Replaceable Independent Controlled Object HIL Test Model and Operation Method

Abstract

The present invention discloses a replaceable independent controlled object HIL test model, wherein the engine in the closed-loop test model obtains the engine output torque value through the engine MAP table according to the current engine speed and required power; the clutch in the closed-loop test model processes the clamping demand sent by the controller; the gearbox case in the closed-loop test model transmits the clutch torque to the gearbox case torque output end through the current transmission ratio of the gearbox case under the steady state of the vehicle; under the steady state of the vehicle, the wheel speed obtained by the chassis in the closed-loop test model is transmitted back to the gearbox model input shaft of the gearbox case in the closed-loop test model, thereby transmitting it to the clutch model of the clutch in the closed-loop test model, and then obtaining the engine speed of the engine in the closed-loop test model; the present invention adopts modular modeling, the overall modeling logic is clear, and the model can be established quickly and accurately, which greatly improves the speed and accuracy of the project.

Description

Technical Field

[0001] The present invention relates to the technical field of in-loop testing, and specifically refers to a replaceable independent controlled object HIL (Hardware-in-the-Loop) test model and a test method. Background Art

[0002] In the currently used HIL models, the engine, clutch, gearbox, vehicle and driver models are intertwined with each other. All the models are combined together, which is closer to reality and the overall model logic is simpler. For example: if the vehicle speed needs to be calculated, then the moments of inertia on all transmission chains need to be added together, and the forces on the entire transmission chain need to be added together to obtain the acceleration. This is indeed the case for real vehicles, so it is closer to the real situation and can make the model more accurate. However, the problem lies in that a data is not unique in the model because multiple models will call a certain data, resulting in one-to-many and many-to-one data. The entire system is like a spider web, intertwined with each other. In traditional models, the above modules are all a complete closed loop. If one functional module is removed, the entire closed loop cannot operate normally.

[0003] In addition, since all the data in the model is cumulative, if a data is missing or a model is changed, the entire model needs to be greatly modified. It is very difficult to find the place that needs to be modified in a complex model. The torque-speed loop and control loop of the model interfere with each other, resulting in an indivisible whole model. The entire model is complex and basically non-maintainable. When the project changes or the technical solution changes, it cannot be updated and iterated. Summary of the Invention

[0004] The purpose of the present invention is to provide a replaceable independent controlled object HIL test model and an operation method. The present invention can be applied to the HIL test work of most automobiles.

[0005] To achieve this purpose, the replaceable independent controlled object HIL test model designed by the present invention is characterized in that: it includes an engine in-closed-loop test model, a clutch in-closed-loop test model, a gearbox housing in-closed-loop test model and a chassis in-closed-loop test model;

[0006] The engine in-closed-loop test model is used to obtain the engine output torque value through the engine MAP table according to the engine speed and required power at the current moment. Under steady state of the vehicle, the engine speed at the current moment is determined by the wheel speed. Under non-steady state of the vehicle, the engine speed at the current moment is determined by the engine applied torque, the running step of the engine in-loop test model and the moment of inertia of the engine;

[0007] The clutch in the closed-loop test model is used to process the clamping requirement sent by the controller. When the clamping required force is greater than or equal to the torque transmitted by the engine, the clutch in the closed-loop test model controls the clutch model to close. When the clamping required force is less than the torque transmitted by the engine and greater than zero, the clutch in the closed-loop test model controls the clutch model to slip. When the clamping required force is equal to zero, the clutch in the closed-loop test model controls the clutch model to release;

[0008] The transmission housing in the closed-loop test model is used to transmit the torque of the clutch to the torque output end of the transmission housing through the current transmission ratio of the transmission housing under vehicle steady state. Under vehicle steady state, the wheel speed obtained by the chassis in the closed-loop test model is transmitted back to the input shaft of the transmission model of the transmission housing in the closed-loop test model, and then transmitted to the clutch model of the clutch in the closed-loop test model, so as to obtain the engine speed of the engine in the closed-loop test model;

[0009] The chassis in the closed-loop test model is used to calculate the wheel speed according to the torque provided by the transmission housing in the closed-loop test model.

[0010] Advantages of the present invention:

[0011] The present invention adopts modular modeling, with clear overall modeling logic, which can achieve rapid and accurate model establishment, greatly improving the speed and accuracy of the project, and can be applied to the HIL test work of most automobiles. The model in the present invention is modular and is only related to the modules before and after it logically. For example, the engine is only related to the driver and the clutch. Then, if the engine is replaced with an electric motor, only the interface on the engine module needs to be connected to the new electric motor model, without the need for adaptation at the level of the entire model. Description of the Drawings

[0012] Figure 1 is the structural block diagram of the present invention;

[0013] Figure 2 is the test logic relationship diagram of the present invention. Detailed Embodiments

[0014] The following further elaborates on the present invention in detail with reference to the drawings and specific embodiments:

[0015] As Figure 1 and 2 shown, the replaceable independent controlled object HIL test model includes the engine in the closed-loop test model, the clutch in the closed-loop test model, the transmission housing in the closed-loop test model, and the chassis in the closed-loop test model;

[0016] The engine in the closed-loop test model is used to obtain the engine output torque value through the engine MAP table based on the engine speed and required power at the current moment. Under vehicle steady state, the engine speed at the current moment is determined by the wheel speed. Under vehicle non-steady state, the engine speed at the current moment is determined by the engine acting torque, the running step of the engine in-loop test model, and the moment of inertia of the engine. Steady state means at least one clutch is closed, and non-steady state means both clutches are disengaged, or at least one clutch is in slip. This model can simulate various torque outputs of the engine itself during parking, starting, steady-state operation, and non-steady state with clutch disengagement. Moreover, all input and output of information are only related to the logically preceding and following modules of the engine, and have nothing to do with the transmission, the whole vehicle, the air conditioner, and the fuel tank. The engine model is a torque-generating module. When designing, only the inherent universal characteristic MAP of the engine needs to be used, and by inputting the required power and the current engine speed, the torque can be obtained. In steady state, the speed comes from the wheels. In non-steady state, the speed is calculated based on the internal torque of the engine according to its own moment of inertia, and the acceleration and speed are obtained.

[0017] The clutch in the closed-loop test model is used to process the clamping requirement sent by the controller. When the clamping requirement force is greater than or equal to the torque transmitted by the engine, the clutch in the closed-loop test model controls the clutch model to close. When the clamping requirement force is less than the torque transmitted by the engine and greater than zero, the clutch in the closed-loop test model controls the clutch model to slip. When the clamping requirement force is equal to zero, the clutch in the closed-loop test model controls the clutch model to release. In the above solution, since the clutch is an independent closed-loop system, the force can be analyzed independently. Through the control of the controller in the present invention, the clutch can be in different pressures, and different pressures generate different torque reserves. Torque reserve refers to the maximum torque that can be transmitted. If the engine torque exceeds the torque reserve, a slipping phenomenon will occur. The control reads the torque of the engine, and then dynamically adjusts the torque reserve of the clutch to dynamically control the state of the clutch.

[0018] The transmission housing in the closed-loop test model is used to transmit the torque of the clutch to the torque output end of the transmission housing through the current transmission ratio of the transmission housing under vehicle steady state. Under vehicle steady state, the wheel speed obtained by the chassis in the closed-loop test model is transmitted back to the input shaft of the transmission model in the transmission housing in the closed-loop test model, and then transmitted to the clutch model in the clutch in the closed-loop test model, and further the engine speed in the engine in the closed-loop test model is obtained. In the above solution, the transmission is an independent system, which only obtains data from the logically preceding and following modules (the clutch and the chassis model) and obtains control signals from the controller to change gears. The transmission housing has nothing to do with modules such as the engine and the driver, and the transmission housing module is two independent transmissions. Even if only one transmission is used alone, it is completely possible.

[0019] The chassis in the closed-loop test model is used to calculate the wheel speed based on the torque provided by the gearbox housing in the closed-loop test model. The main function of the chassis in the closed-loop test model is to obtain the wheel speed based on the torque sent by the gearbox and the vehicle driving information such as the braking signal / slope signal sent by the driver. The specific method is as follows: the torque sent by the gearbox housing is divided by the wheel radius to obtain the driving force. The driving force minus the resistance, where the resistance includes air resistance, rolling resistance, mechanical friction resistance, braking resistance, and ramp resistance, to obtain an external output driving force of the vehicle. This driving force can be positive or negative, and then divided by the mass of the whole vehicle to obtain the acceleration of the whole vehicle. The acceleration can be integrated to obtain the speed. The speed is multiplied by the wheel radius to obtain the wheel speed.

[0020] In the above technical solution, only the interfaces required by each module are set for all modules. All input and output are isolated from other models, and the conditions and results required for the separate calculation of torque and speed are provided. All signals are placed in the MATLAB software BUS module, that is, a library is established in the software, and the continuously changing data is continuously stored in the BUS according to the refresh frequency. Only by finding the variable name of the variable needed, the value of this variable can be obtained, which is convenient for calling.

[0021] Two clutch interfaces are set for the engine in the closed-loop test model, the first clutch and the second clutch 2 (whether it is the first clutch or the second clutch, the front end is connected to the flywheel of the engine, and the rear end is connected to different gearboxes. The dual-clutch gearbox has 2 clutches and 2 gearboxes, and the speeds of the engine are compared. Four situations can be obtained, namely: the speeds of the first clutch and the second clutch are greater than the engine speed; the speeds of the first clutch and the second clutch are less than the engine speed; the speed of the first clutch is greater than the engine speed, and the speed of the second clutch is less than the engine speed; the speed of the first clutch is less than the engine speed, and the speed of the second clutch is greater than the engine speed (the two clutches respectively have the functions of accelerating and decelerating the engine, the slower one decelerates the engine, and the faster one accelerates the engine).

[0022] In the above technical solution, the calculation formula for the engine speed at the current moment under non-steady state of the vehicle is:

[0023] Val_eng = min(Val_eng1 + Teng * 30 * Tc / I_of_eng * π, 6000)

[0024] Among them, Val_eng represents the engine speed at the current moment, Val_eng1 represents the engine speed at the previous moment, Teng represents the torque on the engine, Tc represents the running step of the engine in-loop test model, and I_of_eng represents the moment of inertia of the engine. This technical solution can calculate the engine speed. When the clutch is in a steady state, the engine speed comes from the clutch speed. When the clutch is not in a steady state, the engine speed comes from itself.

[0025] In the above technical solution, when calculating the torque on the engine, there are four cases: both dual clutches decelerate the engine, both dual clutches accelerate the engine, the first clutch decelerates the engine and the second clutch accelerates the engine, and the second clutch decelerates the engine and the first clutch accelerates the engine.

[0026] The formula for calculating the torque on the engine when both dual clutches decelerate the engine is:

[0027] Teng = eng_tq_s - tq_max_clu1 - tq_max_clu2

[0028] The formula for calculating the torque on the engine when both dual clutches accelerate the engine is:

[0029] Teng = eng_tq_s + tq_max_clu1 + tq_max_clu2

[0030] The formula for calculating the torque on the engine when the first clutch decelerates the engine and the second clutch accelerates the engine is:

[0031] Teng = eng_tq_s - tq_max_clu1 + tq_max_clu2

[0032] The formula for calculating the torque on the engine when the second clutch decelerates the engine and the first clutch accelerates the engine is:

[0033] Teng = eng_tq_s + tq_max_clu1 - tq_max_clu2

[0034] Among them, eng_tq_s represents the total torque generated by the engine (torque queried through MAP), tq_max_clu1 is the back-dragging torque transmitted from the first clutch to the engine, and tq_max_clu2 is the back-dragging torque transmitted from the second clutch to the engine. When the engine is in a non-steady state, it can cover all force states and form a self-closed loop. The self-closed loop means that since the clutch is connected to the chassis, the clutch is an object with a relatively large inertia relative to the engine. If the engine speed is high, it will be dragged down by the clutch; if the speed is low, it will be dragged up by the clutch. Finally, it is controlled at a suitable speed according to the clutch pressure torque.

[0035] In the above technical solution, the clutch is established using the stateflow (state machine) module of MATLAB software in the closed-loop test model. The stateflow (state machine) module uses each gear and the intermediate process as independent states. The shift actuator controlled by the controller determines the state jump. After the state jump, it will also generate a load on the shift actuator to form a closed loop. The clutch in the closed-loop test model includes three states: disconnected, engaged, and slipping. In the disconnected state, no torque is transmitted; in the engaged state, the same torque as the engine is transmitted, and the upper limit of the transmitted torque is the maximum frictional force provided by the clutch pressure; the torque transmitted during slipping is the maximum frictional force provided by the current clutch pressure.

[0036] Under various states, the torque sent to the transmission will be different (the engaged state transmits the engine torque, the slipping state transmits the clamping demand torque, and the released state does not transmit torque). Generally speaking, the clutch is programmed using a speed loop. Therefore, there is no essential difference between a dual clutch and a single clutch because the two clutches do not interfere with each other and can be changed arbitrarily. At the same time, it is applicable to dry, wet, multi-plate, and single-plate clutches. Since the two clutches are independent and there is no interference in force, pressure, and speed between them, removing one clutch will not affect the normal operation of the other clutch. That is to say, if it is changed to a single-clutch vehicle, no modification to the model is required because the controller is a single-clutch controller that only controls one clutch, and the clamping demand of the other clutch is always 0, which will not affect the engine speed and torque and will not transmit the speed and torque. The difference between dry and wet is only a change in parameters, which can be quickly changed through parameter calibration. Therefore, the model established by the present invention has wide applicability.

[0037] In the above technical solution, the engine is established using the stateflow module and the lookuptable module (table lookup module) of MATLAB software in the closed-loop test model.

[0038] In the above technical solution, the gearbox housing is established through the stateflow module of MATLAB software in the closed-loop test model. The torque T_out output from the torque output end of the gearbox housing is T_out = T_1 + T_2, where T_1 is the torque transmitted by the first gearbox in the gearbox housing, and T_2 is the torque transmitted by the second gearbox in the gearbox housing. When both T_1 and T_2 are not zero, the gearbox housing is a dual-gearbox housing. When one of T_1 and T_2 is zero, the gearbox housing is a single-gearbox housing (such as MT, AT, AMT, etc.).

[0039] In the above technical solution, the gearbox housing in the closed-loop test model is used to change gears under the non-steady state of the vehicle. The gearbox model in the closed-loop test model of the gearbox housing changes gears according to the requirements of the controller (the purpose of the HIL test is to test the controller, using virtual clutches and gearbox housings to replace real objects. After the controller receives information such as vehicle speed / throttle information / engine speed, it will make a gear-shifting judgment. The signal sent to the gearbox housing here is called "requirement", that is, the control signal sent by the controller. The clutch signal sent by the controller is called "clutch closing requirement"). At the same time, calculate the rotational speed of the input shaft of the gearbox model of the gearbox housing in the closed-loop test model and transmit this rotational speed to the clutch model of the clutch in the closed-loop test model.

[0040] In the above technical solution, under the non-steady state of the vehicle, the calculation method of the rotational speed of the input shaft of the gearbox model of the gearbox housing in the closed-loop test model is as follows:

[0041] When the gearbox model is a dual-clutch transmission and one transmission is in the gear disengaged state:

[0042] W_INS_1 = W_INS_11 - sign(W_INS_11 - (k * W_INS_2)) * (sin(min(abs(W_INS_11 - (k * W_INS_2)), 150) * π / 180)) * FREE_DOWN

[0043] Among them, W_INS_1 represents the rotational speed of the input shaft of the gear disengaged, W_INS_11 represents the rotational speed of the input shaft of the gear disengaged at the previous moment, k represents the target rotational speed coefficient, W_INS_2 represents the rotational speed of the input shaft of the engaged gear, sin represents the trigonometric function sin, min represents the minimum value, abs represents the absolute value, and FREE_DOWN represents the speed of free deceleration;

[0044] During the process of one gearbox of the dual-clutch transmission disengaging and engaging gears, the other gearbox must be in the upshift state.

[0045] This algorithm indicates that in the actual dual-clutch transmission housing, the two transmissions are actually in one housing. In this way, when one transmission is out of gear and before it engages, its input shaft is in a power-off state, that is, it is not connected to the engine and not connected to the chassis either. It has no power and is in a free state. After it is out of gear, it often has a rotational speed. Due to inertia, it will continue to rotate. However, the lack of power means that its rotational speed will gradually decrease. FREE_DOWN represents the decreasing speed. But the environment inside the transmission housing is not a frictionless one. The other input shaft will still rotate at a high speed along with the engine and the chassis. During this period, friction will be generated and the lubricating oil will be agitated, causing the free input shaft to maintain a rotational speed related to the rotational speed of the upshift input shaft. We define the value of this rotational speed as k*W_INS_2, where k is a coefficient between 0 and 1. For example, if k = 0.6, then our free shaft will finally stop at 0.6 times the rotational speed of the upshift shaft. The algorithm here means that the free shaft rotational speed = the previous free shaft rotational speed - sign(previous free shaft rotational speed - target rotational speed of the previous free shaft rotational speed) multiplied by the rotational speed reduction speed. Here, the meaning of sign is that if the free shaft rotational speed is greater than the target rotational speed of the free shaft rotational speed, then the free shaft rotational speed will decrease because the previous free shaft rotational speed minus a certain value until the rotational speed of the free shaft fluctuates within a small range around the target rotational speed of the free shaft.

[0046] (sin(min(abs(W_INS_11-(k*W_INS_2)),150)*π / 180))*FREE_DOWN. All these are to express that when the free rotational speed is close to the target rotational speed of the free rotational speed and when the difference between the free rotational speed and the target rotational speed of the free rotational speed is relatively large, the rotational speed reduction speed is different. Different projects need to simulate different approaching curves according to the actual situation.

[0047] When the transmission model is a dual-clutch transmission and one transmission is in the engaged state:

[0048] W_INS_2 = W_INS_22 - sign(W_INS_22 - (W_veh * i2)) * (sin(min(abs(W_INS_22 - (W_veh * i2)),150)*π / 180)) * SPEED_DOWN_LEVEL_UP;

[0049] Among them, W_INS_2 represents the rotational speed of the gear input shaft for the currently engaged gear, W_INS_22 represents the rotational speed of the gear input shaft for the previously engaged gear, W_veh represents the rotational speed of the transmission output shaft transmitted by the vehicle speed, i2 represents the target gear ratio, and SPEED_DOWN_LEVEL_UP represents the rate of change of rotational speed during gear engagement; for a non-steady-state transmission housing, in addition to the above-mentioned gear disengagement, there is also the gear engagement process, and the above formula represents the gear engagement process.

[0050] When the transmission model is a single-clutch transmission, the transmission housing 2 can be not considered in the calculation process.

[0051] In the above technical solution, the two clutches work alternately. When the first clutch cooperates with the first transmission to transmit torque, the second clutch is disengaged, and the second transmission is pre-engaged. After the second transmission completes gear engagement, the first clutch is disengaged, and at the same time, the second clutch is engaged to complete the gear shift. The so-called steady state refers to the entire vehicle after the shifting action is completed. The power is directly transmitted from the engine to the wheels. In the closed-loop test model, the two transmissions are designed together. After the pre-engaged action is completed, the actual shifting action is completed by the clutch switching, which has nothing to do with the transmission. The torque and rotational speed only focus on the values sent by the clutch and have nothing to do with other components.

[0052] In the above technical solution, the process of calculating the wheel rotational speed by the chassis in the closed-loop test model is as follows: the torque output by the transmission housing is divided by the wheel radius to obtain the driving force of the wheel. The driving force of the wheel minus the resistance (wind resistance, sliding resistance, braking resistance, ramp resistance, etc.) is the driving force of the entire vehicle. Dividing it by the mass of the entire vehicle gives the acceleration of the entire vehicle. Integrating the acceleration gives the vehicle speed, and using the vehicle speed to obtain the wheel rotational speed.

[0053] The chassis in the closed-loop test model is a HIL controlled object model, which is designed based on the college textbook "Automobile Theory". In this model, the wheels of the entire vehicle obtain the torque from the powertrain. Here, the powertrain refers to the previous transmission. It is converted into the driving force, minus the wind resistance, sliding resistance, braking resistance, ramp resistance, etc., and divided by the mass of the entire vehicle to obtain the acceleration of the entire vehicle. Then, starting from 0, it is integrated according to the acceleration. The acceleration can be positive or negative, and the vehicle speed can be calculated. The vehicle speed is converted into the rotational speed of the wheels and returned to the transmission. The transmission uses this rotational speed to calculate the rotational speed for the clutch, and then to the engine rotational speed. It only needs to obtain the torque to feedback the vehicle speed (the torque comes from the transmission, divided by the wheel radius to obtain the driving force of the wheel, the driving force minus the resistance is the driving force of the entire vehicle, divided by the mass of the entire vehicle to obtain the acceleration of the entire vehicle, and integrating the acceleration gives the vehicle speed). It is applicable to all vehicles. Only by installing the basic parameters of the vehicle and setting various parameters in the parameter list (such as vehicle weight, frontal area, etc.), it can be switched among various vehicle types.

[0054] A running method for a replaceable stand-alone controlled object HIL test system, which includes the following steps:

[0055] Step 1: The engine obtains the engine output torque value through the engine MAP table according to the engine speed and demand power at the current moment in the closed-loop test model. Under the steady state of the vehicle, the engine speed at the current moment is determined by the wheel speed. Under the non-steady state of the vehicle, the engine speed at the current moment is determined by the engine torque, the running step of the engine in-loop test model, and the moment of inertia of the engine;

[0056] Step 2: The clutch processes the clamping demand sent by the controller in the closed-loop test model. When the clamping demand force is greater than or equal to the torque transmitted by the engine, the clutch in the closed-loop test model controls the clutch model to close. When the clamping demand force is less than the torque transmitted by the engine and greater than zero, the clutch in the closed-loop test model controls the clutch model to slip. When the clamping demand force is equal to zero, the clutch in the closed-loop test model controls the clutch model to release;

[0057] Step 3: The gearbox housing transmits the torque of the clutch to the torque output end of the gearbox housing through the current transmission ratio in the closed-loop test model under the steady state of the vehicle. Under the steady state of the vehicle, the wheel speed obtained by the chassis in the closed-loop test model is transmitted back to the input shaft of the gearbox model in the closed-loop test model of the gearbox housing, and then transmitted to the clutch model in the closed-loop test model of the clutch, so as to obtain the engine speed in the closed-loop test model of the engine;

[0058] The chassis calculates the wheel speed according to the torque provided by the gearbox housing in the closed-loop test model in the closed-loop test model.

[0059] A computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, it implements the steps of the above method.

[0060] The content not described in detail in this specification belongs to the prior art well-known to those skilled in the art.

Claims

1. A replaceable independent controlled object HIL test model, characterized in that: It includes an engine in-closed-loop test model, a clutch in-closed-loop test model, a gearbox housing in-closed-loop test model, and a chassis in-closed-loop test model; The engine in-closed-loop test model is used to obtain the engine output torque value through the engine MAP table according to the engine speed and required power at the current moment. Under steady-state conditions of the vehicle, the engine speed at the current moment is determined by the wheel speed. Under non-steady-state conditions of the vehicle, the engine speed at the current moment is determined by the engine applied torque, the running step of the engine in-loop test model, and the moment of inertia of the engine; The clutch in-closed-loop test model is used to process the clamping requirement sent by the controller. When the clamping requirement force is greater than or equal to the torque transmitted by the engine, the clutch in-closed-loop test model controls the clutch model to close. When the clamping requirement force is less than the torque transmitted by the engine and greater than zero, the clutch in-closed-loop test model controls the clutch model to slip. When the clamping requirement force is equal to zero, the clutch in-closed-loop test model controls the clutch model to release; The gearbox housing in-closed-loop test model is used to transmit the torque of the clutch to the torque output end of the gearbox housing through the current transmission ratio of the gearbox under steady-state conditions of the vehicle; Under steady-state conditions of the vehicle, the wheel speed obtained by the chassis in-closed-loop test model is transmitted back to the input shaft of the gearbox model of the gearbox housing in-closed-loop test model, and then transmitted to the clutch model of the clutch in-closed-loop test model, and further obtains the engine speed in the engine in-closed-loop test model; The chassis in-closed-loop test model is used to calculate the wheel speed according to the torque provided by the gearbox housing in-closed-loop test model.

2. The replaceable independent controlled object HIL test model according to claim 1, characterized in that: The calculation formula for the engine speed at the current moment under non-steady-state conditions of the vehicle is: Val_eng = min(Val_eng1 + Teng * 30 * Tc / I_of_eng * π, 6000) where, Val_eng represents the engine speed at the current moment, Val_eng1 represents the engine speed at the previous moment, Teng represents the engine applied torque, Tc represents the running step of the engine in-loop test model, and I_of_eng represents the moment of inertia of the engine.

3. The replaceable independent controlled object HIL test model according to claim 2, characterized in that: When calculating the engine applied torque, it is divided into four cases: both dual clutches decelerate the engine, both dual clutches accelerate the engine, the first clutch decelerates the engine, the second clutch accelerates the engine, the second clutch decelerates the engine, and the first clutch accelerates the engine; The calculation formula for the engine applied torque when both dual clutches decelerate the engine is: Teng = eng_tq_s - tq_max_clu1 - tq_max_clu2 The calculation formula for the engine applied torque when both dual clutches accelerate the engine is: Teng = eng_tq_s + tq_max_clu1 + tq_max_clu2 The calculation formula for the torque on the engine when the first clutch decelerates the engine and the second clutch accelerates the engine is: Teng = eng_tq_s - tq_max_clu1 + tq_max_clu2 The calculation formula for the torque on the engine in the four cases where the second clutch decelerates the engine and the first clutch accelerates the engine is: Teng = eng_tq_s + tq_max_clu1 - tq_max_clu2 Where, eng_tq_s represents the total torque generated by the engine, tq_max_clu1 is the reverse drag torque transmitted by the first clutch to the engine, and tq_max_clu2 is the reverse drag torque transmitted by the second clutch to the engine.

4. The replaceable independent controlled object HIL test model according to claim 1, characterized in that: The clutch is established using the stateflow module of MATLAB software in the closed-loop test model. The clutch in the closed-loop test model includes three states: disconnected, engaged, and slipping. No torque is transmitted in the disconnected state, the same torque as the engine is transmitted in the engaged state, and the upper limit of the transmitted torque is the maximum frictional force provided by the clutch pressure. The torque transmitted during slipping is the maximum frictional force provided by the current clutch pressure.

5. The replaceable independent controlled object HIL test model according to claim 1, characterized in that: The transmission housing is established using the stateflow module of MATLAB software in the closed-loop test model. The torque T_out output at the torque output end of the transmission housing is T_1 + T_2. Where, T_1 is the torque transmitted by the first transmission in the transmission housing, and T_2 is the torque transmitted by the second transmission in the transmission housing. When both T_1 and T_2 are not zero, the transmission housing is a dual transmission housing. When one of T_1 and T_2 is zero, the transmission housing is a single transmission housing.

6. The replaceable independent controlled object HIL test model according to claim 1, characterized in that: The transmission housing in the closed-loop test model is used when the vehicle is in a non-steady state. The transmission model in the closed-loop test model of the transmission housing changes gears according to the requirements of the controller. At the same time, the rotational speed of the input shaft of the transmission model in the closed-loop test model of the transmission housing is calculated and transmitted to the clutch model in the closed-loop test model of the clutch.

7. The replaceable independent controlled object HIL test model according to claim 1, characterized in that: In the non-steady state of the vehicle, the calculation method for the rotational speed of the input shaft of the transmission model in the closed-loop test model of the transmission housing is: When the transmission model is a dual-clutch transmission and one transmission is in the neutral state: W_INS_1 = W_INS_11 - sign(W_INS_11 - (k * W_INS_2)) * (sin(min(abs(W_INS_11 - (k * W_INS_2)), 150) * π / 180)) * FREE_DOWN Among them, W_INS_1 represents the rotational speed of the input shaft during gear disengagement, W_INS_11 represents the rotational speed of the input shaft during gear disengagement at the previous moment, k represents the target speed coefficient, W_INS_2 represents the rotational speed of the input shaft of the engaged gear, sin represents the trigonometric function sin, min represents the minimum value, abs represents the absolute value, and FREE_DOWN represents the speed of free deceleration; When the transmission model is a dual-clutch transmission and one transmission is in the engaged state: W_INS_2 = W_INS_22 - sign(W_INS_22 - (W_veh * i2)) * (sin(min(abs(W_INS_22 - (W_veh * i2)), 150) * π / 180)) * SPEED_DOWN_LEVEL_UP; Among them, W_INS_2 represents the rotational speed of the input shaft of the gear currently being engaged, W_INS_22 represents the rotational speed of the input shaft of the engaged gear at the previous moment, W_veh represents the rotational speed of the output shaft of the transmission transmitted by the vehicle speed, i2 represents the transmission ratio of the target gear, and SPEED_DOWN_LEVEL_UP represents the change speed of the rotational speed when engaging the gear.

8. The replaceable independent controlled object HIL test model according to claim 1, characterized in that: The process of calculating the wheel speed by the chassis in the closed-loop test model is as follows: The torque output by the transmission housing is divided by the wheel radius to obtain the driving force of the wheel. The driving force of the wheel minus the resistance is the driving force of the whole vehicle. Divide it by the mass of the whole vehicle to obtain the acceleration of the whole vehicle. Integrate the acceleration to obtain the vehicle speed, and use the vehicle speed to obtain the wheel speed.

9. An operating method for a replaceable independent controlled object HIL test system, characterized in that it includes the following steps: Step 1: The engine obtains the engine output torque value through the engine MAP table according to the engine speed and required power at the current moment in the closed-loop test model. Under steady vehicle conditions, the engine speed at the current moment is determined by the wheel speed. Under non-steady vehicle conditions, the engine speed at the current moment is determined by the engine acting torque, the running step of the engine-in-the-loop test model, and the moment of inertia of the engine; Step 2: The clutch processes the clamping requirement sent by the controller in the closed-loop test model. When the clamping requirement force is greater than or equal to the torque transmitted by the engine, the clutch controls the clutch model to close in the closed-loop test model. When the clamping requirement force is less than the torque transmitted by the engine and greater than zero, the clutch controls the clutch model to slip in the closed-loop test model. When the clamping requirement force is equal to zero, the clutch controls the clutch model to release in the closed-loop test model; Step 3: In the closed-loop test model, when the vehicle is in a steady state, the torque of the clutch is transmitted to the torque output end of the transmission housing through the current transmission ratio of the transmission housing; When the vehicle is in a steady state, the wheel speed obtained by the chassis in the closed-loop test model is transmitted back to the input shaft of the transmission model in the closed-loop test model of the transmission housing, and then transmitted to the clutch model in the closed-loop test model of the clutch, so as to obtain the engine speed in the closed-loop test model of the engine; The chassis calculates the wheel speed according to the torque provided by the gearbox housing in the closed-loop test model in the closed-loop test model.

10. A computer-readable storage medium storing a computer program, characterized in that: when the computer program is executed by a processor, the steps of the method according to claim 9 are implemented.

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