Chassis electric control system calibration platform and method based on hardware-in-the-loop

Abstract

The invention relates to a chassis electric control system calibration platform and method based on hardware-in-the-loop, a chassis domain control H L rack comprises an electric control suspension H L rack, a brake H L rack and a steering H L rack, an upper computer has a subjective and objective evaluation corresponding consistency model of subjective evaluation items with respect to objective detection items, the upper computer enables the chassis domain control H L rack to operate, and the chassis domain control H L rack is connected with the steering H L rack. Obtaining data of rack detection items, taking the rack detection items as objective detection items, obtaining data of subjective evaluation items by combining the subjective and objective evaluation corresponding consistency model, screening out important items from calibration items corresponding to the objective detection items in the chassis electric control system based on the data of the subjective evaluation items, and taking the important items as calibration variables. And based on the value range of the important item and the subjective and objective evaluation corresponding consistency model, taking the objective that the subjective evaluation item reaches the optimal value as an optimization target, and obtaining data of all calibration items and the optimal value of the subjective evaluation item. According to the invention, multi-system interaction of the chassis is realized, and an actual vehicle using scene of a user is met.

Description

Technical Field

[0001] The present application relates to the technical field of chassis electronic control system calibration, and in particular to a chassis electronic control system calibration platform and method based on hardware-in-the-loop. Background Art

[0002] In recent years, chassis electronic control systems have developed towards the direction of lateral, longitudinal and vertical coordinated motion control, and the controllers of various chassis electronic control systems have gradually been integrated into chassis domain controllers. Against this background, the calibration of chassis electronic control systems has gradually become an important part of autonomous algorithm development.

[0003] At present, the calibration of chassis electronic control systems is mostly based on actual vehicle testing. This calibration method makes the development of chassis electronic control systems time-consuming, labor-intensive, costly, and unsafe. It is greatly affected by seasons (such as winter calibration) and often fails to achieve ideal calibration results.

[0004] Chassis electronic control system calibration based on HiL (Hardware in the Loop) test bench provides a new way to solve the above problems.

[0005] However, there are various drawbacks when using the above-mentioned HiL bench technology.

[0006] For example, the solution based on chassis electronic control HiL test bench and driving simulator has the problems of high equipment investment cost and overly complex system construction. At the same time, the driver can conduct subjective test and evaluate the performance and function of the steering system through human feelings. However, the accuracy of the driver's subjective feelings is limited by the response bandwidth of the driving simulator, making the driver's subjective feelings less reliable.

[0007] For example, the chassis electronic control HiL test bench is a single-system test bench, which cannot meet the requirements of chassis lateral, longitudinal and vertical coordinated motion control development. Moreover, the above single system cannot accurately represent the multi-system interaction scenarios, which is inconsistent with the actual vehicle usage scenarios of users. Summary of the invention

[0008] The embodiments of the present application provide a chassis electronic control system calibration platform and method based on hardware-in-the-loop, which realizes chassis multi-system interaction and conforms to the user's actual vehicle usage scenarios.

[0009] In a first aspect, a chassis electronic control system calibration platform based on hardware in the loop is provided, which includes:

[0010] A chassis domain control Hi L test bench, which includes an electronically controlled suspension Hi L test bench, a braking Hi L test bench and a steering Hi L test bench, wherein the electronically controlled suspension Hi L test bench, the braking Hi L test bench and the steering Hi L test bench are connected by hard wires for clock synchronization;

[0011] A host computer, wherein the host computer has a storage module, wherein the storage module pre-stores a subjective and objective evaluation correspondence consistent model of subjective evaluation items with respect to objective detection items, the host computer is connected to the electronically controlled suspension H i L test bench, the braking H i L test bench and the steering H i L test bench, and is used to drive the chassis domain control H i ​​L test bench to operate, obtain data of test bench detection items, take the test bench detection items as objective detection items, and obtain data of subjective evaluation items in combination with the subjective and objective evaluation correspondence consistent model, based on the data of the subjective evaluation items, select at least a part of all calibration items corresponding to the objective detection items in the chassis electronic control system as key items, take the key items as calibration variables, based on the value range of the key items and the subjective and objective evaluation correspondence consistent model, take achieving the optimal value of the subjective evaluation items as the optimization goal, obtain data of all calibration items and the optimal value of the subjective evaluation items.

[0012] In some embodiments, one of the electronically controlled suspension H i L test bench, the braking H i L test bench and the steering H i L test bench is provided with an analog quantity acquisition board, the analog quantity acquisition board is connected to a PF I pin, and the PF I pin is connected to the PF I pins of the other two through the hard wire.

[0013] In some embodiments, the electronically controlled suspension H i L test bench, the braking H i L test bench and the steering H i L test bench are all embedded with a reflective memory card, and each of the reflective memory cards is connected via an optical fiber.

[0014] In some embodiments, the electric control suspension H i L test stand includes an electric control suspension H i L cabinet, a left front vibration table, a right front vibration table, a left rear vibration table, and a right rear vibration table;

[0015] The left front vibration platform, the right front vibration platform, the left rear vibration platform and the right rear vibration platform are all provided with a first sensor;

[0016] The electronically controlled suspension HiL cabinet is used to send suspension travel instructions to the left front vibration platform, the right front vibration platform, the left rear vibration platform and the right rear vibration platform, and receive the suspension force detected by the first sensor.

[0017] In some embodiments, the brake H i L test bench includes an electronically controlled brake H i L cabinet, and a stepper motor, a brake pedal, a brake master cylinder, a brake wheel cylinder and a caliper connected in sequence;

[0018] A second sensor is installed on the caliper;

[0019] The electronically controlled brake H i L cabinet is used to send a brake pedal travel instruction to the stepper motor and receive the caliper clamping force detected by the second sensor.

[0020] In some embodiments, the brake H i L test bench includes a brake-by-wire H i L cabinet, and a stepper motor, a brake pedal, a wiring harness, and a motor brake caliper connected in sequence;

[0021] A second sensor is installed on the motor brake caliper;

[0022] The electronically controlled brake H i L cabinet is used to send a brake pedal travel instruction to the stepper motor and receive the caliper clamping force detected by the second sensor.

[0023] In some embodiments, the steering H i L platform includes an electric steering H i L cabinet, and a servo motor, a steering column, an intermediate shaft, a steering gear and a tie rod connected in sequence;

[0024] The tie rod is provided with a third sensor for detecting the displacement stroke of the rack to obtain the displacement of the tie rod;

[0025] The electronically controlled steering H i L cabinet is used to send a steering wheel angle input or torque input command to the servo motor, and receive the rack displacement stroke detected by the third sensor.

[0026] In some embodiments, the steering H i L stand includes a wire-controlled steering H i L cabinet, and a servo motor, a steering column, a wiring harness, a steering gear and a tie rod connected in sequence;

[0027] The tie rod is provided with a third sensor for detecting the displacement stroke of the rack to obtain the displacement of the tie rod;

[0028] The electronically controlled steering H i L cabinet is used to send a steering wheel angle input or torque input command to the servo motor, and receive the rack displacement stroke detected by the third sensor.

[0029] In some embodiments, the subjective and objective evaluation correspondence model of the subjective evaluation item with respect to the objective detection item includes one or more of a subjective and objective evaluation correspondence model under steady-state conditions and a subjective and objective evaluation correspondence model under transient conditions.

[0030] In some embodiments, the subjective and objective evaluation correspondence model of the subjective evaluation item with respect to the objective detection item includes one or more of a subjective and objective evaluation correspondence model with the handling stability of the whole vehicle as the subjective evaluation item, a subjective and objective evaluation correspondence model with the smoothness of the whole vehicle as the subjective evaluation item, and a subjective and objective evaluation correspondence model with the braking performance of the whole vehicle as the subjective evaluation item.

[0031] In some embodiments, the objective detection items include a first objective detection item for characterizing the handling stability of the whole vehicle, a second objective detection item for characterizing the smoothness of the whole vehicle, and a third objective detection item for characterizing the braking performance of the whole vehicle.

[0032] In some embodiments, the first objective detection item includes one or more of yaw rate gain, steering sensitivity, understeering, vehicle pitch gradient, and vehicle body roll gradient;

[0033] The second objective detection item includes one or more of the root mean square value of vertical acceleration at the front and rear seat rails, the root mean square value of the fender pitch angle acceleration, and the peak-to-peak value of the longitudinal acceleration of the seat rails;

[0034] The third objective detection item includes one or more of the brake pedal travel at 0.1g deceleration, the brake pedal force at 0.1g deceleration, the braking distance with reaction time, and the braking distance without reaction time.

[0035] In some embodiments, among all the calibration items, at least a portion of the calibration items constitute the calibration items of the electronically controlled suspension system, at least a portion of the calibration items constitute the calibration items of the electronically controlled braking system, and at least a portion of the calibration items constitute the calibration items of the electronically controlled steering system;

[0036] Among all the calibration items, the calibration items determined in the loop based on the Mi L model constitute Class A calibration sub-items, and the remaining calibration items constitute Class B calibration sub-items.

[0037] In some embodiments, the Class A calibration sub-items include a weight coefficient of an arbitration module in a semi-active suspension control algorithm, a pulse control unsprung acceleration limit value, a solenoid valve current protection limit value, a switching coefficient of a state estimation module in a vehicle body stability control algorithm, a slip rate threshold value of a driving anti-skid function, and a power assistance coefficient table in a steering basic power assistance algorithm;

[0038] The Class B calibration sub-items include threshold coefficients related to subjective feelings, and the threshold coefficients related to subjective feelings include turning control force, return accuracy, steering wheel impact feeling, and brake pedal feeling.

[0039] In a second aspect, a chassis electronic control system calibration method based on hardware in the loop is provided, which includes:

[0040] Drive the chassis domain control H i ​​L test bench to operate to obtain the data of the test items of the test bench;

[0041] The bench detection item is used as an objective detection item, and a subjective evaluation item corresponding consistent model of the subjective evaluation item on the objective detection item is called to obtain data of the subjective evaluation item;

[0042] Based on the data of the subjective evaluation items, at least a part of all calibration items corresponding to the objective detection items in the chassis electronic control system are selected as key items;

[0043] The key items are used as calibration variables. Based on the value range of the key items and the consistent model of subjective and objective evaluation, the optimal value of the subjective evaluation item is taken as the optimization goal to obtain the data of all calibration items and the optimal value of the subjective evaluation item.

[0044] In some embodiments, the method further comprises the step of constructing a model for the correspondence and consistency of subjective and objective evaluations of the subjective evaluation items with respect to the objective detection items, the step comprising:

[0045] Obtaining a sample, wherein the sample includes objective detection items and subjective evaluation items of a chassis electronic control system of a real vehicle;

[0046] Based on the samples, a consistent model of subjective and objective evaluation is constructed.

[0047] In some embodiments, the subjective and objective evaluation correspondence consistent model of the subjective evaluation item with respect to the objective detection item includes a subjective and objective evaluation correspondence consistent model under steady-state conditions;

[0048] Based on the sample, a consistent model of subjective and objective evaluation is constructed, which specifically includes:

[0049] Based on the samples, a polynomial fitting method was used to construct a second-order response surface model to obtain a consistent model corresponding to subjective and objective evaluations.

[0050] In some embodiments, the subjective and objective evaluation correspondence consistent model of the subjective evaluation item with respect to the objective detection item includes a subjective and objective evaluation correspondence consistent model under transient working conditions;

[0051] Based on the sample, a consistent model of subjective and objective evaluation is constructed, which specifically includes:

[0052] Build a convolutional neural network model;

[0053] The samples are input into the convolutional neural network model and iterative training is performed to obtain a consistent model corresponding to subjective and objective evaluations.

[0054] In some embodiments, the accuracy of the consistent model of subjective and objective evaluation is verified;

[0055] If the accuracy does not meet the requirements, the corresponding consistent model of subjective and objective evaluation is rebuilt.

[0056] In some embodiments, reconstructing the subjective and objective evaluation correspondence consistency model specifically includes:

[0057] Add samples and continue training until the accuracy meets the requirements.

[0058] In some embodiments, based on the data of the subjective evaluation items, at least a portion of all calibration items corresponding to the objective detection items in the chassis electronic control system are selected as key items, specifically including:

[0059] Based on the data of the subjective evaluation items, a multi-factor analysis is performed to draw an analysis chart;

[0060] By using the analysis diagram, at least a portion of all calibration items corresponding to the objective detection items in the chassis electronic control system are screened out as key items.

[0061] In some embodiments, the analysis graph includes one or more of a Pareto graph, a correlation graph, a main effect graph, and an interaction effect graph.

[0062] The beneficial effects of the technical solution provided by this application include:

[0063] The embodiment of the present application provides a chassis electronic control system calibration platform and method based on hardware-in-the-loop, which realizes chassis multi-system interaction and meets the user's actual vehicle usage scenarios. Since a chassis domain control H i ​​L test bench including an electronically controlled suspension H i L test bench, a braking H i L test bench and a steering H i L test bench is constructed, and the electronically controlled suspension H i L test bench, the braking H i L test bench and the steering H i L test bench are connected by hard wires to achieve clock synchronization, it is ensured that the present application can realize chassis multi-system interaction, thereby meeting the user's actual vehicle usage scenarios. BRIEF DESCRIPTION OF THE DRAWINGS

[0064] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings required for use in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0065] Figure 1 A schematic diagram of a chassis electronic control system calibration platform based on hardware-in-the-loop provided in an embodiment of the present application;

[0066] Figure 2 A schematic diagram of the HiL test bench for the electronically controlled suspension provided in an embodiment of the present application;

[0067] Figure 3 Schematic diagram of the electronically controlled braking HiL test bench provided in the embodiment of the present application;

[0068] Figure 4 A schematic diagram of a brake-by-wire HiL test bench provided in an embodiment of the present application;

[0069] Figure 5 Schematic diagram of the electronically controlled steering HiL test bench provided in the embodiment of the present application;

[0070] Figure 6 A schematic diagram of a steer-by-wire HiL test bench provided in an embodiment of the present application;

[0071] Figure 7 A flow chart of a chassis electronic control system calibration method based on hardware-in-the-loop provided in an embodiment of the present application. DETAILED DESCRIPTION

[0072] In order to make the purpose, technical solution and advantages of the embodiments of the present application clearer, the technical solution in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without making creative work are within the scope of protection of this application.

[0073] See also Figure 1 As shown, an embodiment of the present application provides a chassis electronic control system calibration platform based on hardware in the loop, which includes a chassis domain control Hi L test bench and a host computer.

[0074] The chassis domain control HiL test bench includes an electronically controlled suspension HiL test bench, a braking HiL test bench and a steering HiL test bench. The electronically controlled suspension HiL test bench, the braking HiL test bench and the steering HiL test bench are connected by hard wires for clock synchronization. The hard wires can be commonly used cables, such as SMA cables.

[0075] The host computer has a storage module, and the storage module pre-stores a subjective and objective evaluation correspondence consistent model of subjective evaluation items with respect to objective detection items. The host computer is connected to the electronically controlled suspension HiL test bench, the brake HiL test bench and the steering HiL test bench, and is used to drive the chassis domain control HiL test bench to operate, obtain data of the test bench detection items, take the test bench detection items as objective detection items, and obtain data of subjective evaluation items in combination with the subjective and objective evaluation correspondence consistent model. Based on the data of the subjective evaluation items, at least a part of all calibration items corresponding to the objective detection items in the chassis electronic control system are screened out as key items, and the key items are used as calibration variables. Based on the value range of the key items and the subjective and objective evaluation correspondence consistent model, the optimization goal is to achieve the optimal value of the subjective evaluation item, and the data of all calibration items and the optimal value of the subjective evaluation item are obtained.

[0076] The chassis electronic control system calibration platform based on hardware-in-the-loop provided in the embodiment of the present application, on the one hand, constructs a chassis domain control H i ​​L test bench including an electronically controlled suspension H i L test bench, a braking H i L test bench and a steering H i L test bench, and at the same time uses hard wires to connect the electronically controlled suspension H i L test bench, the braking H i L test bench and the steering H i L test bench to achieve clock synchronization, ensuring that the present application can realize chassis multi-system interaction, thereby meeting the user's actual vehicle usage scenarios.

[0077] On the other hand, the chassis electronic control system includes the electronic suspension system, the electronic braking system and the electronic steering system. In software development, the chassis electronic control system has many parameters that need to be calibrated, which are called calibration items. These calibration items will directly affect the chassis electronic control system. This impact can be directly detected by sensors. These impact results corresponding to the calibration items are called objective detection items. When this impact on the chassis electronic control system directly affects the driver and passengers, the subjective feelings of the driver and passengers can be quantified by scoring. These quantified subjective feelings are called subjective evaluation items.

[0078] Based on this, the present application directly uses the existing subjective evaluation items and objective detection items obtained based on the actual vehicle test to form a consistent model for the correspondence between subjective and objective evaluations, and then runs the chassis domain control Hi L bench to obtain the data of the bench detection items, and combines the consistent model for the correspondence between subjective and objective evaluations to reversely calculate the data of the subjective evaluation items. Since the value range of the calibration item (i.e., the upper limit and the lower limit) is available in advance, adjusting the data of the calibration item within the value range of the calibration item can affect the data of the bench detection item, and then affect the data of the reversed subjective evaluation item. Therefore, when running the chassis domain control Hi L bench, the data of the calibration item can be adjusted, and the data of the subjective evaluation item can be reversed for many times. By analyzing the data of these subjective evaluation items, the key items can be found, and the key items are used as calibration variables. In combination with the value range of the key items and the consistent model for the correspondence between subjective and objective evaluations, the optimal value of the subjective evaluation item is achieved as the optimization goal, and the data of all calibration items and the optimal value of the subjective evaluation item can be obtained.

[0079] The subjective feelings of the driver and passengers are quantified using the above means. During the calibration process, there is no need for the driver and passengers to actually feel the vehicle through a driving simulator. This not only saves the driving simulator and reduces the complexity of system construction, but also avoids the problem that the accuracy of the driver's subjective feelings is restricted by the response bandwidth of the driving simulator, resulting in low reliability of the driver's subjective feelings, thereby improving the reliability of subjective feelings.

[0080] In addition, since the present application divides all calibration items into important items that have a significant impact on subjective feelings and the remaining unimportant items that have a smaller impact on subjective feelings, during calibration, the unimportant items that have a smaller impact on subjective feelings can be directly assigned values ​​from the corresponding value range, while the important items are calibrated in key areas to obtain specific values, and finally the specific values ​​of the assigned unimportant items and the calibrated items are output, which greatly reduces the complexity of calibration and improves calibration efficiency.

[0081] It can be understood that compared with the actual vehicle calibration, the improvement of the calibration efficiency of this application is not only in the reduction of workload, but also in the fact that it is not restricted by time, site, and environment. The essence of H i L bench calibration is simulation and can be carried out at any time, any place, and any environment.

[0082] It can be understood that the subjective and objective evaluation correspondence model refers to the carrier that describes the mapping process between subjective evaluation items and objective evaluation items; the consistency of the model means that when the data of the same or similar objective evaluation items are input into the subjective and objective evaluation correspondence model, the data changes of the output subjective evaluation items are almost unchanged or small.

[0083] It can be understood that the above-mentioned host computer can be connected to the electronically controlled suspension H i L test bench, the braking H i L test bench and the steering H i L test bench by signal through a router or the like.

[0084] In order to realize clock synchronization triggering, in the present application, one of the electric control suspension Hi L test bench, brake Hi L test bench and steering Hi L test bench is provided with an analog quantity acquisition board, which is connected with a PFI pin, and the PFI pin is connected with the other two PFI pins through the hard wire, and the hard wire connection is configured in the Ver istand project. The analog quantity acquisition board can be selected from a variety of models, for example, a PX I6220 analog quantity acquisition board is used.

[0085] The clock synchronization trigger signal is completed by a digital signal port of the analog acquisition board.

[0086] As an example, see Figure 1 As shown, the analog quantity acquisition board is arranged in the electric control brake H i L cabinet of the brake H i L test bench.

[0087] Further, see Figure 1 As shown, the electronically controlled suspension Hi L test bench, the brake Hi L test bench and the steering Hi L test bench are all embedded with a reflective memory card, and each of the reflective memory cards is connected by an optical fiber. The reflective memory card is used to realize real-time data sharing between various systems, improve the data transmission speed between various systems and ensure the real-time performance of the system.

[0088] See also Figure 2As shown, an electrically controlled suspension H i L test bench constructed as an example of the present application, the electrically controlled suspension H i L test bench includes an electrically controlled suspension H i L cabinet, a left front vibration table, a right front vibration table, a left rear vibration table and a right rear vibration table, each vibration table is used to simulate the suspension force and the suspension dynamic stroke change; the left front vibration table, the right front vibration table, the left rear vibration table and the right rear vibration table are all provided with a first sensor, and the first sensor detects the suspension force; the electrically controlled suspension H i L cabinet is used to issue suspension dynamic stroke instructions to the left front vibration table, the right front vibration table, the left rear vibration table and the right rear vibration table, and receive the suspension force detected by the first sensor, thereby associating the vibration table with the cabinet to form a closed-loop system.

[0089] See also Figure 3 As shown, a brake H i L test bench constructed as an example of the present application is an electrically controlled brake H i L test bench, which includes an electrically controlled brake H i L cabinet, and a stepper motor, a brake pedal, a brake master cylinder, a brake wheel cylinder and a caliper connected in sequence, a second sensor being installed on the caliper, and the electrically controlled brake H i L cabinet is used to send a brake pedal travel instruction to the stepper motor and receive the caliper clamping force detected by the second sensor.

[0090] The brake pedal travel command is issued through the electronically controlled brake H i L cabinet, and the stepper motor actuates the brake pedal, pushing the brake master cylinder to build up oil pressure in the hydraulic pipeline. The force sensor is installed on the caliper to realize the closed loop of vehicle braking simulation by recovering the clamping force.

[0091] See also Figure 4 As shown, a brake H i L test bench constructed as an example of the present application is a brake-by-wire H i L test bench, which includes a brake-by-wire H i L cabinet, and a stepper motor, a brake pedal, a wiring harness and a motor brake caliper connected in sequence; a second sensor is installed on the motor brake caliper to detect the clamping force of the caliper; the electric brake H i L cabinet is used to issue a brake pedal travel command to the stepper motor, and receive the caliper clamping force detected by the second sensor, so as to realize a closed loop of whole vehicle braking simulation.

[0092] See also Figure 5As shown, a steering H i L test bench constructed exemplarily in the present application is an electronically controlled steering H i L test bench, which includes an electronically controlled steering H i L cabinet, and a servo motor, a steering column, an intermediate shaft, a steering gear and a tie rod connected in sequence; a third sensor is provided on the tie rod for detecting the rack displacement stroke to obtain the tie rod displacement; the electronically controlled steering H i L cabinet is used to send a steering wheel angle input or a torque input command to the servo motor, and receive the rack displacement stroke detected by the third sensor.

[0093] The electronic steering H i L cabinet sends out steering wheel angle input or torque input command, the servo motor responds, simulates the steering wheel input, passes through the steering column, intermediate shaft, steering gear and tie rod, outputs the tie rod displacement, and retrieves the rack displacement stroke through the displacement sensor to realize the closed loop of vehicle steering simulation.

[0094] See also Figure 6 As shown, a steering H i L test bench constructed as an example of the present application is a wire-controlled steering H i L test bench, which includes a wire-controlled steering H i L cabinet, and a servo motor, a steering column, a wiring harness, a steering gear and a tie rod connected in sequence; a third sensor is provided on the tie rod for detecting the rack displacement stroke to obtain the tie rod displacement; the electric-controlled steering H i L cabinet is used to send a steering wheel angle input or a torque input command to the servo motor, and receive the rack displacement stroke detected by the third sensor.

[0095] It can be understood that since the chassis electronic control system has steady-state conditions and transient conditions during the calibration process, in the present application, the subjective and objective evaluation consistent model of the subjective evaluation item with respect to the objective detection item includes one or more of the subjective and objective evaluation consistent model under steady-state conditions and the subjective and objective evaluation consistent model under transient conditions.

[0096] It can be understood that in the consistent model of subjective and objective evaluation of objective detection items, there are many subjective evaluation items involved. For example, as an example, the handling stability of the whole vehicle can be used as a subjective evaluation item, the smoothness of the whole vehicle can be used as a subjective evaluation item, and the braking performance of the whole vehicle can be used as a subjective evaluation item.

[0097] Therefore, in the present application, the subjective and objective evaluation correspondence model of the subjective evaluation item with respect to the objective detection item includes one or more of the subjective and objective evaluation correspondence model with the vehicle handling stability as the subjective evaluation item, the subjective and objective evaluation correspondence model with the vehicle smoothness as the subjective evaluation item, and the subjective and objective evaluation correspondence model with the vehicle braking performance as the subjective evaluation item.

[0098] Combining the types of operating conditions (steady-state conditions and transient conditions) and the types of subjective evaluation items (vehicle handling stability, vehicle ride comfort and vehicle braking), six consistent models corresponding to subjective and objective evaluations can be formed.

[0099] It can be understood that, corresponding to the types of subjective evaluation items, the objective detection items include a first objective detection item for characterizing the handling stability of the whole vehicle, a second objective detection item for characterizing the smoothness of the whole vehicle, and a third objective detection item for characterizing the braking performance of the whole vehicle.

[0100] As an example, the first objective detection item includes one or more of yaw rate gain, steering sensitivity, understeering, vehicle pitch gradient, and vehicle body roll gradient;

[0101] The second objective detection item includes one or more of the root mean square value of vertical acceleration at the front and rear seat rails, the root mean square value of the fender pitch angle acceleration, and the peak-to-peak value of the longitudinal acceleration of the seat rails;

[0102] The third objective detection item includes one or more of the brake pedal travel at 0.1g deceleration, the brake pedal force at 0.1g deceleration, the braking distance with reaction time, and the braking distance without reaction time.

[0103] Since the chassis electronic control system includes an electronic suspension system, an electronic braking system and an electronic steering system, there are some calibration items for the electronic suspension system, some calibration items for the electronic braking system, and some calibration items for the electronic steering system. That is, among all the calibration items, at least some of the calibration items constitute electronic suspension system calibration items, at least some of the calibration items constitute electronic braking system calibration items, and at least some of the calibration items constitute electronic steering system calibration items.

[0104] Whether it is the relevant calibration items that constitute the calibration items of the electronically controlled suspension system, the relevant calibration items that constitute the calibration items of the electronically controlled braking system, or the relevant calibration items that constitute the calibration items of the electronically controlled steering system, each of these three types of calibration items can be further divided into two categories, including Class A calibration sub-items and Class B calibration sub-items, where Class A calibration sub-items are calibration items determined based on the Mi L model in the loop, and the rest are Class B calibration sub-items. That is, among all the calibration items, the calibration items determined based on the Mi L model in the loop constitute Class A calibration sub-items, and the remaining calibration items constitute Class B calibration sub-items.

[0105] For instance, as an example, the Class A calibration sub-items include the weight coefficient of the arbitration module in the semi-active suspension control algorithm, the pulse control unsprung acceleration limit value, the solenoid valve current protection limit value, the switching coefficient of the state estimation module in the vehicle body stability control algorithm, the slip rate threshold value of the drive anti-skid function and the assist coefficient table in the steering basic assist algorithm; they can be increased or decreased according to actual needs.

[0106] The Class B calibration sub-items include threshold coefficients related to subjective feelings, including turning control force, return accuracy, steering wheel impact feeling, brake pedal feeling, etc. The threshold coefficients related to subjective feelings can be increased or decreased according to actual needs.

[0107] Based on the above-mentioned chassis electronic control system calibration platform based on hardware in the loop, the embodiment of the present application also provides a chassis electronic control system calibration method based on hardware in the loop, see Figure 7 As shown, it includes the following steps:

[0108] 101: Drive the chassis domain control H i ​​L test bench to run to obtain data of the test bench detection items.

[0109] 102: The bench detection item is used as an objective detection item, and the subjective evaluation item is called to obtain the subjective evaluation item data. The calibration item data is adjusted within the value range of the calibration item, the bench detection item data is obtained multiple times, and the subjective evaluation item data is back-calculated multiple times.

[0110] 103: Based on the data of the subjective evaluation items, select at least a portion of all calibration items corresponding to the objective detection items in the chassis electronic control system as key items.

[0111] 104: Taking the key items as calibration variables, based on the value range of the key items and the consistent model of subjective and objective evaluation correspondence, taking the optimal value of the subjective evaluation item as the optimization goal, adopting the intelligent multi-objective optimization method to perform global optimization, obtain the data of all calibration items and the optimal value of the subjective evaluation item, and finally outputting the specific value of each calibration item and the optimal value of the subjective evaluation item in the form of a list.

[0112] It is understandable that the intelligent multi-objective optimization method includes but is not limited to the second generation non-neighborhood breeding genetic algorithm.

[0113] It can be understood that the value range (i.e., the upper limit and the lower limit) of the above-mentioned calibration items can be obtained in advance. Since there are multiple calibration items, the value ranges of different calibration items may not be obtained in the same way, so a variety of means can be used to obtain them. For example, as an example, the method of setting the upper and lower limits of the calibration items includes but is not limited to the actual physical meaning of the calibration items, the range determined by the Mi L model in-the-loop simulation method, the value range set in the software development stage, a single initial value scaled by ±50%, etc.

[0114] Preferably, the method provided by the present application further comprises the step of constructing a model for the correspondence and consistency of subjective and objective evaluations of subjective evaluation items with respect to objective detection items, the step comprising:

[0115] 201: Obtain a sample, wherein the sample includes objective detection items and subjective evaluation items of a chassis electronic control system of a real vehicle.

[0116] In step 201, the above samples are objective detection items and subjective evaluation items obtained based on actual vehicle tests. The samples obtained from the actual vehicle tests are used to construct a model, making the model more objective and accurate.

[0117] 202: Based on the sample, a subjective and objective evaluation correspondence consistency model is constructed.

[0118] In step 202, the above samples are used to construct related models according to the model type.

[0119] Specifically, as mentioned above, by combining the types of operating conditions (steady-state conditions and transient conditions) and the types of subjective evaluation items (vehicle handling stability, vehicle ride comfort and vehicle braking), six consistent models corresponding to subjective and objective evaluations can be formed.

[0120] When the subjective evaluation item's subjective and objective evaluation correspondence consistent model with respect to the objective detection item is a subjective and objective evaluation correspondence consistent model under steady-state conditions, a subjective and objective evaluation correspondence consistent model is constructed based on the sample, specifically including:

[0121] Based on the samples, a polynomial fitting method was used to construct a second-order response surface model to obtain a consistent model corresponding to subjective and objective evaluations.

[0122] For example, as an example, the second-order response surface model is as follows:

[0123]

[0124] Where y is a subjective evaluation item, x1, ..., x i 、x j , ..., x M are objective detection items, β0, ..., β 2M , β ij is the weight coefficient.

[0125] It can be seen that for the subjective and objective evaluation under steady-state conditions, the consistent model is adopted, and the polynomial fitting method is used.

[0126] When the subjective and objective evaluation correspondence consistent model of the subjective evaluation item with respect to the objective detection item is a subjective and objective evaluation correspondence consistent model under transient working conditions, based on the sample, a subjective and objective evaluation correspondence consistent model is constructed, specifically including:

[0127] 301: Build a convolutional neural network model.

[0128] 302: Input the sample into the convolutional neural network model and perform iterative training to obtain a consistent model corresponding to subjective and objective evaluations.

[0129] It can be seen that for the consistent model corresponding to the subjective and objective evaluation under transient conditions, the convolutional neural network method is adopted.

[0130] After completing the above step 202 and establishing the model, an accuracy test may be performed to ensure the accuracy of the model during evaluation. Specifically, the accuracy test includes the following steps:

[0131] 401: Perform accuracy verification on the consistent model of subjective and objective evaluation.

[0132] 402: If the accuracy meets the requirement, it can be used directly. If the accuracy does not meet the requirement, a consistent model corresponding to subjective and objective evaluations should be rebuilt.

[0133] The above-mentioned accuracy meeting the requirements can be understood as inputting the data of objective detection items of actual vehicle inspection that are not used as model construction into the model, obtaining the data of calculated subjective evaluation items, and comparing the data of the calculated subjective evaluation items with the data of the subjective evaluation items corresponding to the objective detection items of the actual vehicle inspection. If the gap is within the preset gap range, the requirement is met, otherwise the requirement is not met. The above-mentioned gap can be the absolute value of the difference between the two, or the ratio of the two, etc. The above-mentioned preset gap range can be set manually in advance.

[0134] In the above step 402, the subjective and objective evaluation corresponding consistent model is reconstructed, which specifically includes:

[0135] Add samples and continue training until the accuracy meets the requirements.

[0136] That is, objective detection items and subjective evaluation items obtained from actual vehicle tests can be added to continue training.

[0137] When conducting the above-mentioned accuracy test, more objective test items and subjective evaluation items obtained from actual vehicle tests may be prepared as samples for accuracy verification.

[0138] For example, as an example, the samples used to build the model account for 70% of the total samples, and the samples used for accuracy verification account for 30% of the total samples.

[0139] In the above step 103, based on the data of the subjective evaluation items, at least a part of all calibration items corresponding to the objective detection items in the chassis electronic control system are selected as key items, specifically including:

[0140] 501: Based on the data of the subjective evaluation items, a multi-factor analysis is performed to draw an analysis chart, which includes one or more of a Pareto chart, a correlation chart, a main effect chart, and an interaction effect chart.

[0141] 502: Using the analysis diagram, select at least a portion of all calibration items corresponding to the objective detection items in the chassis electronic control system as critical items, and lock the value range of the critical items.

[0142] In step 502, all calibration items are divided into critical items that have a significant impact on subjective feelings and the remaining unimportant items that have a smaller impact on subjective feelings. When screening and dividing, a mapping relationship between subjective evaluation items and calibration items is established. By drawing the above-mentioned analysis chart, important critical items can be directly obtained. The above-mentioned analysis chart will give the influence weight ratio of each calibration item. For example, as an example, calibration items with an influence weight ratio of more than 40% are selected as critical items.

[0143] As mentioned earlier, all calibration items are divided into electronically controlled suspension system calibration items, electronically controlled braking system calibration items and electronically controlled steering system calibration items, and each category contains multiple calibration items.

[0144] For each calibration item in the electronic control suspension system calibration item, as an element of the test matrix, it can be combined into many different software data solutions.

[0145] Similarly, for each calibration item in the electronic control brake system calibration item, many different software data solutions can be combined.

[0146] The various calibration items in the electronic steering system calibration items can also be combined into many different software data solutions.

[0147] If all calibration tests are carried out, the workload will be large. By adopting methods including but not limited to the optimal Latin hypercube design method, the Latin hypercube design method, the orthogonal test method, the parameter test method, etc., a test matrix is ​​designed as a data scheme. These schemes drive the calibration platform of this application to generate test data as an objective test item, which is substituted into the corresponding consistent model of subjective and objective evaluation to generate subjective evaluation item data. It can be seen that after designing huge data, this application forms a limited data scheme, and calibrates and tests the limited data scheme, thereby reducing the calibration workload.

[0148] To summarize, this application uses reflective memory cards and optical fiber communications to cascade and integrate the electronically controlled suspension H i L test bench, steering H i L test bench, and braking H i L test bench, builds a chassis domain control H i ​​L test bench, constructs a vehicle-level H i ​​L test environment, and improves the test accuracy of the chassis electronic control system. The above-mentioned chassis domain control H i ​​L test bench is not only suitable for the development of traditional chassis electronic control systems, but also for the development of wire-controlled chassis technology and chassis domain control technology.

[0149] The present application establishes a model that includes subjective and objective evaluation indicators of vehicle handling stability, subjective and objective evaluation indicators of vehicle smoothness, and subjective and objective indicators of vehicle braking. The model is divided into two parts, one part is steady-state, characterized by specific indicators, and the other part is transient, described by the entire time domain or frequency domain curve. This improves the application effect of the subjective and objective correspondence model in H i L bench calibration. At the same time, it greatly reduces the investment cost of bench calibration and is not affected by the response bandwidth of the driving simulator.

[0150] This application finds out the key items and value ranges of the chassis electronic control system on the chassis domain control H i ​​L test bench, reduces the workload of subsequent actual vehicle testing and calibration, and greatly reduces the development cost of the chassis electronic control system.

[0151] In the description of the present application, it should be noted that the terms "upper", "lower", etc. indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present application and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present application. Unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be an indirect connection through an intermediate medium, or it can be a connection between the two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the present application can be understood according to the specific circumstances.

[0152] It should be noted that, in this application, relational terms such as "first" and "second" are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, the elements defined by the sentence "comprise a ..." do not exclude the presence of other identical elements in the process, method, article or device including the elements.

[0153] The above description is only a specific implementation of the present application, so that those skilled in the art can understand or implement the present application. Various modifications to these embodiments will be apparent to those skilled in the art, and the general principles defined herein can be implemented in other embodiments without departing from the spirit or scope of the present application. Therefore, the present application will not be limited to the embodiments shown herein, but will conform to the widest range consistent with the principles and novel features applied for herein.

Claims

1. A chassis electronic control system calibration platform based on hardware in the loop, characterized in that: It includes: A chassis domain control HiL test bench, which includes an electronically controlled suspension HiL test bench, a brake HiL test bench and a steering HiL test bench, wherein the electronically controlled suspension HiL test bench, the brake HiL test bench and the steering HiL test bench are connected by hard wires for clock synchronization; A host computer, wherein the host computer has a storage module, wherein the storage module pre-stores a subjective and objective evaluation correspondence consistent model of subjective evaluation items with respect to objective detection items, the host computer is connected to the electronically controlled suspension HiL test bench, the brake HiL test bench and the steering HiL test bench, and is used to drive the chassis domain control HiL test bench to operate, obtain data of the test bench detection items, take the test bench detection items as objective detection items, and obtain data of subjective evaluation items in combination with the subjective and objective evaluation correspondence consistent model, based on the data of the subjective evaluation items, select at least a part of all calibration items corresponding to the objective detection items in the chassis electronic control system as key items, take the key items as calibration variables, based on the value range of the key items and the subjective and objective evaluation correspondence consistent model, take achieving the optimal value of the subjective evaluation items as the optimization goal, and obtain data of all calibration items and the optimal value of the subjective evaluation items.

2. The chassis electronic control system calibration platform based on hardware in the loop as claimed in claim 1, characterized in that: One of the electronically controlled suspension HiL test bench, the brake HiL test bench and the steering HiL test bench is provided with an analog quantity acquisition board, the analog quantity acquisition board is connected with a PFI pin, and the PFI pin is connected to the PFI pins of the other two through the hard wire.

3. The chassis electronic control system calibration platform based on hardware in the loop as claimed in claim 1, characterized in that: The electronically controlled suspension HiL test bench, the brake HiL test bench and the steering HiL test bench are all embedded with a reflective memory card, and each of the reflective memory cards is connected via an optical fiber.

4. The chassis electronic control system calibration platform based on hardware in the loop as claimed in claim 1, characterized in that: The electric control suspension HiL test bench comprises an electric control suspension HiL cabinet, a left front vibration table, a right front vibration table, a left rear vibration table and a right rear vibration table; The left front vibration platform, the right front vibration platform, the left rear vibration platform and the right rear vibration platform are all provided with a first sensor; The electronically controlled suspension HiL cabinet is used to send suspension travel instructions to the left front vibration platform, the right front vibration platform, the left rear vibration platform and the right rear vibration platform, and receive the suspension force detected by the first sensor.

5. The chassis electronic control system calibration platform based on hardware in the loop as claimed in claim 1, characterized in that: The brake HiL test bench comprises an electronically controlled brake HiL cabinet, and a stepper motor, a brake pedal, a brake master cylinder, a brake wheel cylinder and a caliper connected in sequence; A second sensor is installed on the caliper; The electronically controlled brake HiL cabinet is used to send a brake pedal travel instruction to the stepper motor and receive the caliper clamping force detected by the second sensor.

6. The chassis electronic control system calibration platform based on hardware in the loop as claimed in claim 1, characterized in that: The brake HiL test bench comprises a brake-by-wire HiL cabinet, and a stepper motor, a brake pedal, a wiring harness and a motor brake caliper connected in sequence; A second sensor is installed on the motor brake caliper; The electronically controlled brake HiL cabinet is used to send a brake pedal travel instruction to the stepper motor and receive the caliper clamping force detected by the second sensor.

7. The chassis electronic control system calibration platform based on hardware in the loop as claimed in claim 1, characterized in that: The steering HiL test bench comprises an electronically controlled steering HiL cabinet, and a servo motor, a steering column, an intermediate shaft, a steering gear and a tie rod connected in sequence; The tie rod is provided with a third sensor for detecting the displacement stroke of the rack to obtain the displacement of the tie rod; The electronically controlled steering HiL cabinet is used to send a steering wheel angle input or torque input instruction to the servo motor, and receive the rack displacement stroke detected by the third sensor.

8. The chassis electronic control system calibration platform based on hardware in the loop as claimed in claim 1, characterized in that: The steering HiL test bench comprises a wire-controlled steering HiL cabinet, and a servo motor, a steering column, a wiring harness, a steering gear and a tie rod connected in sequence; The tie rod is provided with a third sensor for detecting the displacement stroke of the rack to obtain the displacement of the tie rod; The electronically controlled steering HiL cabinet is used to send a steering wheel angle input or torque input instruction to the servo motor, and receive the rack displacement stroke detected by the third sensor.

9. The chassis electronic control system calibration platform based on hardware in the loop as claimed in claim 1, characterized in that: The subjective and objective evaluation correspondence consistent model of the subjective evaluation item with respect to the objective detection item includes one or more of the subjective and objective evaluation correspondence consistent model under steady-state conditions and the subjective and objective evaluation correspondence consistent model under transient conditions.

10. The chassis electronic control system calibration platform based on hardware in the loop as claimed in claim 1, characterized in that: The subjective and objective evaluation correspondence model of the subjective evaluation items with respect to the objective detection items includes one or more of the subjective and objective evaluation correspondence model with the vehicle handling stability as the subjective evaluation item, the subjective and objective evaluation correspondence model with the vehicle smoothness as the subjective evaluation item, and the subjective and objective evaluation correspondence model with the vehicle braking performance as the subjective evaluation item.

11. The chassis electronic control system calibration platform based on hardware in the loop as claimed in claim 1, characterized in that: The objective detection items include a first objective detection item for characterizing the handling stability of the whole vehicle, a second objective detection item for characterizing the smoothness of the whole vehicle, and a third objective detection item for characterizing the braking performance of the whole vehicle.

12. The chassis electronic control system calibration platform based on hardware-in-the-loop according to claim 11, characterized in that: The first objective detection item includes one or more of yaw rate gain, steering sensitivity, understeering, vehicle pitch gradient, and vehicle body roll gradient; The second objective detection item includes one or more of the root mean square value of vertical acceleration at the front and rear seat rails, the root mean square value of the fender pitch angle acceleration, and the peak-to-peak value of the longitudinal acceleration of the seat rails; The third objective detection item includes one or more of the brake pedal travel at 0.1g deceleration, the brake pedal force at 0.1g deceleration, the braking distance with reaction time, and the braking distance without reaction time.

13. The chassis electronic control system calibration platform based on hardware in the loop as claimed in claim 1, characterized in that: Among all the calibration items, at least some of the calibration items constitute electronically controlled suspension system calibration items, at least some of the calibration items constitute electronically controlled braking system calibration items, and at least some of the calibration items constitute electronically controlled steering system calibration items; Among all the calibration items, the calibration items determined in the loop based on the MiL model constitute Class A calibration sub-items, and the remaining calibration items constitute Class B calibration sub-items.

14. The chassis electronic control system calibration platform based on hardware-in-the-loop according to claim 13, characterized in that: The Class A calibration sub-items include the weight coefficient of the arbitration module in the semi-active suspension control algorithm, the impulse control unsprung acceleration limit value, the solenoid valve current protection limit value, the switching coefficient of the state estimation module in the body stability control algorithm, the slip rate threshold value of the drive anti-skid function and the power assistance coefficient table in the steering basic power assistance algorithm; The Class B calibration sub-items include threshold coefficients related to subjective feelings, and the threshold coefficients related to subjective feelings include turning control force, return accuracy, steering wheel impact feeling, and brake pedal feeling.

15. A chassis electronic control system calibration method based on hardware in the loop, characterized in that: It includes: Drive the chassis domain control HiL test bench to operate and obtain the data of the test items; The bench detection item is used as an objective detection item, and a subjective evaluation item corresponding consistent model of the subjective evaluation item on the objective detection item is called to obtain data of the subjective evaluation item; Based on the data of the subjective evaluation items, at least a part of all calibration items corresponding to the objective detection items in the chassis electronic control system are selected as key items; The key items are used as calibration variables. Based on the value range of the key items and the consistent model of subjective and objective evaluation, the optimal value of the subjective evaluation item is taken as the optimization goal to obtain the data of all calibration items and the optimal value of the subjective evaluation item.

16. The chassis electronic control system calibration method based on hardware-in-the-loop according to claim 15, characterized in that: The method further comprises the step of constructing a model for the correspondence and consistency of subjective and objective evaluations of subjective evaluation items with respect to objective detection items, the step comprising: Obtaining a sample, wherein the sample includes objective detection items and subjective evaluation items of a chassis electronic control system of a real vehicle; Based on the samples, a consistent model of subjective and objective evaluation is constructed.

17. The chassis electronic control system calibration method based on hardware-in-the-loop according to claim 16, characterized in that: The subjective evaluation item's subjective and objective evaluation correspondence consistent model with respect to the objective detection item includes a subjective and objective evaluation correspondence consistent model under steady-state conditions; Based on the sample, a consistent model of subjective and objective evaluation is constructed, which specifically includes: Based on the samples, a polynomial fitting method was used to construct a second-order response surface model to obtain a consistent model corresponding to subjective and objective evaluations.

18. The chassis electronic control system calibration method based on hardware-in-the-loop according to claim 16, characterized in that: The subjective evaluation item's subjective and objective evaluation correspondence consistent model with respect to the objective detection item includes a subjective and objective evaluation correspondence consistent model under transient working conditions; Based on the sample, a consistent model of subjective and objective evaluation is constructed, which specifically includes: Build a convolutional neural network model; The samples are input into the convolutional neural network model and iterative training is performed to obtain a consistent model corresponding to subjective and objective evaluations.

19. The chassis electronic control system calibration method based on hardware-in-the-loop according to claim 16, characterized in that: Conduct accuracy verification on the consistent model of subjective and objective evaluation; If the accuracy does not meet the requirements, the corresponding consistent model of subjective and objective evaluation is rebuilt.

20. The chassis electronic control system calibration method based on hardware-in-the-loop according to claim 19, characterized in that: Reconstruct the consistent model of subjective and objective evaluation, including: Add samples and continue training until the accuracy meets the requirements.

21. The chassis electronic control system calibration method based on hardware-in-the-loop according to claim 15, characterized in that: Based on the data of the subjective evaluation items, at least a portion of all calibration items corresponding to the objective detection items in the chassis electronic control system are selected as key items, specifically including: Based on the data of the subjective evaluation items, a multi-factor analysis is performed to draw an analysis chart; By using the analysis diagram, at least a portion of all calibration items corresponding to the objective detection items in the chassis electronic control system are screened out as key items.

22. The chassis electronic control system calibration method based on hardware-in-the-loop according to claim 21, characterized in that: The analysis diagram includes one or more of a Pareto diagram, a correlation diagram, a main effect diagram, and an interaction effect diagram.

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