A HIL test platform and test method for a sequential multi-gear transmission system TCU
By employing real or virtual shift hub models and sequential shift characteristic path logic function processing methods in the HIL test platform, the problem of insufficient test coverage for pure electric sequential gearboxes was solved, and efficient and safe TCU control strategy development and debugging were achieved.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- YUCHAIXINLAN NEW ENERGY POWER TECH CO LTD
- Filing Date
- 2026-04-24
- Publication Date
- 2026-07-21
AI Technical Summary
Existing technologies lack high-frequency continuous shift testing for pure electric sequential gearboxes, lack unique designs for the power, signal, and control interfaces of shift hubs and HIL test benches, and fail to incorporate the unique characteristics of sequential gearboxes in their operating condition simulations. Consequently, the test coverage and specificity are insufficient, making it difficult to meet the testing requirements of pure electric sequential TCUs.
A HIL test platform for a sequential multi-speed transmission system TCU is provided. It adopts a real or virtual shift hub model, combined with a sequential shift characteristic path logic function processing method, and integrates a real sequential shift hub mechanism into the HIL cabinet. The load simulation algorithm is optimized, and the test results of real and virtual loads are closer to those of real vehicles. It supports real and virtual switching modes to improve test safety and efficiency.
It enables high-precision and high-reliability testing of TCUs in sequential multi-speed transmission systems, improves test coverage and relevance, reduces hardware damage, and enhances the efficiency of TCU control strategy development and debugging.
Smart Images
Figure CN122431318A_ABST
Abstract
Description
Technical Field
[0001] This invention relates to the field of new energy vehicle controller testing, specifically a HIL test platform and test method for a sequential multi-speed transmission system TCU. Background Technology
[0002] Currently, Hardware-in-the-Loop (HIL) testing is a testing method that uses a real-time processor to run a simulation model to simulate the state of the controlled object, and then connects to the controller under test (DUT) via I / O interfaces for system verification. It combines a real hardware controller (such as a multi-speed transmission controller (TCU)) with a virtual simulation model of the controlled object, and then forms a closed-loop test system with the controller through I / O interfaces to perform comprehensive and systematic testing of the DUT. For example, the dSPACE real-time simulation system, often abbreviated as dSPACE, is a simulation and verification system platform used for the hardware and software workstations of control system development and testing.
[0003] The sequential multi-gear transmission system achieves forced sequential gear shifting through a rotating drum mechanism, allowing only adjacent gear switching (e.g., 1, 2, 3, no skipping gears). It boasts advantages such as fast shifting speed, no synchronizer wear, and high transmission efficiency. The control strategy of the multi-gear transmission system controller (TCU) of this new powertrain is highly coupled with its mechanical characteristics, and its development and verification urgently require a high-precision, high-reliability hardware-in-the-loop (HIL) testing method.
[0004] Existing pure electric transmission TCU testing mostly adopts the HIL simulation test scheme, which simulates the transmission actuator and vehicle dynamics environment by building a virtual simulation model to achieve full-condition closed-loop testing of the TCU; another is to use real shift actuators on the HIL platform to replace the virtual shift model; however, existing platforms are mostly adapted to AMT transmissions or general-purpose transmissions.
[0005] For example, Chinese patent CN114397868A discloses a hardware-in-the-loop (HIL) test platform for an integrated automatic mechanical transmission. The TCU is connected to the HIL cabinet, and the actual load is connected to the corresponding port of the HIL cabinet. The control signal of the TCU to control the actual load needs to pass through the HIL mechanism before controlling the actual load. The actual load includes the automatic mechanical transmission housing, the actual shift control unit, and the clutch actuation unit. The shift control unit's selector shift cylinder includes a first piston and a first push rod, a second piston and a second push rod, a half-gear cylinder includes a third piston and a third push rod, a range shift cylinder includes a fourth piston and a fourth push rod, and four displacement sensors are installed on the aforementioned pistons and push rods. The load connected to the HIL cabinet in this patent does not include the actual sequential shift hub mechanism and does not include an HIL test scheme in which the TCU control signal directly controls the actual load.
[0006] For example, Chinese patent CN117421854A discloses a HiL simulation system and method for a transmission with a dual-motor selector shifting actuator, including a HiL cabinet, a control unit, and a simulation model unit. The simulation model unit includes an FPGA model and a HiL processor model. The FPGA model includes a simulation model of the selector shifting motor, and the HiL processor model includes a simulation model of the selector shifting actuator and its related models. The dual-motor selector shifting actuator includes a selector motor and a shifting motor working together to shift gears. This scheme connects the motor control signals of the real controller TCU to the HiL cabinet, and the rest are simulated using physical models. This patent also does not include a real sequential shifting mechanism.
[0007] It is evident that existing technologies lack a dedicated design for high-frequency continuous shifting of pure electric sequential gearboxes, lack unique designs for the power, signal, and control interfaces of the shift hub and HIL test bench, and the operating condition simulation does not incorporate the unique characteristics of sequential gearboxes, resulting in insufficient test coverage and specificity, making it difficult to meet the testing requirements of pure electric sequential TCUs. Summary of the Invention
[0008] To achieve the above objectives, this invention provides a HIL test platform for a sequential multi-speed transmission system TCU. The testing method of this invention is flexible, allowing for the use of either real or virtual shift hub models during testing. It employs corresponding sequential shift characteristic path logic processing methods, integrating a real sequential shift hub mechanism into the HIL cabinet. This allows for comparison of the characteristic test data of the shift hub mechanism, optimizing the shift hub load simulation algorithm on the HIL bench, and making the real and virtual load test results closer to those of a real vehicle. Automated batch testing in virtual mode reduces hardware damage and improves safety. After key strategies have been verified, real load testing is then performed for final confirmation, improving the efficiency of TCU control strategy development and debugging.
[0009] A HIL test platform for a sequential multi-speed transmission system TCU includes a host computer, a dSPACE real-time simulation system, a multi-speed transmission system controller, a sequential shifting hub mechanism, and a load. The dSPACE real-time simulation system is connected to the host computer, the multi-speed transmission system controller, the sequential shifting hub mechanism, and the load, respectively. The host computer is connected to the multi-speed transmission system controller; the multi-speed transmission system controller is the TCU.
[0010] The dSPACE real-time simulation system is used to run the controlled object model and interact with the multi-speed transmission system controller. The dSPACE real-time simulation system monitors the parameters of the multi-speed transmission system controller in real time, and monitors the status of the output pins of the multi-speed transmission system controller in real time.
[0011] The multi-speed transmission system controller connects to and controls the sequential shift hub mechanism, and directly controls the shift hub mechanism.
[0012] The controlled object model includes a driver model, a virtual controller model, and a vehicle powertrain model, which are connected sequentially from beginning to end.
[0013] The vehicle powertrain model includes a power control unit, a power battery model, a drive motor model, a sequential shift hub mechanism gearbox model, and a vehicle longitudinal dynamics model, which are connected end to end in sequence.
[0014] The sequential shift hub mechanism gearbox model includes a real sequential shift hub angle processing unit, a virtual sequential shift hub model, a real and virtual shift switching unit, and a gearbox transmission model. In this invention, the sequential shift hub mechanism contains key components for gearbox shifting. By replicating the track profile resistance of the shift hub shaft and the motion resistance environment of the shift fork through the real shift hub mechanism, this mechanism can be applied to a hardware-in-the-loop test platform to verify the control function of the multi-speed transmission system controller earlier and optimize the functional control characteristics, thereby improving the TCU testing efficiency.
[0015] The dSPACE real-time simulation system acquires the angle signals of the sequential shifting hub mechanism and transmits them to the real sequential shifting hub angle processing unit, and processes the angle signals using the same processing method as the multi-speed transmission system controller;
[0016] The dSPACE real-time simulation system acquires the PWM control signal of the shift motor of the multi-speed transmission system controller and inputs it into the virtual sequential shift hub model to calculate the rotation angle of the virtual shift hub.
[0017] The real / virtual shift switching unit is used to switch between real and virtual modes. This invention allows for flexible use of either a real shift hub load or a virtual shift hub model during testing. For example, automatic batch testing can be performed first in virtual mode to reduce hardware damage and improve safety. After key strategies have been verified, the real load can be used for final confirmation, improving the efficiency of TCU control strategy development and debugging.
[0018] Preferably, the present invention also includes a CAN card, which is interactively connected to the multi-speed transmission system controller via CAN communication signals. The CAN card is connected to a host computer to form a hardware calibration system for the multi-speed transmission system controller.
[0019] Preferably, the sequential shift hub mechanism includes a shift motor, a shift hub, and an angle position sensor, with the angle position sensor fixedly mounted on the shaft end face of the shift hub. Specifically, the sequential shift hub mechanism includes a shift motor, a reduction gear set, a shift hub, a shift fork, a shift sleeve, an axial movement positioning pipe for the sleeve, an angle position sensor, and a fixed bracket; the multi-speed transmission system controller controls the movement of the shift motor. The multi-speed transmission system controller outputs a PWM signal to directly control the movement of the shift motor. This PWM signal is simultaneously input to the dSPACE real-time simulation system and transmitted to the virtual shift hub model via I / O interface variables to calculate the rotational speed of the virtual shift motor. The shift motor in the sequential shift hub mechanism drives the shift hub to rotate axially on its shaft via a reduction gear set. The reduction gear set has primary, secondary, and tertiary gears. After passing through the reduction gear set, the actual speed reaching the shift hub is reduced, allowing for more precise control of the shift hub's rotation. The shift hub's shaft has double concave tracks distributed around it, with different track profiles. Each track drives a shift fork. The rotation angle of the shift hub's shaft corresponds to a fixed gear and position, enabling forced sequential shifting. The shift hub's shaft is equipped with shift forks. When the shift hub shaft rotates, it drives the shift forks, which in turn drive the shift sleeves, achieving gear shifting.
[0020] A rotation angle position sensor is fixedly installed on the end face of the shift hub shaft. During operation, the shift hub shaft rotates but the angle position sensor remains stationary. It is used to detect the rotation angle of the shift hub shaft. The angle position sensor measures an angle range of 0~360°. The electrical signal of this angle position sensor is transmitted to the multi-speed transmission system controller and the dSPACE real-time simulation system through hard wiring. The dSPACE real-time simulation system and the multi-speed transmission system controller parse the electrical signal of the angle position sensor in the same way to ensure that the processing results of the received electrical signals are consistent.
[0021] The sequential shift hub mechanism contains key components for gearbox shifting. By replicating the track profile resistance of the shift hub shaft and the motion resistance of the shift fork through a real shift hub mechanism, this mechanism can be applied to a hardware-in-the-loop test platform to verify the control function of the multi-speed transmission system controller earlier and optimize the functional control characteristics, thereby improving the efficiency of TCU testing.
[0022] Preferably, in this invention, the dSPACE real-time simulation system is connected to the host computer via a network cable, and the dSPACE real-time simulation system is connected to the multi-speed transmission system controller, the sequential shifting hub mechanism, and the load via wiring harnesses.
[0023] Preferably, the power control unit includes a power control switch for the dSPACE real-time simulation system, a voltage setting and current limiting module, and a hard-wired interface for controlling the low-voltage electricity of the vehicle, used to realize the power control of the dSPACE real-time simulation system and simulate the low-voltage power-on and power-off process of the vehicle; the power battery model is used to calculate the power battery SOC, battery internal resistance, battery voltage, and charging and discharging current; the drive motor model is used to calculate the motor torque, motor operating current, and power; the sequential shift hub mechanism gearbox model calculates the transmission ratio based on the angle position sensor signal or the virtual hub angle signal, and calculates the gearbox output shaft speed and torque from the transmission ratio; the vehicle longitudinal dynamics model calculates the load torque and vehicle speed based on the external driving resistance.
[0024] Specifically, in this invention, the driver model processes key signals, driver gear signals, accelerator and brake pedal signals, etc.; the virtual controller model includes a virtual vehicle controller model, a virtual multi-gear transmission system controller model, a virtual power battery management system model, a virtual drive motor controller model, and other virtual accessory controller models, simulating the information interaction and control of various controllers in the vehicle; among them, the virtual multi-gear transmission system controller model includes CAN communication between the real TCU and the dSPACE real-time simulation system, and hard-wired I / O interface variables, used for signal transmission between the TCU and the dSPACE real-time simulation system.
[0025] The present invention also provides a testing method for the above-mentioned electric drive sequential multi-speed transmission system testing platform, characterized by comprising the following steps:
[0026] S100: The multi-speed transmission system controller under test combines the virtual vehicle system signal fed back by the dSPACE real-time simulation system to determine whether shifting is allowed. The multi-speed transmission system controller outputs the shift motor PWM signal to control the rotation of the shift motor of the sequential shift hub mechanism; the virtual vehicle system signal is CAN and hard-wired signal.
[0027] S200: The shift motor drives the shift drum to rotate, thereby achieving gear shifting; in this step, the shift motor drives the shift drum to rotate through the reduction gear, and the drum drives the shift fork and the gear sleeve to move, thereby achieving gear shifting.
[0028] S300: Obtain the rotation angle of the shift hub and transmit it to the multi-speed transmission system controller and the dSPACE real-time simulation system; In this step, when the shift hub in the sequential shift hub mechanism rotates, the rotation angle position sensor installed at the end face of the hub shaft detects the rotation angle of the hub shaft, and this angle electrical signal is transmitted to the multi-speed transmission system controller and the dSPACE real-time simulation system through a hard wire.
[0029] S400: The dSPACE real-time simulation system and the multi-speed transmission system controller analyze the rotation angle to obtain the hub rotation angle value θ; in this step, the real sequential shift hub angle processing unit and TCU controller of the dSPACE real-time simulation system analyze the electrical signal of the angle position sensor in the same way to obtain the same hub rotation angle value θ.
[0030] S500: In the real / virtual shift switching unit, if the real mode is selected, the real hub rotation angle value θ of the real sequential shift hub mechanism is selected for sequential shift characteristic path processing; if the virtual mode is selected, the shift motor PWM control signal of the multi-speed transmission system controller is collected and input into the virtual sequential shift hub model to calculate the virtual hub rotation angle value α, and sequential shift characteristic path processing is performed on the virtual hub rotation angle value α. The hub rotation angle value is combined with constraints on the gear state and jump action to calculate the gear and speed ratio values, and then proceed to the next step.
[0031] S600: The gearbox transmission model calculates the speed, steering, and torque values of the multi-speed transmission system based on the gear and speed ratio values obtained in step S500.
[0032] This invention employs two modes: real and virtual shift hub switching units. It includes a sequential shift characteristic path logic function processing method. The real sequential shift hub mechanism is integrated into the HIL cabinet, which can compare the characteristic test data of the shift hub mechanism and optimize the shift hub load simulation algorithm of the HIL bench, making the real and virtual load test results closer to the actual vehicle.
[0033] In the method of this invention, in step S600, the gearbox transmission model divides the gear shifting action into a gear shifting process state and a gear shift completion state. Combining the gear position and speed ratio values obtained from the aforementioned modules, as well as the influence of the rotational inertia of the gearbox drive shaft on the rotational speed and torque, the transmission ratio change during the gear shifting process is dynamically simulated, and the rotational speed, rotation direction, and torque value of the gearbox input shaft in the gear shifting process state and the gear shift completion state are calculated.
[0034] In a preferred embodiment of the present invention, the sequential shift characteristic path processing step in step S500 includes the following steps:
[0035] S501: Select Switch variable to choose between real mode or virtual mode;
[0036] S502: Define the gear state set (S={N ,1,N ,2,N ,3,N According to the mechanical design parameters of the sequential shifting hub gear position, the hub angle range of each gear position is pre-set in the gearbox model of the sequential shifting hub mechanism;
[0037] S503: Determine the preset value of the gear position into which the hub rotation angle value falls, and obtain the corresponding actual gear position; the preset shift hub angle value and the gear position value are monotonic; in this step, the hub rotation angle value is the actual hub rotation angle value θ in the real mode, or the calculated virtual hub rotation angle value α in the virtual mode.
[0038] S504: In the sequential shift hub mechanism gearbox model, a gear shift state machine is set up to divide gear shifting into stop shifting, upshifting action, and downshifting action;
[0039] S505: Set the gear shifting rule to only allow sequential gear changes, with gear changes in the order of [i-1\N\i\N\i+1], and prohibit skipping gears;
[0040] S506: Sets the output of the actual gear value only when the sequential shifting is satisfied; otherwise, it outputs an error flag and records the duration of the error. The counter can only be manually cleared.
[0041] S507: Query the gear ratio map based on the actual gear value to obtain the determined gear ratio; the obtained actual gear value and gear ratio value are used for the transmission model calculation output.
[0042] Compared with the prior art, the present invention has the following beneficial effects:
[0043] 1. This invention includes a real shift hub switching unit, a virtual shift hub switching unit, and a sequential shift characteristic path logic function processing method;
[0044] 2. This invention integrates a real sequential shift hub mechanism into the HIL cabinet, which can compare the characteristic test data of the shift hub mechanism and optimize the shift hub load simulation algorithm of the HIL bench, making the real virtual load test results closer to the real vehicle.
[0045] 3. During testing, the present invention can flexibly use real shift hub load or virtual shift hub model. For example, automatic batch testing can be carried out in virtual mode first, which can reduce hardware damage and improve safety. After the key strategy is verified, the real load is then used for final confirmation, which improves the efficiency of TCU control strategy development and debugging. Attached Figure Description
[0046] Figure 1 This is an architecture diagram of the HIL test platform for a sequential multi-speed transmission system TCU as described in this invention.
[0047] Figure 2 This is an architecture diagram of the controlled object model of the dSPACE real-time simulation system described in this invention.
[0048] Figure 3This is an architecture diagram of the vehicle powertrain system model described in this invention.
[0049] Figure 4 This is a schematic diagram of the sequential shift hub mechanism gearbox model described in this invention.
[0050] Figure 5 This is a schematic diagram of the sequential shifting hub mechanism described in this invention.
[0051] Figure 6 This is an architecture diagram of the virtual controller model described in this invention.
[0052] Figure 7 This is a flowchart of the testing method described in this invention.
[0053] In the diagram: 1-Host computer, 2-dSPACE real-time simulation system, 21-Driver model, 22-Virtual controller model, 221-Virtual vehicle controller model, 222-Virtual multi-speed transmission system controller model, 224-Virtual power battery management system model, 223-Virtual drive motor controller model, 225-Other virtual accessory controller models, 23-Vehicle powertrain system model, 231-Power control unit, 232-Power battery model, 233-Drive motor model, 234-Sequential shift hub mechanism gearbox. Model, 2341 - Real sequential shift hub angle processing unit, 2342 - Virtual sequential shift hub model, 2343 - Real and virtual shift switching unit, 2344 - Gearbox transmission model, 235 - Vehicle longitudinal dynamics model, 3 - Multi-speed transmission system controller, 4 - Sequential shift hub mechanism, 41 - Shift motor, 42 - Shift hub, 43 - Angle position sensor, 44 - Reduction gear set, 45 - Shift fork, 46 - Shift sleeve, 47 - Sleeve axial movement positioning pipe, 5 - Load, 6 - CAN card. Detailed Implementation
[0054] The present invention will be further described below with reference to the accompanying drawings and specific embodiments. The illustrative embodiments and descriptions of the present invention are used to explain the present invention and do not constitute an improper limitation of the present invention.
[0055] Example 1:
[0056] This embodiment provides a HIL test platform for a sequential multi-speed transmission system TCU. The ControlDesk software of the dSPACE real-time simulation system 2 is started and run in the host computer 1 to run the controlled object model. The ControlDesk software interface is a human-computer interaction interface. The ControlDesk software is used to set the power-on of the HIL system and the power-on of the multi-speed transmission system TCU.
[0057] like Figure 1As shown, this embodiment includes a host computer 1, a dSPACE real-time simulation system 2, a multi-speed transmission system controller 3, a sequential shifting hub mechanism 4, and a load 5. The dSPACE real-time simulation system 2 is connected to the host computer 1, the multi-speed transmission system controller 3, the sequential shifting hub mechanism 4, and the load 5, respectively. The host computer 1 is connected to the multi-speed transmission system controller 3.
[0058] The dSPACE real-time simulation system 2 is used to run the controlled object model and interact with the multi-speed transmission system controller 3. The dSPACE real-time simulation system 2 monitors the parameters of the multi-speed transmission system controller 3 in real time.
[0059] The multi-speed transmission system controller 3 connects to and controls the sequential shifting hub mechanism 4;
[0060] like Figure 2 As shown, the controlled object model in this embodiment includes a driver model 21, a virtual controller model 22, and a vehicle powertrain model 23;
[0061] like Figure 3 As shown, the vehicle powertrain model 23 includes a power control unit 231, a power battery model 232, a drive motor model 233, a sequential shift hub mechanism gearbox model 234, and a vehicle longitudinal dynamics model 235.
[0062] like Figure 4 As shown, the sequential shift hub mechanism gearbox model 234 includes a real sequential shift hub angle processing unit 2341, a virtual sequential shift hub model 2342, a real and virtual shift switching unit 2343, and a gearbox transmission model 2344.
[0063] The dSPACE real-time simulation system 2 collects the angle signal of the sequential shifting hub mechanism 4 and transmits it to the real sequential shifting hub angle processing unit 2341, and uses the same processing method as the multi-speed transmission system controller 3 to process the angle signal.
[0064] In this embodiment, the signal from the angle position sensor 43 is a voltage value, such as 0~5V. After model processing, an angle of 0~360° is obtained. That is, the dSPACE real-time simulation system 2 collects the voltage value signal of the angle position sensor 43 and transmits it to the real sequential shift hub angle processing unit 2341 to process the angle signal. After model processing, an angle of 0~360° is obtained.
[0065] The dSPACE real-time simulation system 2 acquires the PWM control signal of the shift motor of the multi-speed transmission system controller 3 and inputs it into the virtual sequential shift hub model 2342 to calculate the rotation angle of the virtual shift hub.
[0066] The real / virtual shift switching unit 2343 is used to switch between real mode and virtual mode.
[0067] In this embodiment, the dSPACE real-time simulation system 2 acquires the angle position sensor 43 signal of the real sequential shift hub mechanism 4 through hard wiring, and transmits it to the real sequential shift hub angle processing unit 2341 model through I / O interface variables. The model uses the same processing method as the TCU controller to process the electrical signal of the angle position sensor 43 to ensure that the processing results of the two on the received electrical signals are consistent.
[0068] In this implementation, the dSPACE real-time simulation system 2 acquires the PWM control signal of the shift motor 41 output by the real multi-speed transmission system controller 3 (TCU) through hard-wired acquisition, analyzes the PWM signal of the shift motor 41 output by the TCU, and thus calculates the rotation angle of the virtual shift hub.
[0069] like Figure 1 As shown, this embodiment also includes a CAN card 6, which is interactively connected to the multi-speed transmission system controller 3 via CAN communication signals, and the CAN card 6 is connected to the host computer 1.
[0070] like Figure 5 As shown, in this embodiment, the sequential shifting hub mechanism 4 includes a shifting motor 41, a shifting hub 42, and an angle position sensor 43. The angle position sensor 43 is fixedly installed on the shaft end face of the shifting hub 42.
[0071] Specifically, such as Figure 5As shown, in this embodiment, the sequential shifting hub mechanism 4 includes a shifting motor 41, a reduction gear set 44, a shifting hub 42, a shift fork 45, a shifting sleeve 46, a sleeve axial movement positioning pipe 47, an angle position sensor 43, and a fixed bracket; the multi-speed transmission system controller 3 controls the movement of the shifting motor 41. The multi-speed transmission system controller 3 outputs a PWM signal to directly control the movement of the shifting motor 41. This PWM signal is simultaneously input to the dSPACE real-time simulation system 2 and transmitted to the virtual shifting hub model through I / O interface variables to calculate the rotational speed of the virtual shifting motor 41; the shifting motor 41 of the sequential shifting hub mechanism 4 drives the shaft of the shifting hub 42 to rotate axially through the reduction gear set 44. The reduction gear set 44 has a first-stage gear, a second-stage gear, and a third-stage gear. After the shifting speed of the shifting motor 41 passes through the reduction gear set 44, the actual speed reaching the shifting hub 42 is reduced. The rotation of the shift hub 42 can be controlled more precisely. In this embodiment, there are two shift forks 45, shift sleeves 46, and axial movement positioning pipes 47 for the sleeves. There are two concave tracks on the shaft of the shift hub 42, which are distributed around the shaft. The two tracks have different profiles. Each track drives one shift fork 45 to move. The rotation angle of the shift hub 42 shaft corresponds to a fixed gear and position to achieve forced sequential gear shifting. The shift hub 42 shaft is equipped with shift forks 45. When the shift hub 42 shaft rotates, it drives the shift forks to move. The shift forks 45 drive the shift sleeves 46 to move, thereby realizing gear shifting.
[0072] A rotation angle position sensor 43 is fixedly installed on the shaft end face of the shift hub 42. During operation, the shaft of the shift hub 42 rotates but the angle position sensor 43 remains stationary. It is used to detect the rotation angle of the shaft of the shift hub 42. The angle measurement range of the angle position sensor 43 is 0~360°. The electrical signal of this angle position sensor 43 is transmitted to the multi-speed transmission system controller 3 and the dSPACE real-time simulation system 2 through hard wire. The dSPACE real-time simulation system 2 and the multi-speed transmission system controller 3 analyze the electrical signal of the angle position sensor 43 in the same way to ensure that the processing results of the received electrical signals are consistent.
[0073] In this embodiment, the dSPACE real-time simulation system 2 is connected to the host computer 1 via a network cable, and the dSPACE real-time simulation system 2 is connected to the multi-speed transmission system controller 3, the sequential shifting hub mechanism 4 and the load 5 via wiring harnesses.
[0074] like Figure 3As shown, in this embodiment, the power control unit 231 includes a power control switch, voltage setting and current limiting module for the dSPACE real-time simulation system 2, and a hard-wired interface for controlling the low-voltage electricity of the vehicle, used to realize the power control of the dSPACE real-time simulation system 2 and simulate the low-voltage power-on and power-off process of the vehicle; the power battery model 232 is used to calculate the power battery SOC, battery internal resistance, battery voltage and charging and discharging current; the drive motor model 233 is used to calculate the motor torque, motor operating current and power; the sequential shift hub mechanism gearbox model 234 calculates the transmission ratio based on the angle position sensor 43 signal or virtual hub angle signal, and calculates the gearbox output shaft speed and torque based on the transmission ratio; the vehicle longitudinal dynamics model 235 calculates the load torque and vehicle speed based on the external driving resistance.
[0075] like Figure 6 As shown, in this embodiment, the driver model 21 processes key signals, driver gear signals, accelerator and brake pedal signals, etc.; the virtual controller model 22 includes a virtual vehicle controller model 221, a virtual multi-gear transmission system controller model 222, a virtual power battery management system model 224, a virtual drive motor controller model 223, and other virtual accessory controller models 225, simulating the information interaction and control of various controllers in the vehicle; among them, the virtual multi-gear transmission system controller model 222 includes CAN communication between the real TCU and the dSPACE real-time simulation system 2, and hard-wired I / O interface variables, which are used for signal transmission between the TCU and the dSPACE real-time simulation system 2.
[0076] This embodiment includes a real and virtual shift hub switching unit, and a sequential shift characteristic path logic function processing method. It is a dedicated design for high-frequency continuous shifting of pure electric sequential transmissions, and adds the design of power, signal and control interfaces for shift hub 42 and HIL test bench. The working condition simulation combined with the unique characteristics of sequential transmissions meets the testing requirements of pure electric sequential TCU.
[0077] Example 2:
[0078] like Figure 7 As shown, a test method using the electric drive sequential multi-speed transmission system test platform described in Example 1 includes the following steps:
[0079] S100: The multi-speed transmission system controller 3 under test combines the virtual vehicle system signal fed back by the dSPACE real-time simulation system 2 to determine whether shifting is allowed. The multi-speed transmission system controller 3 outputs the shift motor 41 PWM signal to control the shift motor 41 of the sequential shift hub mechanism 4 to rotate.
[0080] S200: The shift motor 41 drives the shift hub 42 to rotate, thereby realizing gear shifting;
[0081] S300: Obtain the rotation angle of the shift hub 42 and transmit it to the multi-speed transmission system controller 3 and the dSPACE real-time simulation system 2;
[0082] S400: The dSPACE real-time simulation system 2 and the multi-speed transmission system controller 3 analyze the rotation angle in the same way and obtain the same hub rotation angle value θ.
[0083] S500: In the real-virtual shift switching unit 2343, if the real mode is selected, the real rotation angle value θ of the real sequential shift hub mechanism 4 is selected for sequential shift characteristic path processing; if the virtual mode is selected, the shift motor PWM control signal of the multi-speed transmission system controller 3 is collected and input to the virtual sequential shift hub model 2342 to calculate the virtual hub rotation angle value α, and the virtual hub rotation angle value α is processed for sequential shift characteristic path processing.
[0084] Then, by combining the hub rotation angle value, that is, the actual hub rotation angle value θ or the virtual hub rotation angle value α, constraints are applied to the gear state and jump action, the gear and speed ratio values are calculated, and the next step is taken.
[0085] S600: The transmission model 2344 calculates the speed, steering, and torque values of the multi-speed transmission system based on the gear position, speed ratio, and shaft rotational inertia preset calibration values obtained in step S500.
[0086] Specifically, in this embodiment, the real mode is selected in step S500, and the sequential shift characteristic path processing steps of this mode are as follows:
[0087] Step 1: By switching the Switch variable of the real virtual shift switching unit 2343, the application mode of the real sequential shift hub mechanism 4 is selected. The initial angle is the actual angle of the shift hub 42, that is, the angle signal fed back by the angle position sensor 43.
[0088] Step 2: The virtual driver model 21 operates the driver's accelerator and brake pedal opening. The gear position D signal is transmitted to the TCU via CAN communication. The TCU receives the vehicle's virtual signal via CAN and hard-wired communication and determines that shifting is allowed. The TCU then outputs a control signal for the shift motor 41. This signal directly controls the shift motor 41 of the sequential shift hub mechanism 4, thereby driving the shift hub 42 to rotate. The angle position sensor 43 measures the angle of the hub rotation in real time and transmits this electrical angle signal to both the TCU and the dSPACE real-time simulation system 2. The TCU and the dSPACE real-time simulation system 2 process the angle position sensor 43 signal in the same way to obtain the same angle value.
[0089] Step 3: Determine which gear preset value the angle value of the angle position sensor 43 falls into, obtain the corresponding actual gear and actual speed ratio, and proceed to the next calculation.
[0090] Step 4: Assume the gear was in neutral (N) at the previous moment. If the angle enters the first gear range in step 2, then the gear is changed from N. When you shift into 1st gear, the gear ratio changes from the neutral (N) gear ratio to the 1st gear ratio.
[0091] Example 3:
[0092] The difference between this example and Embodiment 2 above is that this embodiment operates in virtual mode, and the sequential shift characteristic path processing steps in this mode are as follows:
[0093] Step 1: By switching the Switch variable of the real virtual shift switching unit 2343, the application mode of the virtual sequential shift hub model 2342 is selected, and the initial angle is the preset calibration value.
[0094] Step 2: The virtual driver model 21 operates the driver's accelerator and brake pedal opening. The gear D signal is transmitted to the multi-speed transmission system controller 3, i.e., TCU, through CAN communication. The TCU receives the vehicle virtual signal through CAN and hard-wired method and determines that shifting is allowed. Then, the TCU outputs the shift motor 41 PWM control signal. This signal is collected by the dSPACE real-time simulation system 2 and transmitted to the controlled object model.
[0095] Step 3: The virtual sequential shift hub model 2342 analyzes the PWM control signal of the shift motor 41 output by the TCU, and calculates the rotation angle value of the virtual shift hub by combining the preset calibration value in the model.
[0096] Step 4: Determine which gear preset value the angle value falls into, obtain the corresponding actual gear and actual speed ratio, and proceed to the next calculation.
Claims
1. A HIL test platform for a sequential multi-speed transmission system TCU, characterized in that... It includes a host computer (1), a dSPACE real-time simulation system (2), a multi-speed transmission system controller (3), a sequential shifting hub mechanism (4), and a load (5). The dSPACE real-time simulation system (2) is connected to the host computer (1), the multi-speed transmission system controller (3), the sequential shifting hub mechanism (4), and the load (5), respectively. The host computer (1) is connected to the multi-speed transmission system controller (3). The dSPACE real-time simulation system (2) is used to run the controlled object model and interact with the multi-speed transmission system controller (3). The dSPACE real-time simulation system (2) monitors the parameters of the multi-speed transmission system controller (3) in real time. The multi-speed transmission system controller (3) connects to and controls the sequential shifting hub mechanism (4); The controlled object model includes a driver model (21), a virtual controller model (22), and a vehicle power system model (23); the vehicle power system model (23) includes a power control unit (231), a power battery model (232), a drive motor model (233), a sequential shift hub gearbox model (234), and a vehicle longitudinal dynamics model (235). The sequential shift hub mechanism gearbox model (234) includes a real sequential shift hub angle processing unit (2341), a virtual sequential shift hub model (2342), a real and virtual shift switching unit (2343), and a gearbox transmission model (2344). The dSPACE real-time simulation system (2) collects the angle signal of the sequential shifting hub mechanism (4) and transmits it to the real sequential shifting hub angle processing unit (2341), and uses the same processing method as the multi-speed transmission system controller (3) to process the angle signal; The dSPACE real-time simulation system (2) collects the shift motor PWM control signal of the multi-speed transmission system controller (3) and inputs it into the virtual sequential shift hub model (2342) to calculate the virtual shift hub rotation angle; The real / virtual shift switching unit (2343) is used to switch between real mode and virtual mode.
2. The HIL test platform for a sequential multi-speed transmission system TCU according to claim 1, characterized in that... It also includes a CAN card (6), which is connected to the multi-speed transmission system controller (3) via CAN communication signals, and the CAN card (6) is connected to the host computer (1).
3. The HIL test platform for a sequential multi-speed transmission system TCU according to claim 1, characterized in that... The sequential shift hub mechanism (4) includes a shift motor (41), a shift hub (42) and an angle position sensor (43), with the angle position sensor (43) fixedly installed on the shaft end face of the shift hub (42).
4. The HIL test platform for a sequential multi-speed transmission system TCU according to claim 1, characterized in that... The dSPACE real-time simulation system (2) is connected to the host computer (1) via a network cable. The dSPACE real-time simulation system (2) is connected to the multi-speed transmission system controller (3), the sequential shifting hub mechanism (4), and the load (5) via wiring harnesses.
5. The HIL test platform for a sequential multi-speed transmission system TCU according to claim 1, characterized in that: The power control unit (231) includes a power control switch, voltage setting and current limiting module of the dSPACE real-time simulation system (2), and a hard-wired interface for controlling the low voltage of the vehicle, which is used to realize the power control of the dSPACE real-time simulation system (2) and simulate the low voltage power-on and power-off process of the vehicle; the power battery model (232) is used to calculate the power battery SOC, battery internal resistance, battery voltage and charging and discharging current; the drive motor model (233) is used to calculate the motor torque, motor operating current and power; the sequential shift hub mechanism gearbox model (234) calculates the transmission ratio based on the angle position sensor (43) signal or virtual hub angle signal, and calculates the gearbox output shaft speed and torque based on the transmission ratio; the vehicle longitudinal dynamics model (235) calculates the load torque and vehicle speed based on the external driving resistance.
6. A testing method, employing the electric drive sequential multi-speed transmission system testing platform as described in claim 1, characterized in that... Includes the following steps: S100: The multi-speed transmission system controller (3) under test combines the virtual vehicle system signal fed back by the dSPACE real-time simulation system (2) to determine whether shifting is allowed. The multi-speed transmission system controller (3) outputs the shift motor (41) PWM signal to control the shift motor (41) of the sequential shift hub mechanism (4) to rotate. S200: The shift motor (41) drives the shift hub (42) to rotate, thereby realizing gear shifting; S300: Obtain the rotation angle of the shift hub (42) and transmit it to the multi-speed transmission system controller (3) and dSPACE real-time simulation system (2). S400: The dSPACE real-time simulation system (2) and the multi-speed transmission system controller (3) analyze the rotation angle in the same way and obtain the same hub rotation angle value θ. S500: In the real-virtual shift switching unit (2343), if the real mode is selected, the real hub rotation angle value θ of the real sequential shift hub mechanism (4) is selected for sequential shift characteristic path processing; if the virtual mode is selected, the shift motor PWM control signal of the multi-speed transmission system controller (3) is collected and input into the virtual sequential shift hub model (2342) to calculate the virtual hub rotation angle value α, and the virtual hub rotation angle value α is processed for sequential shift characteristic path; combined with the hub rotation angle value, the gear state and jump action are constrained, the gear and speed ratio values are calculated, and the next step is entered; S600: Transmission Model (2344) Calculates the speed, steering, and torque values of the multi-speed transmission system based on the gear and speed ratio values obtained in step S500.
7. A test method according to claim 6, characterized in that... In step S600, the gearbox transmission model (2344) divides the shifting action into a shifting process state and a shifting completion state.
8. A test method according to claim 6, characterized in that... The sequential shift characteristic path processing steps in S500 include the following steps: S501: Select Switch variable to choose between real mode or virtual mode; S502: Define the gear state set (S={N ,1,N ,2,N ,3,N According to the mechanical design parameters of the sequential shift hub (42), the hub angle range of each gear is pre-set in the gearbox model (234) of the sequential shift hub mechanism; S503: Determine the preset gear position where the shift hub rotation angle value falls, and obtain the corresponding actual gear position; the preset shift hub angle value and gear position value are monotonic; S504: In the sequential shift hub mechanism gearbox model (234), a gear shift state machine is set up to divide the gear shift into stop shift, upshift action and downshift action; S505: Set the gear shifting rule to only allow sequential gear changes, with gear changes in the order of [i-1\N\i\N\i+1], and prohibit skipping gears; S506: Sets the output of the actual gear value only when the sequential shift is met; otherwise, it outputs an error flag and records the duration of the error. The counter can only be manually cleared. S507: Query the speed ratio map based on the actual gear value to obtain the determined gear ratio; the obtained actual gear value and speed ratio value are used for the transmission model (2344) calculation output.