Vehicle physics-in-the-loop hybrid simulation test method and device

Abstract

This application relates to the field of automotive testing technology, and in particular to a vehicle physics-in-the-loop hybrid simulation testing method and apparatus. The method includes: constructing a hierarchical hybrid simulation architecture for the target vehicle; co-processing the displacement command from the forward command channel and the force signal from the reverse feedback channel in the hierarchical hybrid simulation architecture to obtain a co-processed signal; and based on the co-processed signal, continuously iterating the virtual vehicle dynamics model in the hierarchical hybrid simulation architecture until the preset test conditions of the target vehicle chassis test condition are met, and then outputting the physics-in-the-loop hybrid simulation test result of the target vehicle. This solves the problems in related technologies where simulation testing cannot reproduce the complex characteristics of real components or lacks real-time interaction capabilities with the vehicle model, resulting in the chassis control system being unable to accurately complete test verification, thus reducing the efficiency and quality of vehicle development.

Description

Technical Field

[0001] This application relates to the field of automotive testing technology, and in particular to a vehicle physics-in-the-loop hybrid simulation testing method and apparatus. Background Technology

[0002] As the automotive industry continues to demand higher performance from chassis control systems, the accuracy and efficiency of testing and verifying vehicle chassis control systems, such as CDC (Continuous Damping Control), have become a key aspect of vehicle development, placing higher demands on the authenticity, real-time performance, and reusability of testing methods.

[0003] The relevant technologies use pure virtual HIL (Hardware-in-the-Loop) and physical bench testing as the core technical paths to carry out chassis control system testing and verification. The former simulates key actuators such as shock absorbers through mathematical modeling, while the latter relies on mechanical benches to conduct performance tests on real components. Both are the mainstream methods for chassis control testing at present.

[0004] However, pure virtual hardware-in-the-loop simulation in related technologies suffers from problems such as excessive model simplification and inability to reproduce the complex characteristics of real components. Physical bench testing lacks real-time interaction with the vehicle model, and existing technologies generally suffer from many defects such as insufficient model accuracy, difficulty in balancing real-time performance and fidelity, lack of standardized hardware interfaces, and low reusability of test components. These defects limit the accuracy and development efficiency of chassis control system testing and verification, reduce the efficiency and quality of vehicle development, and urgently need to be addressed. Summary of the Invention

[0005] This application provides a vehicle physics-in-the-loop hybrid simulation testing method and apparatus to solve the problems in related technologies, such as the inability of simulation testing to reproduce the complex characteristics of real components or the lack of real-time interaction with the whole vehicle model, which leads to the chassis control system being unable to accurately complete the test verification, thus reducing the efficiency and quality of whole vehicle development.

[0006] The first aspect of this application provides a vehicle physics-in-the-loop hybrid simulation test method, comprising the following steps: constructing a hierarchical hybrid simulation architecture for a target vehicle; co-processing the displacement command of the forward command channel and the force signal of the reverse feedback channel in the hierarchical hybrid simulation architecture to obtain a co-processed signal; based on the co-processed signal, continuously iterating the virtual vehicle dynamics model in the hierarchical hybrid simulation architecture until the preset test conditions of the target vehicle chassis test condition are met, and outputting the physics-in-the-loop hybrid simulation test result of the target vehicle.

[0007] Based on the above technical means, the embodiments of this application can significantly improve the real-time performance, accuracy and stability of vehicle chassis testing by constructing a hierarchical hybrid simulation architecture and coordinating the processing of displacement commands and force signals to drive the closed-loop iteration of the virtual vehicle dynamics model, thereby achieving high-fidelity and high-efficiency physics-in-the-loop hybrid simulation testing.

[0008] Optionally, in one embodiment of this application, the top layer of the hierarchical hybrid simulation architecture for constructing the target vehicle is a vehicle-level HIL simulation layer, the middle layer is a physical interface and synchronization layer, and the bottom layer is a physical execution layer.

[0009] Based on the above technical means, the three-layer architecture in this application can achieve both complete reproduction of the vehicle-level operating conditions and high-precision real-time interaction between physical components and virtual models through the layered decoupling and coordination of the top-level whole vehicle simulation, the middle-level interface synchronization and the bottom-level physical execution, thereby effectively improving the scalability of the test system and the fidelity of the test results.

[0010] Optionally, in one embodiment of this application, the step of co-processing the displacement command of the forward command channel and the force signal of the reverse feedback channel in the hierarchical hybrid simulation architecture to obtain the co-processed signal includes: performing feedforward compensation on the displacement command of the forward command channel in the hierarchical hybrid simulation architecture to obtain a displacement command after delay pre-compensation; performing fusion correction on the force signal of the reverse feedback channel in the hierarchical hybrid simulation architecture to obtain a fused and corrected feedback force signal; and obtaining the co-processed signal based on the displacement command after delay pre-compensation and the fused and corrected feedback force signal.

[0011] Based on the above technical means, the embodiments of this application can achieve bidirectional delay compensation and physical Virtual state fusion enables coordinated processing of instructions and signals, which can effectively reduce system latency, improve signal accuracy, and provide a more stable and reliable input basis for simulation iteration.

[0012] Optionally, in one embodiment of this application, obtaining the displacement command after delay pre-compensation includes: establishing an internal simplified model that includes the total equivalent delay of the physical-in-the-loop simulation system of the target vehicle chassis; inputting the original displacement command of the forward command channel in the hierarchical hybrid simulation architecture into the internal simplified model, and combining the simplified linear transfer function of the load of the target servo exciter and the target vehicle chassis damper to perform feedforward compensation on the original displacement command to obtain the displacement command after delay pre-compensation.

[0013] Based on the above technical means, the embodiments of this application can perform feedforward compensation by establishing a system equivalent delay model and a linear reference model transfer function, which can effectively offset the delay between the simulation and the physical system and greatly improve the response speed and control accuracy of the forward displacement command.

[0014] Optionally, in one embodiment of this application, obtaining the fused and corrected feedback force signal includes: calculating the tracking error between the theoretical displacement of the virtual vehicle dynamics model in the hierarchical hybrid simulation architecture and the actual displacement of the physical execution layer, so as to determine the synchronous compensation force of the target vehicle chassis damper; and obtaining the fused and corrected feedback force signal based on the superposition value of the chassis damper damping force measured by the physical execution layer and the synchronous compensation force.

[0015] Based on the above technical means, the embodiments of this application can correct the damping force by calculating the tracking error between virtual and actual displacement and superimposing synchronous compensation force, which can significantly reduce the deviation between virtual and real models and improve the accuracy and synchronization of feedback force signals.

[0016] Optionally, in one embodiment of this application, the step of continuously iterating the virtual vehicle dynamics model in the hierarchical hybrid simulation architecture until the preset test conditions of the target vehicle chassis test condition are met, and then outputting the physical-in-the-loop hybrid simulation test result of the target vehicle, includes: inputting the fused and corrected feedback force signal into the virtual vehicle dynamics model in the hierarchical hybrid simulation architecture to update the chassis dynamics state of the target vehicle according to the displacement command after delay pre-compensation and the feedback force signal, so as to perform a single closed-loop iteration; continuously executing the single closed-loop iteration with the target time as the simulation step size until the preset test conditions of the target vehicle chassis test condition are met, and then outputting the physical-in-the-loop hybrid simulation test result of the target vehicle.

[0017] Based on the above technical means, the embodiments of this application can adopt high-precision simulation step size continuous closed-loop iteration, which can realistically update the chassis dynamic state, ensure the simulation process is stable and reliable, and make the test results closer to the actual vehicle conditions and more accurate.

[0018] A second aspect of this application provides a vehicle physics-in-the-loop hybrid simulation test device, comprising: a construction module for constructing a hierarchical hybrid simulation architecture for a target vehicle; a processing module for co-processing the displacement command of the forward command channel and the force signal of the reverse feedback channel in the hierarchical hybrid simulation architecture to obtain a co-processed signal; and a simulation test module for continuously iterating the virtual vehicle dynamics model in the hierarchical hybrid simulation architecture based on the co-processed signal until the preset test conditions of the target vehicle chassis test condition are met, and outputting the physics-in-the-loop hybrid simulation test result of the target vehicle.

[0019] Based on the above technical means, the embodiments of this application can significantly improve the real-time performance, accuracy and stability of vehicle chassis testing by constructing a hierarchical hybrid simulation architecture and coordinating the processing of displacement commands and force signals to drive the closed-loop iteration of the virtual vehicle dynamics model, thereby achieving high-fidelity and high-efficiency physics-in-the-loop hybrid simulation testing.

[0020] Optionally, in one embodiment of this application, the top layer of the hierarchical hybrid simulation architecture for constructing the target vehicle is a vehicle-level HIL simulation layer, the middle layer is a physical interface and synchronization layer, and the bottom layer is a physical execution layer.

[0021] Based on the above technical means, the three-layer architecture in this application can achieve both complete reproduction of the vehicle-level operating conditions and high-precision real-time interaction between physical components and virtual models through the layered decoupling and coordination of the top-level whole vehicle simulation, the middle-level interface synchronization and the bottom-level physical execution, thereby effectively improving the scalability of the test system and the fidelity of the test results.

[0022] Optionally, in one embodiment of this application, the processing module includes: a first processing unit, configured to perform feedforward compensation on the displacement command of the forward command channel in the hierarchical hybrid simulation architecture to obtain a displacement command after delay pre-compensation; a second processing unit, configured to perform fusion correction on the force signal of the reverse feedback channel in the hierarchical hybrid simulation architecture to obtain a fusion-corrected feedback force signal; and an acquisition unit, configured to obtain the signal after collaborative processing based on the displacement command after delay pre-compensation and the fusion-corrected feedback force signal.

[0023] Based on the above technical means, the embodiments of this application can achieve bidirectional delay compensation and physical Virtual state fusion enables coordinated processing of instructions and signals, which can effectively reduce system latency, improve signal accuracy, and provide a more stable and reliable input basis for simulation iteration.

[0024] Optionally, in one embodiment of this application, the first processing unit includes: a building subunit, used to build an internal simplified model containing the total equivalent delay of the physical-in-the-loop simulation system of the target vehicle chassis; and a first acquisition subunit, used to input the original displacement command of the forward command channel in the hierarchical hybrid simulation architecture into the internal simplified model, and combine the simplified linear transfer function of the target servo exciter and the target vehicle chassis damper load to perform feedforward compensation on the original displacement command to obtain the displacement command after delay pre-compensation.

[0025] Based on the above technical means, the embodiments of this application can perform feedforward compensation by establishing a system equivalent delay model and a linear reference model transfer function, which can effectively offset the delay between the simulation and the physical system and greatly improve the response speed and control accuracy of the forward displacement command.

[0026] Optionally, in one embodiment of this application, the second processing unit includes: a calculation subunit, used to calculate the tracking error between the theoretical displacement of the virtual vehicle dynamics model in the hierarchical hybrid simulation architecture and the actual displacement of the physical execution layer, so as to determine the synchronous compensation force of the target vehicle chassis damper; and a second acquisition subunit, used to obtain the fused and corrected feedback force signal based on the superposition value of the chassis damper damping force measured by the physical execution layer and the synchronous compensation force.

[0027] Based on the above technical means, the embodiments of this application can correct the damping force by calculating the tracking error between virtual and actual displacement and superimposing synchronous compensation force, which can significantly reduce the deviation between virtual and real models and improve the accuracy and synchronization of feedback force signals.

[0028] Optionally, in one embodiment of this application, the simulation test module includes: a simulation unit, used to input the fused and corrected feedback force signal into the virtual vehicle dynamics model in the hierarchical hybrid simulation architecture, so as to update the chassis dynamics state of the target vehicle according to the displacement command after delay pre-compensation and the feedback force signal, so as to perform a single closed-loop iteration; and an output unit, used to continuously execute the single closed-loop iteration with a target time as the simulation step size until the preset test conditions of the target vehicle chassis test condition are met, and output the physical-in-the-loop hybrid simulation test result of the target vehicle.

[0029] Based on the above technical means, the embodiments of this application can adopt high-precision simulation step size continuous closed-loop iteration, which can realistically update the chassis dynamic state, ensure the simulation process is stable and reliable, and make the test results closer to the actual vehicle conditions and more accurate.

[0030] A third aspect of this application provides a vehicle, including: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the vehicle physical-in-the-loop hybrid simulation test method as described in the above embodiments.

[0031] A fourth aspect of this application provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the above-described vehicle physics-in-the-loop hybrid simulation test method.

[0032] A fifth aspect of this application provides a computer program product, including a computer program that, when executed, is used to implement the above-described vehicle physics-in-the-loop hybrid simulation test method.

[0033] This application embodiment can construct a hierarchical hybrid simulation architecture for the target vehicle; it performs collaborative processing on the displacement command of the forward command channel and the force signal of the reverse feedback channel in the hierarchical hybrid simulation architecture to obtain a collaboratively processed signal; based on the collaboratively processed signal, it continuously iterates the virtual vehicle dynamics model in the hierarchical hybrid simulation architecture until the preset test conditions of the target vehicle chassis test condition are met, and outputs the physical-in-the-loop hybrid simulation test results of the target vehicle, effectively improving the efficiency and quality of vehicle development. Thus, it solves the problems in related technologies where simulation testing cannot reproduce the complex characteristics of real components or lacks real-time interaction capabilities with the vehicle model, resulting in the chassis control system being unable to accurately complete test verification, thus reducing the efficiency and quality of vehicle development.

[0034] Additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0035] The above and / or additional aspects and advantages of this application will become apparent and readily understood from the following description of the embodiments taken in conjunction with the accompanying drawings, wherein: Figure 1 This is a structural diagram of a vehicle physics-in-the-loop hybrid simulation test system according to an embodiment of this application; Figure 2 This is a flowchart of a vehicle physics-in-the-loop hybrid simulation test method provided according to an embodiment of this application; Figure 3 This is a timing diagram of the data processing flow of a specific embodiment of this application; Figure 4 This is a detailed diagram of the hierarchical collaborative simulation functional module of a specific embodiment of this application; Figure 5 This is a schematic diagram of a vehicle physics-in-the-loop hybrid simulation test device provided according to an embodiment of this application; Figure 6 This is a structural schematic diagram of a vehicle provided according to an embodiment of this application. Detailed Implementation

[0036] The embodiments of this application are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this application, and should not be construed as limiting this application.

[0037] The following description, with reference to the accompanying drawings, describes a vehicle physics-in-the-loop hybrid simulation testing method and apparatus according to embodiments of this application. Addressing the issues mentioned in the background section regarding the inability of simulation testing to reproduce the complex characteristics of real components or the lack of real-time interaction with the vehicle model, which leads to the chassis control system's inability to accurately complete testing and verification, thus reducing the efficiency and quality of vehicle development, this application provides a vehicle physics-in-the-loop hybrid simulation testing method. In this method, a hierarchical hybrid simulation architecture of the target vehicle can be constructed; the displacement commands of the forward command channel and the force signals of the reverse feedback channel in the hierarchical hybrid simulation architecture are collaboratively processed to obtain a collaboratively processed signal; based on the collaboratively processed signal, the virtual vehicle dynamics model in the hierarchical hybrid simulation architecture is continuously iterated until the preset test conditions of the target vehicle chassis test conditions are met, and the physics-in-the-loop hybrid simulation test results of the target vehicle are output, effectively improving the efficiency and quality of vehicle development. Thus, this solves the problems in the related technologies where simulation testing cannot reproduce the complex characteristics of real components or lacks real-time interaction with the vehicle model, leading to the chassis control system's inability to accurately complete testing and verification, thus reducing the efficiency and quality of vehicle development.

[0038] like Figure 1 As shown in the embodiment of this application, a vehicle physics-in-the-loop hybrid simulation test system is established. The system includes a HIL real-time simulator, a physical actuator, a signal conversion box, a synchronization controller, and a data fusion processor. Through collaborative cooperation, a closed-loop interaction between the vehicle dynamics simulation and the real physical shock absorber is realized, providing a high real-time and high-fidelity test and verification environment for the chassis control system.

[0039] Specifically, Figure 2 This is a flowchart illustrating a vehicle physics-in-the-loop hybrid simulation test method provided in an embodiment of this application.

[0040] like Figure 2 As shown, the vehicle physics-in-the-loop hybrid simulation test method includes the following steps: In step S201, a hierarchical hybrid simulation architecture for the target vehicle is constructed.

[0041] It is understood that the embodiments of this application can construct a layered hybrid simulation architecture for the target vehicle. The layered hybrid simulation architecture for the target vehicle can be a three-layer hybrid architecture, with the top layer being the whole vehicle-level HIL simulation layer, the middle layer being the physical interface and synchronization layer, and the bottom layer being the physical execution layer. This can achieve deep collaboration between whole vehicle-level simulation and physical component testing, taking into account both the real-time performance of the simulation and the fidelity of the test, and improving the accuracy and efficiency of chassis control system testing and verification.

[0042] Specifically, the top layer of the three-layer hybrid architecture is the vehicle-level HIL simulation layer, which includes a HIL real-time simulator (such as dSPACE SCALEXIO), a running virtual vehicle dynamics model (such as CarSim / veDYNA), and a chassis domain controller (such as a CDC controller) as the object under test. This layer is responsible for the simulation calculation of the vehicle state and the interaction of control commands.

[0043] The middle layer of the three-layer hybrid architecture: the physical interface and synchronization layer is the core innovation layer, which includes signal conversion module, synchronization controller and data fusion processor; 1) Convert the control commands (current / PWM / duty cycle) output by HIL into MTS 850 drive signals; 2) Receive the real force / displacement / velocity signals fed back by the MTS 850 and synchronize them to the vehicle model; 3) Execute the physical-virtual state fusion algorithm; 4) The HIL simulator is connected to the signal conversion module via signal lines (analog signals, PWM, etc.); The signal conversion module converts the control signals (such as current commands and duty cycles) output by the HIL simulator into drive signals (such as analog voltage and current signals) that can be received by the MTS 850. The synchronization controller synchronizes clocks with the HIL simulator, data fusion processor, and MTS 850 sensors via the PTPv2 protocol to ensure time consistency across all nodes. The data fusion processor receives sensor data (timestamped) from the synchronization controller and runs the fusion algorithm to feed back the processed real force signal to the HIL simulator. 5) The synchronous controller has a built-in anomaly monitoring module. When the PTPv2 synchronization error is detected to be greater than 500μs for three consecutive simulation steps, it will automatically switch to the "pure virtual model redundancy mode". After the synchronization error recovers to ≤300μs and stabilizes for 50ms, it will switch back. When sensor data is lost, the data fusion processor will start the historical data prediction algorithm (based on the force / displacement data fitting of the previous 5ms) to ensure that the simulation system runs without interruption.

[0044] The bottom layer of the three-layer hybrid architecture is the physical execution layer, which connects to the MTS 850 servo exciter in a standardized manner and defines it as a "programmable physical vibration damper model". This exciter integrates or externally connects force, displacement, and velocity sensors to collect real physical responses; The sensor collects force, displacement, and velocity signals from the MTS 850 in real time and sends them to the synchronous controller and data fusion processor via a data acquisition card (or directly). The layers are connected through standardized interfaces, supporting multiple bus protocols such as CAN / FlexRay / Ethernet.

[0045] Connections: The chassis domain controller connects to the HIL emulator via buses such as CAN / FlexRay / Ethernet. The HIL emulator connects to the signal conversion module via analog / PWM lines, which in turn connects to the MTS850 via standardized drive signal interfaces (such as ±10V analog signals). Sensor signals are acquired and then sent to the synchronization controller for time alignment before being sent to the data fusion processor. In step S202, the displacement command of the forward command channel and the force signal of the reverse feedback channel in the hierarchical hybrid simulation architecture are processed together to obtain the processed signal.

[0046] It is understood that the embodiments of this application can perform delay pre-compensation processing on displacement commands sent from the vehicle-level HIL simulation layer to the physical execution layer in the forward command channel of the hierarchical hybrid simulation architecture using a bidirectional delay compensation algorithm based on the Smith predictor. For the force signal sent from the physical execution layer to the vehicle-level HIL simulation layer in the reverse feedback channel, a physical-virtual state fusion algorithm is used to determine the synchronous compensation force, which is then superimposed and fused with the measured damping force to generate a corrected feedback force signal. Finally, the signals are integrated to obtain a collaborative processing signal, which effectively eliminates signal delay, compensates for the virtual-real state deviation, and achieves accurate adaptation and optimization of forward and reverse dual-channel signals.

[0047] Optionally, in one embodiment of this application, the displacement command of the forward command channel and the force signal of the reverse feedback channel in the hierarchical hybrid simulation architecture are processed collaboratively to obtain a collaboratively processed signal. This includes: performing feedforward compensation on the displacement command of the forward command channel in the hierarchical hybrid simulation architecture to obtain a displacement command after delay pre-compensation; performing fusion correction on the force signal of the reverse feedback channel in the hierarchical hybrid simulation architecture to obtain a fusion-corrected feedback force signal; and obtaining the collaboratively processed signal based on the displacement command after delay pre-compensation and the fusion-corrected feedback force signal.

[0048] As one possible implementation, this application embodiment can perform delay pre-compensation processing on displacement commands sent from the vehicle-level HIL simulation layer to the physical execution layer in the forward command channel using a bidirectional delay compensation algorithm based on the Smith predictor. This eliminates delay deviations during signal transmission and processing, ensuring synchronization between the physical actuator's actions and the virtual model's commands. For force signals uploaded from the physical execution layer to the vehicle-level HIL simulation layer in the reverse feedback channel, a physical-virtual state fusion algorithm is used to calculate the tracking error between the theoretical displacement of the virtual vehicle dynamics model and the actual displacement of the physical execution layer, determine the synchronization compensation force, and superimpose and fuse it with the chassis damper damping force to generate a corrected feedback force signal. Finally, based on the delay-pre-compensated displacement commands and the fused and corrected feedback force signal, a collaboratively processed signal is obtained, achieving precise adaptation and optimization of the forward and reverse dual-channel signals. Thus, this application embodiment can perform targeted algorithmic collaborative processing on the forward and reverse dual-channel signals, effectively eliminating signal delays, compensating for virtual-real state deviations, and ensuring the accuracy and synchronization of signal transmission.

[0049] Optionally, in one embodiment of this application, obtaining the displacement command after delay pre-compensation includes: establishing an internal simplified model that includes the total equivalent delay of the physical-in-the-loop simulation system of the target vehicle chassis; inputting the original displacement command of the forward command channel in the hierarchical hybrid simulation architecture into the internal simplified model, and combining the simplified linear transfer function of the load of the target servo exciter and the target vehicle chassis damper to perform feedforward compensation on the original displacement command to obtain the displacement command after delay pre-compensation.

[0050] In some embodiments, the transmission and processing delays in the physics-in-the-loop hybrid simulation system—from the virtual model to the physical actuator (forward channel) and from the physical actuator back to the virtual model (reverse channel)—are significant. These delays can reduce the system's phase margin and even cause simulation instability. Therefore, this application employs a bidirectional delay compensation algorithm based on a Smith predictor structure. The bidirectional delay compensation algorithm is implemented on the real-time simulator side (virtual terminal). The core idea is to establish an internal simplified model containing known delay elements and use the output of this model to perform feedforward compensation for the control command. First, the total equivalent delay d (unit: s) of the system is defined. This value is obtained through experimental calibration and is approximately the sum of the forward and reverse channel delays. Let G_load(s) be the transfer function of the simplified linear reference model of the controlled object (i.e., the "physical component model", here the MTS 850 shock absorber and its load). The original command output by the controller (such as the chassis domain controller or bench control algorithm) is U_original(s).

[0051] Specifically, the Smith prediction and compensation algorithm process is as follows: Internal prediction: Using an internal model and known delays, predict the system's response to the current control command if there is no delay. F_estimated(s) = G_load(s) * K_delay * U_raw(s) Wherein, F_prediction(s) is the predicted system output (force); K_delay(s) is a first-order pure time delay element, used to characterize the delay characteristics of the signal during transmission and processing; by combining the information received a few seconds ago and the information command received a few seconds later, the timing and content of the command are adjusted to synchronize the action with the actual needs of the command; the calibration method of K_delay (e.g., "through step response experiments, the signal transmission delay of the forward / reverse channels is collected, the mean of 100 sets of samples is taken as the d value, and then fitted into the transfer function of a first-order pure time delay element"). Compensation command calculation: The original control command U_original(s) is processed by a pre-compensator to generate the final compensated command U_compensated(s) sent to the physical components. The transfer function of this pre-compensator is derived from the Smith predictor principle. U_compensation(s) = U_original(s) / [1 + G_load(s) * (1 - K_delay)] Algorithm principle: The compensator shown in the formula effectively "subtracts" the dynamic impact of the known delay K_delay from the control loop. From the controller's perspective, the compensated controlled object approximates a delay-free G_load(s), thus allowing for higher control bandwidth and significantly improving the system's dynamic response performance and stability.

[0052] Optionally, in one embodiment of this application, obtaining the fused and corrected feedback force signal includes: calculating the tracking error between the theoretical displacement of the virtual vehicle dynamics model in the hierarchical hybrid simulation architecture and the actual displacement of the physical execution layer, so as to determine the synchronous compensation force of the target vehicle chassis damper; and obtaining the fused and corrected feedback force signal based on the superposition value of the chassis damper damping force and the synchronous compensation force measured by the physical execution layer.

[0053] In some embodiments, the force signal uploaded from the physical execution layer to the vehicle-level HIL simulation layer in the reverse feedback channel is used to calculate the tracking error between the theoretical displacement of the virtual vehicle dynamics model and the actual displacement of the physical execution layer through a physical-virtual state fusion algorithm, and to determine the synchronous compensation force. The synchronous compensation force is then superimposed and fused with the measured chassis damper damping force of the physical execution layer to generate a corrected feedback force signal. Specifically, to seamlessly inject real physical responses into the virtual model, this application proposes the following fusion mechanism: The shock absorber model force in the vehicle model is replaced by "feedback force" provided by the actual physical components, and the calculation formula is as follows: F_feedback(t) = F_MTS(t) + ΔF_compensation(t) Wherein, F_MTS(t) is the physical damping force (unit: N) measured in real time by the force sensor of the MTS 850 vibrator at time t; ΔF_compensation(t) is the synchronous compensation force (unit: N), which is used to compensate for the instantaneous deviation between the virtual model state and the actual measured state of the physical component caused by the delay in signal transmission, data acquisition and physical system response.

[0054] The synchronous compensation force ΔF_compensation(t) is calculated by a classic proportional-integral-derivative (PID) controller, whose control objective is to make the measured displacement trajectory of the physical component closely follow the commanded displacement trajectory calculated by the virtual model. ΔF_compensation(t) = K_p * e(t) + K_i * ∫e(τ)dτ + K_d * de(t) / dt Where, e_displacement error(t) is the displacement tracking error between the virtual model and the physical model at time t, defined as: e_displacement error(t) = x_theoretical displacement(t - Δt) - x_actual displacement(t) Wherein, x_theoretical displacement(t - Δt) is the theoretical displacement of the shock absorber calculated by the multibody dynamics model of the whole vehicle at time (t - Δt) (unit: m). Here, Δt is introduced to represent the inherent synchronization delay of the system (including communication delay and physical response inertia), indicating that the virtual state used for comparison needs to be traced back by a delay time; x_actual displacement(t) is the physical displacement measured by the MTS 850 exciter displacement sensor at time t (unit: m); K_p, K_i, K_d: are the proportional, integral, and derivative gain coefficients of the PID controller, respectively, which need to be determined through system identification and optimization to ensure the stability and tracking accuracy of the fusion loop; PID parameter tuning process (e.g., "first determine the initial parameters by Ziegler-Nichols method, and then optimize Kp from 1.0 to 0.8 through simulation iteration of the actual vehicle road spectrum").

[0055] In step S203, based on the signal after collaborative processing, the virtual vehicle dynamics model in the hierarchical hybrid simulation architecture is continuously iterated until the preset test conditions of the target vehicle chassis test condition are met, and then the physical-in-the-loop hybrid simulation test results of the target vehicle are output.

[0056] It is understood that the embodiments of this application can continuously iterate the virtual vehicle dynamics model in the hierarchical hybrid simulation architecture based on the collaboratively processed signal. This involves injecting the fused and corrected feedback force signal into the virtual vehicle dynamics model in real time, replacing the original shock absorber mathematical model force, and continuously updating the chassis dynamics state of the target vehicle using delayed pre-compensation displacement commands as input, completing multiple consecutive closed-loop iterations. This process stops when the preset test conditions of the chassis test conditions are met, such as completing all test contents, collecting qualified full data, and ensuring stable operation of the simulation system throughout the process. Finally, based on the dynamics data collected throughout the process, the physical-in-the-loop hybrid simulation test results of the target vehicle are output. Therefore, the embodiments of this application can ensure a high degree of consistency between the virtual and real states, achieving both real-time performance and fidelity through continuous closed-loop iteration driven by high-precision collaborative signals, thus realizing high-confidence testing and verification of the chassis system.

[0057] Optionally, in one embodiment of this application, the virtual vehicle dynamics model in the hierarchical hybrid simulation architecture is continuously iterated until the preset test conditions of the target vehicle chassis test condition are met, and the physical-in-the-loop hybrid simulation test result of the target vehicle is output. This includes: inputting the fused and corrected feedback force signal into the virtual vehicle dynamics model in the hierarchical hybrid simulation architecture to update the chassis dynamics state of the target vehicle according to the displacement command and feedback force signal after delay pre-compensation, so as to perform a single closed-loop iteration; continuously executing the single closed-loop iteration with the target time as the simulation step size until the preset test conditions of the target vehicle chassis test condition are met, and outputting the physical-in-the-loop hybrid simulation test result of the target vehicle.

[0058] In practical implementation, this embodiment can inject the fused and corrected feedback force signal into the virtual vehicle dynamics model of the hierarchical hybrid simulation architecture in real time, replacing the original shock absorber mathematical model force. Using the delayed pre-compensated displacement command as the action basis, and combining this feedback force signal, the core chassis dynamics states of the target vehicle, such as suspension damping, body posture, and suspension displacement, are calculated and updated in real time, completing a complete closed-loop iteration of the virtual vehicle chassis state. Subsequently, with a simulation step size of ≤1ms, the above single closed-loop iteration process is continuously executed, continuously updating and collecting the whole vehicle chassis dynamics data until the simulation process meets the preset test conditions of the target vehicle chassis test conditions, at which point the iteration stops. Finally, based on the complete and accurate chassis dynamics data collected throughout the iteration process, the physical-in-the-loop hybrid simulation test results of the target vehicle are output. Therefore, this embodiment executes a continuous closed-loop iteration combining virtual and real systems with a fixed high-precision simulation step size, achieving real-time and accurate updates of the chassis dynamics state, ensuring a high degree of consistency between the test results and the actual vehicle conditions, and significantly improving the authenticity and reliability of chassis test verification.

[0059] For example, within a simulation step (≤1ms), the physical-in-the-loop simulation test system according to... Figure 3 The following process is executed in a timing-coordinated manner: First, the hardware configuration list in the embodiments of this application is determined, as shown in Table 1. The specific Table 1 is as follows: Table 1

[0060] Secondly, the software and algorithm parameters in the embodiments of this application are determined, as shown in Table 2, which is a software and algorithm parameter table. The specific Table 2 is as follows: Table 2

[0061] Specifically, 1. Signal acquisition and conversion: HIL system outputs control commands → signal conversion module (D / A or PWM generator) → MTS 850 drive amplifier; 2. Physical response acquisition and synchronization: MTS 850 sensor signal → A / D acquisition card → hardware timestamp marking → PTPv2 synchronization → upload to fusion processor; 3. State fusion and model injection: The fusion processor executes the above algorithm and injects F_feedback(t) into the vehicle model to replace the original shock absorber force calculation module; 4. Closed-loop iteration: The vehicle model updates its state based on the actual force response and enters the next simulation step; 5. Forward channel delay pre-compensation: At the beginning of the simulation step, the HIL real-time simulator first calls the bidirectional delay compensation algorithm, and performs delay pre-compensation on the original displacement command (U_original(s)) output by the chassis domain controller based on the Smith predictor, generates the compensated command (U_compensated(s)), and then sends it to the MTS 850 servo vibration damper through the signal conversion module to ensure that there is no delay deviation between the physical actuator action and the virtual model command; 6. Reverse channel state fusion: After the MTS 850 completes its action, the real force / displacement signal collected by the sensor is timestamped by the synchronous controller and sent to the data fusion processor. At this time, the physical-virtual state fusion algorithm is started. The synchronous compensation force (ΔF_compensation(t)) is calculated by the PID controller and fused with the measured damping force (F_MTS(t)) to generate the final feedback force (F_feedback(t)). 7. Closed-loop iterative connection: The fused F_feedback(t) is injected into the virtual vehicle dynamics model to complete the vehicle state update of the simulation step, and then enters the timing loop of the next simulation step.

[0062] The coordinated execution of the two algorithms not only ensures the dynamic tracking accuracy of the forward instructions, but also achieves state synchronization of the reverse feedback, ensuring the simulation fidelity of the system under high real-time conditions.

[0063] In summary, the embodiments of this application, in the test of CDC damper control strategy, have an average synchronization error of 320μs and a maximum error of 480μs, which meets the design target of ≤500μs; the force tracking error is ≤5%, which is a substantial improvement over traditional pure model simulation (error ≥20%); and the actual vehicle matching cycle of control parameters is shortened from 4 weeks to 1 week.

[0064] Secondly, under the "100km / h emergency lane change" condition, the simulated body roll angle deviation from the actual vehicle is ≤3%, which is significantly better than the 15% deviation of the traditional HIL.

[0065] In addition, the embodiments of this application can handle faults: when the synchronization error exceeds the limit continuously or sensor data is lost, the vehicle's physical-in-the-loop hybrid simulation test system can automatically switch to "pure virtual model redundancy mode" or enable a prediction algorithm based on historical data to ensure that the simulation is continuous and uninterrupted; it can also be extended to access: through the defined standardized interface, the system can support the rapid access of other chassis components such as air springs and stabilizer bars, only requiring the corresponding transfer function to be loaded in the data fusion processor and the model association logic to be updated, with a short adaptation cycle.

[0066] In summary, this application constructs a hierarchical collaborative simulation architecture, defines commercial servo exciters as standardized programmable physical models, and combines hardware PTPv2 synchronization, physical-virtual state fusion algorithms, and bidirectional delay compensation algorithms to achieve high-fidelity closed-loop interaction between vehicle dynamics simulation and real physical components. It also features an open and scalable design, effectively improving the accuracy, real-time performance, and reusability of chassis control system testing and verification, and solving the core problems of insufficient accuracy of traditional HIL models and lack of vehicle-level interaction in physical test benches.

[0067] For example, such as Figure 4 The diagram shown is a detailed representation of the hierarchical collaborative simulation functional module of a specific embodiment of this application, as detailed below: The first layer is the whole vehicle-level HIL simulation and scheduling layer, which includes A1-HIL real-time simulation equipment main simulator, A2-NIPXIe real-time auxiliary controller, A3-CarSim / veDYNA vehicle dynamics model, A4-CDC controller and A5-digital twin mirror model. Among them, A1 is responsible for core simulation calculation, A2 undertakes algorithm parallel acceleration, and A5 realizes simulation status visualization and online monitoring. The second layer is a high deterministic interaction layer, which includes B1 - a high-precision multi-functional I / O module, B2 - a TSN network switch (PTPv2 master clock) and B3 - a sensor data acquisition unit. B1 - integrates AD / DA / PWM functions, B2 - ensures the transmission of high deterministic command stream and response stream, and B3 - realizes seamless docking with sensors. The third layer is the modular physical execution layer, which includes C1-MTS 850 servo damper (standardized physical damper model), C2-reserved expansion interface and C3-built-in sensor group. C1-characteristics have been calibrated and can be directly called by the whole vehicle model. C2-supports the expansion access of other actuators such as air springs.

[0068] Therefore, the three-level modular architecture in this application embodiment, through the deep collaboration of whole-vehicle-level simulation scheduling, high deterministic interaction and standardized physical execution, not only ensures the real-time performance and visualization capabilities of simulation calculations, but also achieves precise transmission of instructions and responses. At the same time, it supports the expansion of multiple types of actuators, effectively improving the fidelity, reliability and reusability of chassis control system testing.

[0069] The vehicle physics-in-the-loop hybrid simulation testing method proposed in this application can construct a hierarchical hybrid simulation architecture for the target vehicle. The displacement commands from the forward command channel and the force signals from the reverse feedback channel in the hierarchical hybrid simulation architecture are collaboratively processed to obtain a collaboratively processed signal. Based on the collaboratively processed signal, the virtual vehicle dynamics model in the hierarchical hybrid simulation architecture is continuously iterated until the preset test conditions of the target vehicle chassis test condition are met, at which point the physics-in-the-loop hybrid simulation test results of the target vehicle are output, effectively improving the efficiency and quality of vehicle development. This solves the problems in related technologies where simulation testing cannot reproduce the complex characteristics of real components or lacks real-time interaction capabilities with the vehicle model, leading to the chassis control system's inability to accurately complete test verification and reducing the efficiency and quality of vehicle development.

[0070] Next, the vehicle physics-in-the-loop hybrid simulation test apparatus proposed according to the embodiments of this application is described with reference to the accompanying drawings.

[0071] Figure 5 This is a block diagram of a vehicle physics-in-the-loop hybrid simulation test device according to an embodiment of this application.

[0072] like Figure 5 As shown, the vehicle physics-in-the-loop hybrid simulation test device 10 includes: a construction module 100, a processing module 200, and a simulation test module 300.

[0073] Specifically, module 100 is used to build a hierarchical hybrid simulation architecture for the target vehicle.

[0074] The processing module 200 is used to perform collaborative processing on the displacement command of the forward command channel and the force signal of the reverse feedback channel in the hierarchical hybrid simulation architecture to obtain the collaboratively processed signal.

[0075] The simulation test module 300 is used to continuously iterate the virtual vehicle dynamics model in the hierarchical hybrid simulation architecture based on the collaboratively processed signal until the preset test conditions of the target vehicle chassis test condition are met, and then output the physical-in-the-loop hybrid simulation test results of the target vehicle.

[0076] Optionally, in one embodiment of this application, the top layer of the hierarchical hybrid simulation architecture for the target vehicle is a vehicle-level HIL simulation layer, the middle layer is a physical interface and synchronization layer, and the bottom layer is a physical execution layer.

[0077] Optionally, in one embodiment of this application, the processing module 200 includes: a first processing unit, a second processing unit, and an acquisition unit.

[0078] The first processing unit is used to perform feedforward compensation on the displacement command of the forward command channel in the hierarchical hybrid simulation architecture to obtain the displacement command after delay pre-compensation.

[0079] The second processing unit is used to fuse and correct the force signal of the reverse feedback channel in the hierarchical hybrid simulation architecture to obtain the fused and corrected feedback force signal.

[0080] The acquisition unit is used to obtain the signal after collaborative processing based on the displacement command after delay pre-compensation and the feedback force signal after fusion correction.

[0081] Optionally, in one embodiment of this application, the first processing unit includes: an establishment subunit and a first acquisition subunit.

[0082] Among them, a sub-unit is established to create an internal simplified model that includes the total equivalent delay of the physical-in-the-loop simulation system of the target vehicle chassis.

[0083] The first acquisition subunit is used to input the original displacement command from the forward command channel in the hierarchical hybrid simulation architecture into the internal simplified model. Combined with the simplified linear transfer function of the target servo exciter and the target vehicle chassis damper load, the original displacement command is fed forward to obtain the displacement command after delay pre-compensation.

[0084] Optionally, in one embodiment of this application, the second processing unit includes: a calculation subunit and a second acquisition subunit.

[0085] The computational subunit is used to calculate the tracking error between the theoretical displacement of the virtual vehicle dynamics model in the hierarchical hybrid simulation architecture and the actual displacement of the physical execution layer, so as to determine the synchronous compensation force of the target vehicle chassis shock absorber.

[0086] The second acquisition subunit is used to obtain the fused and corrected feedback force signal based on the superposition value of the chassis damper damping force and synchronous compensation force measured by the physical execution layer.

[0087] Optionally, in one embodiment of this application, the simulation test module 300 includes a simulation unit and an output unit.

[0088] The simulation unit is used to input the fused and corrected feedback force signal into the virtual vehicle dynamics model in the hierarchical hybrid simulation architecture, so as to update the chassis dynamics state of the target vehicle according to the displacement command and feedback force signal after delay pre-compensation, and to perform a single closed-loop iteration.

[0089] The output unit is used to continuously execute a single closed-loop iteration with the target time as the simulation step size until the preset test conditions of the target vehicle chassis test condition are met, and then output the physical-in-the-loop hybrid simulation test results of the target vehicle.

[0090] It should be noted that the foregoing explanation of the vehicle physics-in-the-loop hybrid simulation test method embodiment also applies to the vehicle physics-in-the-loop hybrid simulation test device of this embodiment, and will not be repeated here.

[0091] The vehicle physics-in-the-loop hybrid simulation test device proposed in this application can construct a hierarchical hybrid simulation architecture for the target vehicle. It performs collaborative processing on the displacement commands of the forward command channel and the force signals of the reverse feedback channel in the hierarchical hybrid simulation architecture to obtain a collaboratively processed signal. Based on the collaboratively processed signal, the virtual vehicle dynamics model in the hierarchical hybrid simulation architecture is continuously iterated until the preset test conditions of the target vehicle chassis test condition are met, at which point the physics-in-the-loop hybrid simulation test results of the target vehicle are output, effectively improving the efficiency and quality of vehicle development. This solves the problems in related technologies where simulation testing cannot reproduce the complex characteristics of real components or lacks real-time interaction capabilities with the vehicle model, leading to the chassis control system's inability to accurately complete test verification and reducing the efficiency and quality of vehicle development.

[0092] Figure 6 A schematic diagram of the structure of a vehicle provided in an embodiment of this application. The vehicle may include: The memory 601, the processor 602, and the computer program stored on the memory 601 and capable of running on the processor 602.

[0093] When the processor 602 executes the program, it implements the vehicle physics-in-the-loop hybrid simulation test method provided in the above embodiments.

[0094] Furthermore, the vehicle also includes: Communication interface 603 is used for communication between memory 601 and processor 602.

[0095] The memory 601 is used to store computer programs that can run on the processor 602.

[0096] The memory 601 may include high-speed RAM memory, and may also include non-volatile memory, such as at least one disk storage device.

[0097] If the memory 601, processor 602, and communication interface 603 are implemented independently, then the communication interface 603, memory 601, and processor 602 can be interconnected via a bus to complete communication between them. The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. The bus can be divided into address bus, data bus, control bus, etc. For ease of representation, Figure 6 The bus is represented by a single thick line, but this does not mean that there is only one bus or one type of bus.

[0098] Optionally, in a specific implementation, if the memory 601, processor 602, and communication interface 603 are integrated on a single chip, then the memory 601, processor 602, and communication interface 603 can communicate with each other through an internal interface.

[0099] The processor 602 may be a central processing unit (CPU), an application specific integrated circuit (ASIC), or one or more integrated circuits configured to implement the embodiments of this application.

[0100] This embodiment also provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the above-described vehicle physics-in-the-loop hybrid simulation test method.

[0101] This embodiment also provides a computer program product, including a computer program, which, when executed, is used to implement the above-described vehicle physics-in-the-loop hybrid simulation test method.

[0102] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0103] 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 application, "N" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0104] Any process or method described in the flowchart or otherwise herein can be understood as representing a module, segment, or portion of code comprising one or N executable instructions for implementing custom logic functions or processes, and the scope of the preferred embodiments of this application includes additional implementations in which functions may be performed not in the order shown or discussed, including substantially simultaneously or in reverse order depending on the functions involved, as should be understood by those skilled in the art to which embodiments of this application pertain.

[0105] The logic and / or steps represented in the flowchart or otherwise described herein, for example, can be considered as a sequenced list of executable instructions for implementing logical functions, and can be embodied in any computer-readable medium for use by, or in conjunction with, an instruction execution system, apparatus, or device (such as a computer-based system, a processor-included system, or other system that can fetch and execute instructions from, an instruction execution system, apparatus, or device). For the purposes of this specification, "computer-readable medium" can be any means that can contain, store, communicate, propagate, or transmit programs for use by, or in conjunction with, an instruction execution system, apparatus, or device. More specific examples (a non-exhaustive list) of computer-readable media include: an electrical connection having one or more wires (electronic device), a portable computer disk drive (magnetic device), random access memory (RAM), read-only memory (ROM), erasable and editable read-only memory (EPROM or flash memory), fiber optic devices, and portable optical disc read-only memory (CDROM). Alternatively, the computer-readable medium may be paper or other suitable media on which the program can be printed, since the program can be obtained electronically by optically scanning the paper or other medium, followed by editing, interpreting, or otherwise processing as necessary, and then stored in a computer memory.

[0106] It should be understood that the various parts of this application can be implemented using hardware, software, firmware, or a combination thereof. In the above embodiments, the N steps or methods can be implemented using software or firmware stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware, as in another embodiment, it can be implemented using any one or a combination of the following techniques known in the art: discrete logic circuits having logic gates for implementing logical functions on data signals, application-specific integrated circuits (ASICs) having suitable combinational logic gates, programmable gate arrays (PGAs), field-programmable gate arrays (FPGAs), etc.

[0107] Those skilled in the art will understand that all or part of the steps of the methods in the above embodiments can be implemented by a program instructing related hardware. The program can be stored in a computer-readable storage medium, and when executed, the program includes one or a combination of the steps of the method embodiments.

[0108] Furthermore, the functional units in the various embodiments of this application can be integrated into a processing module, or each unit can exist physically separately, or two or more units can be integrated into a module. The integrated module can be implemented in hardware or as a software functional module. If the integrated module is implemented as a software functional module and sold or used as an independent product, it can also be stored in a computer-readable storage medium.

[0109] The storage medium mentioned above can be a read-only memory, a disk, or an optical disk, etc. Although embodiments of this application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting this application. Those skilled in the art can make changes, modifications, substitutions, and variations to the above embodiments within the scope of this application.

Claims

1. A vehicle physics-in-the-loop hybrid simulation test method, characterized in that, Includes the following steps: Construct a hierarchical hybrid simulation architecture for the target vehicle; The displacement command of the forward command channel and the force signal of the reverse feedback channel in the hierarchical hybrid simulation architecture are processed collaboratively to obtain the processed signal. Based on the signal after collaborative processing, the virtual vehicle dynamics model in the hierarchical hybrid simulation architecture is continuously iterated until the preset test conditions of the target vehicle chassis test condition are met, and then the physical-in-the-loop hybrid simulation test results of the target vehicle are output.

2. The method according to claim 1, characterized in that, The layered hybrid simulation architecture for the target vehicle consists of a top layer of vehicle-level HIL simulation, a middle layer of physical interface and synchronization, and a bottom layer of physical execution.

3. The method according to claim 1, characterized in that, The process of co-processing the displacement command from the forward command channel and the force signal from the reverse feedback channel in the hierarchical hybrid simulation architecture to obtain the co-processed signal includes: Feedforward compensation is performed on the displacement command of the forward command channel in the hierarchical hybrid simulation architecture to obtain the displacement command after delay pre-compensation. The force signal of the reverse feedback channel in the hierarchical hybrid simulation architecture is fused and corrected to obtain the fused and corrected feedback force signal; The signal after collaborative processing is obtained based on the displacement command after the delay pre-compensation and the feedback force signal after fusion correction.

4. The method according to claim 3, characterized in that, The obtained displacement command after delay pre-compensation includes: Establish an internal simplified model that includes the total equivalent delay of the physical-in-the-loop simulation system for the target vehicle chassis; The original displacement command from the forward command channel in the hierarchical hybrid simulation architecture is input into the internal simplified model. The original displacement command is then fed forward to obtain the delayed pre-compensated displacement command by combining the simplified linear transfer function of the target servo exciter and the target vehicle chassis damper load.

5. The method according to claim 3, characterized in that, The obtained fused and corrected feedback force signal includes: The tracking error between the theoretical displacement of the virtual vehicle dynamics model in the hierarchical hybrid simulation architecture and the actual displacement of the physical execution layer is calculated to determine the synchronous compensation force of the target vehicle chassis shock absorber. The feedback force signal after fusion correction is obtained based on the superposition value of the chassis damper damping force measured by the physical execution layer and the synchronous compensation force.

6. The method according to claim 3, characterized in that, The step of continuously iterating the virtual vehicle dynamics model in the hierarchical hybrid simulation architecture until the preset test conditions of the target vehicle chassis test condition are met, and then outputting the physical-in-the-loop hybrid simulation test results of the target vehicle, includes: The fused and corrected feedback force signal is input into the virtual vehicle dynamics model in the hierarchical hybrid simulation architecture to update the chassis dynamics state of the target vehicle according to the displacement command after delay pre-compensation and the feedback force signal, so as to perform a single closed-loop iteration. The single closed-loop iteration is executed continuously with the target time as the simulation step size until the preset test conditions of the target vehicle chassis test condition are met, and then the physical-in-the-loop hybrid simulation test results of the target vehicle are output.

7. A vehicle physics-in-the-loop hybrid simulation test device, characterized in that, include: Build modules are used to construct the hierarchical hybrid simulation architecture of the target vehicle; The processing module is used to perform collaborative processing on the displacement command of the forward command channel and the force signal of the reverse feedback channel in the hierarchical hybrid simulation architecture to obtain the collaboratively processed signal. The simulation test module is used to continuously iterate the virtual vehicle dynamics model in the hierarchical hybrid simulation architecture based on the collaboratively processed signal until the preset test conditions of the target vehicle chassis test condition are met, and then output the physical-in-the-loop hybrid simulation test results of the target vehicle.

8. A vehicle, characterized in that, include: A memory, a processor, and a computer program stored in the memory and capable of running on the processor, the processor executing the program to implement the vehicle physical-in-the-loop hybrid simulation test method as described in any one of claims 1-6.

9. A computer-readable storage medium having a computer program stored thereon, characterized in that, The program is executed by the processor to implement the vehicle physics-in-the-loop hybrid simulation test method as described in any one of claims 1-6.

10. A computer program product, comprising a computer program, characterized in that, The computer program is executed by a processor to implement the vehicle physical-in-the-loop hybrid simulation test method as described in any one of claims 1-6.

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