A synchronous testing system and method for intelligent chassis

Abstract

This invention discloses a synchronous testing system for an intelligent chassis, comprising an RPC control system and an embedded control system. The RPC control system applies a six-component force load to the vehicle chassis based on operating condition information read from a database. The embedded control system outputs electronic control signals based on the read operating condition information to control the loading of the six-component force load onto a simulated test bench for vehicle testing. The advantages of this invention are: it achieves synchronous testing of the intelligent chassis electronically controlled random load signal simulation and a road simulation test machine, improving the reliability and accuracy of the test.

Description

Technical Field

[0001] This invention relates to the field of automotive simulation testing, and in particular to a synchronous testing system and method for an intelligent chassis. Background Technology

[0002] Currently, road simulation test machines are still based on traditional suspension systems (passive suspension). The simulation of active suspension systems for whole vehicle road driving is in its initial stage or is used directly as a traditional suspension. There is a significant difference between the chassis performance parameters or attitude of the vehicle driving on the road.

[0003] With the rapid application of intelligent chassis in vehicles, the existing vehicle road simulation test machine (MTS 329) can no longer meet the needs of vehicle durability verification. The road simulation test machine can only simulate wheel load (six-component force of the wheel) and cannot simulate the vehicle attitude and shock absorber damping in real time. This results in the load simulated on the bench being inconsistent with the load tested on the vehicle road, causing the bench test results to be either too strong or too weak, and there are certain differences.

[0004] With the increasing sophistication of domestic automotive brands and new energy vehicles, users are demanding higher levels of vehicle comfort. Intelligent chassis systems, such as CDC electronically controlled shock absorbers and air springs, have gradually become standard features in vehicles. However, relying on vehicle testing on public roads or proving grounds is time-consuming and cannot meet product development cycle requirements. Furthermore, existing vehicle road simulation test systems can only simulate six-component wheel loads and cannot use random signals from intelligent chassis electronic control as input and target signals. If a vehicle with active suspension only simulates six-component loads in a road simulation test system, the vehicle's attitude and dynamic performance parameters will be completely uncontrollable. This will lead to excessively strong or weak loads on the chassis and durability tests at the chassis-body connection points, failing to achieve the purpose of bench road simulation as a substitute for vehicle testing and even misleading product design. Summary of the Invention

[0005] The purpose of this invention is to overcome the shortcomings of the prior art and provide a synchronous testing system and method for intelligent chassis, so as to realize the synchronous testing of intelligent chassis electronic control random load signal simulation and road simulation test machine.

[0006] To achieve the above objectives, the technical solution adopted by the present invention is as follows: a synchronous testing system for an intelligent chassis, comprising an RPC control system and an embedded control system. The RPC control system applies a six-component force load to the vehicle chassis based on the working condition information read from the database. The embedded control system outputs an electronic control signal based on the read working condition information to control the loading of the vehicle onto a simulated test bench in accordance with the six-component force load.

[0007] A pre-calibrated design condition information database is established, which stores six-component force load information and current load signals matching various operating conditions, for reading by the RPC control system and the embedded control system, respectively.

[0008] The testing system also includes an RPC operation interface, which is connected to the RPC control system and is used to input user operation signals.

[0009] The testing system also includes an integrated collaborative control testing system and an embedded operating interface. The input end of the integrated collaborative control testing system is connected to the RPC operating interface, and its output end is connected to the embedded operating interface. The embedded operating interface is connected to the embedded control system.

[0010] The RCP system is connected to a six-component force sensor to collect simulated six-component force signals. There are four six-component force sensors, which are respectively set at the four wheels to collect the six-component force at the four wheels.

[0011] The embedded control system outputs an electrical control signal to the solenoid valve of the electronically controlled shock absorber.

[0012] A test method for a synchronous test system of an intelligent chassis involves dividing the pre-calibrated load spectrum data collected during the vehicle's driving motion into two parts: six-component force data and electronic control signal data. The six-component force of the wheels is connected to the RPC control system, and the electronic control signal of the shock absorber is connected to the embedded control system. Then, the RPC control system and the embedded control system synchronously apply loads for testing.

[0013] After the system starts, the embedded control system reads the RPC iterative working condition folder, selects the corresponding iterative working condition electrical control signal and prepares for the output of the electrical control signal. Then, the collaborative control test system performs the corresponding sequential operation according to the changes in the RPC operation interface.

[0014] Once the RPC interface is found to be completely consistent with the preset interface, the embedded control system will simulate the output of electronic control signals to the electronically controlled shock absorber according to the selected electronic control signals. The six component loads of the wheel in the RPC system will also participate in the iteration. After each iteration, the obtained iteration results will be compared with the set fixed values. If all are less than or equal to the set fixed values, the iteration ends; otherwise, the RPC will continue to iterate until the iteration target requirements are met.

[0015] The advantages of this invention are: it realizes the synchronous testing of intelligent chassis electronic control random load signal simulation and road simulation test machine, which improves the reliability and accuracy of the test. Based on the real-time electrical signals collected from road conditions, an embedded control system software and hardware module is developed and outputs the current signal of the electronic control random load of the simulated shock absorber and air spring solenoid valve. It can accurately realize the test loading of electronic control load, and at the same time match the wheel load of the existing road simulation bench RPC system, thus achieving the purpose of accurate matching test. Attached Figure Description

[0016] The following is a brief explanation of the contents of each of the accompanying drawings and the markings in the drawings:

[0017] Figure 1 This is a schematic diagram illustrating the principle of data acquisition under operating conditions in this invention.

[0018] Figure 2 This is a schematic diagram of the collaborative control test system for the active suspension system's electronic control signals and the vehicle's RPC on the test bench, as described in this invention.

[0019] Figure 3 The flowchart of the integrated collaborative control test system of this invention is shown. Detailed Implementation

[0020] The specific embodiments of the present invention will be further described in detail below with reference to the accompanying drawings and the description of the preferred embodiments.

[0021] This embodiment, based on the acquisition of the six-component wheel loads in the vehicle road load spectrum, adds Hall current sensors to the solenoid valve cables of the active suspension system in the vehicle. Random current signals of the active suspension system, such as the electronic control signals of the CDC dampers and air springs, are measured on public roads and test tracks according to vehicle testing specifications at specified road surfaces and corresponding vehicle speeds. The electronic control signals of the active suspension system are determined by data from sensors such as vehicle speed, body acceleration sensors, and wheel acceleration sensors to assess the vehicle's driving state. The VUC of the central control unit performs calculations, and then issues corresponding commands to the control valves of the active suspension system, controlling the current of the corresponding solenoid valves to control and adjust the vehicle's attitude. However, since the vehicle mounted on the vehicle road simulation test machine is either in a near-stationary state or at zero speed, it cannot provide data to the central control unit or issue corresponding commands to the solenoid valves. Therefore, an embedded control system hardware and software module is developed to simulate the current signals of random loads under different operating conditions, thereby ensuring that the vehicle's attitude, the internal electronic control signals of the active suspension system, and the vehicle's road driving remain consistent under different operating conditions. Simultaneously, under the iterative six-component load conditions on the road simulation test machine, the internal electronic control signals of the active suspension system are simulated and kept synchronized, thereby ensuring the accuracy of the whole vehicle road simulation test.

[0022] like Figure 1-3 As shown, the specific structure of the solution in this embodiment includes: a synchronous testing system for an intelligent chassis, including an RPC control system and an embedded control system. The RPC control system applies a six-component force load to the vehicle chassis based on the working condition information read from the database. The embedded control system outputs an electronic control signal based on the read working condition information to control the loading of the vehicle on a simulated test bench to achieve the matching of the six-component force load.

[0023] A pre-calibrated design condition information database stores six-component force load information and current load signals matching various operating conditions, which are read by the RPC control system and the embedded control system, respectively. The test system also includes an RPC operation interface, which is connected to the RPC control system and used to input user operation signals.

[0024] The testing system also includes an integrated collaborative control testing system and an embedded operating interface. The input end of the integrated collaborative control testing system is connected to the RPC operating interface, and its output end is connected to the embedded operating interface. The embedded operating interface is connected to the embedded control system.

[0025] The RCP system connects to four force sensors to collect simulated force signals at each of the four wheels. The embedded control system outputs electronic control signals to the solenoid valves of the electronically controlled shock absorber.

[0026] The testing method of the aforementioned intelligent chassis synchronous testing system includes: dividing the pre-calibrated load spectrum data collected during the vehicle's driving process into two parts: six-component force data and electronic control signal data; wherein the wheel six-component force is connected to the RPC control system and the shock absorber electronic control signal is connected to the embedded control system; and then the RPC control system and the embedded control system synchronously apply loads for testing.

[0027] Figure 1 The schematic diagram of the load spectrum acquisition and testing principle of the active suspension system of this invention and the wiring diagram of the external Hall current sensor are used to collect electronic control signals under different operating conditions.

[0028] Figure 1The vehicle ECU sends current signals to the electronically controlled shock absorbers based on vehicle speed, braking, driving simulation, steering wheel angle, and body / wheel acceleration signals. This changes the damping parameters or other electronic control parameters of the shock absorbers. To collect the current sent by the shock absorbers, Hall current sensors are connected in series with the solenoid valves of the ECU and the shock absorbers via a cable. These sensors are connected to the shock absorber cable according to pin definitions (Hall current sensors #1, #2, #3, and #4). Simultaneously, the excitation voltage, signal line, and ground line are connected to the Hall current sensors according to pin definitions and then connected to the data acquisition equipment. Additionally, the wheel six-component force sensors are connected to the data acquisition equipment and collect and record data in real time on different road surfaces. The collected six-component force load signals and current load signals together form a database of operating condition data, used to read the test six-component force load signals and current load signals under different operating conditions during testing.

[0029] Figure 2 based on Figure 1 The acquired current load signals and six-component force load signals under different operating conditions are divided into two parts. The six-component force signal is iteratively tested and subjected to endurance testing using an existing control system (RPC), while the current load signal is simulated using an embedded control system to mimic the real current signals of the vehicle under different operating conditions. RPC (Remote Parameter Control) technology does not simulate road surfaces, but rather the response of the test vehicle at any point of interest under road surface excitation. Its specific working principle is to approximate the vehicle or system component as a control system, using the road load spectrum collected from key measurement points during outdoor road driving as the target signal required for indoor road simulation testing. Then, the system's frequency response function (FRF) is calculated to obtain the initial drive signal for the road simulation test. The initial drive signal is gradually corrected through iteration. Iteration stops when the bench response signal and the target signal are within an acceptable error range, thus obtaining the final drive signal required for simulating road driving. This paper discusses how the RPC control system uses the six-component force load signal as the target signal to drive the test bench multiple times to obtain the final drive signal of the test bench. In each iteration of the RPC control system, the embedded control system outputs the current load signal to act on the left front / right front / left rear / right rear electronically controlled shock absorbers of the vehicle, ensuring the synchronization between the six-component force load signal and the current load signal of the electronically controlled shock absorber.

[0030] Figure 3The integrated collaborative control test system flowchart illustrates that the integrated collaborative control system primarily reads the RPC work folder and performs logical judgments and sequential operations based on the RPC operation interface to ensure timing synchronization between the RPC system and the embedded control system. Upon first clicking the integrated collaborative control system's run command, the system reads the electronically controlled vibration damper current load signal corresponding to the six-component force load target signal to be iterated from the RPC system folder and transmits the current load signal to the embedded control system. The RPC control system's run operation interface features two color-changing areas: yellow represents the signal loading command status, and green represents the signal waiting to be sent command status. Upon the second click of the integrated collaborative control system's run command, the system automatically recognizes the color status indicators on the RPC control system's operation interface. If the status indicator is green, the integrated collaborative control test system will click the RPC control system's run command to input the initial drive command to the test bench, generating the initial bench response six-component force load signal. Simultaneously, the embedded control system sends the current load signal to the vehicle's left front / right front / left rear / right rear electronically controlled vibration dampers.

[0031] This patent consists of two parts. Figure 1 This is a wiring diagram of the load spectrum acquisition and testing system for an active suspension system and its external Hall current sensor. Figure 2 This diagram illustrates the collaborative control test system of the active suspension system's electronic control signals and the vehicle's RPC on the test bench, providing a further detailed explanation of the specific implementation of this invention.

[0032] Typically, during the vehicle design process, the vehicle's ECU and electronically controlled shock absorbers are directly connected, and the ECU controls the parameters of the electronically controlled shock absorbers based on vehicle signals (vehicle speed, braking signals, steering wheel angle signals, driving mode, vehicle acceleration sensors, wheel acceleration sensors). For example... Figure 1As shown, this invention first adds an external Hall current sensor between the vehicle ECU and the electronically controlled shock absorber. For example, a Hall current sensor #1 with five pins is added between the left front electronically controlled shock absorber and the vehicle ECU. Pins ① and ② are directly connected in series to the input line of the solenoid valve cable of the electronically controlled shock absorber. Pin ③ is connected to the acquisition device and provides a 5V excitation voltage cable. Pin ④ is connected to the acquisition device and collects the electronic control signal cable. Pin ⑤ is connected to the acquisition device and provides grounding cable. Similarly, Hall current sensors #2, #3, and #4 are connected between the vehicle ECU and the right front, left rear, and right rear electronically controlled shock absorbers, respectively, thus ensuring accurate measurement of the electronic control signals of the vehicle's electronically controlled shock absorbers. At the same time, the left front wheel center sensor, right front wheel center sensor, left rear wheel center sensor, and right rear wheel center sensor, a total of four wheel force sensors, are connected to the data acquisition device. When the data acquisition device is turned on, it ensures that the shock absorber electronic control signal and the wheel force sensor signal are synchronized in real time without any time lag during the vehicle's driving process.

[0033] like Figure 2 As shown, the load spectrum data collected during the vehicle's movement is divided into two parts: the six-component force of the wheels is connected to the RPC control system, and the other part, the shock absorber electronic control signal, is connected to the embedded control system. First, double-click to start the RPC control system, then double-click to start the integrated collaborative control test system control system. After the integrated collaborative control test system control system starts, the embedded control system reads the RPC iterative working condition folder, selects the corresponding iterative working condition electronic control signal, and prepares for electronic control signal output. Then, the collaborative control test system performs corresponding sequential operations according to the changes in the RPC operation interface. Its control system flowchart is shown below. Figure 3As shown. This paper discusses the RPC control system, which uses the six-component force load signal as the target signal and inputs it into the RPC control system. Then, it calculates the frequency response function of the system composed of the vehicle and the test bench, thereby obtaining the initial drive signal for the road simulation test. The initial drive signal is iteratively corrected multiple times. The iteration stops when the test bench response signal and the target signal are within an acceptable error range, thus obtaining the final drive signal required for simulating road driving. Generally, the acceptable range is the root mean square error of the six-component force signal of the test bench response / the root mean square error of the six-component force target signal ≤ 15%. The embedded control system can send the electronically controlled shock absorber current load signal to the vehicle's left front / right front / left rear / right rear electronically controlled shock absorbers via a digital-to-analog converter module. The working principle relationship between the integrated collaborative control system, RPC control system, and embedded control system is as follows: The integrated collaborative control system mainly reads the RPC working folder, selects the corresponding iterative working condition electronic control signal, prepares the electronic control signal output, and performs logical judgment based on the RPC operation interface. After the logical judgment is correct, the collaborative control test system will click the RPC control system run command to input the initial drive command to the test bench to generate the initial bench response six-component force load signal. Simultaneously, the embedded control system sends the current load signal to the vehicle's left front / right front / left rear / right rear electronically controlled shock absorbers.

[0034] Once the RPC interface is found to be completely consistent with the preset interface, the embedded control system will simulate the output of electronic control signals to the electronically controlled vibration damper based on the selected electronic control signals from the previous step. The six-component force load of the wheel in the RPC system will also participate in the iteration. Through multiple iterations, the initial drive signal is corrected. After each iteration, the obtained bench response signal iteration result is compared with a set target signal fixed value. If all values ​​are less than or equal to a certain fixed value, the iteration ends. If the value is greater than a certain fixed value, the RPC will continue to iterate, and the integrated collaborative control test system control system will continue to capture the RPC interface and output simulated electronic control signals. After multiple iterations, the iteration target requirement is achieved. Generally, the acceptable range for the iteration target requirement is that the root mean square error of the six-component force signal of the bench response / the root mean square error of the six-component force target signal is ≤15%.

[0035] Obviously, the specific implementation of this invention is not limited to the above-described methods. Any non-substantial improvements made using the inventive concept and technical solution of this invention are within the protection scope of this invention.

Claims

1. A synchronous testing system for an intelligent chassis, characterized in that: The system includes an RPC control system and an embedded control system. The RPC control system applies a six-component force load to the vehicle chassis based on the operating condition information read from the database. The embedded control system outputs electronic control signals based on the read operating condition information to control the vehicle to be tested on a simulated test bench in accordance with the six-component force load. The test system also includes an integrated collaborative control test system and an embedded operating interface. The input end of the integrated collaborative control test system is connected to the RPC operating interface, and its output end is connected to the embedded operating interface. The embedded operating interface is connected to the embedded control system. After the system starts up, the embedded control system reads the RPC iterative working condition folder, then selects the corresponding iterative working condition electrical control signal and prepares for the output of the electrical control signal. Then, the collaborative control test system performs the corresponding sequential operation according to the changes in the RPC operation interface. Once the RPC operation interface is found to be completely consistent with the preset interface, the embedded control system will simulate the output of electronic control signals to the electronically controlled shock absorber according to the selected electronic control signals. The six component loads of the wheel in the RPC control system will also participate in the iteration. After each iteration, the obtained iteration result will be compared with the set fixed value. If all are less than or equal to the set fixed value, the iteration ends; otherwise, the RPC control system will continue to iterate until the iteration target requirement is met.

2. The synchronous testing system for an intelligent chassis as described in claim 1, characterized in that: A pre-calibrated design condition information database is established, which stores six-component force load information and current load signals matching various operating conditions, for reading by the RPC control system and the embedded control system, respectively.

3. A synchronous testing system for an intelligent chassis as described in claim 1 or 2, characterized in that: The testing system also includes an RPC operation interface, which is connected to the RPC control system and is used to input user operation signals.

4. A synchronous testing system for an intelligent chassis as described in claim 1 or 2, characterized in that: The RPC control system is connected to a six-component force sensor to collect simulated six-component force signals. There are four six-component force sensors, which are respectively set at the four wheels to collect the six-component force at the four wheels.

5. A synchronous testing system for an intelligent chassis as described in claim 1 or 2, characterized in that: The embedded control system outputs an electrical control signal to the solenoid valve of the electronically controlled shock absorber.

6. A test method for a synchronous test system for an intelligent chassis as described in any one of claims 1-5, characterized in that: The load spectrum data collected during the vehicle's driving process, which was pre-calibrated and collected, is divided into two parts: six force data and electronic control signal data. The wheel's six-component force is connected to the RPC control system, and the shock absorber's electronic control signal is connected to the embedded control system; then the RPC control system and the embedded control system synchronously apply the load for testing.

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