Hardware-in-the-loop testing system and method for steering system

Abstract

The application discloses a kind of hardware-in-the-loop test system and method of steering system.The system includes road feeling simulation system, steering integrated controller and simulation cabinet, steering integrated controller includes electric power steering assist decision module, simulation cabinet includes electric power steering model and vehicle model;Road feeling simulation system is used to obtain steering wheel rotation angle according to the first steering wheel torque sent by simulation cabinet, electric power steering model is used to obtain actual front wheel rotation angle according to steering wheel rotation angle;Vehicle model is used to obtain vehicle state parameters according to actual front wheel rotation angle;Electric power steering assist decision module is used to obtain the second steering wheel torque according to vehicle state parameters, and the second steering wheel torque is forwarded to road feeling simulation system by simulation cabinet.The technical scheme of the embodiment, by using road feeling simulation system, the simulation of more real vehicle use environment can be realized, and the comprehensive and accurate test of automobile steering system can be realized.

Description

Technical Field

[0001] The present invention relates to the technical field of automobile manufacturing, and in particular to a hardware-in-the-loop testing system and method for a steering system. Background Art

[0002] Hardware-in-the-loop (HIL) testing is an essential step in the automotive software development phase, especially for steering system development. Conducting sufficient HIL testing in the early stages can reduce numerous vulnerabilities in the software or controller hardware itself, preventing difficult-to-recover problems later in development. It can also simulate dangerous driving conditions that cannot be achieved in actual vehicle testing.

[0003] Currently, existing HIL systems for steering systems usually focus on traditional steering system functions and do not consider steer-by-wire, resulting in incomplete testing coverage of the steering system. In addition, the existing technology does not simulate the actual vehicle usage environment, resulting in inaccurate testing of the steering system. Summary of the Invention

[0004] The present invention provides a hardware-in-the-loop testing system and method for a steering system, which can simulate a more realistic actual vehicle usage environment when performing hardware-in-the-loop testing on the automobile steering system, and can achieve comprehensive and accurate testing of the automobile steering system.

[0005] According to one aspect of the present invention, a hardware-in-the-loop test system for a steering system is provided, comprising a road feel simulation system, a steering integrated controller, and a simulation cabinet, wherein the road feel simulation system and the steering integrated controller are respectively communicatively connected to the simulation cabinet, the steering integrated controller includes an electric power steering assist decision module, and the simulation cabinet includes an electric power steering model and a vehicle model;

[0006] The road feel simulation system is configured to obtain a steering wheel angle according to the first steering wheel torque sent by the simulation cabinet, and send the steering wheel angle to the simulation cabinet;

[0007] The electric power steering model is used to obtain the actual front wheel angle according to the steering wheel angle sent by the road feel simulation system, and send the actual front wheel angle to the vehicle model;

[0008] The vehicle model is used to obtain vehicle state parameters based on the actual front wheel angle sent by the electric power steering model, and send the vehicle state parameters to the electric power steering assistance decision module;

[0009] The electric power steering assist decision module is used to obtain a second steering wheel torque based on the vehicle state parameters sent by the vehicle model, and send the second steering wheel torque to the simulation cabinet, so as to forward the second steering wheel torque to the road feel simulation system through the simulation cabinet.

[0010] According to another aspect of the present invention, a hardware-in-the-loop testing method for a steering system is provided, which is applied to the hardware-in-the-loop testing system for the steering system according to any embodiment of the present invention, comprising:

[0011] Obtaining a steering wheel angle according to a first steering wheel torque through a road feel simulation system;

[0012] In response to a selection instruction for an electric power steering model, obtaining an actual front wheel angle according to the steering wheel angle using the electric power steering model;

[0013] The vehicle state parameters are obtained according to the actual front wheel turning angle through the vehicle model, and the second steering wheel torque is obtained according to the vehicle state parameters through the electric power steering assist decision module.

[0014] The technical solution of the embodiment of the present invention is to obtain the steering wheel angle according to the first steering wheel torque through the road feel simulation system, and obtain the actual front wheel angle according to the steering wheel angle through the electric power steering model; then obtain the vehicle state parameters according to the actual front wheel angle through the vehicle model; then obtain the second steering wheel torque according to the vehicle state parameters through the electric power steering assistance decision module, and forward the second steering wheel torque to the road feel simulation system through the simulation cabinet. By adopting the road feel simulation system, a more realistic real vehicle usage environment can be simulated, and a comprehensive and accurate test of the automobile steering system can be achieved.

[0015] It should be understood that the content described in this section is not intended to identify the key or important features of the embodiments of the present invention, nor is it intended to limit the scope of the present invention. Other features of the present invention will become readily understood through the following description. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0017] Figure 1A 2 is a schematic structural diagram of a hardware-in-the-loop test system for a steering system according to a first embodiment of the present invention;

[0018] Figure 1B2 is a schematic structural diagram of another hardware-in-the-loop test system for a steering system provided according to the first embodiment of the present invention;

[0019] Figure 1C 2 is a schematic structural diagram of another hardware-in-the-loop test system for a steering system provided according to the first embodiment of the present invention;

[0020] Figure 1D 2 is a schematic structural diagram of another hardware-in-the-loop test system for a steering system provided according to the first embodiment of the present invention;

[0021] Figure 1E 2 is a schematic structural diagram of another hardware-in-the-loop test system for a steering system provided according to the first embodiment of the present invention;

[0022] Figure 1F 2 is a schematic structural diagram of another hardware-in-the-loop test system for a steering system provided according to the first embodiment of the present invention;

[0023] Figure 1G 2 is a schematic structural diagram of another hardware-in-the-loop test system for a steering system provided according to the first embodiment of the present invention;

[0024] Figure 1H 2 is a schematic structural diagram of another hardware-in-the-loop test system for a steering system provided according to the first embodiment of the present invention;

[0025] Figure 2 This is a flowchart of a hardware-in-the-loop testing method for a steering system provided according to a second embodiment of the present invention. DETAILED DESCRIPTION

[0026] In order to enable those skilled in the art to better understand the solutions of the present invention, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the embodiments described are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts should fall within the scope of protection of the present invention.

[0027] It should be noted that the terms "first," "second," "target," and the like in the specification and claims of the present invention and the above-mentioned drawings are used to distinguish similar objects and are not necessarily used to describe a specific order or precedence. It should be understood that the numbers used in this way are interchangeable where appropriate so that the embodiments of the present invention described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "including" and "having," as well as any variations thereof, are intended to cover non-exclusive inclusions. For example, a process, method, system, product, or apparatus comprising a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units that are not explicitly listed or that are inherent to these processes, methods, products, or apparatus.

[0028] Example 1

[0029] Figure 1A A schematic structural diagram of a hardware-in-the-loop test system for a steering system is provided for a first embodiment of the present invention. The hardware-in-the-loop test system 100 for a steering system includes a road feel simulation system 110, a steering integrated controller 120, and a simulation cabinet 130. The road feel simulation system 110 and the steering integrated controller 120 are respectively communicatively connected to the simulation cabinet 130. The steering integrated controller 120 includes an electric power steering assist decision module 121. The simulation cabinet 130 includes an electric power steering model 131 and a vehicle model 132.

[0030] The road feel simulation system 110 is configured to obtain a steering wheel angle based on the first steering wheel torque sent by the simulation cabinet 130, and send the steering wheel angle to the simulation cabinet 130. The first steering wheel torque may be the steering wheel torque calculated by the integrated steering controller 120 after the previous test round, or a preset steering wheel torque.

[0031] In this embodiment, the road feel simulation system 110 can be communicatively connected to the simulation cabinet 130 via a single-channel Controller Area Network (CAN). Specifically, the road feel simulation system 110 is configured to simulate actual road loads in response to the steering wheel torque generated by the electric power steering decision module 121 and forwarded by the simulation cabinet 130, thereby providing feedback on the steering wheel angle, steering wheel torque, and pedal opening, which serve as driver input during the test.

[0032] The electric power steering model 131 is configured to obtain an actual front wheel angle based on the steering wheel angle transmitted by the road feel simulation system 110, and transmit the actual front wheel angle to the vehicle model 132. The electric power steering (EPS) model 131 may include a column-type EPS model, a rack-type EPS model, and a pinion-type EPS model.

[0033] Specifically, the electric power steering model 131 can calculate the front wheel rack displacement based on the steering wheel angle transmitted by the road feel simulation system 110, and can convert the front wheel rack displacement based on a preset conversion rule to obtain the actual front wheel angle. Furthermore, after obtaining the actual front wheel angle, the electric power steering model 131 can transmit the actual front wheel angle to the vehicle model 132. It should be noted that calculating the front wheel rack displacement based on the steering wheel angle and converting the front wheel rack displacement to the actual front wheel angle are conventional techniques and are not further described here.

[0034] The vehicle model 132 is configured to obtain vehicle state parameters based on the actual front wheel steering angle sent by the electric power steering model 131, and send the vehicle state parameters to the electric power steering assistance decision module 121. The vehicle model 132 is a simulation model of an actual vehicle and may include a front-wheel steering vehicle model and a four-wheel steering vehicle model.

[0035] In this embodiment, when the vehicle model 132 is a front-wheel steering vehicle model, the vehicle model 132 can control the vehicle driving according to the actual front wheel steering angle sent by the electric power steering model 131, and can feed back the current vehicle state parameters to the electric power steering assist decision module 121, so that the EPS assist decision module 121 can make a steering wheel torque decision based on the vehicle state parameters.

[0036] The electric power steering assist decision module 121 is used to obtain a second steering wheel torque based on the vehicle state parameters sent by the vehicle model 132, and send the second steering wheel torque to the simulation cabinet 130, so as to forward the second steering wheel torque to the road feel simulation system 110 through the simulation cabinet 130.

[0037] Specifically, the EPS assist decision module 121 can make a steering wheel torque decision based on the vehicle state parameters sent by the vehicle model 132 to obtain a second steering wheel torque. Furthermore, the EPS assist decision module 121 can send the second steering wheel torque to the simulation cabinet 130. After receiving the second steering wheel torque, the simulation cabinet 130 can forward the second steering wheel torque to the road feel simulation system 110.

[0038] The simulation cabinet 130 and the steering integrated controller 120 can communicate and interact via a dual-channel redundant CAN.

[0039] Optionally, the electric power steering model 131 may send the actual front wheel angle to the vehicle model 132 while also sending the actual front wheel angle to the EPS assist decision module 121. Accordingly, the EPS assist decision module 121 may jointly make a steering wheel torque decision based on the actual front wheel angle and the vehicle state parameters sent by the vehicle model 132 to obtain a second steering wheel torque.

[0040] Optional, such as Figure 1B As shown, the road feel simulation system 110 may include a steering wheel assembly 111, a road feel motor 112, a road feel motor controller 113, and a pedal assembly 114; the road feel motor controller 113 is configured to generate a road feel motor control signal based on a first steering wheel torque sent by the simulation cabinet 130, and send the road feel motor control signal to the road feel motor 112; the road feel motor 112 is configured to obtain a reaction torque based on the road feel motor control signal sent by the road feel motor controller 113, and send the reaction torque to the steering wheel assembly 111;

[0041] The steering wheel assembly 111 is used to obtain the steering wheel angle based on the reaction torque sent by the road sense motor 112, and send the steering wheel angle to the electric power steering model 131; the pedal assembly 114 is used to generate a pedal signal and send the pedal signal to the vehicle model 132; the vehicle model 132 is specifically used to obtain vehicle state parameters based on the actual front wheel angle and pedal signal sent by the electric power steering model 131.

[0042] In this embodiment, the torque closed loop of the road feel simulation system 110 can be realized through the steering wheel assembly 111, the road feel motor 112 and the road feel motor controller 113, and the steering wheel angle can be calculated based on the obtained first steering wheel torque. Specifically, the steering wheel assembly 111 can also send the steering wheel angle to the road feel motor controller 113, so the road feel motor controller 113 can obtain the road feel motor control signal based on the first steering wheel torque and the steering wheel angle previously sent by the steering wheel assembly 111. At the same time, the input of the pedal opening can be realized through the pedal assembly 114. Among them, the pedal assembly 114 can include a gas pedal and a brake pedal, and correspondingly, the pedal signal can include a gas pedal signal and a brake pedal signal.

[0043] In addition, the vehicle model 132 can control the vehicle's movement based on the actual front wheel angle sent by the electric power steering model 131 and the pedal signal sent by the pedal assembly 114, and obtain corresponding vehicle state parameters. The vehicle state parameters may include yaw rate, lateral acceleration, etc.

[0044] Optional, such as Figure 1C As shown, the simulation cabinet 130 may further include a wire-controlled front wheel steering actuator model 133 , and the integrated steering controller 120 may further include a front wheel angle decision module 122 ;

[0045] The simulation cabinet 130 is further configured to forward the steering wheel angle sent by the road feel simulation system 110 to the integrated steering controller 120 ; the front wheel angle decision module 122 is configured to calculate a target front wheel angle based on the steering wheel angle forwarded by the simulation cabinet 130 , and to send the target front wheel angle to the wire-controlled front wheel steering actuator model 133 ;

[0046] The wire-controlled front-wheel steering actuator model 133 is used to calculate the front-wheel rack displacement based on the target front-wheel steering angle sent by the front-wheel steering angle decision module 122, and to calculate the actual front-wheel steering angle based on the front-wheel rack displacement, and to send the actual front-wheel steering angle to the vehicle model 132; the vehicle model 132 is also used to obtain vehicle state parameters based on the actual front-wheel steering angle and pedal signal sent by the wire-controlled front-wheel steering actuator model 133.

[0047] In another scenario, when the wire-controlled front-wheel steering actuator model 133 is selected, the simulation cabinet 130 may not perform any processing on the steering wheel angle after receiving the steering wheel angle sent by the road feel simulation system 110, and forward the steering wheel angle to the front-wheel angle decision module 122 in the steering integrated controller 120. After receiving the steering wheel angle, the front-wheel angle decision module 122 may make a decision on the target front-wheel angle based on the steering wheel angle to obtain the target front-wheel angle for this round of testing. Among them, the front-wheel angle decision module 122 may be pre-integrated with a variable steering ratio algorithm for outputting the target front-wheel angle based on the input steering wheel angle. The target front-wheel angle may be the desired front-wheel angle.

[0048] Furthermore, the front wheel angle decision module 122 can send the acquired target front wheel angle to the steering by wire (SBW) actuator model 133. After receiving the target front wheel angle, the SBW actuator model 133 can first calculate the front wheel rack displacement based on the target front wheel angle, and then convert the front wheel rack displacement into the actual front wheel angle. Finally, the SBW actuator model 133 can send the actual front wheel angle to the vehicle model 132. The vehicle model 132 can jointly control the vehicle driving and obtain vehicle state parameters based on the actual front wheel angle sent by the SBW actuator model 133 and the pedal signal sent by the pedal assembly 114.

[0049] Optional, such as Figure 1DAs shown, the simulation cabinet 130 may further include a wire-controlled rear-wheel steering actuator model 134, and the integrated steering controller 120 may further include a rear-wheel steering angle decision module 123; the rear-wheel steering angle decision module 123 is configured to calculate a target rear-wheel steering angle based on the steering wheel angle forwarded by the simulation cabinet 130, and send the target rear-wheel steering angle to the wire-controlled rear-wheel steering actuator model 134;

[0050] The wire-controlled rear-wheel steering actuator model 134 is used to calculate the rear-wheel rack displacement based on the target rear-wheel steering angle sent by the rear-wheel steering angle decision module 123, and calculate the actual rear-wheel steering angle based on the rear-wheel rack displacement, and send the actual rear-wheel steering angle to the vehicle model 132; the vehicle model 132 is also used to obtain vehicle state parameters based on the actual front-wheel steering angle sent by the wire-controlled front-wheel steering actuator model 133, the actual rear-wheel steering angle sent by the wire-controlled rear-wheel steering actuator model 134, and the pedal signal.

[0051] In another scenario, when vehicle model 132 is a four-wheel steering vehicle model, rear wheel angle decision module 123 can determine a target rear wheel angle based on the steering wheel angle forwarded by simulation cabinet 130 to obtain the target rear wheel angle, and can send the target rear wheel angle to rear steer-by-wire actuator model 134. Rear wheel angle decision module 123 can be pre-integrated with a speed-dependent algorithm to output the target rear wheel angle based on the input steering wheel angle.

[0052] Furthermore, the rear wheel steering (RWS) actuator model 134 can calculate the rear wheel rack displacement based on the target rear wheel angle and convert the rear wheel rack displacement into an actual rear wheel angle. The RWS actuator model 134 can then send the actual rear wheel angle to the vehicle model 132. The vehicle model 132 can then control vehicle driving based on the actual front wheel angle, actual rear wheel angle, and pedal signals to obtain vehicle state parameters.

[0053] The advantage of the above setting is that it can realize the testing of two modes: EPS model 131 plus front-wheel steering vehicle model, and SBW actuator model 133 and RWS actuator model 134 plus four-wheel steering vehicle model, which can improve the test coverage of the hardware-in-the-loop test system of the steering system, thereby improving the comprehensiveness of the test of the steering system.

[0054] Optional, such as Figure 1EAs shown, the integrated steering controller 120 may further include a counter-torque decision module 124; a vehicle model 132, further configured to send vehicle state parameters to the counter-torque decision module 124; a wire-controlled front-wheel steering actuator model 133, further configured to send actual front-wheel steering angles to the counter-torque decision module 124; and a wire-controlled rear-wheel steering actuator model 134, further configured to send actual rear-wheel steering angles to the counter-torque decision module 124.

[0055] The counter-torque decision module 124 is used to obtain the second steering wheel torque based on the vehicle state parameters sent by the vehicle model 132, the actual front wheel angle sent by the wire-controlled front-wheel steering actuator model 133, and the actual rear wheel angle sent by the wire-controlled rear-wheel steering actuator model 134, and send the second steering wheel torque to the simulation cabinet 130, so as to forward the second steering wheel torque to the road feel simulation system 110 through the simulation cabinet 130.

[0056] In this embodiment, when the wire-controlled front-wheel steering actuator model 133 and the wire-controlled rear-wheel steering actuator model 134 are selected, the second steering wheel torque, that is, the steering wheel torque after the current wheel test is completed, can be obtained through the counter-torque decision module 124.

[0057] Specifically, after acquiring the vehicle state parameters, the vehicle model 132 may send the vehicle state parameters to the counter-torque decision module 124. Simultaneously, the front-wheel steering-by-wire actuator model 133 and the rear-wheel steering-by-wire actuator model 134 may respectively send the acquired actual front wheel angle and actual rear wheel angle to the counter-torque decision module 124. The counter-torque decision module 124 may then make a decision on the steering wheel torque based on the acquired vehicle state parameters, the actual front wheel angle, and the actual rear wheel angle to obtain a second steering wheel torque.

[0058] Furthermore, the counter-torque decision module 124 may send the acquired second steering wheel torque to the simulation cabinet 130. After receiving the second steering wheel torque, the simulation cabinet 130 may forward the second steering wheel torque to the road feel simulation system 110, so that the road feel simulation system 110 can continue to make a decision on the steering wheel angle for the next test based on the second steering wheel torque.

[0059] Optional, such as Figure 1F As shown, the simulation cabinet 130 may further include a driving mode controller 135 , an automatic driving controller 136 , and an electronic stability controller 137 ;

[0060] The driving mode controller 135 is used to obtain the driving mode selection logic and send the driving mode selection logic to the steering integrated controller 120; the automatic driving controller 136 is used to obtain the automatic driving function takeover and exit logic and send the automatic driving function takeover and exit logic to the steering integrated controller 120; the electronic stability controller 137 is used to obtain the additional steering angle of the rear wheels and send the additional steering angle of the rear wheels to the steering integrated controller 120.

[0061] In this embodiment, the driving mode controller 135, the autonomous driving controller 136, and the electronic stability controller 137 are used to simulate the message exchanges between other controllers in the vehicle system and the integrated steering controller 120. In a specific example, the driving mode controller 135 can generate the driving mode selection logic; the autonomous driving controller 136 can generate the takeover and exit logic for the Level 2 and Level 3 autonomous driving functions of the ADAS (Advanced Driving Assistance System) controller; and the electronic stability controller 137 can generate the additional rear wheel steering angle for the ESC (Electronic Stability Control System) controller.

[0062] The steering integrated controller 120 is used to calculate the target front wheel angle and the target rear wheel angle according to the driving mode selection logic, the automatic driving function takeover and exit logic and the additional rear wheel steering angle, and send the target front wheel angle and the target rear wheel angle to the simulation cabinet 130.

[0063] Correspondingly, the integrated steering controller 120 can determine the target front wheel angle and target rear wheel angle based on the acquired driving mode selection logic, autonomous driving function takeover and exit logic, and rear wheel additional steering angle, and can send the acquired target front wheel angle and target rear wheel angle to the simulation cabinet 130. The integrated steering controller 120 is the object being tested.

[0064] The advantage of the above setting is that it can realize the testing of the steering system of the autonomous driving system, and can further improve the comprehensiveness of the testing of the hardware-in-the-loop test system of the steering system.

[0065] Optional, such as Figure 1G As shown, the simulated cabinet 130 may further include a configuration selection module 138;

[0066] The configuration selection module 138 is configured to determine a target actuator model in response to a selection instruction for the configuration code.

[0067] In this embodiment, configuration codes corresponding to various actuator models can be pre-set in the configuration selection module 138. The user can select the actuator model to be used for the current test, i.e., the target actuator model, such as the EPS model, SBW actuator model, or RWS actuator model, by selecting the configuration code.

[0068] It is understandable that when the vehicle model 132 is a four-wheel steering vehicle model, the corresponding actuator model combination may include an EPS model plus an RWS actuator model, and an SBW actuator model plus an RWS actuator model.

[0069] Optional, such as Figure 1H As shown, the simulation cabinet 130 may further include a power supply interface 139;

[0070] Power supply interface 139 is used to power the integrated steering controller 120. Specifically, through power supply interface 139, a programmable power supply can be used to power the integrated steering controller 120, simulating vehicle power supply. Furthermore, power supply interface 139 can also be used to inject faults such as overvoltage, undervoltage, power short circuit, and short circuit to ground into the battery.

[0071] Optionally, the hardware-in-the-loop test system 100 of the steering system of this embodiment may further include at least one board. Boards may include, but are not limited to, IO (Input Output) boards, communication boards, and data acquisition boards. IO board channels may include digital IO, analog IO, and PWM (Pulse Width Modulation) channels. Communication board channels may include serial communication, CAN communication, FlexRay communication, and Ethernet communication. The data acquisition board is used to convert analog signals into digital signals. Its core is an AD (Analogue to Digital Conversion) chip, which can realize current acquisition, voltage acquisition, etc.

[0072] The technical solution of the embodiment of the present invention is to obtain the steering wheel angle according to the first steering wheel torque through the road feel simulation system, and obtain the actual front wheel angle according to the steering wheel angle through the electric power steering model; then obtain the vehicle state parameters according to the actual front wheel angle through the vehicle model; then obtain the second steering wheel torque according to the vehicle state parameters through the electric power steering assistance decision module, and forward the second steering wheel torque to the road feel simulation system through the simulation cabinet. By adopting the road feel simulation system, a more realistic real vehicle usage environment can be simulated, and a comprehensive and accurate test of the automobile steering system can be achieved.

[0073] Example 2

[0074] Figure 2 This is a flowchart of a hardware-in-the-loop testing method for a steering system provided in the second embodiment of the present invention. This embodiment is applicable to the case where hardware-in-the-loop testing of automobile steering software is performed during the design process of automobile steering software. This method can be executed by the hardware-in-the-loop testing system for the steering system described in any embodiment of the present invention. Figure 2 As shown, the method includes:

[0075] S210 : Obtain a steering wheel angle according to the first steering wheel torque using a road feel simulation system.

[0076] S220 : In response to an instruction to select an electric power steering model, obtain an actual front wheel angle according to the steering wheel angle using the electric power steering model.

[0077] Specifically, when selection of a configuration code corresponding to the electric power steering model in the configuration selection module is detected, the actual front wheel angle can be obtained according to the steering wheel angle through the electric power steering model.

[0078] S230: Obtain vehicle state parameters according to the actual front wheel angle using a vehicle model, and obtain a second steering wheel torque according to the vehicle state parameters using an electric power steering assist decision module.

[0079] Specifically, when it is detected that the electric power steering model has been selected, the vehicle model can be used to control vehicle driving based on the actual front wheel angle to obtain vehicle state parameters. Subsequently, the electric power steering assistance decision module can be used to determine the steering wheel torque based on the vehicle state parameters and the actual front wheel angle to obtain a second steering wheel torque.

[0080] Furthermore, after obtaining the second steering wheel torque, the second steering wheel torque can be used again as the input of the road feel simulation system, and the above operation can be repeated until it is detected that the pre-set test termination condition is met, for example, the number of cyclic tests reaches a preset test number threshold, so as to realize the cyclic test of the steering integrated controller to be tested.

[0081] In an optional implementation of this embodiment, after obtaining the steering wheel angle according to the first steering wheel torque through the road feel simulation system, the following steps may also be included:

[0082] In response to the selection instructions for the front-wheel steer-by-wire actuator model and the rear-wheel steer-by-wire actuator model, a front-wheel angle decision module calculates a target front wheel angle based on the steering wheel angle, and a rear-wheel angle decision module calculates a target rear wheel angle based on the steering wheel angle;

[0083] The front wheel rack displacement is calculated based on the target front wheel angle using the wire-controlled front wheel steering actuator model, and the actual front wheel angle is calculated based on the front wheel rack displacement. The rear wheel rack displacement is calculated based on the target rear wheel angle using the wire-controlled rear wheel steering actuator model, and the actual rear wheel angle is calculated based on the rear wheel rack displacement.

[0084] The vehicle state parameters are obtained according to the actual front wheel angle and the actual rear wheel angle through the vehicle model; the second steering wheel torque is obtained according to the vehicle state parameters, the actual front wheel angle and the actual rear wheel angle through the counter-torque decision module.

[0085] In this embodiment, when the configuration code corresponding to the steer-by-wire front wheel actuator model and the steer-by-wire rear wheel actuator model is detected in the configuration selection module, the front wheel angle determination module and the rear wheel angle determination module can respectively calculate the target front wheel angle and the target rear wheel angle based on the steering wheel angle. Subsequently, the steer-by-wire front wheel actuator model can calculate the actual front wheel angle based on the target front wheel angle, and the steer-by-wire rear wheel actuator model can calculate the actual rear wheel angle based on the target rear wheel angle.

[0086] Furthermore, the vehicle model can be used to control vehicle driving based on the actual front wheel angle, the actual rear wheel angle, and the pedal signal to obtain vehicle state parameters. Finally, the counter-torque decision module can be used to determine the steering wheel torque based on the vehicle state parameters, the actual front wheel angle, and the actual rear wheel angle to obtain a second steering wheel torque.

[0087] In this embodiment, by adopting a road feel simulation system, the function and performance test of wire-controlled steering can be matched to form a complete test chain; at the same time, by adopting a wire-controlled steering actuator model and combining it with a four-wheel steering vehicle model, it can be applicable to wire-controlled steering and rear-wheel steering vehicle testing, which can cover comprehensive steering software function testing and improve the comprehensiveness of the steering system's hardware-in-the-loop test system.

[0088] The technical solution of the embodiment of the present invention is to obtain the steering wheel angle according to the first steering wheel torque through the road feel simulation system, and obtain the actual front wheel angle according to the steering wheel angle through the electric power steering model; then obtain the vehicle state parameters according to the actual front wheel angle through the vehicle model; and then obtain the second steering wheel torque according to the vehicle state parameters through the electric power steering assistance decision module. By adopting the road feel simulation system, a more realistic actual vehicle usage environment can be simulated, and a comprehensive and accurate test of the vehicle steering system can be achieved.

[0089] It should be understood that the various forms of the processes shown above can be used to reorder, add, or delete steps. For example, the steps described in the present invention can be performed in parallel, sequentially, or in a different order, as long as the desired results of the technical solution of the present invention can be achieved. This is not limited herein.

[0090] The above specific embodiments do not limit the scope of protection of the present invention. Those skilled in the art will appreciate that various modifications, combinations, sub-combinations, and substitutions may be made based on design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention are intended to be included within the scope of protection of the present invention.

Claims

1. A hardware-in-the-loop test system for a steering system, characterized in that: It includes a road feeling simulation system, a steering integrated controller and a simulation cabinet, wherein the road feeling simulation system and the steering integrated controller are respectively connected to the simulation cabinet in communication, the steering integrated controller includes an electric power steering assist decision module, and the simulation cabinet includes an electric power steering model and a vehicle model; The road feel simulation system is configured to obtain a steering wheel angle according to the first steering wheel torque sent by the simulation cabinet, and send the steering wheel angle to the simulation cabinet; The electric power steering model is used to obtain the actual front wheel angle according to the steering wheel angle sent by the road feel simulation system, and send the actual front wheel angle to the vehicle model; The vehicle model is used to obtain vehicle state parameters based on the actual front wheel angle sent by the electric power steering model, and send the vehicle state parameters to the electric power steering assistance decision module; the electric power steering assistance decision module is configured to obtain a second steering wheel torque based on the vehicle state parameter sent by the vehicle model, and send the second steering wheel torque to the simulation cabinet so as to forward the second steering wheel torque to the road feel simulation system via the simulation cabinet; The simulation cabinet further includes a wire-controlled front wheel steering actuator model, and the integrated steering controller further includes a front wheel angle decision module; The simulation cabinet is further used to forward the steering wheel angle sent by the road feel simulation system to the steering integrated controller; The front wheel angle decision module is configured to calculate a target front wheel angle based on the steering wheel angle forwarded by the simulation cabinet, and send the target front wheel angle to the wire-controlled front wheel steering actuator model; The steer-by-wire actuator model is configured to calculate a front wheel rack displacement based on a target front wheel angle sent by the front wheel angle decision module, calculate an actual front wheel angle based on the front wheel rack displacement, and send the actual front wheel angle to the vehicle model; The vehicle model is further used to obtain vehicle state parameters based on the actual front wheel steering angle and pedal signal sent by the wire-controlled front wheel steering actuator model.

2. The system according to claim 1, wherein: The road feel simulation system includes a steering wheel assembly, a road feel motor, a road feel motor controller and a pedal assembly; The road sense motor controller is configured to generate a road sense motor control signal according to the first steering wheel torque sent by the simulation cabinet, and send the road sense motor control signal to the road sense motor; The road sense motor is used to obtain a reaction torque according to a road sense motor control signal sent by the road sense motor controller, and send the reaction torque to the steering wheel assembly; The steering wheel assembly is used to obtain a steering wheel angle according to the reaction torque sent by the road sensing motor, and send the steering wheel angle to the electric power steering model; The pedal assembly is used to generate a pedal signal and send the pedal signal to the vehicle model; The vehicle model is specifically used to obtain vehicle state parameters based on the actual front wheel angle and the pedal signal sent by the electric power steering model.

3. The system according to claim 1, wherein: The simulation cabinet further includes a wire-controlled rear wheel steering actuator model, and the integrated steering controller further includes a rear wheel angle decision module; The rear wheel angle decision module is configured to calculate a target rear wheel angle based on the steering wheel angle forwarded by the simulation cabinet, and send the target rear wheel angle to the wire-controlled rear wheel steering actuator model; The rear-wheel steering-by-wire actuator model is configured to calculate a rear-wheel rack displacement based on a target rear-wheel steering angle sent by the rear-wheel steering angle decision module, calculate an actual rear-wheel steering angle based on the rear-wheel rack displacement, and send the actual rear-wheel steering angle to the vehicle model; The vehicle model is further used to obtain vehicle state parameters based on the actual front wheel steering angle sent by the wire-controlled front wheel steering actuator model, the actual rear wheel steering angle sent by the wire-controlled rear wheel steering actuator model, and the pedal signal.

4. The system according to claim 3, characterized in that The integrated steering controller further includes a counter-torque decision module; The vehicle model is further used to send the vehicle state parameters to the counter-torque decision module; The wire-controlled front wheel steering actuator model is further used to send the actual front wheel angle to the counter-torque decision module; The wire-controlled rear wheel steering actuator model is further used to send the actual rear wheel steering angle to the counter-torque decision module; The counter-torque decision module is used to obtain a second steering wheel torque based on the vehicle state parameters sent by the vehicle model, the actual front wheel angle sent by the wire-controlled front-wheel steering actuator model, and the actual rear wheel angle sent by the wire-controlled rear-wheel steering actuator model, and send the second steering wheel torque to the simulation cabinet so that the second steering wheel torque is forwarded to the road feel simulation system through the simulation cabinet.

5. The system according to claim 3, wherein: The simulation cabinet also includes a driving mode controller, an automatic driving controller and an electronic stability controller; The driving mode controller is used to obtain the driving mode selection logic and send the driving mode selection logic to the steering integrated controller; The autonomous driving controller is configured to obtain autonomous driving function takeover and exit logic, and send the autonomous driving function takeover and exit logic to the steering integrated controller; The electronic stability controller is used to obtain the additional rear wheel steering angle and send the additional rear wheel steering angle to the steering integrated controller; The steering integrated controller is used to calculate the target front wheel angle and the target rear wheel angle based on the driving mode selection logic, the automatic driving function takeover and exit logic and the additional rear wheel angle, and send the target front wheel angle and the target rear wheel angle to the simulation cabinet.

6. The system according to claim 3, wherein: The simulation cabinet also includes a configuration selection module; The configuration selection module is used to determine a target actuator model in response to a selection instruction of a configuration code.

7. The system according to claim 1, wherein: The simulation cabinet also includes a power supply interface; The power supply interface is used to supply power to the steering integrated controller.

8. A hardware-in-the-loop testing method for a steering system, applied to the hardware-in-the-loop testing system for a steering system according to any one of claims 1 to 7, characterized in that: include: Obtaining a steering wheel angle according to a first steering wheel torque through a road feel simulation system; In response to a selection instruction for an electric power steering model, obtaining an actual front wheel angle according to the steering wheel angle using the electric power steering model; The vehicle state parameters are obtained according to the actual front wheel turning angle through the vehicle model, and the second steering wheel torque is obtained according to the vehicle state parameters through the electric power steering assist decision module.

9. The method according to claim 8, characterized in that After obtaining the steering wheel angle according to the first steering wheel torque through the road feel simulation system, the method further includes: In response to the selection instructions for the front-wheel steer-by-wire actuator model and the rear-wheel steer-by-wire actuator model, a front-wheel angle decision module calculates a target front-wheel angle based on the steering wheel angle, and a rear-wheel angle decision module calculates a target rear-wheel angle based on the steering wheel angle; Calculating a front wheel rack displacement based on the target front wheel steering angle using the wire-controlled front wheel steering actuator model, and calculating an actual front wheel steering angle based on the front wheel rack displacement; Calculating a rear wheel rack displacement based on the target rear wheel steering angle using the wire-controlled rear wheel steering actuator model, and calculating an actual rear wheel steering angle based on the rear wheel rack displacement; Obtaining vehicle state parameters according to the actual front wheel steering angle and the actual rear wheel steering angle using the vehicle model; The second steering wheel torque is obtained by the counter-torque decision module according to the vehicle state parameters, the actual front wheel angle and the actual rear wheel angle.

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