Hardware-in-the-loop test system of air spring controller

Abstract

The invention discloses a hardware-in-the-loop test system of an air spring controller, and belongs to the technical field of automobile suspension system development. Comprises: an air spring controller for controlling a real air spring system; an air spring system model for determining air spring forces of the plurality of air springs based on a relay state of an air compressor included in the real air spring system, distribution valve states of the plurality of air springs included in the real air spring system, and a first height of the plurality of air springs, outputting the air spring forces of the plurality of air springs to the whole vehicle model; the whole vehicle model is used for determining second heights of the multiple air springs based on the air spring forces of the multiple air springs and outputting the second heights of the multiple air springs to the air spring controller; and the air spring controller is used for determining a test result based on the first heights of the plurality of air springs and the second heights of the plurality of air springs.

Description

Technical Field

[0001] The present application relates to the technical field of automobile suspension system development, and in particular to a hardware-in-the-loop test system for an air spring controller. Background Art

[0002] The air suspension system in the vehicle can lower or raise the ground clearance of the vehicle chassis according to the different driving conditions of the vehicle and the ground clearance of the vehicle chassis collected by the vehicle distance sensor, so as to increase the stability of the vehicle when driving at high speed or the passability of the vehicle through complex road conditions. Therefore, more and more models are equipped with air suspension systems, and the market penetration rate of air suspension systems is also increasing; in order to improve the stability of the air suspension system, before the air suspension system is installed on the vehicle, the air spring controller in the air suspension system needs to be tested by HIL (Hardware-in-the-Loop). Summary of the invention

[0003] The embodiment of the present application provides a hardware-in-the-loop test system for an air spring controller. The technical solution is as follows:

[0004] In one aspect, a hardware-in-the-loop test system for an air spring controller is provided, the system comprising:

[0005] An air spring controller, a whole vehicle model corresponding to a real vehicle, and an air spring system model corresponding to a real air spring system of the real vehicle, wherein the whole vehicle model, the air spring system model, and the air spring controller are electrically connected;

[0006] The air spring controller is used to receive a height adjustment instruction and output a control instruction based on the height adjustment instruction, wherein the control instruction is used to control the real air spring system;

[0007] The air spring system model is used to obtain the relay state of the air compressor included in the real air spring system, the distribution valve state of the multiple air springs included in the real air spring system, and the first heights of the multiple air springs, determine the air spring forces of the multiple air springs based on the relay state, the distribution valve states of the multiple air springs, and the first heights of the multiple air springs, and output the air spring forces of the multiple air springs to the whole vehicle model;

[0008] The vehicle model is used to determine the second heights of the multiple air springs based on the air spring forces of the multiple air springs, and output the second heights of the multiple air springs to the air spring controller;

[0009] The air spring controller is configured to determine a test result based on a first height of the plurality of air springs and a second height of the plurality of air springs.

[0010] In a possible implementation, the air spring system model includes a compression pipeline sub-model and an air spring sub-model; the compression pipeline sub-model is electrically connected to the air spring sub-model, the vehicle model and the air spring controller respectively;

[0011] The compression pipeline sub-model is used to obtain the relay state, determine the air tank pressure of the air tank included in the compression pipeline sub-model and the outlet pressure of the second pipeline subsystem included in the compression pipeline sub-model based on the relay state, and output the air tank pressure and the outlet pressure to the air spring sub-model;

[0012] The air spring sub-model is used to obtain the distribution valve states of the multiple air springs and the first heights of the multiple air springs, determine the spring force of the multiple air springs and the air bag pressure of the multiple air springs based on the distribution valve states of the multiple air springs, the first heights of the multiple air springs and the outlet pressure, and output the spring force of the multiple air springs, the air bag pressure of the multiple air springs and the air tank pressure to the air spring controller.

[0013] In another possible implementation, the compression pipeline submodel includes an air spring subsystem and a pressure assignment subsystem;

[0014] The air spring subsystem and the pressure assignment subsystem are electrically connected to the compression pipeline submodel, the vehicle model and the air spring controller respectively;

[0015] The air spring subsystem is used to obtain the distribution valve states of the multiple air springs and the first heights of the multiple air springs, determine the spring forces of the multiple air springs, the airbag pressures of the multiple air springs and the first gas mass based on the distribution valve states of the multiple air springs, the first heights of the multiple air springs and the outlet pressure, and output the spring forces of the multiple air springs to the air spring controller, output the airbag pressures of the multiple air springs to the pressure assignment subsystem, and output the first gas mass to the second pipeline subsystem;

[0016] The pressure assignment subsystem is used to output corresponding forces to the air spring controller based on the airbag pressures of the multiple air springs.

[0017] In another possible implementation, the air spring sub-model includes an air compressor sub-system, a first pipeline sub-system, an exhaust valve sub-system, a second pipeline sub-system and an air storage tank sub-system which are electrically connected in sequence, and the exhaust valve sub-system is also electrically connected to the air compressor sub-system, the air storage tank sub-system is also electrically connected to the second pipeline sub-system, the air storage tank sub-system is also electrically connected to the air spring sub-model, and the second pipeline sub-system is also electrically connected to the air spring sub-model;

[0018] The air compressor subsystem is used to obtain the relay state and the inlet voltage of the air compressor, determine a second gas mass of the gas output by the air compressor based on the relay state and the inlet voltage of the air compressor, and output the second gas mass to the first pipeline subsystem;

[0019] The first piping subsystem is used to determine the inlet pressure of the exhaust valve included in the air spring system based on the second gas mass, and output the inlet pressure of the exhaust valve to the exhaust valve subsystem;

[0020] The exhaust valve subsystem is used to obtain the outlet pressure of the second pipeline subsystem, determine the third gas mass of the exhaust valve output gas based on the inlet pressure of the exhaust valve and the outlet pressure of the second pipeline subsystem, and output the third gas mass to the second pipeline subsystem;

[0021] The second pipeline subsystem is used to obtain a first gas mass of the gas output by the air spring submodel and a fourth gas mass of the gas storage tank included in the gas storage tank subsystem, determine an outlet pressure of the second pipeline subsystem based on the third gas mass, the first gas mass and the fourth gas mass, and output the outlet pressure of the second pipeline subsystem to the gas storage tank subsystem and the air spring submodel;

[0022] The gas tank subsystem is used to determine the gas tank pressure and the fifth gas mass of the gas tank based on the outlet pressure of the second pipeline subsystem and the valve state of the gas tank included in the gas tank subsystem, and output the fifth gas mass of the gas tank to the second pipeline subsystem, and output the gas tank pressure to the air spring sub-model.

[0023] In another possible implementation, the first pipeline subsystem is used to determine the amount of gas substance based on the second gas mass and the gas molar mass, and to determine the inlet pressure of the exhaust valve included in the exhaust valve subsystem based on the amount of gas substance, the molar gas constant and the current temperature.

[0024] In another possible implementation, the exhaust valve subsystem is used to determine a mass coefficient based on the inlet pressure and the outlet pressure; and to determine the mass of the third gas based on the mass coefficient, a valve area of ​​the exhaust valve, the inlet pressure, and the outlet pressure.

[0025] In another possible implementation, the exhaust valve subsystem is used to determine the ratio of the inlet pressure to the outlet pressure; determine the first pressure coefficient, the second pressure coefficient and the critical pressure value; based on the ratio, the specific heat ratio, the first pressure coefficient, the second pressure coefficient and the critical pressure value, determine the mass coefficient by the following formula 1;

[0026] Formula 1:

[0027]

[0028] Among them, f(P u ,P d ) represents the mass coefficient, α represents the first pressure coefficient, β represents the second pressure coefficient, k represents the specific heat ratio, P u / P d Denotes the ratio, P u represents the inlet pressure, the P d represents the outlet pressure, and θ represents the critical pressure value.

[0029] In another possible implementation, the exhaust valve subsystem is used to determine a flow coefficient, a gas compressibility coefficient, a gas molar mass, a molar gas constant, and a current temperature, and based on the flow coefficient, the gas compressibility coefficient, the gas molar mass, the molar gas constant, the current temperature and the specific heat ratio, determine the first pressure coefficient and the second pressure coefficient through the following formula 2;

[0030] Formula 2:

[0031]

[0032] Wherein, α represents the first pressure coefficient, β represents the second pressure coefficient, c represents the flow coefficient, M represents the gas molar mass, Z represents the gas compressibility coefficient, T represents the current temperature, and k represents the specific heat ratio.

[0033] In another possible implementation, the exhaust valve subsystem is used to determine the third gas mass by the following formula 3 based on the mass coefficient, the valve area of ​​the exhaust valve, the inlet pressure and the outlet pressure;

[0034] Formula 3:

[0035] in, represents the mass of the third gas, A represents the valve area of ​​the exhaust valve, P u represents the inlet pressure, the P d Indicates the outlet pressure.

[0036] In another possible implementation, the air spring controller is used to, when the control instruction is a height increase instruction, determine that the test result is qualified if the second height of any air spring among the multiple air springs is higher than the first height; and determine that the test result is unqualified if there is no air spring among the multiple air springs whose second height is greater than the first height;

[0037] The air spring controller is used for determining that the test result is qualified when the second height of any air spring among the multiple air springs is lower than the first height when the control instruction is a height reduction instruction; and for determining that the test result is unqualified when there is no air spring among the multiple air springs whose second height is lower than the first height.

[0038] In an embodiment of the present application, a whole vehicle model is used to simulate a real vehicle, and an air spring system model is used to simulate a real air spring system of a real vehicle, so that hardware-in-the-loop testing of the air spring controller is achieved based on the whole vehicle model and the air spring system model. Since the costs of the whole vehicle model and the air spring system model are lower than those of the real vehicle and the real air spring system, and the logic of the test control is simpler, the present application not only reduces the testing cost, but also improves the testing efficiency.

[0039] It is to be understood that the foregoing general description and the following detailed description are exemplary only and are not restrictive of the present disclosure. BRIEF DESCRIPTION OF THE DRAWINGS

[0040] Figure 1 is a schematic diagram of a hardware-in-the-loop test system for an air spring controller shown in an exemplary embodiment of the present application;

[0041] Figure 2 is a schematic diagram of a hardware-in-the-loop test system for an air spring controller shown in an exemplary embodiment of the present application;

[0042] Figure 3 is a schematic diagram of a hardware-in-the-loop test system for an air spring controller shown in an exemplary embodiment of the present application;

[0043] Figure 4 It is a flow chart of a hardware-in-the-loop testing method of an air spring controller shown in an exemplary embodiment of the present application.

[0044] 1 Air spring controller;

[0045] 2. Complete vehicle model;

[0046] 3 Air spring system model;

[0047] 31 Compression pipeline submodel;

[0048] 32 Air spring submodel;

[0049] 311 Air compressor subsystem;

[0050] 312 first pipeline subsystem;

[0051] 313 Exhaust valve subsystem;

[0052] 314 Second piping subsystem;

[0053] 315 Gas Tank Subsystem;

[0054] 321 Air spring subsystem;

[0055] 322Pressure assignment subsystem. DETAILED DESCRIPTION

[0056] In order to make the technical solutions and advantages of the present application clearer, the implementation methods of the present application are described in further detail below.

[0057] The terms "first", "second", "third" and "fourth" etc. in the specification and claims of the present application and the drawings are used to distinguish different objects, rather than to describe a specific order. In addition, the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusions. For example, a process, method, system, product or device that includes a series of steps or units is not limited to the listed steps or units, but optionally includes steps or units that are not listed, or optionally includes other steps or units inherent to these processes, methods, products or devices.

[0058] It should be noted that the information (including but not limited to user device information, user personal information, etc.), data (including but not limited to data used for analysis, stored data, displayed data, etc.) and signals involved in this application are all authorized by the user or fully authorized by all parties, and the collection, use and processing of relevant data must comply with relevant laws, regulations and standards of relevant countries and regions. For example, the relay status, distribution valve status and the first height of multiple first air springs involved in this application are all obtained with full authorization.

[0059] Please refer to Figure 1, which shows a schematic diagram of a hardware-in-the-loop test system of an air spring controller 1 shown in an exemplary embodiment of the present application. The system includes: an air spring controller 1, a whole vehicle model 2 corresponding to a real vehicle, and an air spring system model 3 corresponding to a real air spring system of the real vehicle, and the whole vehicle model 2, the air spring system model 3 and the air spring controller 1 are electrically connected.

[0060] The air spring controller 1 is used for receiving a height adjustment instruction and outputting a control instruction based on the height adjustment instruction, wherein the control instruction is used for controlling a real air spring system.

[0061] Among them, the computer device can be connected to the air spring controller 1 through a wired network or a wireless network, so that the computer device sends a height adjustment instruction to the air spring controller 1 through the wired network or the wireless network. The height adjustment instruction can be a height increase instruction or a height decrease instruction, and the height adjustment instruction carries the relay state of the air compressor and the distribution valve state of multiple air springs included in the real air spring system; the relay state can be an open state or a closed state, and the distribution valve state of multiple air springs can be an open state or a closed state.

[0062] The number of air springs can be set and changed as needed. In the embodiment of the present application, the number of air springs is not specifically limited. For example, the number of air springs can be 4, and the 4 air springs are respectively a left front air spring, a right front air spring, a left rear air spring and a right rear air spring. Correspondingly, the distribution valve states of the multiple air springs can be a left front distribution valve state, a right front distribution valve state, a left rear distribution valve state and a right rear distribution valve state.

[0063] In the embodiment of the present application, taking the control of one air spring at a time as an example, the distribution valve state of one air spring in the multiple air springs is different from the distribution valve states of other air springs; for example, when the left front air spring is tested, the distribution valve state of the left front air spring is open, while the right front distribution valve state, the left rear distribution valve state and the right rear distribution valve state are all closed. And, after testing the left front air spring, the right front air spring is tested, the distribution valve state of the right front air spring is open, while the left front distribution valve state, the left rear distribution valve state and the right rear distribution valve state are all closed. After testing the right front air spring, the left rear air spring is tested, the distribution valve state of the left rear air spring is open, while the left front distribution valve state, the right front distribution valve state and the right rear distribution valve state are all closed. After testing the left rear air spring, the right rear air spring is tested, the distribution valve state of the right rear air spring is open, while the left front distribution valve state, the right front distribution valve state and the left rear distribution valve state are all closed. After testing the left rear air spring, the right rear air spring is tested, the distribution valve state of the right rear air spring is open, while the left front distribution valve state, the right front distribution valve state and the left rear distribution valve state are all closed.

[0064] The air spring system model 3 is used to obtain the relay state of the air compressor included in the real air spring system, the distribution valve state of the multiple air springs included in the real air spring system and the first heights of the multiple air springs, determine the air spring force of the multiple air springs based on the relay state, the distribution valve state of the multiple air springs and the first heights of the multiple air springs, and output the air spring force of the multiple air springs to the whole vehicle model 2.

[0065] The first height of the multiple air springs can be the initial height of the multiple air springs; and, the number of air springs can be 4, then the first height of the multiple air springs can be the left front air spring height, the right front air spring height, the left rear air spring height and the right rear air spring height.

[0066] The vehicle model 2 is used to determine the second heights of the multiple air springs based on the air spring forces of the multiple air springs, and output the second heights of the multiple air springs to the air spring controller 1.

[0067] The air spring changes its height by inflating or deflating. When a real vehicle requires a higher suspension height, the air spring will be filled with more air, increasing the internal pressure, thereby raising the height of the vehicle body, that is, increasing the height of the air spring; on the contrary, when the vehicle body needs to be lowered to improve driving stability or reduce wind resistance, the air spring will release some air, reduce the internal pressure, and lower the vehicle body, that is, reduce the height of the air spring. For any air spring, there is a nonlinear relationship between the air spring force and the height of the air spring, and the first functional relationship is stored in the vehicle model 2, which is the functional relationship between the air spring force and the height of the air spring; accordingly, the vehicle model 2 is used to determine the second height of the air spring based on the air spring force of the air spring through the first functional relationship.

[0068] The air spring controller 1 is used to determine a test result based on a first height of the plurality of air springs and a second height of the plurality of air springs; the test result may be qualified or unqualified.

[0069] In one possible implementation, when the control instruction is a height increase instruction, the air spring controller 1 is used to determine that the test result is qualified when the second height of any air spring among the multiple air springs is higher than the first height; and to determine that the test result is unqualified when there is no air spring among the multiple air springs whose second height is greater than the first height.

[0070] In another possible implementation, when the control instruction is a height reduction instruction, the spring controller is controlled to determine that the test result is qualified when the second height of any air spring among the multiple air springs is lower than the first height; and when there is no air spring among the multiple air springs whose second height is lower than the first height, the test result is determined to be unqualified.

[0071] In another possible implementation, the control instruction may also instruct to raise a specific air spring, that is, the control instruction is a height raising instruction, and the control instruction carries the identification of the target air spring; accordingly, the air spring controller 1 is used to determine that the test result is qualified when the second height of the target air spring among multiple air springs is higher than the first height of the target air spring; and to determine that the test result is unqualified when the second height of the target air spring among multiple air springs is lower than the first height.

[0072] In another possible implementation, the control instruction may also instruct to lower a specific air spring, that is, the control instruction is a height reduction instruction, and the control instruction carries the identification of the target air spring; accordingly, the air spring controller 1 is used to determine that the test result is qualified when the second height of the target air spring among multiple air springs is lower than the first height of the target air spring; and to determine that the test result is unqualified when the second height of the target air spring among multiple air springs is higher than the first height.

[0073] In an embodiment of the present application, a whole vehicle model 2 is used to simulate a real vehicle, and an air spring system model 3 is used to simulate a real air spring system of a real vehicle, so that hardware-in-the-loop testing of the air spring controller 1 is implemented based on the whole vehicle model 2 and the air spring system model 3, thereby not only reducing the testing cost but also improving the testing efficiency.

[0074] Introduction of air spring system model 3:

[0075] In one possible implementation, see Figure 2 The air spring system model 3 includes a compression pipeline sub-model 31 and an air spring sub-model 32; the compression pipeline sub-model 31 is electrically connected to the air spring sub-model 32, the vehicle model 2 and the air spring controller 1 respectively.

[0076] The compression pipeline sub-model 31 is used to obtain the relay state. Based on the relay state, the compression pipeline sub-model 31 determines the air tank pressure of the air tank included in the compression pipeline sub-model 31 and the outlet pressure of the second pipeline subsystem 314 included in the compression pipeline sub-model 31, and outputs the air tank pressure and the outlet pressure to the air spring sub-model 32.

[0077] The air spring sub-model 32 is used to obtain the distribution valve states of multiple air springs and the first heights of multiple air springs, determine the spring forces of multiple air springs and the air bag pressures of multiple air springs based on the distribution valve states of multiple air springs, the first heights of multiple air springs and the outlet pressures, and output the spring forces of multiple air springs, the air bag pressures of multiple air springs and the air tank pressure to the air spring controller 1.

[0078] Introduction of compression pipeline sub-model 31:

[0079] Please refer to Figure 3 The compression pipeline sub-model 31 includes an air compressor sub-system 311, a first pipeline sub-system 312, an exhaust valve sub-system 313, a second pipeline sub-system 314 and an air tank sub-system 315 which are electrically connected in sequence, and the exhaust valve sub-system 313 is also electrically connected to the air compressor sub-system 311, the air tank sub-system 315 is also electrically connected to the second pipeline sub-system 314, the air tank sub-system 315 is also electrically connected to the air spring sub-model 32, and the second pipeline sub-system 314 is also electrically connected to the air spring sub-model 32.

[0080] The air compressor subsystem 311 is used to simulate the air compressor in the real air spring system, and the input signal of the air compressor subsystem 311 is the relay state of the air compressor in the real air spring system and the inlet voltage of the air compressor, and the output signal is the second gas mass of the air compressor output gas (or the outlet flow of the air compressor). Accordingly, the air compressor subsystem 311 is used to obtain the relay state and the inlet voltage of the air compressor, determine the second gas mass of the air compressor output gas based on the relay state and the inlet voltage of the air compressor, and output the second gas mass to the first pipeline subsystem 312.

[0081] In a possible implementation, the air compressor subsystem 311 is also used to obtain the sixth gas mass of the air compressor output gas of the real vehicle. When the second gas mass and the sixth gas mass are different, the second gas mass is adjusted by the first gain coefficient so that the adjusted second gas mass is the same as the sixth gas mass, and the adjusted second gas mass is output to the first pipeline subsystem 312. When the second gas mass and the sixth gas mass are the same, the second gas mass is not adjusted. In the embodiment of the present application, the adjustment of the compressor outlet flow (second gas mass) can be achieved by the first gain coefficient.

[0082] The first pipeline subsystem 312 represents the pipeline from the air compressor to the exhaust valve included in the air spring system of the real vehicle; accordingly, the first pipeline subsystem 312 can also be called the front pipeline subsystem. The input signal of the first pipeline subsystem 312 is the mass of the second gas, and the output signal of the first pipeline subsystem 312 is the inlet pressure of the exhaust valve. In addition, the first pipeline subsystem 312 is established by the ideal gas state equation; accordingly, the first pipeline subsystem 312 is used to determine the inlet pressure of the exhaust valve included in the exhaust valve subsystem 313 based on the mass of the second gas, and output the inlet pressure of the exhaust valve to the exhaust valve subsystem 313.

[0083] In one possible implementation, the first piping subsystem 312 is used to determine the amount of gas substance based on the second gas mass and the gas molar mass, and to determine the inlet pressure of the exhaust valve included in the air spring system based on the amount of gas substance, the molar gas constant and the current temperature.

[0084] The first pipeline subsystem 312 is used to determine the amount of the first gas substance by the following formula 4 based on the second gas mass and the gas molar mass, and determine the inlet pressure of the exhaust valve by the following formula 5 based on the amount of the first gas substance, the molar gas constant and the current temperature;

[0085] Formula 4:

[0086] Formula 5: P1V1=n1RT

[0087] Among them, n1 represents the amount of the first gas substance, m1 represents the mass of the second gas, M represents the molar mass of the gas, P1 represents the pipeline pressure of the first pipeline subsystem 312, V1 represents the pipeline volume of the first pipeline subsystem 312, P1V1 represents the inlet pressure of the exhaust valve, R represents the molar gas constant, and T represents the current temperature.

[0088] Introduction of exhaust valve subsystem 313:

[0089] The exhaust valve subsystem 313 represents the exhaust valve component in the actual pipeline, and the input signal of the exhaust valve subsystem 313 is the exhaust valve state, the inlet pressure of the exhaust valve and the outlet pressure of the second pipeline subsystem 314, and the output signal is the third gas mass of the exhaust valve output gas. Accordingly, the exhaust valve subsystem 313 is used to obtain the outlet pressure of the second pipeline subsystem 314, determine the third gas mass of the exhaust valve output gas based on the inlet pressure of the exhaust valve and the outlet pressure of the second pipeline subsystem 314, and output the third gas mass to the second pipeline subsystem 314.

[0090] In one possible implementation, the exhaust valve subsystem 313 is also used to obtain the seventh gas mass of the exhaust valve output gas included in the air spring system of the real vehicle. When the third gas mass and the seventh gas mass are different, the third gas mass is adjusted based on the second gain coefficient so that the adjusted third gas mass is the same as the seventh gas mass, and the adjusted third gas mass is output to the second pipeline subsystem 314. When the third gas mass and the seventh gas mass are the same, the third gas mass is not adjusted. In the embodiment of the present application, the exhaust valve outlet flow (third gas mass) can be adjusted by the second gain coefficient.

[0091] In another possible implementation, the simulation of the exhaust valve subsystem 313 is under the assumption that the gas is an ideal gas, the diameter of the exhaust valve is a small hole, and the temperature of the gas passing through the exhaust valve is constant; accordingly, the exhaust valve subsystem 313 is used to determine the quality coefficient based on the inlet pressure and the outlet pressure; and determine the mass of the third gas based on the quality coefficient, the valve area of ​​the exhaust valve, the inlet pressure and the outlet pressure.

[0092] In a possible implementation, the exhaust valve subsystem 313 is used to determine the ratio of the inlet pressure to the outlet pressure; determine the first pressure coefficient, the second pressure coefficient and the critical pressure value; based on the ratio, the specific heat ratio, the first pressure coefficient, the second pressure coefficient and the critical pressure value, determine the quality coefficient by the following formula 1;

[0093] Formula 1:

[0094]

[0095] Among them, f(P u ,P d ) represents the mass coefficient, α represents the first pressure coefficient, β represents the second pressure coefficient, k represents the specific heat ratio, P u / P d Represents the ratio, P u Indicates the inlet pressure, P d represents the outlet pressure, and θ represents the critical pressure value.

[0096] In another possible implementation, the exhaust valve subsystem 313 is used to determine the flow coefficient, the gas compressibility coefficient, the gas molar mass, the molar gas constant, and the current temperature, and based on the flow coefficient, the gas compressibility coefficient, the gas molar mass, the molar gas constant, the current temperature and the specific heat ratio, determine the first pressure coefficient and the second pressure coefficient by the following formula 2;

[0097] Formula 2:

[0098]

[0099] Wherein, α represents the first pressure coefficient, β represents the second pressure coefficient, c represents the flow coefficient, M represents the molar mass of the gas, Z represents the gas compression coefficient, T represents the current temperature, and k represents the specific heat ratio. Wherein, the gas compression coefficient can be set and changed as needed. In the embodiment of the present application, the gas compression coefficient is not specifically limited; for example, the gas compression coefficient can be 0.99. The specific heat ratio can also be set and changed as needed. In the embodiment of the present application, the specific heat ratio is not specifically limited; for example, the specific heat ratio can be 1.4. The critical pressure value can also be set and changed as needed. In the embodiment of the present application, the critical pressure value is not specifically limited; for example, the critical pressure value can be 1.89. In another possible implementation, the critical pressure value can be determined based on the specific heat ratio; accordingly, the exhaust valve subsystem 313 is used to determine the critical pressure value based on the specific heat ratio; for example, the exhaust valve subsystem 313 is used to determine the critical pressure value based on the specific heat ratio through the following formula six;

[0100] Formula 6:

[0101] Wherein, θ represents the critical pressure value and k represents the specific heat ratio.

[0102] In another possible implementation, the exhaust valve subsystem 313 is used to determine the third gas mass based on the mass coefficient, the valve area of ​​the exhaust valve, the inlet pressure, and the outlet pressure by using the following formula 3;

[0103] Formula 3:

[0104] in, represents the mass of the third gas, A represents the valve area of ​​the exhaust valve, P u Indicates the inlet pressure, P d Indicates outlet pressure.

[0105] Introduction of the second pipeline subsystem 314:

[0106] The second pipeline subsystem 314 represents the pipeline from the exhaust valve to the valve body assembly in the air spring system; accordingly, the second pipeline subsystem 314 can also be called the rear pipeline subsystem. The input signal of the second pipeline subsystem 314 is the third gas mass, the first gas mass of the gas output by the air spring submodel 32, and the fourth gas mass of the gas tank included in the gas tank subsystem 315. Accordingly, the second pipeline subsystem 314 is used to obtain the first gas mass of the gas output by the air spring submodel 32 and the fourth gas mass of the gas tank included in the gas tank subsystem 315, determine the outlet pressure of the second pipeline subsystem 314 based on the third gas mass, the first gas mass and the fourth gas mass, and output the outlet pressure of the second pipeline subsystem 314 to the gas tank subsystem 315 and the air spring submodel 32.

[0107] In some embodiments, the second pipeline subsystem 314 is used to determine the difference between the third gas mass, the first gas mass, and the fourth gas mass to obtain an eighth gas mass, determine the amount of the second gas substance through the following formula 7 based on the eighth gas mass and the gas molar mass, and determine the outlet pressure of the second pipeline subsystem 314 through the following formula 8 based on the amount of the second gas substance, the molar gas constant, and the current temperature;

[0108] Formula 7:

[0109] Formula 8: P2V2=n2RT

[0110] Among them, n2 represents n1 represents the amount of the eighth gas substance, m2 represents the second gas mass, M represents the gas molar mass, P2 represents the pipeline pressure of the second pipeline subsystem 314, V2 represents the pipeline volume of the second pipeline subsystem 314, P2V2 represents the outlet pressure of the second pipeline subsystem 314, R represents the molar gas constant, and T represents the current temperature.

[0111] Introduction of gas tank subsystem 315:

[0112] The gas tank subsystem 315 represents the gas tank component in the air spring system of a real vehicle, and the gas tank subsystem 315 includes a gas tank valve and a gas tank. When the gas tank valve is opened, the gas tank inflates the multiple air springs. When the gas tank valve is closed, the inflation stops. The pressure in the gas tank decreases as the multiple air springs are inflated. When the gas tank inflates the multiple air springs, the gas tank can be regarded as an adiabatic system with constant volume deflation. The input signal of the gas tank subsystem 315 is the gas tank valve state and the outlet pressure of the second pipeline subsystem 314, and the output signal is the gas tank pressure and the fifth gas mass of the gas tank. Correspondingly, the gas tank subsystem 315 is used to determine the gas tank pressure and the fifth gas mass of the gas tank based on the outlet pressure of the second pipeline subsystem 314 and the valve state of the gas tank included in the gas tank subsystem 315, and output the fifth gas mass to the second pipeline subsystem 314, and output the gas tank pressure to the air spring sub-model 32.

[0113] In one possible implementation, the gas tank subsystem 315 is also used to obtain the ninth gas mass of the gas tank of the real vehicle. When the fifth gas mass and the ninth gas mass are different, the fifth gas mass is adjusted by the third gain coefficient so that the adjusted fifth gas mass is the same as the ninth gas mass, and the adjusted fifth gas mass is output to the second pipeline subsystem 314.

[0114] Introduction of air spring sub-model 32:

[0115] Please continue to refer to Figure 3 The air spring sub-model 32 includes an air spring sub-system 321 and a pressure assignment sub-system 322 ; the air spring sub-system 321 and the pressure assignment sub-system 322 are electrically connected to the vehicle model 2 and the air spring controller 1 , respectively.

[0116] The air spring subsystem 321 represents multiple air spring modules in the air spring system of a real vehicle; each air spring module includes an air spring valve and an air spring; the input signal of the air spring subsystem 321 is the distribution valve state, the first height and the outlet pressure of the multiple air springs, and the output signal is the spring force, the airbag pressure and the first gas mass of the multiple air springs. Accordingly, the air spring subsystem 321 is used to obtain the distribution valve state of the multiple air springs and the first height of the multiple air springs, and based on the distribution valve state of the multiple air springs, the first height and the outlet pressure of the multiple air springs, determine the spring force of the multiple air springs, the airbag pressure of the multiple air springs and the first gas mass, and output the spring force of the multiple air springs to the air spring controller 1, output the airbag pressure of the multiple air springs to the pressure assignment subsystem 322, and output the first gas mass to the second pipeline subsystem 314.

[0117] The first heights of the multiple air springs are output by the vehicle model 2 , and the first heights of the multiple air springs may be referred to as suspension heights of the multiple air springs.

[0118] Introduction of pressure assignment subsystem:

[0119] The real air spring system includes a pressure sensor, which needs to output the corresponding pressure value to the air spring controller 1 when a specific valve is opened; for example, when the distribution valve state of the left front air spring is in the open state, the airbag pressure of the left front air spring is output to the air spring controller 1; when the distribution valve state of the right front air spring is in the open state, the airbag pressure of the right front air spring is output to the air spring controller 1; when the distribution valve state of the left rear air spring is in the open state, the airbag pressure of the left rear air spring is output to the air spring controller 1; when the distribution valve state of the right rear air spring is in the open state, the airbag pressure of the right rear air spring is output to the air spring controller 1. Correspondingly, the pressure assignment subsystem is used to output corresponding forces to the air spring controller 1 based on the airbag pressures of multiple air springs.

[0120] When the air spring controller 1 is powered on for self-test, the pressure assignment subsystem assigns the initial airbag pressures of multiple air springs to the air spring controller 1, and the air tank subsystem 315 assigns the initial air tank pressure to the air spring controller 1 to ensure that the air spring controller 1 works normally. Moreover, after the air spring controller 1 is tested, pressures can be assigned to components in the air spring system model 3 as needed; for example, the inlet pressure of the exhaust valve in the air spring system model 3 can be assigned.

[0121] In the embodiment of the present application, by adding a pressure assignment subsystem, it is possible to calibrate the inflation and deflation rates according to the actual vehicle conditions, and optimize according to the control strategy of the air spring controller 1, so that the real air spring system can work normally.

[0122] Please refer to Figure 4 , which shows a flowchart of a hardware-in-the-loop testing method of an air spring controller shown in an exemplary embodiment of the present application, the method comprising:

[0123] Step 401: The air spring controller performs a power-on self-test, the pressure assignment subsystem assigns the initial airbag pressures of multiple air springs to the air spring controller, and the air tank subsystem assigns the initial air tank pressure to the air spring controller.

[0124] Step 402: The computer device sends a height adjustment instruction to the air spring controller, so that the air spring controller controls the real air spring system based on the height adjustment instruction.

[0125] Step 403: The air spring system model obtains the relay state of the air compressor included in the real air spring system and the distribution valve states of the multiple air springs included in the real air spring system.

[0126] Step 404: The vehicle model outputs the first heights of the plurality of air springs, and the first heights of the plurality of air springs are output to the air spring system model.

[0127] Step 405: The air spring system model determines the air spring forces of the multiple air springs based on the relay state, the distribution valve states of the multiple air springs and the first heights of the multiple air springs, and outputs the air spring forces of the multiple air springs to the vehicle model.

[0128] Step 406: The vehicle model determines second heights of the multiple air springs based on the air spring forces of the multiple air springs, and outputs the second heights of the multiple air springs to the air spring controller.

[0129] Step 407: The air spring controller determines a test result based on the first heights of the plurality of air springs and the second heights of the plurality of air springs.

[0130] After the hardware-in-the-loop test of the air spring controller is completed, determine whether the distribution valves of multiple air springs are all closed, whether the height adjustment is completed, and whether the pressure assignment is completed; if so, end; if not, it means that the test is not completed, then return to execute step 403 to continue the hardware-in-the-loop test of the air spring controller.

[0131] In an embodiment of the present application, a whole vehicle model is used to simulate a real vehicle, and an air spring system model is used to simulate a real air spring system of a real vehicle, so that hardware-in-the-loop testing of the air spring controller is achieved based on the whole vehicle model and the air spring system model, which not only reduces the testing cost but also improves the testing efficiency.

[0132] A person skilled in the art will understand that all or part of the steps to implement the above embodiments may be accomplished by hardware or by instructing related hardware through a program, and the program may be stored in a computer-readable storage medium, and the above-mentioned storage medium may be a read-only memory, a disk or an optical disk, etc.

[0133] The above description is only for the purpose of facilitating those skilled in the art to understand the technical solution of the present application and is not intended to limit the present application. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application shall be included in the protection scope of the present application.

Claims

1. A hardware-in-the-loop test system for an air spring controller, characterized in that: The system comprises: an air spring controller, a whole vehicle model corresponding to a real vehicle and an air spring system model corresponding to a real air spring system of the real vehicle, wherein the whole vehicle model, the air spring system model and the air spring controller are electrically connected; The air spring controller is used to receive a height adjustment instruction and output a control instruction based on the height adjustment instruction, wherein the control instruction is used to control the real air spring system; The air spring system model is used to obtain the relay state of the air compressor included in the real air spring system, the distribution valve state of the multiple air springs included in the real air spring system, and the first heights of the multiple air springs, determine the air spring forces of the multiple air springs based on the relay state, the distribution valve states of the multiple air springs, and the first heights of the multiple air springs, and output the air spring forces of the multiple air springs to the whole vehicle model; The vehicle model is used to determine the second heights of the multiple air springs based on the air spring forces of the multiple air springs, and output the second heights of the multiple air springs to the air spring controller; The air spring controller is configured to determine a test result based on a first height of the plurality of air springs and a second height of the plurality of air springs.

2. The system according to claim 1, characterized in that The air spring system model includes a compression pipeline sub-model and an air spring sub-model; the compression pipeline sub-model is electrically connected to the air spring sub-model, the vehicle model and the air spring controller respectively; The compression pipeline sub-model is used to obtain the relay state, determine the air tank pressure of the air tank included in the compression pipeline sub-model and the outlet pressure of the second pipeline subsystem included in the compression pipeline sub-model based on the relay state, and output the air tank pressure and the outlet pressure to the air spring sub-model; The air spring sub-model is used to obtain the distribution valve states of the multiple air springs and the first heights of the multiple air springs, determine the spring force of the multiple air springs and the air bag pressure of the multiple air springs based on the distribution valve states of the multiple air springs, the first heights of the multiple air springs and the outlet pressure, and output the spring force of the multiple air springs, the air bag pressure of the multiple air springs and the air tank pressure to the air spring controller.

3. The system according to claim 2, characterized in that The air spring sub-model includes an air spring sub-system and a pressure assignment sub-system; The air spring subsystem and the pressure assignment subsystem are electrically connected to the compression pipeline submodel, the vehicle model and the air spring controller respectively; The air spring subsystem is used to obtain the distribution valve states of the multiple air springs and the first heights of the multiple air springs, determine the spring forces of the multiple air springs, the airbag pressures of the multiple air springs and the first gas mass based on the distribution valve states of the multiple air springs, the first heights of the multiple air springs and the outlet pressure, and output the spring forces of the multiple air springs to the air spring controller, output the airbag pressures of the multiple air springs to the pressure assignment subsystem, and output the first gas mass to the second pipeline subsystem; The pressure assignment subsystem is used to output corresponding forces to the air spring controller based on the airbag pressures of the multiple air springs.

4. The system according to claim 2, characterized in that The compression pipeline sub-model includes an air compressor sub-system, a first pipeline sub-system, an exhaust valve sub-system, a second pipeline sub-system and an air storage tank sub-system which are electrically connected in sequence, and the exhaust valve sub-system is also electrically connected to the air compressor sub-system, the air storage tank sub-system is also electrically connected to the second pipeline sub-system, the air storage tank sub-system is also electrically connected to the air spring sub-model, and the second pipeline sub-system is also electrically connected to the air spring sub-model; The air compressor subsystem is used to obtain the relay state and the inlet voltage of the air compressor, determine a second gas mass of the gas output by the air compressor based on the relay state and the inlet voltage of the air compressor, and output the second gas mass to the first pipeline subsystem; The first piping subsystem is used to determine the inlet pressure of the exhaust valve included in the air spring system based on the second gas mass, and output the inlet pressure of the exhaust valve to the exhaust valve subsystem; The exhaust valve subsystem is used to obtain the outlet pressure of the second pipeline subsystem, determine the third gas mass of the exhaust valve output gas based on the inlet pressure of the exhaust valve and the outlet pressure of the second pipeline subsystem, and output the third gas mass to the second pipeline subsystem; The second pipeline subsystem is used to obtain a first gas mass of the gas output by the air spring submodel and a fourth gas mass of the gas storage tank included in the gas storage tank subsystem, determine an outlet pressure of the second pipeline subsystem based on the third gas mass, the first gas mass and the fourth gas mass, and output the outlet pressure of the second pipeline subsystem to the gas storage tank subsystem and the air spring submodel; The gas tank subsystem is used to determine the gas tank pressure and the fifth gas mass of the gas tank based on the outlet pressure of the second pipeline subsystem and the valve state of the gas tank included in the gas tank subsystem, and output the fifth gas mass of the gas tank to the second pipeline subsystem, and output the gas tank pressure to the air spring sub-model.

5. The system according to claim 4, characterized in that The first piping subsystem is used to determine the amount of gas substance based on the second gas mass and the gas molar mass, and to determine the inlet pressure of the exhaust valve included in the exhaust valve subsystem based on the amount of gas substance, the molar gas constant and the current temperature.

6. The system according to claim 4, characterized in that The exhaust valve subsystem is used to determine a mass coefficient based on the inlet pressure and the outlet pressure; and to determine the mass of the third gas based on the mass coefficient, the valve area of ​​the exhaust valve, the inlet pressure and the outlet pressure.

7. The system according to claim 6, characterized in that The exhaust valve subsystem is used to determine the ratio of the inlet pressure to the outlet pressure; determine the first pressure coefficient, the second pressure coefficient and the critical pressure value; based on the ratio, the specific heat ratio, the first pressure coefficient, the second pressure coefficient and the critical pressure value, determine the quality coefficient by the following formula 1; Formula 1: Among them, f(P u ,P d ) represents the mass coefficient, α represents the first pressure coefficient, β represents the second pressure coefficient, k represents the specific heat ratio, P u / P d Denotes the ratio, P u represents the inlet pressure, the P d represents the outlet pressure, and θ represents the critical pressure value.

8. The system according to claim 7, characterized in that The exhaust valve subsystem is used to determine a flow coefficient, a gas compressibility coefficient, a gas molar mass, a molar gas constant, and a current temperature, and based on the flow coefficient, the gas compressibility coefficient, the gas molar mass, the molar gas constant, the current temperature and the specific heat ratio, determine the first pressure coefficient and the second pressure coefficient by the following formula 2; Formula 2: Wherein, α represents the first pressure coefficient, β represents the second pressure coefficient, c represents the flow coefficient, M represents the gas molar mass, Z represents the gas compressibility coefficient, T represents the current temperature, and k represents the specific heat ratio.

9. The system according to claim 6, characterized in that The exhaust valve subsystem is used to determine the third gas mass by the following formula 3 based on the mass coefficient, the valve area of ​​the exhaust valve, the inlet pressure and the outlet pressure; Formula 3: in, represents the mass of the third gas, A represents the valve area of ​​the exhaust valve, P u represents the inlet pressure, the P d Indicates the outlet pressure.

10. The system according to claim 1, characterized in that The air spring controller is used for, when the control instruction is a height increase instruction, determining that the test result is qualified if the second height of any air spring among the multiple air springs is higher than the first height; and determining that the test result is unqualified if there is no air spring among the multiple air springs whose second height is higher than the first height; The air spring controller is used for determining that the test result is qualified when the second height of any air spring among the multiple air springs is lower than the first height when the control instruction is a height reduction instruction; and for determining that the test result is unqualified when there is no air spring among the multiple air springs whose second height is lower than the first height.

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