Chassis controller whole vehicle test verification platform, device and medium

Abstract

The invention provides a chassis controller whole vehicle test verification platform, equipment and a medium, and belongs to the technical field of whole vehicle HIL testing, a whole vehicle system model is constructed based on a test terminal, and the whole vehicle system model is configured in an HIL test bench; the test terminal sends a control instruction to the HIL test bench based on a preset whole vehicle test process; the HIL test bench obtains a whole vehicle system model and a control instruction, converts the control instruction into a bus communication signal and a switching signal, and outputs the bus communication signal and the switching signal to the chassis controller; the HIL test bench collects an output signal of the chassis controller, transmits the output signal to the execution mechanism, obtains a state signal of the execution mechanism at the same time, and feeds back the state signal to the chassis controller, so that the chassis controller senses that the chassis controller is in a running condition of a real vehicle. The road traffic scene module is used for simulating various driving scenes, a large number of field tests do not need to be carried out on a real vehicle, the test time is saved, and the performance of the chassis controller under different working conditions can be quickly verified.

Description

Technical Field

[0001] The present invention belongs to the technical field of vehicle HIL testing, and particularly relates to a vehicle test and verification platform, equipment and medium for a chassis controller. Background Art

[0002] In the development process of the automotive industry, as one of the core control components of a vehicle, the chassis controller plays a crucial role in the safety, handling and comfort of the vehicle. The chassis controller needs to precisely control the braking, steering, suspension and other systems of the vehicle to ensure that the vehicle can operate stably and safely under various driving conditions. However, during the development and testing process of the chassis controller, many challenges are faced. Traditional testing methods mainly rely on on-road vehicle testing, and this method has the following problems: In the related art, the testing of the chassis controller relies on analog signals or limited working condition testing, and it is difficult to truly simulate the complex situations of the vehicle during actual driving. During the testing process, the process information of the testing is not effectively processed, resulting in a deviation between the signals transmitted to the chassis controller and the control signals in the actual driving scenario, leading to inaccurate transmission of the test control instructions and affecting the test effect. The existing dynamic models cannot accurately simulate the movement and mechanical responses of the vehicle under various working conditions. There is also a lack of various parameters such as degrees of freedom, vehicle speed deviation, distance deviation, the position, speed and attitude angle of the vehicle as the test basis, resulting in the test being unable to simulate the actual movement state of the vehicle under various complex working conditions and affecting the reliability and accuracy of the test. Summary of the Invention

[0003] The present invention provides a vehicle test and verification platform for a chassis controller, and the present invention is to solve the problems of long test cycle, low test scenario coverage and low safety existing in the on-road vehicle testing required for the chassis EBS controller.

[0004] The platform includes: a test terminal, a HIL test bench, an actuator and a chassis controller; Construct a vehicle system model based on the test terminal and configure the vehicle system model into the HIL test bench; The test terminal sends control instructions to the HIL test bench based on a preset vehicle test process and adjusts the control instructions based on the real-time operation of the vehicle system model; The HIL test bench acquires the vehicle system model and the control instructions, converts the control instructions into bus communication signals and switch signals, and outputs them to the chassis controller; The HIL test bench collects the output signals of the chassis controller and transmits them to the actuator, and at the same time acquires the status signals of the actuator and feeds them back to the chassis controller, so that the chassis controller can perceive that it is in the operating conditions of a real vehicle.

[0005] Further, it should be noted that the HIL test bench receives control instructions issued by the test terminal; Parse the received control instructions and extract the key parameters; According to the parsed control instructions, the HIL test bench converts the control instructions into bus communication signals according to the preset mapping relationship and protocol; The HIL test bench also converts the control instructions into corresponding switch signals, and realizes the high and low level conversion of the signals through digital circuits or relays to represent the on and off states of the switches; Output the converted bus communication signals and switch signals to the chassis controller, so that the chassis controller executes the control signals in the simulated real driving scenario.

[0006] Further, it should be noted that the HIL test bench also determines the CAN frame structure and the mapping relationship between the control instructions and the CAN frame; Define the speed v o and the steering angle Go; Set the value range of the speed v o and the value range of the steering angle Go; Configure the speed conversion parameter Cq and define the converted speed value v z as:

[0007] where, , represents rounding down; Dp represents the conversion parameter V man represents the maximum value of the speed; Translate the steering angle Go to the non - negative range, Gf = Go + G man ; The converted steering angle value Gz is:

[0008] where, , G man represents the maximum value of the steering angle; According to the CAN protocol, configure the converted speed value and steering angle value into the test data instructions of the CAN frame.

[0009] Further, it should be noted that the HIL test bench is configured with a driver model module, and the test terminal issues driving instructions to the driver model module; The driver model module receives the driving instructions issued by the test terminal and parses out the vehicle speed deviation and distance deviation; Based on the vehicle speed deviation, use the PID control model to calculate the throttle or brake pedal opening; According to the distance deviation hp and the heading angle deviation hc, calculate the steering wheel angle Lp in the following way:

[0010] where Kp and Kt are control gains, and v d is the current vehicle speed; Convert the calculated throttle, brake pedal opening, and steering wheel angle into bus signals and output them to the chassis controller to drive the vehicle system model.

[0011] It should be further noted that the HIL test bench is also equipped with a vehicle dynamics module; The vehicle dynamics module constructs a six-degree-of-freedom rigid body motion model of the whole vehicle; Define the four-degree-of-freedom motion model of the suspension system and the tire model; Calculate the longitudinal force and the lateral force ;

[0012]

[0013] where, is the slip ratio, is the sideslip angle, and B, C, D, E are tire characteristic parameters; Obtain the wheel alignment parameters based on the suspension geometry; Obtain the braking torque according to the braking pressure; Based on the numerical integration of the dynamic differential in the vehicle dynamics module, update the position, speed, and attitude angle of the vehicle and output them to the HIL test bench.

[0014] It should be further noted that the HIL test bench is provided with an I / O board; The I / O board includes: an EBS input processing unit, an EBS output processing unit, and a CAN communication unit; The EBS input processing unit is used to receive power supply signals, digital input signals, and analog input signals; The EBS output processing unit is used to output power supply output signals and digital output signals; The CAN communication unit is used to monitor the sent messages and simulate sending messages from other nodes on the CAN network.

[0015] It should be further noted that the HIL test bench is also equipped with a road traffic scenario module; The road traffic scenario module constructs real traffic scenario elements, performs geometric modeling, and constructs a static three-dimensional scenario framework; Configure the dynamic elements in the traffic scene within the three-dimensional scene framework; Set different driving road scene parameters in the virtual digital scene model according to the test requirements; Process and encode the set virtual traffic scene information so that it can interact with the vehicle system model.

[0016] It should be further noted that the HIL test bench is also configured with a test management interface and the EBS under test; The test management interface monitors and supervises the entire test process, identifies and displays the parameters in the vehicle system model, and sends out the signal parameters to the real EBS for modification, and observes in real time the changes of the EBS when different parameter values are given; The EBS under test is communicatively connected to the vehicle system model through the CAN bus.

[0017] According to another embodiment of the present application, there is provided a test terminal, including a memory, a processor, and a computer program stored on the memory and executable on the processor. When the processor executes the program, it implements the program of the vehicle chassis controller test and verification platform.

[0018] According to still another embodiment of the present application, there is also provided a storage medium, on which a computer program is stored. When the computer program is executed by a processor, it implements the program of the vehicle chassis controller test and verification platform.

[0019] It can be seen from the above technical solutions that the present invention has the following advantages: The vehicle chassis controller test and verification platform provided by the present application saves test time by constructing a vehicle system model and downloading it to the HIL test bench, and using the road traffic scene module to simulate various driving scenarios, without the need for a large number of on-site tests on real vehicles, and can quickly verify the performance of the chassis controller under different working conditions. The present application receives the driving instructions of the test terminal through the driver model module, parses out the vehicle speed deviation and distance deviation, and then calculates using different control strategies for different deviations respectively. It simulates the decision-making process of a real driver during driving, who operates the accelerator, brake, and steering wheel respectively according to the difference between the target driving state and the actual driving state. Moreover, the vehicle dynamics module considers 6 degrees of freedom of vehicle movement, 4 degrees of freedom of relative wheel movement, 1 degree of freedom of steering, and 4 degrees of freedom of wheel rotation. This enables the model to simulate the actual movement state of the vehicle under various complex working conditions, and at the same time collects the state signals of the actuators and feeds them back to the chassis controller, making the chassis controller seem to be in the operating condition of a real vehicle, and can more accurately test the performance and response of the chassis controller, improving the accuracy and credibility of the test results. Brief Description of the Drawings

[0020] In order to more clearly illustrate the technical solutions of the present invention, the drawings required for description will be briefly introduced below. Obviously, the drawings in the following description are only some embodiments of the present invention. For those of ordinary skill in the art, without creative efforts, other drawings can be obtained based on these drawings.

[0021] Figure 1 It is a schematic diagram of the vehicle test and verification platform for the chassis controller; Figure 2 It is a schematic diagram of an embodiment of the vehicle test and verification platform for the chassis controller; Figure 3 It is a schematic diagram of the test terminal. Detailed Description of the Embodiments

[0022] The vehicle test and verification platform for the chassis controller provided by this application is used to accurately simulate the driving, braking, steering and other working conditions of commercial vehicles under laboratory conditions, replace traditional real vehicle tests, and improve the test efficiency and scenario coverage. The platform supports multi-scenario automated tests of multiple controllers, and ensures the reliability of the tests through the consistency of real vehicle data.

[0023] By connecting real loads and actuators, the platform directly participates in the vehicle driving and braking processes. Through real-time signal acquisition and closed-loop control, the HIL system accurately captures the load status and compares it with real vehicle data to verify the accuracy of the test results. In addition, to simulate the pneumatic control loop, the system converts the pressure signal into a voltage signal in the test terminal to be transmitted to the solenoid valve in the actuator, achieving the simulation effect of real pneumatic control.

[0024] The following will describe in detail the specific content of the vehicle test and verification platform for the chassis controller. For the purpose of illustration rather than limitation, specific details such as specific system structures and technologies are proposed to thoroughly understand the embodiments of this application. However, those skilled in the art should clearly understand that this application can also be implemented in other embodiments without these specific details.

[0025] The statements such as "an embodiment" or "some embodiments" described in this application mean that the specific features, structures or characteristics described in the embodiment are included in one or more embodiments of this application. Thus, the statements such as "in an embodiment", "in some embodiments", "in other some embodiments", "in still other embodiments" and the like that appear in different parts of this application do not necessarily refer to the same embodiment, but mean "one or more but not all embodiments", unless otherwise specifically emphasized in other ways.

[0026] Next, the technical solutions in the embodiments of the present invention will be clearly and completely described in conjunction with the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all the embodiments. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present invention without creative efforts shall fall within the protection scope of the present invention.

[0027] Please refer to Figure 1 and Figure 2 The figure shows a schematic diagram of a chassis controller vehicle test and verification platform in a specific embodiment. The platform includes: a test terminal, a HIL test bench, an actuator, and a chassis controller.

[0028] In this embodiment, a vehicle system model is constructed in the test terminal. The vehicle system model covers multiple aspects such as vehicle dynamics, kinematics, and electrical systems, and can simulate the operating characteristics of the vehicle under various working conditions. After construction, the vehicle system model is configured into the HIL test bench.

[0029] The test terminal allows users to write test cases and generate control instruction sequences such as throttle opening and steering angle. It visually displays the vehicle's speed, acceleration, wheel speed difference and other states, and records test data.

[0030] Based on a preset vehicle test process, the test terminal also sends control instructions to the HIL test bench. The control instructions simulate the driver's operation intentions, such as accelerating, decelerating, and steering. At the same time, according to the real-time operation of the vehicle system model, the control instructions are dynamically adjusted to adapt to different test scenarios and vehicle state changes.

[0031] In this embodiment, the HIL test bench is communicatively connected to the test terminal and the chassis controller through the CAN bus, and simulates the wheel speed, accelerometer, and gyroscope information of a real vehicle. It can convert the control instructions of the test terminal into voltages, switch quantities, etc. to drive the actuator.

[0032] To meet the test requirements, the state of the actuator can be collected and transmitted to the chassis controller to form a closed-loop test process.

[0033] The actuator in this embodiment can be a solenoid valve, an ESP motor, etc. The actuator performs actions based on the control instructions. It can perform speed control based on the ESP motor, and control the on-off of the solenoid valve, and feedback these state signals to the chassis controller, so that the chassis controller can sense that it is in the operating conditions of a real vehicle.

[0034] The chassis controller in this embodiment can receive the bus communication signals and switch signals output by the HIL test bench, parse and process these signals, and understand the control instructions issued by the test terminal. The chassis controller can make decisions and output corresponding control signals based on the received control instructions and the status signals fed back by the actuators, combined with its own control algorithms and logics, so as to control the actions of the actuators and achieve the control of the vehicle chassis system.

[0035] The implementation method of the vehicle test and verification platform for the chassis controller in this embodiment can adopt the following method. The following is a specific example: Initialize the vehicle system model, define the vehicle mass, moment of inertia, and friction coefficient. Construct the dynamic equation.

[0036] Configure the control instructions, and the instructions can be adjusted based on the PID algorithm.

[0037] Set instructions such as throttle opening instruction, vehicle speed control instruction, solenoid valve control instruction, etc. Map each control instruction to a CAN message.

[0038] Optionally, output the PWM duty cycle through GPIO to control the solenoid valve. Use the DAC to output voltage to control the motor speed. Control the solenoid valve based on the control instructions. Adjust the motor torque through PID.

[0039] The platform in this embodiment supports seamless switching between automated testing and manual operation. Through the test management interface of the test terminal, test cases can be automatically executed in multiple simulation scenarios to generate comprehensive test data. Finally, through continuous data calibration and model optimization, the platform realizes dynamic simulation, providing a test method for the function and performance verification of the chassis controller.

[0040] The chassis controller in this embodiment receives the bus communication signals and switch signals output by the HIL test bench, decodes the bus communication signals, and extracts the control instruction information. For example, parse the CAN frame data to restore the speed and steering information.

[0041] The chassis controller calculates and outputs control signals according to the control algorithms and logics, combined with the received control instructions and the status signals fed back by the actuators.

[0042] It can be seen that the platform provided in this embodiment conducts tests by constructing a vehicle system model in a virtual environment, avoiding a large number of real vehicle tests on actual vehicles, and improving the test efficiency. It can quickly verify the performance of the chassis controller under different working conditions, discover problems in a timely manner and make improvements.

[0043] In this embodiment, in a virtual test environment, some extreme or dangerous working conditions can be simulated, such as high-speed emergency braking, driving on extreme curves, etc., which can evaluate the reliability and stability of the chassis controller in various dangerous situations. Through signal conversion, acquisition, and feedback, the HIL test bench can simulate the electrical signal transmission and mechanical actions during the actual operation of the vehicle, enabling the chassis controller to perceive that it is in the operating conditions of a real vehicle, thereby improving the accuracy and credibility of the test results.

[0044] Furthermore, as a refinement and extension of the specific implementation manner of the above embodiment, in order to fully illustrate the specific implementation process in this embodiment, the HIL test bench provided in this embodiment is configured with an I / O board card. The I / O board card can collect the digital signals output by the controller and convert them into analog signals to be provided to the vehicle model, and at the same time convert the analog signals output by the vehicle model into digital signals and output them to the controller, so as to simulate the operating environment of the controller on a real vehicle, and thereby test the functions and quality of the controller. According to the channel resources of the I / O board card, the signal pins of the EBS are allocated with board card channel resources.

[0045] The I / O board card of this embodiment includes: an EBS input processing unit, an EBS output processing unit, and a CAN communication unit.

[0046] The EBS input processing unit is used to receive various types of input signals, including input power supply signals, digital input signals, and analog input signals. The input power supply signal is provided by the cabinet simulating the vehicle battery. Digital input signals such as ignition signals, gear signals, braking signals, ramp assist switch signals, etc., these signals represent different state information in the form of discrete high and low levels. Analog input signals include the accelerator pedal and brake pedal opening signals, which are continuously changing electrical signals reflecting the driver's operation degree of the pedals.

[0047] The EBS input processing unit can convert the conditioned analog input signals into digital signals so that the microcontroller or processor inside the EBS can process them.

[0048] The EBS output processing unit is used to output power output signals and digital output signals. The output signals include power output control signals and digital output control signals. The power output control signal is used to control the power supply of the front axle module, the power supply of the rear axle module, and the power supply of the braking signal transmitter, etc. The digital output control signal is used to control the fault indicator light and relays, etc., to indicate the working state of the EBS and perform corresponding actions. Process the received control signals, and determine the specific parameters of the output signals according to the requirements of the control signals. For example, for the power output signal, adjust the output voltage and current according to the control signal to meet the power requirements of different modules.

[0049] The CAN communication unit is used to monitor the sent messages and simulate the messages sent by other nodes on the CAN network.

[0050] Among them, the CAN communication unit can monitor the messages sent by the EBS and simulate the messages sent by other nodes on the CAN network to the EBS. The information interaction between the measured EBS controller and other vehicle controllers simulated by the test terminal is configured through the CAN network by the test terminal; the measured EBS and the actuator are connected to the cabinet through twisted pairs and linked.

[0051] In this embodiment, the I / O board card allocates resources and processes signals for the signal pins of the EBS, and can accurately simulate the working environment of the EBS in an actual vehicle. During the test, the parameters of the input signal can be quickly adjusted to simulate different working conditions and fault situations, and the EBS can be repeatedly tested to timely discover the problems and defects existing in the EBS.

[0052] The I / O board card can process and transmit signals. When the EBS fails, it is convenient to locate the cause of the fault by monitoring the input and output signals. It can accurately judge whether it is an input signal problem, an EBS control problem or an output signal drive problem, and improve the test and maintenance efficiency of the EBS.

[0053] In order to further describe the implementation method of the vehicle test and verification platform for the chassis controller of the present invention, Figure 2 The schematic diagram of the vehicle HIL test and verification platform for the chassis controller proposed by the present invention is given. The HIL test bench is configured with the following specific modules.

[0054] In some embodiments, it relates to a road traffic scenario module. The road traffic scenario module uses three-dimensional modeling and digital simulation technology to simulate the real traffic scenario into a virtual digital scenario. The road traffic scenario model provides information about the driving road for the vehicle, and different driving road scenarios can be set through this module.

[0055] The road traffic scenario module of this embodiment is based on three-dimensional modeling technology. Geometric modeling is carried out on elements such as roads, buildings, traffic signs, and terrain in the real traffic scenario to determine the shapes, sizes, positions, and mutual relationships of each element, and a static three-dimensional scene framework is constructed. For dynamic elements in the traffic scenario, such as vehicles, pedestrians, traffic lights, etc., corresponding behavior models are established. For example, the movement of the vehicle can be used to calculate the displacement of the vehicle when driving in a straight line, and the walking of pedestrians can be modeled according to certain speed and path rules. Using digital simulation technology, the above static and dynamic models are integrated to form a virtual digital traffic scenario model.

[0056] The driver model module controls the accelerator pedal, brake pedal, and steering wheel through the test interface of the test terminal, enabling the vehicle to follow the given driving instructions.

[0057] Specifically, the test terminal issues driving instructions to the driver model module; the driver model module receives the driving instructions issued by the test terminal, and parses out the vehicle speed deviation and distance deviation; based on the vehicle speed deviation, a PID control model is used to calculate the opening of the accelerator or brake pedal; according to the distance deviation hp and the heading angle deviation hc, the steering wheel angle Lp is calculated in the following manner: 。

[0058] where Kp and Kt are control gains, and v d is the current vehicle speed; the calculated openings of the accelerator and brake pedals and the steering wheel angle are converted into bus signals and output to the chassis controller to drive the vehicle system model.

[0059] In this embodiment, the driver model module receives the driving instructions from the test terminal, parses out the vehicle speed deviation and distance deviation, and then uses different control strategies for calculation according to different deviations. In this way, the decision-making process of a real driver operating the accelerator, brake, and steering wheel respectively according to the difference between the target driving state and the actual driving state during driving is simulated.

[0060] When calculating the steering wheel angle, the formula not only considers the distance deviation and heading angle deviation, but also the differences in vehicle steering characteristics at different vehicle speeds. In actual driving, the driver will adjust the turning amplitude of the steering wheel according to the vehicle speed to ensure the stability and safety of vehicle driving.

[0061] This embodiment also calculates the opening of the accelerator or brake pedal according to the vehicle speed deviation by using a PID control model. PID control is a classic and effective control algorithm that can dynamically adjust the control amount according to the magnitude of the deviation, the rate of change of the deviation, and the integral value of the deviation. By simulating this process with the PID control model, the control of the pedal opening is stable, and the speed adjustment mechanism in real driving can be better reflected.

[0062] This embodiment also relates to a vehicle dynamics module, which can simulate the vehicle and four wheels, including suspension movement, tire-road contact force and torque, aerodynamics, steering, and brakes, considering six degrees of freedom of vehicle movement, four degrees of freedom of relative wheel movement, one degree of freedom of steering, and four degrees of freedom of wheel rotation.

[0063] Specifically, the vehicle dynamics module constructs a six-degree-of-freedom rigid body motion model of the whole vehicle; defines a four-degree-of-freedom motion model of the suspension system and a tire model; calculates the longitudinal force of each tire in the following manner and lateral force ;

[0064]

[0065] wherein, is the slip ratio, is the sideslip angle, and B, C, D, E are tire characteristic parameters; Wheel alignment parameters are obtained based on suspension geometry; Braking torque is obtained according to the braking pressure; Based on the numerical integration of the dynamic differential in the vehicle dynamics module, the position, speed, and attitude angle of the vehicle are updated and output to the HIL test bench.

[0066] The vehicle dynamics module of this embodiment considers 6 degrees of freedom of vehicle motion, 4 degrees of freedom of relative wheel motion, 1 degree of freedom of steering, and 4 degrees of freedom of wheel rotation. This enables the model to more accurately simulate the actual motion state of the vehicle under various complex working conditions, such as the dynamic response of the vehicle during turning, acceleration, braking, etc., providing a more realistic vehicle motion environment for the testing of chassis controllers.

[0067] By calculating the longitudinal force and lateral force of each tire, based on the numerical integration of the dynamic differential in the vehicle dynamics module, the position, speed, and attitude angle of the vehicle are updated and output to the HIL test bench. The influence of the slip ratio and sideslip angle on the state of force transmission between the tire and the ground can be considered, and the tire characteristic parameters can reflect the mechanical characteristics of different tires.

[0068] The vehicle dynamics module also comprehensively models multiple systems such as suspension motion, tires, road contact forces and torques, aerodynamics, steering, and brakes. It can reflect the complexity and interaction of the vehicle system, enabling the chassis controller to be tested in a more realistic environment.

[0069] This embodiment also involves a CAN bus module, which is used to control and process a large number of CAN messages from the vehicle model. Parameters can be directly accessed through the test terminal, signals can be processed, and the current value of the signal can be defined and sent to the real EBS.

[0070] In some specific embodiments, the HIL test bench receives control instructions issued by the test terminal via the CAN bus; parses the received control instructions and extracts key parameters; according to the parsed and extracted control instructions, the HIL test bench converts the control instructions into bus communication signals according to the preset mapping relationship and protocol; the HIL test bench also converts the control instructions into corresponding switch signals, and realizes the conversion of the high and low levels of the signals through a digital circuit or a relay to represent the on-off state of the switch; outputs the converted bus communication signals and switch signals to the chassis controller, so that the chassis controller executes the control signals in the simulated real driving scenario.

[0071] As an implementation method of this embodiment, when the CAN bus transmits information, test data instructions based on CAN frames can be configured. The control instructions can be converted into CAN frames, and the mapping relationship between the control instruction parameters and each segment of the CAN frame can be determined.

[0072] The test data instructions involved in this embodiment are used to transmit speed and steering angle information. The test data instructions can be 8 bytes (64 bits). Specifically, the first 32 bits can be used to represent the speed, and the last 32 bits can be used to represent the steering angle.

[0073] The HIL test bench also determines the CAN frame structure and the mapping relationship between the control instructions and the CAN frame.

[0074] Define the speed v o and the steering angle Go; Set the value range of the speed v o and the value range of the steering angle Go.

[0075] Configure the speed conversion parameter Cq and define the converted speed value v z as:

[0076] where , represents rounding down; Dp represents the conversion parameter. V man represents the maximum value of the speed. The conversion parameter Dp = .

[0077] Translate the steering angle Go to the non - negative range, Gf = Go + G man ; the converted steering angle value Gz is: .

[0078] where , G man represents the maximum value of the steering angle.

[0079] According to the CAN protocol, the converted speed value and steering angle value are configured into the test data instruction of the CAN frame.

[0080] In this embodiment, the first 32 bits of the 64-bit test data instruction can be used to represent the speed, and the last 32 bits can be used to represent the steering angle. In practical applications, different test requirements may require different data divisions. According to the specific requirements of the chassis controller vehicle test, the key speed and steering angle information are reasonably allocated to the CAN frame to ensure the accurate transmission of information.

[0081] For the speed and steering angle, a non-linear conversion method is adopted. The speed conversion introduces a speed conversion parameter and is calculated by rounding down and the above formula; the steering angle is first translated to the non-negative range and then converted. It can adapt to data with different value ranges and accuracy requirements, improving the effectiveness and accuracy of data transmission.

[0082] The value ranges of the speed and steering angle are defined, and the speed conversion parameter and conversion parameters are set. They can be flexibly adjusted according to different test scenarios and vehicle characteristics. For example, for different types of vehicles, the value ranges of their speed and steering angle may be different. By adjusting these parameters, the data transmission of the CAN frame can better adapt to the actual situation of different vehicles, enhancing the versatility of the test platform.

[0083] This embodiment also involves the I / O channel module, which utilizes the IO board card resources on the cabinet to provide IO channels for specific applications. Its channels can be used for different IO functions and can be selected and configured according to the signal type in the software test interface of the test terminal.

[0084] To facilitate the operation and observation of users, it also involves a test management interface. Through the test management interface, the entire test process can be monitored and detected, including building a simulated dashboard through parameters such as vehicle speed and motor speed to more intuitively and clearly observe its changes; identifying all parameters in the vehicle model, dragging out the signal parameters that need to be sent to the real EBS for modification, so as to observe the changes of the EBS in real time when different parameter values are given; and observing the signals sent by the real EBS in the HIL test system to the vehicle model. The variables to be observed are used to observe the data changes in the form of graphs or tables, which can not only record data but also perform data playback, facilitating the analysis and processing after the test.

[0085] In an embodiment of the present invention, based on the above-mentioned chassis controller vehicle test verification platform, a possible embodiment will be given below to non-restrictively elaborate on its specific implementation scheme.

[0086] In the test terminal, a vehicle system model of the controlled object is constructed through Matlab / Simulink software, and after the model is compiled, it is downloaded to the real-time processing system of the HIL test bench to ensure that the model runs in real time on the HIL test bench. At the same time, the test terminal is responsible for constructing a test management interface to control the running state of the vehicle model in the real-time processing system. By adjusting the control parameters through the test terminal, the operation intention of the driver is simulated, and these parameters are transmitted to the real-time running model in the HIL test bench, so as to dynamically change the model state during real-time operation.

[0087] Relying on its own I / O board resources, the HIL test bench converts the control instructions issued by the test terminal into bus communication signals and switch signals, and simulates the output to the chassis controller. The HIL test bench is also responsible for collecting the output signals of the chassis controller and transmitting them to the corresponding actuators. In addition, the HIL test bench collects the status signals of the actuators (such as solenoid valves and ABS valves of the bridge control modules of the front and rear axles) and feeds them back to the chassis controller, so that the tested chassis controller can perceive that it is in the operating conditions of a real vehicle. In the system, the test terminal and the HIL test bench are connected through Ethernet to achieve high-speed data transmission; the actual actuators, the tested EBS system and the HIL test bench are connected through wiring harnesses to ensure the stability and real-time performance of signal transmission.

[0088] As Figure 3 shown, the present application also provides a test terminal, including a display module 103, a memory 102, a processor 101, and a computer program stored on the memory and executable on the processor 101. When the processor 101 executes the program, the steps of the power transmission project GIM model parsing and loading method are implemented.

[0089] In the embodiments of the present invention, the test terminal includes, but is not limited to, a laptop computer, a desktop computer, a workbench, a personal digital assistant, a server, a blade server, a mainframe computer, and other suitable computers. The test terminal can also represent various forms of mobile devices, such as personal digital processing, cellular phones, smart phones, wearable devices, and other similar computing devices. The components shown herein, their connections and relationships, and their functions are only examples and are not intended to limit the implementation of the embodiments of the present application described herein and / or claimed.

[0090] In the embodiments of the present application, the processor 101 may be implemented by using at least one of an application specific integrated circuit (ASIC), a programmable logic device (PLD), a field programmable gate array (FPGA), a processor, a controller, a microcontroller, a microprocessor, and an electronic unit designed to execute the functions described herein. In some cases, such an implementation may be implemented in the controller. For a software implementation, an implementation of a process or function may be implemented with a separate software module that permits execution of at least one function or operation. The software code may be implemented by a software application (or program) written in any suitable programming language. The software code may be stored in a memory and executed by the controller.

[0091] The display module 103 is configured to display information input by a user or information provided to the user. The display module 103 may include a display panel, and the display panel may be configured in the form of a liquid crystal display (LCD), an organic light-emitting diode (OLED), or the like.

[0092] The memory 102 may be used to store software programs and various data. The memory 102 may include a high-speed random access memory, and may further include a non-volatile memory, such as at least one magnetic disk storage device, a flash memory device, or other volatile solid-state storage devices.

[0093] Those of ordinary skill in the art will appreciate that the units and algorithm steps of the examples described in connection with the embodiments disclosed herein can be implemented in electronic hardware, computer software, or a combination of the two. To clearly illustrate the interchangeability of hardware and software, the components and steps of the examples have been generally described according to their functions in the above description. Whether such functions are executed in hardware or software depends on the specific application and design constraints of the technical solution. Skilled artisans may implement the described functions in different ways for each specific application, but such implementations should not be considered to exceed the scope of the present invention.

[0094] In several embodiments provided in the present application, it should be understood that the disclosed systems, devices, and methods can be implemented in other ways. For example, the device embodiments described above are merely illustrative. For example, the division of the units is only a logical function division. In actual implementation, there may be other division methods. For example, multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. In addition, the displayed or discussed coupling, direct coupling, or communication connection to each other can be an indirect coupling or communication connection through some interfaces, devices, or units, and can also be in the form of electrical, mechanical, or other connections.

[0095] The present application also provides a storage medium, on which a computer program is stored. When the computer program is executed by a processor, the program of the chassis controller vehicle test verification platform is implemented.

[0096] The storage medium can be any combination of one or more readable media. The readable media can be a readable signal medium or a readable storage medium. The readable storage medium can be, for example, but not limited to, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, device, or device, or any combination of the above. More specific examples (non-exhaustive list) of the readable storage medium include: an electrical connection with one or more wires, a portable disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the above.

[0097] The above description of the disclosed embodiments enables those skilled in the art to implement or use the present invention. Various modifications to these embodiments will be obvious 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 invention. Therefore, the present invention will not be limited to these embodiments shown herein, but will be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A chassis controller vehicle test and verification platform, characterized in that: include: Test terminals, HIL test benches, actuators and chassis controllers; Build a vehicle system model based on the test terminal and configure the vehicle system model into the HIL test bench; The test terminal sends control instructions to the HIL test bench based on the preset vehicle test process, and adjusts the control instructions based on the real-time operation of the vehicle system model; The HIL test bench obtains the vehicle system model and control instructions, converts the control instructions into bus communication signals and switch signals, and outputs them to the chassis controller; The HIL test bench collects the output signal of the chassis controller and transmits it to the actuator. It also obtains the status signal of the actuator and feeds it back to the chassis controller, allowing the chassis controller to sense that it is in the operating condition of a real vehicle.

2. The chassis controller vehicle test and verification platform according to claim 1 is characterized in that: The HIL test bench receives control instructions from the test terminal; Parse the received control instructions and extract key parameters; According to the control instructions extracted by analysis, the HIL test bench converts the control instructions into bus communication signals according to the preset mapping relationship and protocol; The HIL test bench also converts the control instructions into corresponding switch signals, and realizes the high and low level conversion of the signal through digital circuits or relays to indicate the on and off status of the switch; The converted bus communication signal and switch signal are output to the chassis controller, so that the chassis controller executes the control signal simulating the real driving scene.

3. The chassis controller vehicle test and verification platform according to claim 2 is characterized in that: The HIL test bench also determines the CAN frame structure and the mapping relationship between control instructions and CAN frames; Define velocity v o and steering angle Go; Set the speed v o The value range of , the value range of the steering angle Go; Configure the speed conversion parameter Cq and define the converted speed value v z for: in, , Indicates rounding down; Dp indicates the conversion parameter V man Indicates the maximum value of speed; Translate the steering angle Go to the non-negative range, Gf=Go+G man ; The converted steering angle value Gz is: in, , G man Indicates the maximum value of the steering angle; According to the CAN protocol, the converted speed value and steering angle value are configured into the test data instruction of the CAN frame.

4. The chassis controller vehicle test and verification platform according to claim 1, characterized in that: The HIL test bench is equipped with a driver model module, and the test terminal issues driving instructions to the driver model module; The driver model module receives the driving instructions from the test terminal and analyzes the speed deviation and distance deviation; Based on the vehicle speed deviation, the PID control model is used to calculate the accelerator or brake pedal opening; According to the distance deviation hp and the heading angle deviation hc, the steering wheel angle Lp is calculated as follows: Where Kp and Kt are control gains, v d is the current vehicle speed; The calculated throttle, brake pedal opening and steering wheel angle are converted into bus signals and output to the chassis controller to drive the vehicle system model.

5. The chassis controller vehicle test and verification platform according to claim 1, characterized in that: The HIL test bench is also equipped with a vehicle dynamics module; The vehicle dynamics module constructs a six-degree-of-freedom rigid body motion model for the entire vehicle; Define the four-degree-of-freedom motion model of the suspension system and the tire model; The longitudinal force of each tire is calculated as follows and lateral force ; in, is the slip rate, is the side slip angle, B, C, D, E are tire characteristic parameters; Obtain wheel alignment parameters based on suspension geometry; The braking torque is obtained according to the braking pressure; Based on the dynamic differential calculation numerical integration in the vehicle dynamics module, the vehicle's position, velocity, and attitude angle are updated and output to the HIL test bench.

6. The chassis controller vehicle test and verification platform according to claim 1, characterized in that: The HIL test bench is provided with I / O boards; The I / O boards include: EBS input processing unit, EBS output processing unit and CAN communication unit; The EBS input processing unit is used to receive power supply signals, digital input signals and analog input signals; The EBS output processing unit is used to output power output signals and digital output signals; The CAN communication unit is used to monitor the sent messages and simulate the messages sent by other nodes on the CAN network.

7. The chassis controller vehicle test and verification platform according to claim 1, characterized in that: The HIL test bench is also equipped with a road traffic scenario module; The road traffic scene module constructs real traffic scene elements and performs geometric modeling to build a static three-dimensional scene framework; Configure dynamic elements in traffic scenes in a three-dimensional scene framework; According to the test requirements, different driving road scene parameters are set in the virtual digital scene model; The set virtual traffic scene information is processed and encoded so that it can interact with the whole vehicle system model.

8. The chassis controller vehicle test and verification platform according to claim 1, characterized in that: The HIL test bench is also equipped with a test management interface and the EBS under test; The test management interface monitors and monitors the entire test process, identifies and displays the parameters in the vehicle system model, and drags out the signal parameters sent to the real EBS for modification, and observes the changes of EBS in real time when different parameter values ​​are assigned; The EBS under test is connected to the vehicle system model via CAN bus communication.

9. A test terminal, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that: When the processor executes the program, a program of the chassis controller vehicle test and verification platform as described in any one of claims 1 to 8 is implemented.

10. A storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, it implements the program of the chassis controller vehicle test and verification platform as described in any one of claims 1 to 8.

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