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Hardware-in-the-Loop:
The Technology for Testing Electronic
Controls in Vehicle Engineering
Sensor Actuator
Sensors Actuators
simulation simulation
Model of
the vehicle
process
ter. The simulated subsystem has to master com-plexity, and to reduce would be critical for the components
perform the following actions within development costs. This last aim is (danger of damaging or destroy-ing
one simulation step: achieved by moving function tests prototypes) or even dangerous for
Read in the measurement signals and diagnostics tests from tests the test driver (for example, if there
(actuator control by the ECU) drives or test bench experiments to is a sen-sor error at top speed on a
Calculate and perform numeric the HIL laboratory. The result is that sharp bend).
integration (simulate the entire the number of expensive prototype Thus, HIL simulation makes it pos-
dynamic model of a real system) vehicles and time spent at the test sible to give an ECU an environment
Output the results (sensor simula- bench are considerably reduced. that is so realistic that the ECU’s di-
tion for the ECU). HIL tests can be reproduced as often agnostics system does not detect any
The result is a closed loop between as required and also automated. It inconsistencies in the electrical signal
the real controller and the simulated is now common practice to com- quality or the dynamic behavior of
plant. Failure to meet real-time con- pletely automatically run, evaluate, the plant (no fault memory entry by
ditions can result in unstable simu- and document tests overnight or the diagnostics). In this situation,
lation and even damage to the real on weekends. This allows the test any tests that would typically be per-
technical device. operators to concentrate on as- formed in or with the vehicle (or on
Figure 2 shows a signal flow that sessing tests, implementing new a test bench) can also be performed
illustrates this structure. In the real tests or test scripts, and adjusting on the HIL simulator. This is the
system, the real ECU is integrated in tests that failed (for example, due to basis for inducing error situations
the real vehicle (left); in HIL simula- ECU errors). Automation provides far intentionally. Diagnostic functions
tion, it is connected to the HIL simu- greater test coverage than manual (with short circuits, functional faults
lator via electrical interfaces (center tests, and this enhances quality and or communication errors), fail-safe
and right). maturity. levels and limp-home mode can be
Frequently, HIL simulators are also tested in this way.
1.2 Importance and Benefits, used to perform tests that would not
Requirements be possi-ble at all on a real system 1.3 Structure of the Paper
The major aims of HIL simulation (for example, because no prototype The next section of this paper begins
are to enhance product quality, to vehicles are available yet), or that by presenting the essential hardware
2.2 Software
Components
of the HIL System Vehicle Dynamics
Figure 6: ControlDesk for interactive operation of the HIL systems (left) and MotionDesk for 3-D visualization of
driving experiments (right).
Drivetrain
Adder
Phase
Signal Gen.
sys-tems is provided in [SW05]. 8 Channels
Intake (Wavetables)
Window Ignition
At the moment, driver assistance
PHS-Bus
Fifo
Spark
Event
systems (ACC, lane change/lane Advance Capture Signal Cond. Ignition
and Complex Signals
keeping/parking assistants, environ-
Comparator
ment detection, etc.) are an impor- 8 Channels
Intake
Window Injection Signal Cond.
tant focus in the development of Injection
Fifo
Fuel
Event and Complex
automotive and commercial vehicle Capture Signals
Amount Comparator
electronics. Not only models of the Slave DSP
main vehicle are required for these, Knock
DPRAM
Param. Knock 4 Knock
but also models of the environment, Processor Signals
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04/2016