message EMS_WhlTorq_0x107_GW has the information of the actual accelerator pedal position, the theoretical accelerator pedal position, the brake pedal state, the accelerator pedal fault information, the verification signal and the rolling timing signal; the message bsw _CAN_Data is a setting mode of the transmission with different gears, and comprises a forward gear, a reverse gear, a parking gear and a neutral gear.
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