Hardware-in-the-loop test platform and test method for AMT and retarder controller

Abstract

The invention relates to a hardware-in-the-loop test platform, in particular to a hardware-in-the-loop test platform and a test method for an AMT (Automated Mechanical Transmission) and a retarder controller, and solves the problem that the AMT or a retarder can only be tested independently and the interaction function of the AMT and the retarder cannot be tested in the existing HIL test. The system comprises an upper computer, an HIL cabinet, a CANape, a control unit and an electromagnetic valve group, the control unit is an integrated controller or two independent controllers, and the two independent controllers are an independent AMT controller and an independent hydrodynamic retarder controller respectively. According to the whole test platform, independent AMT test, independent retarder test and AMT and retarder interaction function test can be realized through the integrated controller, and independent AMT test, independent retarder test and AMT and retarder interaction function test can also be realized through the two independent controllers, so that the test platform is high in universality and high in reliability. And reference is provided for generalization of HIL test hardware platforms of other integrated or independent controllers.

Description

TECHNICAL FIELD

[0001] The present application relates to a hardware-in-the-loop test platform, in particular to an AMT and retarder controller hardware-in-the-loop test platform and test method. BACKGROUND

[0002] HIL (Hardware in the Loop) testing is a method of connecting real hardware devices with virtual simulation environment to form a closed-loop test system. During testing, hardware and simulation models interact in real time, simulating real operating conditions to verify the function, CAN communication, IO, fault, and performance of the hardware in a controlled environment.

[0003] Currently, for AMT and retarder HIL testing, AMT or retarder is mostly tested separately. For example, a Chinese invention patent with application publication number CN120340170A discloses an AMT functional safety test method based on hardware-in-the-loop, which includes: according to the AMT HIL functional safety test process, implementing the AMT functional safety test method based on HIL, including hardware platform construction and software platform construction; hardware platform construction: hardware includes load electromagnetic valve group, HIL cabinet, TCU, and host computer, connecting the corresponding pins of TCU and HIL cabinet, the pins of load electromagnetic valve group control signal need to be led out from the Load board card of HIL cabinet, connecting the load electromagnetic valve group, and the host computer connects the HIL cabinet to provide running software. However, the current test is only for one of the controllers, and the algorithm of the other controller needs to be simulated by a model, and a detailed model cannot be established, so the function verification is not comprehensive, and there is a gap between the product comprehensive performance and real vehicle testing.

[0004] In actual application, AMT and retarder function interact more, so it is necessary to test the interactive function in detail, such as when the retarder works, AMT will increase the downshift point and engine speed to provide better cooling capacity for the retarder. SUMMARY

[0005] The purpose of the present application is to solve the technical problem that the existing HIL test can only test AMT or retarder separately and cannot test the interactive function of AMT and retarder, and to provide an AMT and retarder controller hardware-in-the-loop test platform and test method.

[0006] To achieve the above purpose, the technical solution provided by the present application is:

[0007] An AMT and retarder controller hardware-in-the-loop test platform, characterized in that:

[0008] It comprises a host computer, a HIL cabinet, a CANape, a control unit, and an electromagnetic valve group.

[0009] The host computer is connected with the port of the HIL cabinet through Ethernet, and the test software system is installed on the host computer;

[0010] The HIL cabinet is used for realizing the output of each sensor signal in the physical simulation model and receiving the signal sent by the control unit;

[0011] The HIL cabinet comprises a Load board card, an ECU1 board card, an ECU2 board card, an ECU3 board card and a CAN board card.

[0012] The port of the Load board card is electrically connected with the positive electrode of the electromagnetic valve group, and the electromagnetic valve group is used for realizing the gear shifting function of the AMT gearbox and the hydraulic retarder in sequence in response to the control signal of the control unit.

[0013] The control unit comprises an integrated controller or two independent controllers, and the two independent controllers are an independent AMT controller and an independent hydraulic retarder controller.

[0014] The port of the ECU1 board card is connected with the positive electrode of the electromagnetic valve and the sensor power supply pin on the integrated controller, or the port of the ECU1 board card is connected with the positive electrode of the electromagnetic valve and the sensor power supply pin on the independent AMT controller and the independent hydraulic retarder controller respectively.

[0015] The port of the ECU2 board card is connected with the KL15, KL30 and KL31 pins on the integrated controller, or the port of the ECU2 board card is connected with the KL15, KL30 and KL31 pins on the independent AMT controller and the independent hydraulic retarder controller respectively.

[0016] The port of the ECU3 board card is connected with the digital quantity and sensor signal output pin on the integrated controller, or the port of the ECU3 board card is connected with the digital quantity and sensor signal output pin on the independent AMT controller and the independent hydraulic retarder controller respectively.

[0017] The port of the CAN board card is connected with the CAN1 and CAN2 pins on the integrated controller and the port of the CANape, or the port of the CAN board card is connected with the CAN1 and CAN2 pins on the independent AMT controller and the independent hydraulic retarder controller and the port of the CANape.

[0018] Further, the hardware version of the CAN board card is DS2671, the hardware version of the ECU1 board card, the ECU2 board card and the ECU3 board card is DS2680, and the hardware version of the Load board card is DS2690.

[0019] Further, the hardware version of the CANape is VN160A.

[0020] Further, the test software system is built in the following way:

[0021] 1) The IO definition table of the integrated controller is sorted, or the IO definition table of the independent AMT controller and the independent hydraulic retarder controller is sorted, the sensor signals, power signals, CAN signals and digital signals in the input signals are distinguished, the electromagnetic valve driving signals in the output signals are distinguished, the matrix file for CAN communication between the HIL cabinet and the control unit, i.e. the DBC file, and the A2L file for defining the observation and calibration quantities of the application layer and the bottom layer software of the control unit are prepared;

[0022] 2) Based on the IO definition table in step 1, the Configuration Desk project is configured in the Configuration Desk software;

[0023] The configuration of the Configuration Desk project includes configuration of hardware resources, allocation of interface types and connection of the Simulink physical simulation model;

[0024] 3) Based on the IO definition table and the Configuration Desk project, the physical simulation model is constructed to realize all functional requirements of the AMT and the hydraulic retarder;

[0025] The physical simulation model includes the AMT physical simulation model, the hydraulic retarder physical simulation model and the whole vehicle physical simulation model;

[0026] 4) The Configuration Desk project and the physical simulation model are compiled to generate the Sdf file;

[0027] 5) The Sdf file is imported into the Control Desk project of the Control Desk software, the configuration of the human-computer interaction interface is performed, and the instrument interface which can realize virtual operation of the vehicle is formed;

[0028] 6) The Sdf file, the DBC file and the A2L file are configured in the ECU TEST software, the test case is constructed, the building of the test software system is completed, and the preparation for the automatic test is completed.

[0029] Meanwhile, the application further provides an AMT and retarder controller hardware-in-the-loop test method, which adopts the AMT and retarder controller hardware-in-the-loop test platform, and the difference lies in that one or more of the following A, B and C test methods are adopted:

[0030] A, independent HIL test of the retarder:

[0031] Power on the independent AMT controller and the independent hydraulic retarder controller, and close the retarder function of the independent hydraulic retarder controller, perform the AMT automatic up and down gear virtual running test, after the running test, set the slope, open the retarder function after reaching the retarder vehicle speed working interval, and perform the retarder function test;

[0032] Or, power on the integrated controller, and close the retarder function, perform the AMT automatic up and down gear virtual running test, after the running test, set the slope, open the retarder function after reaching the retarder vehicle speed working interval, and perform the retarder function test;

[0033] B, AMT independent HIL test:

[0034] Power on the independent AMT controller, and power off the independent hydraulic retarder controller, close the retarder function, perform the AMT automatic up and down gear virtual running test, and carry out the gearbox E mode driving function test;

[0035] Or, power on the integrated controller, close the retarder function, perform the AMT automatic up and down gear virtual running test, and carry out the gearbox E mode driving function test;

[0036] C, AMT and retarder interaction test:

[0037] Power on the independent AMT controller and the independent hydraulic retarder controller, close the retarder function of the independent hydraulic retarder controller, perform the AMT automatic up and down gear virtual running test, after the running test, set the slope, open the retarder function of the independent hydraulic retarder controller after reaching the retarder vehicle speed working interval, and perform the AMT and retarder cooperative function test;

[0038] Or, power on the integrated controller, close the retarder function, perform the AMT automatic up and down gear virtual running test, after the running test, set the slope, open the retarder function after reaching the retarder vehicle speed working interval, and perform the AMT and retarder cooperative function test.

[0039] Further, the retarder function test includes the test of the constant speed function, ABS limiting function and throttle limiting function of the retarder, and the specific process is as follows:

[0040] First, open the Control Desk project, and power on KL30, KL15 and key on the man-machine interface;

[0041] Secondly, step on the brake and put the vehicle in A gear, and set the slope to-5°, and step on the throttle to make the vehicle run to 60km / h;

[0042] Finally, the hydraulic retarder physical simulation model sends the CAN signal of the retarder handle being in gear 1 to the integrated controller or the independent hydraulic retarder controller, and the hydraulic retarder constant speed gear test, the hydraulic retarder constant speed gear throttle limiting function test, and the hydraulic retarder constant speed gear ABS limiting function test are respectively performed.

[0043] Further, the retarder function test is specifically as follows:

[0044] The hydraulic retarder constant speed gear test is specifically as follows:

[0045] The size of the set vehicle speed, speed difference, oil temperature, water temperature, target torque, fan speed percentage, and throttle opening degree in the CANape software interface is observed, and if the CANape data indicates that the current gear is 1, the handle gear is 1, the working light and the brake light state are both 1, and the torque mode is 2, it is indicated that the vehicle has entered the constant speed working condition at this time, and the constant speed function logic is correct.

[0046] The hydraulic retarder constant speed gear throttle limiting function test is specifically as follows:

[0047] The throttle is depressed, and the size of the set vehicle speed, speed difference, oil temperature, water temperature, target torque, fan speed percentage, and throttle opening degree in the CANape software interface is observed, and if the CANape data indicates that the current gear is 1, the handle gear is 1, the working light and the brake light state are both 0, and the torque mode is 0, it is indicated that the vehicle has entered the constant speed gear throttle limiting function at this time, and the constant speed gear throttle limiting function logic is correct.

[0048] The hydraulic retarder constant speed gear ABS limiting function test is specifically as follows:

[0049] The ABS function is activated, and the size of the set vehicle speed, speed difference, oil temperature, water temperature, target torque, fan speed percentage, and throttle opening degree in the CANape software interface is observed, and if the CANape data indicates that the current gear is 1, the handle gear is 1, the working light and the brake light state are both 0, and the torque mode is 7, it is indicated that the vehicle has entered the constant speed gear ABS limiting function at this time, and the constant speed gear ABS limiting function logic is correct.

[0050] Further, in the test mode B, the transmission E mode driving function test is specifically as follows:

[0051] First, the Control Desk project is opened, and the KL30, KL15, and key are powered on in the human-computer interaction interface.

[0052] Secondly, press the brake, shift to A gear, and let the AMT physical simulation model send a CAN signal with gear D to the integrated controller or independent AMT controller to start the vehicle. Set the lever to E mode, press the accelerator to drive the vehicle to the highest gear, and then check in the CANape software interface whether the current gear is the highest and whether the current mode is E mode. If the CANape data shows that the vehicle has entered E mode and the gearbox is in the highest gear, then the E mode driving function logic of the gearbox is correct.

[0053] Finally, apply the brakes to slow the vehicle to a stop and shift to neutral (N). Check that the current gear is 0.

[0054] Furthermore, in test method C, the specific process for testing the AMT and retarder collaborative function is as follows:

[0055] First, open the Control Desk project and power on the KL30, KL15, and key batteries in the human-computer interaction interface;

[0056] Next, press the brake, shift to A gear and let the AMT physical simulation model send a CAN signal with gear D to the integrated controller or independent AMT controller to start the vehicle. Set the slope to -5° and press the accelerator to make the vehicle speed reach 60km / h.

[0057] Record the current gearbox downshift point and engine speed. The retarder physical simulation model sends a CAN signal indicating that the retarder lever is in gear 2 to the integrated controller or independent hydraulic retarder controller. Then, observe in the CANape software interface whether the retarder mode, work light, brake light, and torque percentage are equal to the values ​​in the braking gear 2 state. Then observe whether the gearbox downshift point and engine speed increase. If the CANape data shows that the retarder mode, work light, brake light, and torque percentage are all equal to the values ​​in the braking gear 2 state, and the gearbox downshift point and engine speed have increased, it indicates that the AMT and retarder collaborative function logic is correct.

[0058] Compared with the prior art, the present invention has the following beneficial technical effects:

[0059] The hardware-in-the-loop test platform for AMT and retarder controllers provided by this invention includes a host computer, a HIL cabinet, a CANape, a control unit, and a solenoid valve assembly. The control unit can be an integrated controller or two independent controllers, namely an independent AMT controller and an independent hydraulic retarder controller. Thus, during testing, the entire test platform can achieve individual AMT testing, individual retarder testing, and AMT-retarder interaction function testing through the integrated controller, or it can achieve individual AMT testing, individual retarder testing, and AMT-retarder interaction function testing through the two independent controllers. The entire test platform has high versatility and provides a reference for the generalization of HIL test hardware platforms for other types of integrated or independent controllers. Attached Figure Description

[0060] Figure 1 This is a schematic diagram of the hardware-in-the-loop test platform for an AMT and retarder controller according to the present invention, which uses an integrated controller.

[0061] Figure 2 This is a schematic diagram of the hardware-in-the-loop test platform for an AMT and retarder controller according to the present invention, which uses an independent controller.

[0062] The annotations in the attached figures are explained as follows:

[0063] 1-Host computer; 2-HIL cabinet; 21-Load board; 22-ECU1 board; 221-ECU2 board; 222-ECU3 board; 23-CAN board; 3-Integrated controller; 31-Independent AMT controller; 32-Independent hydraulic retarder controller; 4-Solenoid valve group; 5-CANApe. Detailed Implementation

[0064] To make the objectives, advantages, and features of the present invention clearer, the present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments. Those skilled in the art should understand that these embodiments are merely used to explain the technical principles of the present invention and are not intended to limit the scope of protection of the present invention.

[0065] like Figure 1 and Figure 2 As shown, this embodiment provides a hardware-in-the-loop test platform for an AMT and a retarder controller, including a host computer 1, a HIL cabinet 2, a CANape 5, a control unit, and a solenoid valve group 4.

[0066] The host computer 1 and HIL cabinet 2 are connected via Ethernet. The host computer 1 is equipped with the test software system, while the HIL cabinet 2 is used to output the signals of various sensors in the physical simulation model and receive the signals sent by the control unit.

[0067] HIL cabinet 2 includes Load board 21, ECU1 board 22, ECU2 board 221, ECU3 board 222, and CAN board 23. Among them, CAN board 23 has a hardware version of DS2671, ECU1 board 22, ECU2 board 221, and ECU3 board 222 all have a hardware version of DS2680, Load board 21 has a hardware version of DS2690, and CANape5 has a hardware version of VN160A.

[0068] The port of Load board 21 is electrically connected to the positive terminal of solenoid valve group 4. Solenoid valve group 4 is used to respond to the control signal of the control unit and sequentially realize the shifting function of AMT gearbox and hydraulic retarder.

[0069] The control unit of this invention includes one integrated controller 3 or two independent controllers, such as... Figure 1 The diagram shows a structure including an integrated controller 3, which integrates AMT and retarder functions. At this time, the port of ECU1 board 22 is connected to the positive terminal of the solenoid valve and the sensor power supply pin on the integrated controller 3; the port of ECU2 board 221 is connected to the KL15, KL30, and KL31 pins on the integrated controller 3; and the port of ECU3 board 222 is connected to the digital output and sensor signal output pins on the integrated controller 3. The port of CAN board 23 is connected to the CAN1, CAN2, and CANape5 pins on the integrated controller 3.

[0070] Among them, the positive pin of the solenoid valve is the high-side drive pin of a certain solenoid valve defined on the control unit; the sensor power supply pin is the pin that provides power supply to a certain sensor; the KL15 pin is the ignition switch pin on the control unit; the KL30 pin is the power-on pin of the control unit; the KL31 pin is the control ground pin; the digital pin is the pin on the control unit for requests such as PTO (Power Take-Off); the sensor output signal pin is the pin on the control unit for receiving signals from external sensors; and the CAN1 and CAN2 pins are the pins on the control unit for CAN communication.

[0071] When the control unit consists of two independent controllers, its structural diagram is as follows: Figure 2As shown, the two independent controllers are an independent AMT controller 31 and an independent hydraulic retarder controller 32. The ports of ECU1 board 22 are connected to the positive terminals of the solenoid valves and the power supply pins of the sensors on both the independent AMT controller 31 and the independent hydraulic retarder controller 32. The ports of ECU2 board 221 are connected to the KL15, KL30, and KL31 pins on both the independent AMT controller 31 and the independent hydraulic retarder controller 32. The ports of ECU3 board 222 are connected to the digital output and sensor signal output pins on both the independent AMT controller 31 and the independent hydraulic retarder controller 32. The ports of CAN board 23 are connected to the CAN1, CAN2 pins and the CANape5 port on both the independent AMT controller 31 and the independent hydraulic retarder controller 32.

[0072] The test software system needs to be built before formal testing, and it is built in the following way:

[0073] 1) Organize the IO definition table of the integrated controller 3, or organize the IO definition tables of the independent AMT controller 31 and the independent hydraulic retarder controller 32, distinguishing the sensor signals, power signals, CAN signals and digital signals in the Input signals, and the solenoid valve drive signals in the Output signals; prepare the matrix file, i.e., the DBC file, for CAN communication between the HIL cabinet 2 and the control unit, and the A2L file defining the observation and calibration quantities of the control unit's application layer and underlying software; both are input files provided by the developers to the testers during the test preparation phase;

[0074] The sensor signals in the Input signals include controller input signals for the input shaft speed sensor, intermediate shaft speed sensor, output shaft speed sensor, clutch displacement sensor, gear selection displacement sensor, gear engagement displacement sensor, range gear displacement sensor, differential gear displacement sensor, air pressure sensor, transmission oil temperature sensor, retarder oil pressure sensor, retarder oil temperature sensor, and retarder coolant temperature sensor.

[0075] The power signals in the Input include KL15, KL30, and KL31;

[0076] The digital signals in the input include PTO request, handbrake, shift redundancy, and PTO switch.

[0077] The solenoid valve drive signals in the output signals include the controller output signals of the gear selection solenoid valve, gear shift solenoid valve, range gear solenoid valve, differential gear solenoid valve, fast-opening clutch solenoid valve, fast-closing clutch solenoid valve, slow-opening clutch solenoid valve, slow-closing clutch solenoid valve, power take-off solenoid valve, brake solenoid valve, retarder switch solenoid valve, and retarder proportional solenoid valve.

[0078] 2) Based on the IO definition table in step 1, configure the ConfigurationDesk project in the Configuration Desk software;

[0079] The Configuration Desk project includes configuring hardware resources, assigning interface types, and connecting to the Simulink physics simulation model.

[0080] This step mainly involves establishing the various signal pathways, for example:

[0081] Implement the sensor signal transmission route: physical simulation model — ECU3 board 22 — integrated controller 3 or two independent controllers;

[0082] The solenoid valve drive signal transmission route is as follows: corresponding pins of integrated controller 3 or two independent controllers — ECU1 board 22 — physical simulation model and Load board 21 — solenoid valve group 4;

[0083] Implement the CAN Input signal transmission route: physical simulation model — CAN board 23 — integrated controller 3 or corresponding pins of two independent controllers;

[0084] Implement the CAN Output signal transmission route: integrated controller 3 or two independent controllers — CAN board 23 and CANape5 ports — physical simulation model;

[0085] 3) Based on the IO definition table and Configuration Desk project, construct a physical simulation model to realize all functional requirements of AMT and hydraulic retarder;

[0086] The physical simulation models include the AMT physical simulation model, the hydraulic retarder physical simulation model, and the whole vehicle physical simulation model;

[0087] 4) Compile the Configuration Desk project and the physical simulation model to generate an Sdf file;

[0088] 5) Import the Sdf file into the Control Desk project of the Control Desk software to configure the human-machine interface and create an instrument panel interface that can virtually operate the sports car, just like the real car.

[0089] 6) Configure the Sdf file, DBC file, and A2L file in the ECU TEST software, build test cases, complete the construction of the test software system, and prepare for automated testing.

[0090] Meanwhile, this invention also provides a hardware-in-the-loop testing method for AMT and retarder controllers, employing the aforementioned hardware-in-the-loop testing platform for AMT and retarder controllers, including one or more of three testing methods: A, B, and C.

[0091] A. Independent HIL test for retarder:

[0092] Power on the independent AMT controller 31 and the independent hydraulic retarder controller 32, and turn off the retarder function of the independent hydraulic retarder controller 32. Conduct an AMT automatic upshifting and downshifting virtual sports car test. After the sports car test, set the slope and turn on the retarder function after reaching the retarder speed working range. Conduct a retarder function test.

[0093] Alternatively, power on the integrated controller 3 and turn off the retarder function to conduct an AMT automatic shifting virtual sports car test. After the sports car test, set the slope and turn on the retarder function after reaching the retarder's working speed range to conduct a retarder function test.

[0094] The retarder function test includes testing the retarder's constant speed function, ABS limiting function, and throttle limiting function. The specific procedure is as follows:

[0095] First, open the Control Desk project and power on the KL30, KL15, and key batteries in the human-computer interaction interface;

[0096] Next, press the brake, shift to A gear to start the vehicle, set the slope to -5°, and press the accelerator to make the vehicle travel at 60km / h.

[0097] Finally, the hydraulic retarder physical simulation model sends a CAN signal indicating that the retarder handle is in position 1 to the integrated controller 3 or the independent hydraulic retarder controller 32 to perform constant speed gear test, constant speed gear throttle limit function test, and constant speed gear ABS limit function test, respectively.

[0098] The specific test for the constant speed setting of the hydraulic retarder is as follows:

[0099] In the CANape5 software interface, set the vehicle speed, speed difference, oil temperature, water temperature, target torque, fan speed percentage, and throttle opening. If the CANape data shows that the current gear is 1, the lever gear is 1, the work light and brake light are both 1, and the torque mode is 2, then 2 represents that the constant speed gear has been activated. This means that the vehicle has entered the constant speed condition, and the constant speed function logic is correct.

[0100] In this embodiment, the vehicle speed is set to 59.467 km / h, the current vehicle speed is 59.462 km / h, the speed difference is -0.005, the oil temperature is 61℃, the water temperature is 66℃, the target torque is 460.8 Nm, the fan speed percentage is 100%, and the throttle opening is 0%.

[0101] The specific test of the hydraulic retarder's constant speed throttle limiting function is as follows:

[0102] Press the accelerator and observe the settings in the CANape5 software interface, such as vehicle speed, speed difference, oil temperature, water temperature, target torque, fan speed percentage, and throttle opening. If the CANape data indicates that the current gear is 1, the lever gear is 1, the work light and brake light are both 0, and the torque mode is 0, then 0 represents that the throttle opening limit has been activated. This means that the vehicle has entered the constant speed gear throttle limit triggering mode, and the constant speed gear throttle limit function logic is correct.

[0103] In this embodiment, when the accelerator is pressed, the current vehicle speed is 89.78 km / h, the set vehicle speed is 0 km / h, the speed difference is 89.78, the oil temperature is 61℃, the water temperature is 63℃, the target torque is 0 Nm, the fan speed percentage is 100%, and the throttle opening is 50%.

[0104] The specific test for the ABS limiting function of the hydraulic retarder constant speed setting is as follows:

[0105] Set the hydraulic retarder to constant speed mode, activate the ABS function, and observe the settings in the CANape5 software interface, such as vehicle speed, speed difference, oil temperature, coolant temperature, target torque, fan speed percentage, and throttle opening. If the CANape data shows that the current gear is 1, the lever gear is 1, the work light and brake light are both 0, and the torque mode is 7, then 7 represents that the ABS limiting function has been activated. This indicates that the vehicle has entered the constant speed ABS limiting mode, and the logic of the constant speed ABS limiting function is correct.

[0106] In this embodiment, after the ABS function is activated, the current vehicle speed is 64.93 km / h, the set vehicle speed is 0 km / h, the speed difference is 64.93, the oil temperature is 61℃, the water temperature is 63℃, the target torque is 0 Nm, the fan speed percentage is 100%, and the throttle opening is 0%.

[0107] B. AMT Independent HIL Test:

[0108] Power on the independent AMT controller 31 and power off the independent hydraulic retarder controller 32 to disable the retarder function. Conduct an AMT automatic upshifting and downshifting virtual sports car test and carry out a transmission E-mode driving function test.

[0109] Alternatively, power on the integrated controller 3, disable the retarder function, conduct an AMT automatic shifting virtual sports car test, and perform a transmission E-mode driving function test.

[0110] The specific procedure for testing the transmission's E-mode driving function is as follows:

[0111] First, open the Control Desk project and power on the KL30, KL15, and key batteries in the human-computer interaction interface;

[0112] Secondly, press the brake, shift to A gear, and let the AMT physical simulation model send a CAN signal with gear D to the integrated controller 3 or the independent AMT controller 31 to start the vehicle. Set the lever to E mode, press the accelerator to drive the vehicle to the highest gear, and then check in the CANape5 software interface whether the current gear is the highest and whether the current mode is E mode. If the CANape data shows that the vehicle has entered E mode and the gearbox is in the highest gear, then the E mode driving function logic of the gearbox is correct.

[0113] Finally, apply the brakes to slow the vehicle to a stop and shift to neutral (N). Check that the current gear is 0.

[0114] C. AMT and retarder interaction test:

[0115] Power on the independent AMT controller 31 and the independent hydraulic retarder controller 32, turn off the retarder function of the independent hydraulic retarder controller 32, and conduct an AMT automatic upshifting and downshifting virtual sports car test. After the sports car test, set the slope and turn on the retarder function of the independent hydraulic retarder controller 32 after reaching the retarder speed working range to conduct an AMT and retarder coordinated function test.

[0116] Alternatively, power on the integrated controller 3, turn off the retarder function, and conduct an AMT automatic shifting virtual sports car test. After the sports car test, set the slope, and turn on the retarder function after reaching the retarder's working speed range to conduct an AMT and retarder coordinated function test.

[0117] The specific procedure for testing the AMT and retarder collaborative function is as follows:

[0118] First, open the Control Desk project and power on the KL30, KL15, and key batteries in the human-computer interaction interface;

[0119] Next, press the brake, shift to A gear and let the AMT physical simulation model send a CAN signal of gear D to the integrated controller 3 or the independent AMT controller 31 to start the vehicle. Set the slope to -5° and press the accelerator to make the vehicle speed reach 60km / h.

[0120] Record the current gearbox downshift point and engine speed. The retarder physical simulation model sends a CAN signal indicating that the retarder lever is in position 2 to the integrated controller 3 or the independent hydraulic retarder controller 32. Then, observe in the CANape5 software interface whether the retarder mode, work light, brake light, and torque percentage are equal to the values ​​in the braking position 2. Then observe whether the gearbox downshift point and engine speed increase. If the CANape data shows that the retarder mode, work light, brake light, and torque percentage are all equal to the values ​​in the braking position 2, and the gearbox downshift point and engine speed have increased, it indicates that the AMT and retarder collaborative function logic is correct.

[0121] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and are not intended to limit them. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the present invention.

Claims

1. A hardware-in-the-loop test platform for AMT and retarder controllers, characterized in that: It includes a host computer (1), a HIL cabinet (2), a CANape (5), a control unit, and a solenoid valve assembly (4). The host computer (1) and the HIL cabinet (2) are connected via Ethernet. The host computer (1) is equipped with a test software system. The HIL cabinet (2) is used to output the signals of each sensor in the physical simulation model and to receive the signals sent by the control unit; The HIL cabinet (2) includes a Load board (21), an ECU1 board (22), an ECU2 board (221), an ECU3 board (222), and a CAN board (23). The port of the Load board (21) is electrically connected to the positive terminal of the solenoid valve group (4). The solenoid valve group (4) is used to respond to the control signal of the control unit and sequentially realize the shifting function of the AMT gearbox and the hydraulic retarder. The control unit includes an integrated controller (3) or two independent controllers, namely an independent AMT controller (31) and an independent hydraulic retarder controller (32). The port of the ECU1 board (22) is connected to the positive terminal of the solenoid valve and the power supply pin of the sensor on the integrated controller (3), or the port of the ECU1 board (22) is connected to the positive terminal of the solenoid valve and the power supply pin of the sensor on the independent AMT controller (31) and the independent hydraulic retarder controller (32), respectively. The ports of the ECU2 board (221) are connected to the KL15, KL30, and KL31 pins on the integrated controller (3), or the ports of the ECU2 board (221) are connected to the KL15, KL30, and KL31 pins on the independent AMT controller (31) and the independent hydraulic retarder controller (32), respectively. The port of the ECU3 board (222) is connected to the digital quantity and sensor signal output pins on the integrated controller (3), or the port of the ECU3 board (222) is connected to the digital quantity and sensor signal output pins on the independent AMT controller (31) and the independent hydraulic retarder controller (32), respectively. The ports of the CAN board (23) are connected to the CAN1 and CAN2 pins and the port of CANape (5) on the integrated controller (3), or the ports of the CAN board (23) are connected to the CAN1 and CAN2 pins and the port of CANape (5) on the independent AMT controller (31) and the independent hydraulic retarder controller (32), respectively.

2. The hardware-in-the-loop test platform for the AMT and retarder controller according to claim 1, characterized in that: The CAN board (23) has a hardware version of DS2671, the ECU1 board (22), ECU2 board (221), and ECU3 board (222) have hardware versions of DS2680, and the Load board (21) has a hardware version of DS2690.

3. The hardware-in-the-loop test platform for the AMT and retarder controller according to claim 2, characterized in that: The hardware version of CANape (5) is VN160A.

4. The hardware-in-the-loop test platform for the AMT and retarder controller according to claim 3, characterized in that, The testing software system is built in the following manner: 1) Organize the IO definition table of the integrated controller (3), or organize the IO definition table of the independent AMT controller (31) and the independent hydraulic retarder controller (32), distinguish the sensor signals, power signals, CAN signals and digital signals in the Input signals, and the solenoid valve drive signals in the Output signals; prepare the matrix file for CAN communication between the HIL cabinet (2) and the control unit, i.e. the DBC file, and the A2L file that defines the observation and calibration quantities of the application layer and the bottom layer software of the control unit; 2) Based on the IO definition table in step 1, configure the Configuration Desk project in the Configuration Desk software; The Configuration Desk project includes configuring hardware resources, assigning interface types, and connecting to the Simulink physics simulation model. 3) Based on the IO definition table and Configuration Desk project, construct a physical simulation model to realize all functional requirements of AMT and hydraulic retarder; The physical simulation models include the AMT physical simulation model, the hydraulic retarder physical simulation model, and the whole vehicle physical simulation model. 4) Compile the Configuration Desk project and the physical simulation model to generate an Sdf file; 5) Import the Sdf file into the Control Desk project of the Control Desk software to configure the human-machine interface and create an instrument panel interface that can virtually operate the sports car, just like the real car. 6) Configure the Sdf file, DBC file, and A2L file in the ECU TEST software, build test cases, complete the construction of the test software system, and prepare for automated testing.

5. A hardware-in-the-loop testing method for an AMT and retarder controller, employing the hardware-in-the-loop testing platform for the AMT and retarder controller as described in any one of claims 1-4, characterized in that, Includes one or more of the three testing methods: A, B, and C. A. Independent HIL test for retarder: Power on the independent AMT controller (31) and the independent hydraulic retarder controller (32), and turn off the retarder function of the independent hydraulic retarder controller (32). Perform an AMT automatic shifting virtual sports car test. After the sports car test, set the slope and turn on the retarder function after reaching the retarder speed working range. Perform a retarder function test. Alternatively, power on the integrated controller (3) and turn off the retarder function to conduct an AMT automatic shifting virtual sports car test. After the sports car test, set the slope and turn on the retarder function after reaching the retarder speed working range to conduct a retarder function test. B. AMT Independent HIL Test: Power on the independent AMT controller (31) and power off the independent hydraulic retarder controller (32), turn off the retarder function, conduct an AMT automatic upshift and downshift virtual sports car test, and carry out a transmission E mode driving function test. Alternatively, power on the integrated controller (3), turn off the retarder function, conduct an AMT automatic upshifting and downshifting virtual sports car test, and carry out a transmission E-mode driving function test; C. AMT and retarder interaction test: Power on the independent AMT controller (31) and the independent hydraulic retarder controller (32), turn off the retarder function of the independent hydraulic retarder controller (32), and conduct an AMT automatic upshift and downshift virtual sports car test. After the sports car test, set the slope and turn on the retarder function of the independent hydraulic retarder controller (32) after reaching the retarder speed working range, and conduct an AMT and retarder collaborative function test. Alternatively, power on the integrated controller (3), turn off the retarder function, and conduct an AMT automatic shifting virtual sports car test. After the sports car test, set the slope, and turn on the retarder function after reaching the retarder speed working range to conduct an AMT and retarder coordinated function test.

6. The hardware-in-the-loop testing method for AMT and retarder controllers according to claim 5, characterized in that, In test method A, the specific test procedure for the retarder function is as follows: First, open the Control Desk project and power on the KL30, KL15, and key batteries in the human-computer interaction interface; Next, press the brake, shift to A gear to start the vehicle, set the slope to -5°, and press the accelerator to make the vehicle travel at 60km / h. Finally, the physical simulation model of the hydraulic retarder sends a CAN signal indicating that the retarder handle is in position 1 to the integrated controller (3) or the independent hydraulic retarder controller (32) to perform constant speed gear test, constant speed gear throttle limit function test and constant speed gear ABS limit function test respectively.

7. The hardware-in-the-loop testing method for AMT and retarder controllers according to claim 6, characterized in that, The specific test for the constant speed setting of the hydraulic retarder is as follows: In the software interface of CANape (5), set the vehicle speed, speed difference, oil temperature, water temperature, target torque, fan speed percentage, and throttle opening. If CANape data shows that the current gear is 1, the lever gear is 1, the work light and brake light are both 1, and the torque mode is 2, it means that the vehicle has entered constant speed condition, and the constant speed function logic is correct. The specific test of the constant speed throttle limiting function of the hydraulic retarder is as follows: Press the accelerator and observe the settings in the CANape (5) software interface, such as vehicle speed, speed difference, oil temperature, water temperature, target torque, fan speed percentage, and throttle opening. If the CANape data indicates that the current gear is 1, the lever gear is 1, the work light and brake light are both 0, and the torque mode is 0, it means that the vehicle has entered the constant speed gear throttle limit, and the constant speed gear throttle limit function logic is correct. The specific test for the ABS limiting function of the hydraulic retarder constant speed setting is as follows: Activate the ABS function and observe the settings in the CANape (5) software interface, such as vehicle speed, speed difference, oil temperature, water temperature, target torque, fan speed percentage, and throttle opening. If the CANape data indicates that the current gear is 1, the lever gear is 1, the work light and brake light status are both 0, and the torque mode is 7, it means that the vehicle has entered the constant speed gear ABS limit, and the constant speed gear ABS limit function logic is correct.

8. The hardware-in-the-loop testing method for AMT and retarder controllers according to claim 7, characterized in that, In test method B, the specific procedure for testing the transmission's E-mode driving function is as follows: First, open the Control Desk project and power on the KL30, KL15, and key batteries in the human-computer interaction interface; Secondly, press the brake, shift to A gear and let the AMT physical simulation model send a CAN signal with gear D to the integrated controller (3) or the independent AMT controller (31) to start the vehicle. Set the lever to E mode, press the accelerator to drive the vehicle to the highest gear, and then check in the CANape (5) software interface whether the current gear is the highest and whether the current mode is E mode. If the CANape data indicates that the vehicle has entered E mode driving and the gearbox gear is the highest gear, then the E mode driving function logic of the gearbox is correct. Finally, apply the brakes to slow the vehicle to a stop and shift to neutral (N). Check that the current gear is 0.

9. The hardware-in-the-loop testing method for AMT and retarder controllers according to claim 8, characterized in that, In test method C, the specific test procedure for the AMT and retarder collaborative function is as follows: First, open the Control Desk project and power on the KL30, KL15, and key batteries in the human-computer interaction interface; Secondly, press the brake, shift to A gear and let the AMT physical simulation model send a CAN signal with gear D to the integrated controller (3) or the independent AMT controller (31) to start the vehicle, set the slope to -5°, and press the accelerator to make the vehicle speed reach 60km / h. Record the current gearbox downshift point and engine speed. The retarder physical simulation model sends a CAN signal indicating that the retarder handle is in gear 2 to the integrated controller (3) or the independent hydraulic retarder controller (32). Then, observe whether the retarder mode, work light, brake light, and torque percentage are equal to the values ​​in the braking gear 2 state in the CANape (5) software interface. Then observe whether the gearbox downshift point and engine speed increase. If the CANape data shows that the retarder mode, work light, brake light, and torque percentage are all equal to the values ​​in the braking gear 2 state, and the gearbox downshift point and engine speed have increased, it indicates that the AMT and retarder collaborative function logic is correct.

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