CN105424377A - Driver assistant system based on tracked vehicle road simulation bench test - Google Patents

Abstract

The present invention provides a driver assistant system based on tracked vehicle road simulation bench test, comprising: a power device, two dynamometers connected to the engine through a gearbox, and a motor speed adjustment device connected to the two dynamometers The dynamometer control cabinet; the road spectrum loading module controls the motor of the dynamometer through the dynamometer control cabinet to generate a motor rotation speed corresponding to the simulated road resistance torque according to the vehicle speed and gradient road surface information of the system prestored in the system. Moment; the automatic driving module, according to the current vehicle speed collected in the power unit and the set target vehicle speed, through the positional PID calculation, controls the gearbox to output the corresponding speed to follow the target vehicle speed. Compared with the prior art, the present invention includes the following advantages: the driving situation of the driver under the actual cyclic working conditions is well reproduced, and it also has the functions of data display and storage, monitors the status of the bench test and monitors the The data were post-processed.

Description

A driver assistant system based on tracked vehicle road simulation bench test

technical field

The invention relates to the technical field of testing, in particular to a driver assistant system based on a tracked vehicle road simulation bench test.

Background technique

The simulation test research based on road cycle conditions has been very perfect for civilian vehicles, but there is little research on tracked vehicles. To improve the traditional calibration process of tracked vehicle power plant parameters, a large number of real vehicle road tests are required, which is not only time-consuming and labor-intensive, but also due to factors such as the driver and the environment, it is difficult for the test results to be repeatable and comparable. Therefore, it is of great significance for tracked vehicles to carry out road cycle bench test calibration for power units.

The bench test of the power plant road cycle working condition is completed on the indoor bench, and the road surface information and driving information of the cycle working condition come from the sports car data of the real test field. In order to simulate the real road and the driver's driving behavior in the bench test, a following system with good performance is needed to reproduce the driving parameters of the driver's driving process on the real road to complete automatic driving.

Although the artificial assistant auxiliary system has been developed to assist the driver in civil vehicles long ago, this auxiliary management system is not suitable for the research on the bench test of tracked vehicles. Therefore, it is necessary to determine the driving parameters of tracked vehicles through a simple system.

Contents of the invention

The technical problem to be solved by the present invention is to provide a driver assistant system based on tracked vehicle road simulation bench test, comprising:

The power unit includes: two dynamometers connected to the engine through a gearbox, and a dynamometer control cabinet connected to the two dynamometers to adjust the speed of the motor;

The road spectrum loading module converts the resistance encountered by the tracked vehicle during driving according to the vehicle speed and slope road surface information pre-stored in the system, and then converts it into the target torque at the output end of the gearbox, and then converts the target torque into The voltage signal is used to control the motor of the dynamometer through the dynamometer control cabinet to generate a corresponding motor torque simulating road resistance torque;

The automatic driving module, according to the current vehicle speed collected in the power unit and the set target vehicle speed, undergoes positional PID calculation, and obtains the digital signal of the throttle after the calculation, converts the digital signal of the throttle into a voltage signal recognized by the power unit, and the power unit The control unit converts the received voltage signal into a corresponding position of the fuel supply rack, and the gearbox outputs a corresponding rotational speed to follow the target vehicle speed.

Compared with the prior art, the present invention includes the following advantages:

It has the following advantages: 1. It reduces the workload of tracked vehicle power plant research and reproduces the driving situation of the driver under actual cycle conditions. 2. In addition to realizing the function of automatic driving, it also has data display and storage It is convenient to monitor the status of the bench test and post-process the data. 3. It lays the foundation for bench test calibration and related performance research of tracked vehicles.

Description of drawings

Fig. 1 is the schematic diagram of stand structure of the present invention;

Fig. 2 is a schematic diagram of the data exchange diagram of the driver assistant system of the present invention;

Fig. 3 is a schematic diagram of the hardware composition of the driver assistant system of the present invention;

Fig. 4 is a schematic diagram of the road map loading module of the present invention;

Fig. 5 is the PID control schematic diagram of the automatic driving module of the present invention;

Fig. 6 is a flow chart of the main program of the driver assistant system of the present invention;

detailed description

In order to make the above objects, features and advantages of the present invention more comprehensible, the present invention will be further described in detail below in conjunction with the accompanying drawings and specific embodiments.

With reference to Fig. 1, have shown the structural diagram of the bench used in a kind of embodiment of the present invention, the driver's assistant system of simulation bench experiment of the present invention comprises:

The power unit includes: two dynamometers connected to the engine through a gearbox, and a dynamometer control cabinet connected to the two dynamometers to adjust the speed of the motor; in this embodiment, according to the dynamometer control cabinet The frequency conversion cabinet used in the figure is the dynamometer control cabinet.

Among them, the frequency conversion cabinet is used to control the motor speed in the dynamometer.

The software architecture of the driver assistant system can be seen in Figure 2, including the road map loading module and the automatic driving module;

The road spectrum loading module, according to the pre-stored vehicle speed and slope road surface information of the system, obtains the resistance of the tracked vehicle during driving through theoretical calculation, and then converts it into the target torque at the output end of the gearbox, and then converts the target torque Convert it into a voltage signal, and control the motor of the dynamometer through the frequency conversion cabinet to generate a corresponding motor torque that simulates road resistance torque; generate a target torque.

The automatic driving module, according to the current vehicle speed collected in the power unit and the set target vehicle speed, undergoes positional PID calculation, and obtains the digital signal of the throttle after the calculation, and converts the digital signal of the throttle into a voltage signal recognized by the power unit. The control unit of the device converts the position of the corresponding oil supply rack according to the magnitude of the received voltage signal, and the gearbox outputs the corresponding rotational speed to follow the target vehicle speed.

Among them, the automatic driving module includes the following five modules:

The initialization module is used to realize the initialization operation;

The target data reading module is used to read the target torque and target speed of the left wheel and the right wheel;

The data collection module is used to collect the current torque and current speed of the left motor in the first dynamometer and the right motor in the second dynamometer through the torque/speed integrated sensor in the power device;

The target torque output module is used to calibrate the linear relationship between the motor control voltage value and the dynamometer torque value; convert all target torques into motor control voltage values and then output; the dynamometer control cabinet Adjust the motor simulation relative torque in the dynamometer.

The generation module of the throttle opening is used to perform PID calculation according to the difference between the target vehicle speed and the current vehicle speed of the power unit to obtain the throttle opening, and then convert the throttle opening into a voltage signal and send it to the power unit to adjust the power unit. Actual vehicle speed, to complete the following of the target vehicle speed.

The generating module executes the PID operation through the following formula:

$\mathrm{<span\; class="notranslate">\; u</span>}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; k</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; =</span>{\mathrm{<span\; class="notranslate">\; u</span>}}_{\mathrm{<span\; class="notranslate">\; P</span>}}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; k</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; +</span>{\mathrm{<span\; class="notranslate">\; u</span>}}_{\mathrm{<span\; class="notranslate">\; I</span>}}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; k</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; +</span>{\mathrm{<span\; class="notranslate">\; u</span>}}_{\mathrm{<span\; class="notranslate">\; D.</span>}}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; k</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; =</span>{\mathrm{<span\; class="notranslate">\; K</span>}}_{\mathrm{<span\; class="notranslate">\; C</span>}}\mathrm{<span\; class="notranslate">\; e</span>}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; k</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; +</span>\frac{{\mathrm{<span\; class="notranslate">\; K</span>}}_{\mathrm{<span\; class="notranslate">\; C</span>}}}{{\mathrm{<span\; class="notranslate">\; T</span>}}_{\mathrm{<span\; class="notranslate">\; I</span>}}}\mathrm{<span\; class="notranslate">\; \&theta;</span>}\underset{\mathrm{<span\; class="notranslate">\; i</span>}<span\; class="notranslate">\; =</span>\mathrm{<span\; class="notranslate">\; 0</span>}}{\overset{\mathrm{<span\; class="notranslate">\; k</span>}}{<span\; class="notranslate">\; \&Sigma;</span>}}\mathrm{<span\; class="notranslate">\; e</span>}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; i</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; +</span>{\mathrm{<span\; class="notranslate">\; K</span>}}_{\mathrm{<span\; class="notranslate">\; C</span>}}\frac{{\mathrm{<span\; class="notranslate">\; T</span>}}_{\mathrm{<span\; class="notranslate">\; D.</span>}}}{\mathrm{<span\; class="notranslate">\; \&theta;</span>}}<span\; class="notranslate">\; \&lsqb;</span>\mathrm{<span\; class="notranslate">\; e</span>}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; k</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; -</span>\mathrm{<span\; class="notranslate">\; e</span>}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; k</span>}<span\; class="notranslate">\; -</span>\mathrm{<span\; class="notranslate">\; 1</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; \&rsqb;</span>$

Among them, u(k) is the output of the controller; e(k) is the difference between the target vehicle speed and the actual vehicle speed; u _P (k) is the output value of the proportional link; u _I (k) is the output value of the integral link; _D (k) is the output value of the differential link; K _C is the proportional coefficient of the controller; e(k) is the difference between the target vehicle speed and the actual vehicle speed; θ is the sampling period; k is the sampling time; T _I is the integral of the controller Time constant; T _D is the differential time constant of the controller.

For the specific steps and specific processes of each module, the following details:

As shown in Fig. 2 and Fig. 6, the driver assistant system of the present invention is divided into an automatic driving module and a road map loading module. The diagram shows the flow of signals between systems. The automatic driving module performs PID calculation on the target vehicle speed read from the road spectrum loading module and the actual vehicle speed, and sends the generated throttle opening signal to the controller, and the controller converts the throttle opening signal into a gear rod position control engine. The duty cycle signal is sent to the engine to control the engine speed; the controller sends the gear signal obtained by looking up the current engine speed and throttle information to the gearbox control model to separate and combine the clutch to reach the target gear.

The road spectrum loading module converts the read target torque digital signal into a voltage signal and sends it to the frequency converter, and controls the motor torque through the dynamometer control cabinet to simulate road resistance. Through the data display interface, the actual vehicle speed and torque signals can be monitored at all times, so as to follow up the operation of the system at all times.

As shown in FIG. 3 , the hardware components involved in the present invention include driver assistant system PC, NIUSB-6009 board, USB-1203 board, and serial communication wiring harness. The driver assistant system PC is mainly used as the upper computer of the system of the present invention to run the above-mentioned modules or systems, and adopts LabVIEW software program in the PC to process data and perform related calculations; the NIUSB-6009 board adopts a bus-powered design for The DA conversion of the throttle opening signal in automatic driving is convenient and easy to carry, with 8 analog input channels (14-bit resolution), 2 analog output channels (12-bit resolution), 12 digital I/O lines, 32 bit resolution counter. The DA conversion of the throttle opening signal in the automatic driving module requires 1 analog output channel, the throttle opening voltage is 0.5-4.5V, and the accuracy of 1.22mV is far in line with the control accuracy requirements. The rotational speed of the dynamometer collected by serial port communication is converted into vehicle speed in the LabVIEW program, and then compared with the target rotational speed. After PID calculation, the throttle opening of the digital signal can be obtained, and the throttle is opened through the DA module in the NIUSB-6009 board. The degree digital signal is converted into a voltage signal, which is sent to the integrated control unit of the power plant. The PID calculation of the throttle opening signal in the automatic driving module can be completed in the integrated control unit (ie ECU). USB-1203 is a multi-functional general-purpose A/D board, plug and play with PC, without address jumper, with 2-way 12-bit D/A output, output voltage 5V or 10V, 12-bit resolution, precision 1.22mV. USB-1203 is installed in the control cabinet of the dynamometer, and the USB-1203 analog output software unit in the main program of the PC outputs the target torque voltage signal to the board USB-1203 to control the output torque value of the dynamometer.

As shown in Figure 4, the road spectrum loading module is used to reproduce the real road conditions. It calculates the driving resistance in the actual driving process through the pre-collected and stored road surface information such as vehicle speed and slope in the host computer. It's just a digital signal that produces the target torque. The digital signal of the target torque is converted into a voltage signal that can be recognized by the dynamometer control cabinet through the DA conversion module. The torque of the corresponding motor is controlled by the voltage signal of the dynamometer to realize the simulation of road resistance conditions.

As shown in Figure 5, the automatic throttle of the automatic driving module is the focus of the automatic driving module. It is automatically generated by the PID calculation of the difference between the target vehicle speed of the typical road surface cycle and the actual vehicle speed of the power unit, and then converts the throttle opening to The voltage signal is sent to the integrated control unit of the power unit to adjust the actual vehicle speed of the power unit and follow the target speed to realize automatic driving. The PID controller of the automatic driving module is based on LabVIEW control, which is a sampling control, and the control quantity can only be calculated according to the deviation value at the sampling time. Therefore, it can only be approximated by numerical calculation method, which is called digital PID control formula. The digital PID control formula is usually divided into a positional PID control formula and an incremental PID control formula, and the positional PID control formula adopted by the automatic driving module. The dynamometer torque meter collects the speed of the dynamometer from the torque/speed integrated sensor, and then uses the serial port communication RS-485 to transmit the speed of the dynamometer to the LabVIEW program in the PC, and converts it after calculation and processing by the speed acquisition signal module is the actual vehicle speed signal. The difference between the target vehicle speed and the actual vehicle speed is passed through the control type PID calculation formula

$\mathrm{<span\; class="notranslate">\; u</span>}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; k</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; =</span>{\mathrm{<span\; class="notranslate">\; u</span>}}_{\mathrm{<span\; class="notranslate">\; P</span>}}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; k</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; +</span>{\mathrm{<span\; class="notranslate">\; u</span>}}_{\mathrm{<span\; class="notranslate">\; I</span>}}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; k</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; +</span>{\mathrm{<span\; class="notranslate">\; u</span>}}_{\mathrm{<span\; class="notranslate">\; D.</span>}}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; k</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; =</span>{\mathrm{<span\; class="notranslate">\; K</span>}}_{\mathrm{<span\; class="notranslate">\; C</span>}}\mathrm{<span\; class="notranslate">\; e</span>}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; k</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; +</span>\frac{{\mathrm{<span\; class="notranslate">\; K</span>}}_{\mathrm{<span\; class="notranslate">\; C</span>}}}{{\mathrm{<span\; class="notranslate">\; T</span>}}_{\mathrm{<span\; class="notranslate">\; I</span>}}}\mathrm{<span\; class="notranslate">\; \&theta;</span>}\underset{\mathrm{<span\; class="notranslate">\; i</span>}<span\; class="notranslate">\; =</span>\mathrm{<span\; class="notranslate">\; 0</span>}}{\overset{\mathrm{<span\; class="notranslate">\; k</span>}}{<span\; class="notranslate">\; \&Sigma;</span>}}\mathrm{<span\; class="notranslate">\; e</span>}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; i</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; +</span>{\mathrm{<span\; class="notranslate">\; K</span>}}_{\mathrm{<span\; class="notranslate">\; C</span>}}\frac{{\mathrm{<span\; class="notranslate">\; T</span>}}_{\mathrm{<span\; class="notranslate">\; D.</span>}}}{\mathrm{<span\; class="notranslate">\; \&theta;</span>}}<span\; class="notranslate">\; \&lsqb;</span>\mathrm{<span\; class="notranslate">\; e</span>}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; k</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; -</span>\mathrm{<span\; class="notranslate">\; e</span>}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; k</span>}<span\; class="notranslate">\; -</span>\mathrm{<span\; class="notranslate">\; 1</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; \&rsqb;</span>$

Among them, u(k) is the output of the controller; e(k) is the difference between the target vehicle speed and the actual vehicle speed; u _P (k) is the output value of the proportional link; u _I (k) is the output value of the integral link; _D (k) is the output value of the differential link; K _C is the proportional coefficient of the controller; e(k) is the difference between the target vehicle speed and the actual vehicle speed; θ is the sampling period; k is the sampling time; T _I is the integral of the controller Time constant; T _D is the differential time constant of the controller.

After the operation, the throttle digital signal is obtained, and through the DA conversion module of the board card NIUSB-6009, the throttle digital signal is converted into a voltage signal that the power unit control unit can recognize, and the power unit control unit converts it into a corresponding power supply according to the magnitude of the received voltage signal. The position of the oil gear rod is transmitted to the power unit model, and the output speed of the power unit is correspondingly controlled to follow the target vehicle speed.

As shown in Figure 5, the present invention is written based on LabVIEW software. The main program can be divided into five software modules: program initialization module, reading of target data, collection of actual data, output of target torque and generation of throttle opening. Among them, the program initialization module is composed of a program initialization software unit alone; the target data reading module includes the target torque and target speed reading software unit of the left wheel and the right wheel; the actual data acquisition module includes the actual torque of the left motor and the right motor and the actual speed acquisition software unit; the target torque output module includes the motor control voltage calibration software unit and the USB-1203 analog output software unit; the throttle opening generation module includes the PID calculation software unit and the NIUSB-6009 analog output software unit.

The program initialization module is only composed of program initialization software units, mainly including initialization of the gain value and offset value for motor control voltage calibration, redistribution of serial ports in the PC for collecting left and right motor torque/speed signals, and initialization of target torque and the time axis of the target torque.

The target data reading module includes reading information such as the target torque and target speed of the left and right wheels. Take the reading software unit of the target speed of the left wheel as an example, the procedure of the program is: a dialog box of "Please select the left speed data table" pops up, open the excel sheet with the specified name under the specified path, and name it "Sheet1" by default, read The two-dimensional array in "Sheet1", the reading range is the range corresponding to the reading coordinates of the rotational speed table in the program initialization module, after converting the two-dimensional data from a fraction/exponent string to a numerical value, read the second column of data as the left wheel Output the value of the target speed, then save the table changes and close the table. Other left wheel target torque, right wheel target torque and target rotational speed reading software units, such as the left wheel target rotational speed reading software unit, are similar.

In the actual data acquisition module, the actual torque and speed of the left and right motors are transmitted from the dynamometer torque meter to the PC through serial port communication. In LabVIEW, the basic steps for serial port communication are divided into three steps: serial port configuration, reading and writing serial ports and closing the serial port.

There is a linear relationship between the target torque of the dynamometer and the motor control voltage of the dynamometer, so when outputting the target torque of the dynamometer, it is necessary to perform a linear relationship between the motor control voltage value and the torque value of the dynamometer Calibrate, and then convert all target torques of the dynamometer into motor control voltage values, and finally output to the board USB-1203 by the USB-1203 analog output software unit in the main program.

The throttle opening generation and analog output module includes PID calculation software unit and NIUSB-6009 analog output software unit. PID calculation is performed on the difference between the target speed and the actual speed to obtain the throttle opening. The positional PID formula is adopted, and the program in LabVIEW is realized by "PID(DBL).vi". The output of the throttle opening is realized by the DAQmx module in the LabVIEW program. First, the channel is created by DAQmx; the second step is for DAQmx to start the task, and the device starts to generate voltage; the third step is to write the throttle opening calculated by PID into the channel; then, close the channel and clear the channel resources.

In this paper, specific examples are used to illustrate the principle and implementation of the present invention. The descriptions of the above embodiments are only used to help understand the system and core ideas of the present invention; meanwhile, for those of ordinary skill in the art, according to the present invention Thoughts, there will be changes in the specific implementation and application scope. In summary, the contents of this specification should not be construed as limiting the present invention.

Claims (5)

1. based on a driver assistance system for endless-track vehicle road analogy bench test, it is characterized in that, comprising:

Propulsion system, comprising: two dynamometer machines be connected with engine by wheel box, are connected with described two dynamometer machines the Dynamometer Control cabinet regulating motor speed;

Road spectrum load-on module, the speed of a motor vehicle in parking lot prestored according to system and the information of road surface of the gradient, be converted to the resistance that endless-track vehicle is suffered in the process of moving, be converted into the target torque to gear box output end again, then convert target torque to voltage signal, the motor controlling described dynamometer machine by described Dynamometer Control cabinet generates the motor torque of the corresponding simulated roadway moment of resistance;

Automatic Pilot module, according to the target vehicle speed of the current vehicle speed gathered in propulsion system and setting through Position Form PID computing, throttle digital signal is obtained after computing, throttle digital signal is converted into the voltage signal of described propulsion system identification, corresponding fuel feeding ratch position is converted into according to the size of the voltage signal received by propulsion system control module, described wheel box exports corresponding rotating speed, follows target vehicle speed.

2. system according to claim 1, is characterized in that, described automatic Pilot module comprises:

Initialization module, for realizing initialization operation;

The read module of target data, comprises revolver, right target torque of taking turns and rotating speed of target for reading;

The acquisition module of data, in described propulsion system, gathers the right motor current torque in the left motor in the first dynamometer machine, the second dynamometer machine and current rotating speed by torque/speed integrative sensor;

The output module of target torque, for demarcating Electric Machine Control magnitude of voltage and described dynamometer machine torque value linear relationship; All target torques are converted to Electric Machine Control magnitude of voltage to export;

The generation module of accelerator open degree, difference for the current vehicle speed according to target vehicle speed and described propulsion system carries out PID arithmetic, obtains accelerator open degree, then accelerator open degree is converted to voltage signal and flows to propulsion system, regulate the actual vehicle speed of propulsion system, complete following target vehicle speed.

3. system according to claim 2, is characterized in that, described generation module performs described PID arithmetic by following formula:

Wherein, u (k) output that is controller; The difference that e (k) is target vehicle speed and actual vehicle speed; u _pk output valve that () is proportional component; u _ik output valve that () is integral element; u _dk output valve that () is differentiation element; K _cfor the scale-up factor of controller; The difference that e (k) is target vehicle speed and actual vehicle speed; θ is the sampling period; K is sampling instant; T _ifor the integration time constant of controller; T _dfor the derivative time constant of controller.

4. system according to claim 2, is characterized in that, adopts NIUSB-6009 board that accelerator open degree is converted to voltage signal and flows to propulsion system.

5. system according to claim 2, is characterized in that, by Electric Machine Control magnitude of voltage and the calibrated signal of described dynamometer machine torque value linear relationship, exports to Dynamometer Control cabinet by USB-1203 board.