HIL hardware-in-loop system

Abstract

The invention discloses an HIL hardware-in-the-loop system, and relates to the technical field of simulation testing. The system comprises an upper computer which is at least used for configuring a real-time simulation model of a to-be-tested vehicle, and the real-time simulation model is used for hardware-in-loop testing; the real-time simulation machine is in communication connection with the upper computer and is used for operating a real-time simulation model; the steering control system is in communication connection with the real-time simulation machine and is used for receiving the virtual whole vehicle message from the real-time simulation machine and executing steering operation based on the message; the braking control system is in communication connection with the real-time simulation machine and the steering control system and used for receiving the virtual whole vehicle message from the real-time simulation machine and executing braking operation based on the message; the domain control system is in communication connection with the real-time simulation machine, the steering control system and the brake control system and is used for receiving a virtual whole vehicle message from the real-time simulation machine and controlling the steering control system and the brake control system based on the message, and the real-time simulation machine is further used for simulating the whole vehicle based on a real-time simulation model. And test data of the steering control system, the brake control system and the domain control system are collected and processed and are uploaded to the upper computer. According to the method, the limiting working condition which is difficult to realize in a real vehicle scene can be covered, and verification on function realization, fault injection and function safety of steering, braking and domain control systems is supported, so that the development cost of a chassis system is remarkably reduced, the development period is shortened, and the safety level of vehicle control is greatly improved.

Description

Technical Field

[0001] This application belongs to the field of simulation and testing technology, and in particular relates to a hardware-in-the-loop (HIL) system. Background Technology

[0002] Hardware-in-the-loop (HIL) testing is a key technology in the development and verification of automotive electronic control systems. This technology connects a real electronic control unit (ECU) with a high-precision mathematical model, simulating the dynamic characteristics of the controlled object (such as the vehicle, chassis, or actuators) in real-time, thereby constructing a closed-loop test environment. With HIL testing, the functional logic, control strategies, and response performance of the controller under various virtual operating conditions can be safely, efficiently, and repeatably verified under laboratory conditions, significantly reducing reliance on physical prototypes and effectively lowering development costs and risks.

[0003] However, existing HIL testing schemes still have certain limitations, making it difficult to cover extreme operating conditions that cannot be reproduced in real-world vehicle environments. Furthermore, current technologies cannot fully cover aspects such as functional verification, fault injection testing, and functional safety implementation for steering systems, braking systems, and chassis domain controllers, thus limiting the further application of HIL testing in comprehensively ensuring the reliability and safety of chassis systems. Summary of the Invention

[0004] This application provides a hardware-in-the-loop (HIL) system that can cover extreme operating conditions that are difficult to achieve in real vehicle testing. It supports the functional implementation, fault injection, and functional safety verification of steering, braking, and domain control systems, which helps to significantly reduce chassis system development costs, shorten development cycles, and improve the safety level of vehicle control.

[0005] In a first aspect, embodiments of this application provide a Hardware-in-the-Loop (HIL) system, the system comprising: The host computer is used at least to configure the real-time simulation model of the vehicle under test, and the real-time simulation model is used for hardware-in-the-loop testing. A real-time simulator, which communicates with a host computer, is used to run real-time simulation models; The steering control system is connected to the real-time simulator to receive virtual vehicle messages from the real-time simulator and perform steering operations based on the messages. The braking control system is communicatively connected to the real-time simulator and the steering control system, respectively, and is used to receive virtual vehicle messages from the real-time simulator and perform braking operations based on the messages. The domain control system communicates with the real-time simulator, the steering control system, and the braking control system, respectively. It receives virtual vehicle messages from the real-time simulator and controls the steering and braking control systems based on these messages. The real-time simulator also collects and processes test data from the steering control system, braking control system, and domain control system based on the real-time simulation model, and uploads it to the host computer.

[0006] In some feasible embodiments, the system further includes: The steering robot actuator, communicating with a real-time simulator, is used to receive steering commands from the real-time simulator. Based on the steering command, the steering motor in the drive system applies steering torque to the steering control system to simulate the driver's steering input operation to the steering control system. A load driver, communicating with the real-time simulator, is used to receive load commands from the real-time simulator, and... Based on the load command, the load motor in the drive system applies load torque to the steering control system to simulate the road feel torque generated between the road surface and the tires.

[0007] In some feasible embodiments, the steering control system includes: The steer-by-wire subsystem includes an upper steering mechanism and a lower steering mechanism. The upper steering mechanism is connected to the steering motor, and the lower steering mechanism is connected to the front motor in the load motor. The rear wheel steering subsystem includes a rear steering mechanism that is connected to the rear motor in the load motor.

[0008] In some feasible embodiments, the real-time simulator includes: The data acquisition card connects to the steering motor and is used to acquire sensor signals emitted by the steering motor. The testing tools communicate with the host computer, steering control system, braking control system, and domain control system respectively, to acquire observations and calibration values ​​from the steering control system, braking control system, and domain control system. The observed values ​​and calibration values ​​are uploaded to the host computer so that the host computer can update the real-time simulation model based on the observed values ​​and calibration values.

[0009] In some feasible embodiments, the braking control system is a brake-by-wire system, an integrated hydraulic braking system, or a separate hydraulic braking system.

[0010] In some feasible embodiments, the system further includes: The switch connects to the host computer and the real-time emulator respectively, and is used for data transmission between the host computer and the real-time emulator. The power distribution box is connected to both the real-time simulator and an external voltage source, and is used to supply power to the real-time simulator. The programmable power supply is connected to the switch, power distribution box, steering control system, braking control system and domain control system respectively, so as to realize the power distribution of the steering control system, braking control system and domain control system.

[0011] In some feasible embodiments, the system further includes: High-current switching box, used to control the switching of high current; The fault injection module is connected to the real-time simulator, steering control system, braking control system, and domain control system, respectively, and is used to receive fault injection commands from the real-time simulator. Based on the fault injection command, a fault injection operation is performed on the steering control system, braking control system, and / or domain control system.

[0012] In some feasible embodiments, the host computer adjusts the real-time simulation model based on vehicle speed trajectory limitations to simulate high-speed lane-changing conditions; A fault injection operation is performed on the steering control system, and test data of the steering control system is acquired in real time to achieve performance testing of the steering control system under high-speed lane change conditions.

[0013] In some feasible embodiments, the host computer adjusts the real-time simulation model based on the preset vehicle speed and steering angle to simulate the overrunning condition, so that the domain control system controls the braking control system and steering control system based at least on the lateral acceleration in the test data and the preset instability target value. The host computer acquires test data of the steering control system, braking control system and domain control system in real time to perform performance tests on the steering control system, braking control system and domain control system under rolling conditions.

[0014] In some feasible embodiments, the system further includes: The virtual scene display module, connected to the real-time simulator, is used to display the status of the steering control system, braking control system, and domain control system in real time.

[0015] This application provides an embodiment of a Hardware-in-the-Loop (HIL) system, comprising: a host computer for configuring a real-time simulation model of a vehicle under test (V2T), the V2T model being used for hardware-in-the-loop testing; a real-time simulator (RTS), communicatively connected to the host computer, for running the V2T model; a steering control system, communicatively connected to the RTS, for receiving virtual vehicle messages from the RTS and performing steering operations based on the messages; a braking control system, communicatively connected to both the RTS and the steering control system, for receiving virtual vehicle messages from the RTS and performing braking operations based on the messages; and a domain control system, communicatively connected to the RTS, the steering control system, and the braking control system, for receiving virtual vehicle messages from the RTS and controlling the steering control system and the braking control system based on the messages. The RTS also collects and processes test data from the steering control system, the braking control system, and the domain control system based on the V2T model and uploads it to the host computer. Thus, in this embodiment, by constructing a hardware-in-the-loop (HIL) system integrating steering, braking, and domain control systems, a highly integrated chassis core system simulation testing technology is achieved, supporting real-vehicle virtual closed-loop simulation testing of key chassis systems such as steering, braking, and domain control. Simultaneously, by utilizing a real-time simulator for centralized data interaction and processing, it can accurately simulate real vehicle operating conditions in a laboratory environment, simultaneously promoting the implementation of control objectives in specific scenarios through virtual vehicle simulation. This allows this application to not only cover routine operating condition testing in real-vehicle scenarios but also achieve comprehensive verification of fault injection and functional safety under extreme operating conditions. This significantly reduces development costs and testing risks, shortens the R&D cycle, and effectively improves the safety and reliability of vehicle control in the functional implementation and collaborative performance evaluation of steering, braking, and domain control systems. Attached Figure Description

[0016] To more clearly illustrate the technical solutions of the embodiments of this application, the accompanying drawings used in the embodiments of this application will be briefly introduced below. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0017] Figure 1 This is one of the structural schematic diagrams of the HIL hardware-in-the-loop system provided in the embodiments of this application; Figure 2 This is the second schematic diagram of the structure of the HIL hardware-in-the-loop system provided in the embodiments of this application; Figure 3 This is the third schematic diagram of the hardware-in-the-loop (HIL) system provided in this application embodiment. Detailed Implementation

[0018] The features and exemplary embodiments of various aspects of this application will be described in detail below. To make the objectives, technical solutions, and advantages of this application clearer, the application will be further described in detail below with reference to the accompanying drawings and specific embodiments. It should be understood that the specific embodiments described herein are only intended to explain this application and not to limit it. For those skilled in the art, this application can be implemented without some of these specific details. The following description of the embodiments is merely to provide a better understanding of this application by illustrating examples.

[0019] It should be noted that, in this document, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising..." does not exclude the presence of additional identical elements in the process, method, article, or apparatus that includes the element.

[0020] To address the problems of the prior art, this application provides a Hardware-in-the-Loop (HIL) system. The HIL system provided in this application will be described below.

[0021] Figure 1 This illustration shows one of the structural schematic diagrams of a HIL (Hardware-in-the-Loop) system provided in an embodiment of this application. For example... Figure 1 As shown, a hardware-in-the-loop (HIL) system includes: a host computer 1, a real-time simulator 2, a steering control system 31, a braking control system 32, and a domain control system 33.

[0022] The host computer 1 is used at least to configure the real-time simulation model of the vehicle under test, and the real-time simulation model is used for hardware-in-the-loop testing.

[0023] The vehicle under test is a real vehicle under development or testing, and its specific configuration forms the basis of the simulation. Before the test officially begins, engineers need to configure the real-time simulation model on the host computer (PC1). Specifically, firstly, a high-precision vehicle dynamics model can be configured based on the parameters of the vehicle under test using professional vehicle dynamics software such as CarSim. Then, a logic model representing the vehicle controller is built in Simulink. Finally, on the NI VeriStand platform, the CarSim vehicle dynamics model is integrated as the controlled object within the Simulink model as the integration framework, thus forming a complete closed-loop real-time simulation model that accurately simulates the behavior of the entire vehicle.

[0024] This real-time simulation model can be deployed and run on the real-time simulator 2 to simulate a real vehicle operating environment, enabling the real vehicle controller (such as the chassis core system) connected to the test system to execute all its control functions. Thus, under laboratory conditions, a comprehensive verification of the functions and performance of the chassis core system can be completed safely and efficiently.

[0025] Real-time simulator 2 (i.e.) Figure 1 The NI host shown is connected to the host computer 1 for running the real-time simulation model.

[0026] Specifically, after the engineer completes the configuration of the real-time simulation model on the host computer 1, the real-time simulation model and related configuration information are compiled and downloaded to the real-time emulator 2 (NI host) via Ethernet. After receiving this data, the NI host loads it into memory, completing the preparation work before execution.

[0027] The engineer then clicks the "Start" or "Run" button on the host computer interface. This run command is sent to the NI host via Ethernet. Upon receiving the command, the NI host begins executing the code of the real-time simulation model.

[0028] The steering control system 31 is communicatively connected to the real-time simulator 2, and is used to receive virtual vehicle messages from the real-time simulator 2 and perform steering operations based on the messages.

[0029] like Figure 1 As shown, the steering control system 31 includes: a steer-by-wire subsystem 311, which includes an upward steering mechanical structure, an upward steering electronic control module, a downward steering mechanical structure, and a downward steering electronic control module; and a rear wheel steering subsystem 312, which includes a rear steering mechanical structure and a rear steering electronic control module.

[0030] In the online steering subsystem 311, the upper steering mechanism is connected to the steering motor in the HIL test bench (i.e., the HIL hardware-in-the-loop system provided in this embodiment), and the upper steering control module is connected to the NI host via a CAN bus; the lower steering mechanism is connected to the front motor of the load motor in the HIL test bench, and the lower steering control module is connected to the NI host via a CAN bus. In the rear wheel steering subsystem 312, the rear steering mechanism is connected to the rear motor of the load motor, and the rear steering control module is connected to the NI host via a CAN bus.

[0031] In this embodiment, each electronic control module in the steer-by-wire system continuously receives virtual vehicle messages from the real-time simulator 2 via the CAN bus. These messages contain real-time state parameters of the vehicle in the simulation environment, such as the target steering angle and vehicle speed. After parsing this data, the electronic control modules generate precise control commands to drive the corresponding mechanical structures (such as up-turn or down-turn mechanisms) to accurately reproduce the steering operation set in the virtual simulation environment, thus completing the hardware-in-the-loop test closed loop.

[0032] The braking control system 32 is communicatively connected to the real-time simulator 2 and the steering control system 31, respectively, and is used to receive virtual vehicle messages from the real-time simulator 2 and perform braking operations based on the messages.

[0033] In this embodiment, the braking control system 32 can be a brake-by-wire system, an integrated hydraulic braking system, or a separate hydraulic braking system. All of the above braking systems have the ability to process message commands and drive the braking mechanism to adapt to different testing or application scenario requirements.

[0034] like Figure 1 As shown, the control module of the brake-by-wire system is a central controller, which is connected to the steering control system 31's up-steering electronic control module and the NI host via a CAN bus. The integrated hydraulic braking system (Onebox) includes an integrated power assist system electronic control unit and a mechanical Onebox module, all connected to the same CAN bus network. The separate hydraulic braking system (Twobox) mainly consists of an integrated power assist electronic control system and a mechanical Ibooster, also connected to the CAN bus.

[0035] All of the aforementioned braking systems include brake-by-wire mechanical modules and wheel speed sensors for each of the four wheels. The controller is connected to each wheel speed sensor, and the sensors are then connected to their respective brake mechanical modules. Notably, the hydraulic braking system Twobox also includes an Electronic Stability Control (ESC). Its integrated power steering system and mechanical Ibooster must first be connected to the ESC, and then the ESC connects to the four wheel speed sensors to achieve more comprehensive stability control functions.

[0036] The braking control system 32 monitors the CAN bus in real time through its control module. Upon receiving a virtual vehicle message from the NI host, the controller first parses the message to extract key control commands, such as target deceleration or braking force requests. Subsequently, the control module, considering the current vehicle state, calculates the specific execution command required using its internal control algorithm. Finally, this command is sent to the brake-by-wire module, driving the brake calipers or brake shoes to generate actual braking force, thus completing the closed-loop control from virtual signal to physical braking operation.

[0037] The domain control system 33 is connected to the CAN bus and is communicatively connected to the real-time simulator 2, the steering control system 31 and the braking control system 32 respectively. It is used to receive virtual vehicle messages from the real-time simulator 2 and control the steering control system 31 and the braking control system 32 based on the messages.

[0038] Domain control system 33 continuously listens for and receives virtual vehicle messages from the NI host via the CAN bus. These messages contain real-time status parameters of the vehicle in the virtual simulation environment, such as the target steering angle and target braking force. The processor inside domain control system 33 parses, verifies, and performs logical operations on these messages, converting them into specific control commands. Subsequently, domain control system 33 sends corresponding command signals to steering control system 31 and braking control system 32 via the CAN bus to precisely drive the steering motor or brake actuator, thereby achieving closed-loop control of vehicle steering and braking behavior and ensuring that virtual simulation commands can be accurately and in real-time mapped to the physical execution end.

[0039] Understandably, during the testing process, the real-time simulator 2 also collects and processes the test data of the steering control system 31, the braking control system 32 and the domain control system 33 based on the real-time simulation model, and uploads it to the host computer 1.

[0040] Specifically, the real-time simulator 2 includes: a data acquisition card connected to the steering motor for acquiring sensor signals emitted by the steering motor; and a testing tool communicatively connected to the host computer 1, the steering control system 31, the braking control system 32, and the domain control system 33, for acquiring observations and calibration values ​​from the steering control system 31, the braking control system 32, and the domain control system 33, and uploading the observations and calibration values ​​to the host computer 1 so that the host computer 1 updates the real-time simulation model based on the observations and calibration values.

[0041] In this embodiment, the NI host computer centrally collects the observations and calibration data of the steering, braking, and domain control systems 33 and uploads them to the host computer 1, achieving centralized acquisition and processing of test data. Based on this data, the host computer 1 can perform analysis and judgment, providing necessary support for model iteration, thereby constructing a high-precision closed-loop test environment and significantly improving the accuracy and reliability of the test.

[0042] Furthermore, such as Figure 1 As shown, the HIL bench also includes a virtual scene display module, which is connected to the real-time simulator 2 and is used to display the status of the steering control system 31, the braking control system 32 and the domain control system 33 in real time, providing visualized data, which can enhance the observability of the HIL bench, enabling engineers to intuitively grasp the system dynamics and effectively improve debugging and verification efficiency.

[0043] Figure 2 This is a second schematic diagram of the structure of the HIL hardware-in-the-loop system provided in an embodiment of this application. For example... Figure 2 As shown, the system also includes: Switch 4 is connected to the host computer 1 and the real-time simulator 2 respectively, and is used for data transmission between the host computer 1 and the real-time simulator 2; The power distribution box 5 is connected to the real-time simulator 2 and an external voltage, and is used to supply power to the real-time simulator 2. The programmable power supply 6 is connected to the switch 4, the power distribution box 5, the steering control system 31, the braking control system 32 and the domain control system 33 respectively, so as to realize the power distribution of the steering control system 31, the braking control system 32 and the domain control system 33.

[0044] Specifically, in this embodiment, an external voltage (such as 380V) is used to power the HIL hardware-in-the-loop system. The power distribution box 5 powers on each module in a preset sequence, while the host computer 1 completes the initial deployment of the HIL system. The host computer 1 sends control signals to the switch 4 via Ethernet, and the switch 4 controls the programmable power supply 6 to perform power distribution tasks according to the SCPI protocol.

[0045] like Figure 2 As shown, the system also includes: High-current switching box, used to control the switching of high current; The fault injection module is connected to the real-time simulator 2, the steering control system 31, the braking control system 32 and the domain control system 33 respectively, and is used to receive fault injection instructions from the real-time simulator 2, and to perform fault injection operations to the steering control system 31, the braking control system 32 and / or the domain control system 33 based on the fault injection instructions.

[0046] In addition, the HIL test bench also includes a high-current / low-current panel, through which the product under test (DUT) completes the signal interaction for fault injection.

[0047] In this embodiment, the host computer 1 controls the relay to achieve precise control of the on / off of large current and automatic injection of small current faults. At the same time, the vehicle under test can use the large and small current control panel to complete the signal interaction related to the fault injection process, which improves the automation level and operational safety of fault testing and realizes fine control of current status.

[0048] Figure 3 This is shown as the third schematic diagram of the structure of the HIL hardware-in-the-loop system provided in this application embodiment. Figure 3 As shown, the system also includes: The steering robot driver 71 is communicatively connected to the real-time simulator 2 and is used to receive steering commands from the real-time simulator 2, and based on the steering commands, drive the steering motor (steering robot) in the system to apply steering torque to the steering control system 31 to simulate the driver's steering input operation on the steering control system 31. Load driver 72 (i.e. Figure 3 The linear motor drivers shown (corresponding to the four wheels respectively) are communicatively connected to the real-time simulator 2, and are used to receive load commands from the real-time simulator 2, and, based on the load commands, drive the load motors (i.e., the load motors in the system) Figure 3 The linear motors (corresponding to the four wheels) shown in the diagram apply load torque to the steering control system 31 to simulate the road feel torque generated between the road surface and the tires.

[0049] like Figure 3 As shown, the power distribution box 5 is connected to the transformer and the load driver 72. The transformer is connected to the steering robot driver 71 and is used to supply power to the steering robot driver 71; the power distribution box 5 is used to supply power to the load driver 72.

[0050] The host computer 1 sends the demand signal to the NI host via Ethernet, and the NI host then distributes it to the data acquisition card, the front and rear load drivers 72, and the steering robot driver 71 via Ethernet, thereby driving the servo motors of the HIL test bench. Simultaneously, the steering control system 31, the braking control system 32, and the domain control system 33 respond in real time according to the preset development strategy logic and the signals input from the dynamic model. Through the coordinated operation of these units, data and signal interaction between the steering, braking, domain controllers, and the test bench is achieved. The overall signal delay time does not exceed 1ms, and the response time of the steering linear motor and the steering robot is less than or equal to 10ms, ensuring high precision and high reliability of real-time control.

[0051] To meet functional safety objective SG1, namely, to prevent the steer-by-wire (SBW) system from exhibiting unexpected steering wheel self-steering under all vehicle operating conditions, in this embodiment of the application, the host computer 1 can adjust the real-time simulation model based on vehicle speed trajectory limits to simulate high-speed lane change conditions. The host computer 1 performs a fault injection operation to the steering control system 31 and acquires the test data of the steering control system 31 in real time, so as to realize the performance test of the steering control system 31 under the high-speed lane change condition.

[0052] Specifically, the HIL test bench provided in this application embodiment can combine the Carsim vehicle dynamics model with vehicle speed trajectory limits to realize fault injection testing under high-speed lane change conditions. On the HIL test bench, the overall performance of the SBW system under this condition can be accurately reproduced, and vehicle status data can be acquired in real time. This not only improves testing efficiency and safety, but also enhances the coverage and completeness of the test conditions.

[0053] To meet the vehicle stability control objective, namely to prevent unexpected vehicle instability, the host computer 1 can also adjust the real-time simulation model based on the preset vehicle speed and steering angle to simulate the track crossing condition, so that the domain control system 33 controls the braking control system 32 and the steering control system 31 based at least on the lateral acceleration in the test data and the preset instability target value. The host computer 1 acquires test data of the steering control system 31, the braking control system 32, and the domain control system 33 in real time to perform performance tests on the steering control system 31, the braking control system 32, and the domain control system 33 under the overrunning condition.

[0054] Specifically, the HIL test bench provided in this application can simulate the dynamic response of a vehicle under high-speed track conditions (vehicle speed ≥ 60 kph, including steering). In this condition, if the vehicle's lateral acceleration exceeds the instability target value, and the domain controller determines that the yaw angle cannot return to the target range after ESC intervention, the domain controller will further integrate vehicle message information and the status of the steering and braking systems. Through precise calculation, it will send additional front and rear wheel steering angle commands to the steer-by-wire (SBW) system to achieve coordinated braking and steering correction control, thereby improving the margin for vehicle instability control. This HIL test bench can effectively reproduce such extreme conditions. By simply sending the parameters corresponding to various extreme conditions to each system in the test bench via a host computer, the response mechanism and performance of each system under extreme conditions can be tested. Traditional testing methods for steering systems require based on the actual performance of a real vehicle under the aforementioned extreme conditions to avoid the influence of factors not included in the system parameters, such as mechanical transmission. Based on this, the HIL test bench in this embodiment can also overcome the problems of site limitations, rollover risks and personal safety hazards in traditional real vehicle testing, providing key support for the development of control systems.

[0055] It is understood that the HIL test bench in this application adopts a highly integrated chassis core system, which combines a whole vehicle simulation model with physical components such as steering, braking, and domain control. It can monitor the system status and collect data in real time during testing, support the optimization of control algorithms under complex working conditions, and help to significantly shorten the development and calibration cycle, improve R&D efficiency and system reliability.

[0056] This application provides an embodiment of a Hardware-in-the-Loop (HIL) system, comprising: a host computer for configuring a real-time simulation model of a vehicle under test (V2T), the V2T model being used for hardware-in-the-loop testing; a real-time simulator (RTS), communicatively connected to the host computer, for running the V2T model; a steering control system, communicatively connected to the RTS, for receiving virtual vehicle messages from the RTS and performing steering operations based on the messages; a braking control system, communicatively connected to both the RTS and the steering control system, for receiving virtual vehicle messages from the RTS and performing braking operations based on the messages; and a domain control system, communicatively connected to the RTS, the steering control system, and the braking control system, for receiving virtual vehicle messages from the RTS and controlling the steering control system and the braking control system based on the messages. The RTS also collects and processes test data from the steering control system, the braking control system, and the domain control system based on the V2T model and uploads it to the host computer. Thus, in this embodiment, by constructing a hardware-in-the-loop (HIL) system integrating steering, braking, and domain control systems, a highly integrated chassis core system simulation testing technology is achieved, supporting real-vehicle virtual closed-loop simulation testing of key chassis systems such as steering, braking, and domain control. Simultaneously, by utilizing a real-time simulator for centralized data interaction and processing, it can accurately simulate real vehicle operating conditions in a laboratory environment, simultaneously promoting the implementation of control objectives in specific scenarios through virtual vehicle simulation. This allows this application to not only cover routine operating condition testing in real-vehicle scenarios but also achieve comprehensive verification of fault injection and functional safety under extreme operating conditions. This significantly reduces development costs and testing risks, shortens the R&D cycle, and effectively improves the safety and reliability of vehicle control in the functional implementation and collaborative performance evaluation of steering, braking, and domain control systems.

[0057] In conjunction with the HIL hardware-in-the-loop system in the above embodiments, this application embodiment can provide a vehicle that includes any of the above HIL hardware-in-the-loop systems.

[0058] In this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "joining," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise expressly limited. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0059] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this invention, "a plurality of" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0060] The technical features of the embodiments described above can be combined arbitrarily. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as the combination of these technical features does not contradict each other, it should be considered within the scope of this specification. The embodiments described above only illustrate several implementation methods of this application, and their descriptions are relatively specific and detailed, but they should not be construed as limiting the scope of the patent application. Therefore, the scope of protection of this patent application should be determined by the appended claims. It should be noted that for those skilled in the art, several modifications and improvements can be made without departing from the concept of this application, and these all fall within the scope of protection of this application.

Claims

1. A hardware-in-the-loop (HIL) system, characterized in that, The system includes: The host computer is used to configure the real-time simulation model of the vehicle under test, which is used for hardware-in-the-loop testing. A real-time simulator, which is connected to the host computer, is used to run the real-time simulation model; The steering control system is communicatively connected to the real-time simulator and is used to receive virtual vehicle messages from the real-time simulator and perform steering operations based on the messages. The braking control system is communicatively connected to the real-time simulator and the steering control system, respectively, and is used to receive virtual vehicle messages from the real-time simulator and perform braking operations based on the messages. The domain control system is communicatively connected to the real-time simulator, the steering control system, and the braking control system, respectively. It receives virtual vehicle messages from the real-time simulator and controls the steering control system and the braking control system based on these messages. The real-time simulator also collects and processes test data of the steering control system, the braking control system and the domain control system based on the real-time simulation model, and uploads it to the host computer.

2. The HIL hardware-in-the-loop system according to claim 1, characterized in that, The system also includes: A steering robot actuator, communicatively connected to the real-time simulator, is used to receive steering commands from the real-time simulator. Based on the steering command, the steering motor in the system is driven to apply steering torque to the steering control system to simulate the driver's steering input operation to the steering control system; A load driver, communicatively connected to the real-time simulator, is used to receive load commands from the real-time simulator, and... Based on the load command, the load motor in the system is driven to apply load torque to the steering control system to simulate the road feel torque generated between the road surface and the tire.

3. The HIL hardware-in-the-loop system according to claim 2, characterized in that, The steering control system includes: The steer-by-wire subsystem includes an upper steering mechanism and a lower steering mechanism, wherein the upper steering mechanism is connected to the steering motor and the lower steering mechanism is connected to the front motor of the load motor. The rear wheel steering subsystem includes a rear steering mechanism connected to the rear motor of the load motor.

4. The HIL hardware-in-the-loop system according to claim 1, characterized in that, The real-time simulator includes: A data acquisition card, connected to the steering motor, is used to acquire sensor signals emitted by the steering motor; The testing tools are communicatively connected to the host computer, the steering control system, the braking control system, and the domain control system, respectively, for acquiring observations and calibration values ​​from the steering control system, the braking control system, and the domain control system. The observed values ​​and the calibration values ​​are uploaded to the host computer so that the host computer can update the real-time simulation model based on the observed values ​​and the calibration values.

5. The HIL hardware-in-the-loop system according to claim 1, characterized in that, The braking control system is a brake-by-wire system, an integrated hydraulic braking system, or a separate hydraulic braking system.

6. The HIL hardware-in-the-loop system according to claim 1, characterized in that, The system also includes: A switch is connected to both the host computer and the real-time simulator, and is used for data transmission between the host computer and the real-time simulator. A power distribution box is connected to the real-time simulator and an external voltage, and is used to at least supply power to the real-time simulator. The programmable power supply is connected to the switch, the power distribution box, the steering control system, the braking control system, and the domain control system respectively, so as to realize the power distribution to the steering control system, the braking control system, and the domain control system.

7. The HIL hardware-in-the-loop system according to claim 1, characterized in that, The system also includes: High-current switching box, used to control the switching of high current; The fault injection module is connected to the real-time simulator, the steering control system, the braking control system, and the domain control system, respectively, and is used to receive fault injection commands from the real-time simulator. Based on the fault injection command, a fault injection operation is performed on the steering control system, the braking control system, and / or the domain control system.

8. The HIL hardware-in-the-loop system according to claim 1, characterized in that, The host computer adjusts the real-time simulation model based on the vehicle speed trajectory limit to simulate high-speed lane change conditions. The host computer performs a fault injection operation to the steering control system and acquires the test data of the steering control system in real time, so as to realize the performance test of the steering control system under the high-speed lane change condition.

9. The HIL hardware-in-the-loop system according to claim 1, characterized in that, The host computer adjusts the real-time simulation model based on the preset vehicle speed and steering angle to simulate the rolling condition, so that the domain control system controls the braking control system and the steering control system based at least on the lateral acceleration in the test data and the preset instability target value. The host computer acquires test data of the steering control system, the braking control system, and the domain control system in real time to perform performance tests on the steering control system, the braking control system, and the domain control system under the overrunning condition.

10. The HIL hardware-in-the-loop system according to claim 1, characterized in that, The system also includes: The virtual scene display module is connected to the real-time simulator and is used to display the status of the steering control system, the braking control system and the domain control system in real time.

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