CN112130470A - Portable hardware-in-loop simulation system of vehicle control unit - Google Patents
Portable hardware-in-loop simulation system of vehicle control unit Download PDFInfo
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Abstract
The invention discloses a portable hardware-in-loop simulation system of a vehicle controller, which belongs to a simulation system and comprises a software system and a hardware system, wherein the software system builds a physical model of each assembly of the vehicle together with Matlab/Simulink, constructs a physical model of the vehicle after integration, and performs in-loop simulation test of vehicle control hardware by writing floating point or fixed point codes generated by the physical model into the hardware system and realizing interaction of data of the physical model of the vehicle and data of a control model of the vehicle through I/O (input/output) hard wire interface and CAN (controller area network) communication. The interfaces of the system are reduced, and the structure is optimized.
Description
Technical Field
The invention relates to a simulation system, in particular to a portable hardware-in-the-loop simulation system of a vehicle controller.
Background
The HIL (hardware in the Loop) hardware in loop is used for carrying out all-round and system-level test on a VCU (vehicle control unit) in a development stage, is a powerful tool for VCU development, is connected with a tested VCU through an I/O interface, realizes real-time interaction of a simulation model of the hardware in a loop simulation system and data of a controlled real-object system, and carries out all-round operation test on the tested VCU under various conditions.
At present, a hardware-in-loop simulation system in the market is high in simulation accuracy but high in price, due to the fact that system software and hardware are complex, designers are not convenient to change and test frequently in the research and development stage, the system comprises various experimental devices, the size is large, the number is large, the system is mostly placed in a laboratory to test VCUs, and research and development personnel are not convenient to carry and use.
In addition, because the number of signals of hardware-in-loop simulation system and VCU through I/O interaction is large, a multifunctional signal processing circuit is provided in the system, the circuit is mainly used for receiving analog signals (including temperature signals), switching value signals, frequency signals and the like transmitted by the VCU, wherein the analog value signals and the switching value signals account for more than 90% of the total signals, the traditional signal processing circuits for model value signals and switching value signals adopt different design methods, and the signals are transmitted through different interfaces after being processed, so that the adoption of different signal processing circuits not only increases the workload of design and test, but also limits the expansion capability and the use flexibility of the hardware-in-loop simulation system interface.
Based on the above problems, a portable hardware-in-loop simulation system needs to be developed, the volume of the structure is reduced, the number of devices is reduced, so that VCU research personnel can rapidly and flexibly adjust a whole vehicle model according to requirements to facilitate testing and verification, meanwhile, a circuit module of the portable hardware-in-loop simulation system adopts a multifunctional signal processing circuit to process signals transmitted from a VCU, the circuit needs to process analog quantity signals and switching quantity signals simultaneously, the number of interfaces is reduced, the structure is simpler, meanwhile, according to the requirements of external interfaces, only hardware and software configuration is needed, and the functions of analog quantity and switching quantity signal processing can be realized.
Disclosure of Invention
The problems that an existing simulator used by a hardware-in-loop simulation system is large in size, more in equipment, inconvenient to carry, disassemble and assemble, high in price, complex in system software and hardware, inconvenient for designers to frequently change and test in a research and development stage and the like are solved.
The invention provides a portable hardware-in-the-loop simulation system which is formed by connecting a hardware system and a software system, wherein the software system builds a physical model of each assembly of a whole vehicle together with Matlab/Simulink, and builds a physical model of the whole vehicle after integration. The hardware system is based on the design mode of an embedded controller, and adopts a CPU supporting floating point operation. The floating point or fixed point codes generated by the physical model are written into the hardware-in-loop simulation system, the interaction between the data of the physical model of the whole vehicle and the data of the control model of the whole vehicle is realized through the communication between the I/O hard wire interface and the CAN, and the in-loop simulation test of the control hardware of the whole vehicle is carried out.
The operation method of the system is the same as that of the VCU, and the shape and the volume of the two devices are the same; in addition, the portable hardware has more types of signals received by the ring simulation system and transmitted by the VCU, mainly analog quantity signals and switching value signals.
In order to achieve the purpose, the invention adopts the technical scheme that:
a portable hardware-in-the-loop simulation system is formed by connecting a software system and a hardware system.
The software system comprises a driver input model, a working condition model, a driver model, an engine and controller model, a clutch and controller model, a motor and controller model, a gearbox transmission model, a rear axle model, a wheel model, a whole vehicle dynamics model, a battery model, a data display model and an instrument model.
The hardware system comprises a system power supply, a power-on and power-off delay module, a power supply output module, a CAN communication module, a multifunctional signal processing module, a frequency signal processing module, an RS232 communication module, a load module, a DA module, a potentiometer, an analog signal distribution module, switching value output, a switch, a switching signal distribution module, a PWM output conditioning module, a high-end driving module and a low-end driving module.
The various modules of the hardware system adopt different circuit models respectively, and can correspondingly process the received external analog signal so as to obtain the analog signal suitable for the system and transmit the analog signal to the simulation component of the system, or drive the corresponding component in the system through the processed analog signal.
Compared with the model of a VCU, the integrated model of the hardware system has the same external structure, volume and weight, adopts the same design concept as the VCU control module, writes floating point or fixed point codes generated by the physical model into the hardware-in-loop simulation system, writes the floating point or fixed point codes generated by the physical model into the hardware-in-loop simulation system, and realizes the interaction of the data of the physical model of the whole vehicle and the data of the control model of the whole vehicle through an I/O (input/output) hard wire interface and CAN (controller area network) communication to perform the in-loop simulation test of the control hardware of the whole vehicle. The traditional high-precision simulator is replaced, and the structure is simpler and more compact.
In addition, the circuit module in the system designs a multifunctional signal processing circuit which can simultaneously process analog quantity signals and switching value signals from VCUs and other sensors by changing the resistance in the multifunctional signal processing circuit.
Compared with the prior art, the invention has the beneficial effects that:
1. the portable hardware-in-loop simulation system replaces a high-precision large simulator adopted by a hardware system in a traditional mode with an embedded controller, greatly reduces the overall structure of equipment under the condition of not changing the functions of the embedded controller, ensures that the system and a VCU have the same volume and weight, has similar appearance structures, is convenient to carry and replace, can be used for verification test at any time and any place, and is more efficient in test verification.
2. The invention relates to a circuit module arranged in a portable hardware-in-loop simulation system, which comprises a multifunctional signal processing circuit for processing signals transmitted from a VCU and other sensors.
3. The portable hardware-in-loop simulation system is formed by connecting a hardware system and a software system, and is also added with monitoring equipment for real-time synchronization, so that a simulation test model corresponding to the portable hardware-in-loop simulation system can be matched in the software system according to different electronic controllers during testing, and a whole vehicle model can be flexibly adjusted.
Drawings
FIG. 1 is a schematic diagram of the structural connection for testing a VCU according to the present invention.
FIG. 2 is a diagram of a software system model of the present invention.
FIG. 3 is a block diagram of the hardware system of the present invention.
Fig. 4 is a diagram of a power supply processing scheme of the present invention.
Fig. 5 is a multi-functional signal processing circuit diagram of the present invention.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention more apparent, the present invention will be described in detail with reference to the accompanying drawings and specific embodiments.
As shown in fig. 1 to fig. 3, the present embodiment designs a portable hardware-in-loop simulation system, which is composed of a physical model (i.e., a software system) of a whole vehicle and a hardware-in-loop simulator (i.e., a hardware system) of the whole vehicle.
The software system comprises a driver input model, a working condition model, a driver model, an engine and controller model, a clutch and controller model, a motor and controller model, a gearbox transmission model, a rear axle model, a wheel model, a whole vehicle dynamics model, a battery model, a data display model and an instrument model.
In this embodiment, the specific implementation of the various models is as follows:
(1) driver input model
The model mainly simulates switch input of a driver, and comprises a T15 power-on signal, a T50 engine starting signal, an EV mode switch, an engine mode switch (HEV mode when the power-on signal and the engine starting signal are all 0), and switches related to gears, including neutral gear, reverse gear and forward gear; the switches are all 1 valid and 0 invalid.
(2) Working condition model
The model mainly realizes the input of working condition files, including road working conditions (input from a table), constant speed working conditions (can be calibrated by self), and road ramps, wherein the speed signal in the table is km/h, and the ramp input is%.
(3) Driver model
The model mainly calculates required throttle and brake signals through PID according to a difference value between a required vehicle speed and an actual vehicle speed; PID output is in a range of-1 to 1, and whether the throttle or the brake signal is output is judged by comparing with 0. The PID model is a conventional PID model, the parameter debugging of the PID model can be changed to a certain extent according to different vehicle types, the parameter debugging can be adjusted through the speed following degree, generally speaking, D is 0, P is preferentially adjusted, the tracks can be basically matched, I is adjusted, P and I are increased if the overshoot is large, and otherwise, the overshoot is reduced.
(4) Engine and controller model
The engine and the controller mainly realize VCU torque execution and output rotating speed and torque, and the method mainly comprises 3 parts of actual torque calculation, idling control and maximum rotating speed protection.
1. Actual torque calculation
The actual torque calculation consists of the driver requested powertrain demand torque, which is obtained experimentally by multiplying the throttle by the engine torque capacity, and the internal friction torque.
If the engine is not started, but has a rotational speed, there is only internal friction torque;
2. idle speed control
Idle speed control activation condition: the effective ignition signal and the accelerator demand are 0, the rotating speed of the engine is in an idle speed fluctuation range, and the engine is controlled to operate at the idle speed after being activated
3. Maximum speed protection
After the highest rotation speed protection is activated, the highest rotation speed protection is carried out and is realized through PID; protection activation conditions: ignition signal valid & engine speed exceeds a defined maximum speed;
the engine body model mainly comprises 3 parts as follows: torque model, starter model, crankshaft model.
1. Torque model
The throttle calculated by the EECU is converted into the actual torque (multiplied by the maximum torque, which is the internal torque, including the internal friction demand torque, i.e. the torque after expansion of the theoretical gas).
2. Starter model
After the start signal is confirmed, i.e., the starter is started, the starter torque is output according to the starter torque characteristic (obtained by experiment) (0 if the start time exceeds 1.5S, because the starter is a short-time operation mechanism).
And meanwhile, starting and rotating inertia are transmitted, and an inertia calculation formula is I0 n + I1 (wherein I0 is the previous stage of transmission inertia, n is the current stage of rotating speed, and I1 is the current stage of inertia).
3. Crankshaft model
The model mainly calculates the engine speed (however, because the test precision of internal friction, the predicted moment of inertia of torque precision transmitted by the clutch and the like can not be accurately predicted, the engine speed often has a large error, and therefore, the general modeling is only obtained by reversely pushing the speed of the transmission system).
The rotating speed calculation method is an integration method, and the rotating speed is obtained by integrating torque (engine output torque + starter torque + torque transmitted by a clutch) loaded on rotational inertia.
(5) Clutch and controller model
Controller TCU model: the TCU model is mainly used for realizing the AMT gear shifting time sequence, and the time sequence is generally developed by adopting stateflow.
The clutch model is as follows: the transmission is divided into two parts, namely transmission in two directions, namely forward transmission from an engine to a gearbox and feedback from the gearbox.
Forward transfer path: and calculating the clutch opening according to the clutch state, looking up a table to obtain the transmission torque (obtained by an experiment), wherein if the transmission torque is larger than the torque required to be transmitted by the engine, the output is a small value, and if the transmission torque is smaller, the maximum transmission torque of the clutch is taken as the standard.
A feedback path:
the torque transmitted by the clutch is compared with the torque transmitted by the motor (or the gearbox) end, and is transmitted to the engine end in a small value, and meanwhile, the rotating speed of the motor and the inertia of the whole vehicle are transmitted to the engine end.
(6) Motor and controller model
The model mainly realizes two functions, when the control mode is rotating speed control, the control mode is changed into torque control through pid adjustment, and when the control mode is torque control, the torque is directly output after the maximum torque is limited.
The motor model calculates the maximum drive and brake torques and rated drive and brake torques that the motor can obtain based on the current rotational speed, and calculates the electric power (P ═ T × n/9550 where P is power, kw, T is motor torque Nm, and n is rotational speed rpm) based on the torque.
In power transmission, the motor rotor replaces a transmission shaft, so that the transmission shaft processing can be simplified, and direct arithmetic addition and subtraction can be carried out; and PID is adopted in the aspect of rotating speed control, and the rotating speed control method is consistent with the engine rotating speed control method.
(7) Rear axle model
The model is divided into two parts, namely transmission in two directions, forward transmission from a gearbox to a vehicle and feedback from wheels. The forward transmission path outputs torque after multiplying the torque transmitted by the gearbox by the speed ratio and the efficiency; the reverse transmission path is used for calculating the counter torque of the input end after the speed ratio is passed according to the rotating speed and torque of the wheels.
(8) Wheel model
The model completes the transmission of the force between the rear axle and the whole vehicle, and the torque and the rotational inertia output by the rear axle and the braking force (obtained by table lookup and test) of the brake are taken as the force output to the vehicle; in the other direction, the force of the wheels plus the braking force is transmitted to the rear axle, and the vehicle speed is converted into a rotating speed signal through the wheels.
(9) Complete vehicle dynamics model
The complete vehicle dynamics model is based on the formula Ft＝Ff+Fw+Fi+FjModeling, FtIs the overall vehicle resistance, wherein:
rolling resistance FfMgf cos α, wherein: m is the mass of the whole vehicle, f is the rolling resistance coefficient, and alpha is the road slope angle;
air resistance
In the formula: cDIs the coefficient of air resistance, A is the frontal area, uaIs the vehicle speed;
ramp resistance FiMg sin α, wherein: g is the acceleration of gravity;
resistance to acceleration
In the formula: is a rotating mass scaling factor.
(10) Battery model
The model calculates information such as voltage, current, SOC and current output capability fed back by the battery according to the input required power of the motor.
1: the battery is modeled with an equivalent circuit comprising an open circuit voltage source (Voc) with an effective internal resistance (Rint). Voc and Rint are calculated from the piecewise linear function of SOC. One of the outputs is an open circuit voltage and the other is a battery internal resistance.
2: the output power of the battery is limited within a feasible range, and is jointly determined by the requested power, the current voltage, the SOC of the battery and the like.
3: the quadratic equation for the equivalent circuit current is solved from Voc, Rint, and actual power.
4: the current is used to update the battery's effective nuclear power state, SOC.
5: the thermal model of the battery calculates the temperature of the module and then feeds back to determine the performance parameters of the battery. In the software, because of differences in ventilation, heat dissipation, room temperature and the like, a temperature model is extremely difficult to establish and inaccurate, and therefore a constant temperature representation is adopted.
(11) Instrument model
The part comprises oil consumption data, wherein the oil consumption map is obtained by a test, the hundred kilometers of oil consumption is obtained by oil consumption integration, and the total oil consumption is compared with the vehicle speed integration to obtain the distance.
In this embodiment, the hardware system includes a system power supply, a power-on and power-off delay module, a power supply output module, a CAN communication module, a multifunctional signal processing module, a frequency signal processing circuit, an RS232 communication module, a load module, a DA module, a potentiometer, an analog signal distribution module, a switching value output, a switch, a switching signal distribution module, a PWM output conditioning module, a high-side driver module, a low-side driver module, and a CPU.
The various circuit modules are as follows:
(1) power supply processing circuit, power-on and power-off delay circuit module and power supply output module
The power supply comprises a system power supply, a sensor power supply and a power-on and power-off delay module, a power supply processing circuit is shown in a block diagram in fig. 4, the system power supply is a 24V power supply from a storage battery and is converted into two paths of 14V and 5V power supplies through DCDC1 and DCDC2, wherein the 14V power supply is converted into three paths of 5V signals 5V _1, 5V _2 and 5V _ D through three LDO voltage stabilizing chips (LDO1, LDO2 and LDO3), wherein the 5V _1 and the 5V _2 provide power supply for an external sensor, and the 5V _ D provides power supply for a 5V chip in the controller; the 5V power supply is converted into a 3.3V power supply by an LDO4 voltage stabilizing chip to be used by a CPU, the power-on and power-off delay module sends out starting signals for DCDC1 and DCDC2 after detecting an Ignition signal, the whole controller is powered on, and the CPU sends out control signals for the power-on and power-off delay module; after the Ignition signal is switched off, the CPU delays to switch off the CPU control signal according to the requirement, and the whole controller is powered off.
(2) CAN communication module
The fast prototype controller has two CAN bus interfaces. The CAN bus interface meets the requirements of ISO 11898-2, and the maximum communication speed CAN reach 1 Mkbit/s. The CAN bus is provided with short-circuit to power, short-circuit to ground, and disconnect protection.
The CAN communication module comprises a Powertrain CAN and a Calibrate CAN, wherein the Powertrain CAN is used for communicating with the whole vehicle, the Calibrate CAN is used for calibrating and monitoring, in order to enable the Calibrate CAN to be matched with Calibrate CAN network terminal resistors of other ECUs, a configurable processing mode is added in a Calibrate CAN processing circuit, and whether the terminal resistors are connected or not is selected according to requirements.
(3) Frequency signal processing module
The frequency signal is processed by a frequency signal processing circuit (i.e., a frequency signal processing module) and then output to the DSP28335 for use. Because the instrument needs the signal of the rotating speed of the output shaft, the rotating speed sensor circuit of the output shaft needs to output the processed rotating speed to the CPU for use, and meanwhile, a processing circuit needs to be added to isolate the influence of the instrument processing circuit on the CPU and convert the signal into the signal which can be used by the instrument.
(4) RS232 communication module
The RS232 communication module is used for a serial bus interface, and preferably a TRS3223 chip.
(5) Load module
The load module is a load simulating a VCU of the whole vehicle controller and comprises a power resistor, a relay, an LED and the like.
(6) DA module
The DA output module is used for converting the digital signals into analog signals through a second-order low-pass filter and a DA chip.
(7) Potentiometer with adjustable voltage
The potentiometer adopts a manual control slide rheostat and outputs analog quantity signals.
(8) And the analog signal distribution module is used for selecting the analog quantity from the DA module and the analog quantity output of the potentiometer, and the output is controlled by the CS1 to select signals.
(9) Switching value output, which is to convert the 5V level signal of the CPU into high and low levels of 12V or 24V and 0V;
(10) the switch is used for manually controlling the high and low levels of the direct output 12V or 24V and 0V, and the output level is selected by a CS2 control signal;
(11) and the switching signal distribution module is used for selecting the outputs from the switching value output module and the switch, and the output is selected by a CS3 control signal.
(12) The PWM output conditioning module converts the 0-5V PWM signal output by the CPU into 0-12V or 0-24V PWM signal output, and the output level is selected by the CS4 control signal.
(13) High-side and low-side driver modules
The power level driving circuit consists of a power level, a current measuring circuit and a power level monitoring circuit. The current measuring module is responsible for measuring the output current of the power stage and monitoring the working state of the load. The power level monitoring module is responsible for monitoring the driving state of the power level and realizes the protection and diagnosis of the power level together with the current monitoring module.
The high-end driving chip adopts BTS6163D, the low-end driving chip adopts TLE6232, the output current value of each path can be collected in real time through a CPU, and the chip has overcurrent and overload protection functions. And the CPU judges the output short circuit (short circuit to the ground and short circuit to the power supply) open circuit overvoltage overload faults according to the feedback input and distinguishes the open circuit overvoltage overload faults.
(14) The CPU adopts a DSP TMS320F28335 with TI 32 bits supporting floating point operation, the bus frequency can reach 150MHz, and floating point codes generated by a physical model of the whole vehicle can be directly operated.
(15) Multifunctional signal processing module (namely multifunctional signal processing circuit)
The digital input interface adopts optical coupling isolation and can be configured into a high-end or low-end effective mode.
And in a hardware configuration mode, the input model is selected and can be configured to be active at 24V high level or active at ground. The driving capability of the input signal is required to a certain extent, and the on-load energy is more than 2 mA. The hardware transient filtering function. The IO level can also be configured, 5V and 3.3V can be selected, wherein 5V has stronger anti-interference performance.
The specific circuit is shown in fig. 5, and processes the analog quantity signal and the switching quantity signal simultaneously by changing the resistance therein. The multifunctional signal processing module comprises a signal input interface, a resistor R1, a resistor R2, a resistor R3, a resistor R4, a capacitor C1 and a capacitor C2;
the signal input interface is grounded through a capacitor C1, a resistor R1 is connected between the signal input interface and a contact 1, a resistor R2 is connected between the contact 1 and a contact 3, a resistor R3 is connected between the contact 1 and a contact 4, a resistor R4 is connected between the contact 1 and a contact 2, a capacitor C2 is connected between the contact 2 and the contact 4, the contact 2 is connected to a CPU, the contact 3 is connected to a power supply, the contact 4 is grounded, and a diode D1 is further connected between the contact 3 and the contact 4
Wherein, in the circuit diagram:
1. and R2 is removed, and the analog quantity signal processing function except the temperature signal is realized.
2. And removing R3 to realize the function of processing the NTC temperature sensor signal.
3. The whole circuit can realize the signal processing function of the high-end and low-end switches, and can judge the suspension and connection states of the switches for fault diagnosis.
The circuit can realize the function of simultaneously processing the analog quantity signal and the switching value signal by changing the resistance in the circuit, can realize the function of processing the analog quantity signal and the switching value signal only by hardware and software configuration according to the requirement of an external interface, and can fully utilize the interface resource of a VCU.
It will be appreciated by those skilled in the art that the invention may be embodied in other specific forms without departing from the spirit or essential characteristics thereof. The embodiments disclosed above are therefore to be considered in all respects as illustrative and not restrictive. All changes which come within the scope of or equivalence to the invention are intended to be embraced therein.
Claims (6)
1. A portable hardware-in-the-loop simulation system of a vehicle control unit is characterized by comprising:
the software system is used for building a physical model of each assembly of the whole vehicle together with Matlab/Simulink, and building a physical model of the whole vehicle after integration;
the software system specifically comprises a driver input model, a working condition model, a driver model, an engine and controller model, a clutch and controller model, a motor and controller model, a gearbox transmission model, a rear axle model, a wheel model, a whole vehicle dynamics model, a battery model and an instrument model, wherein the driver input model and the working condition model are connected to the driver model, the engine and controller model, the clutch and controller model, the motor and controller model, the gearbox transmission model, the rear axle model, the wheel model and the whole vehicle dynamics model are sequentially connected, and the battery model is connected to the motor and controller model;
the hardware system is designed based on the embedded controller, the floating point or fixed point codes generated by the physical model are written into the hardware system, the interaction of the data of the physical model of the whole vehicle and the data of the control model of the whole vehicle is realized through the communication of an I/O (input/output) hard wire interface and a CAN (controller area network), and the in-loop simulation test of the control hardware of the whole vehicle is carried out;
the hardware system specifically comprises a CPU, and a system power supply, a CAN communication module, a multifunctional signal processing module, a frequency signal processing module, an RS232 communication module, a load module, a DA module, a potentiometer, an analog signal distribution module, a switching value output, a switch, a switching signal distribution module, a PWM output conditioning module, a high-end driving module and a low-end driving module which are respectively connected with the CPU, wherein the system power supply is respectively connected with a power-on and power-off delay module and a power supply output module, the analog signal distribution module is also respectively connected with the DA module and the potentiometer, and the switching signal distribution module is also respectively connected with the switching value output and the switch.
2. The portable hardware-in-the-loop simulation system of the vehicle control unit as claimed in claim 1, wherein the engine and the controller mainly implement VCU torque execution and output rotation speed and torque, which are mainly divided into 3 parts: actual torque calculation, idle speed control, and top speed protection.
3. The portable hardware-in-loop simulation system of vehicle control unit according to claim 1, wherein the vehicle dynamics model is based on formula Ft＝Ff+Fw+Fi+FjModeling, FtIs the overall vehicle resistance, wherein:
rolling resistance FfMgf cos α, wherein: m is the mass of the whole vehicle, f is the rolling resistance coefficient, and alpha is the road slope angle;
air resistance
In the formula: cDIs the coefficient of air resistance, A is the frontal area, uaIs the vehicle speed;
ramp resistance FiMg sin α, wherein: g is the acceleration of gravity;
resistance to acceleration
In the formula: is a rotating mass scaling factor.
4. The portable hardware-in-loop simulation system of vehicle controller according to claim 1, wherein the system power is 24V power from the battery, which is converted into two 14V and 5V power by DCDC1 and DCDC2, respectively, wherein 14V is converted into three 5V signals 5V _1, 5V _2 and 5V _ D by three LDO regulator chips LDO1, LDO2 and LDO3, wherein 5V _1 and 5V _2 provide power for external sensors, and 5V _ D provides power for 5V chips inside the controller;
the 5V power supply is converted into a 3.3V power supply by an LDO4 voltage stabilizing chip to be used by a CPU, the power-on and power-off delay module sends out starting signals for DCDC1 and DCDC2 after detecting an Ignition signal, the whole controller is powered on, and the CPU sends out control signals for the power-on and power-off delay module;
after the Ignition signal is switched off, the CPU delays to switch off the CPU control signal according to the requirement, and the whole controller is powered off.
5. The vehicle control unit portable hardware-in-the-loop simulation system of claim 1, wherein the potentiometer adopts a manually controlled slide rheostat to simulate analog quantity signal output.
6. The vehicle control unit portable hardware-in-loop simulation system of claim 1, wherein the multifunctional signal processing module comprises a signal input interface, a resistor R1, a resistor R2, a resistor R3, a resistor R4, a capacitor C1 and a capacitor C2;
the signal input interface is grounded through a capacitor C1, a resistor R1 is connected between the signal input interface and a contact 1, a resistor R2 is connected between the contact 1 and a contact 3, a resistor R3 is connected between the contact 1 and a contact 4, a resistor R4 is connected between the contact 1 and a contact 2, a capacitor C2 is connected between the contact 2 and the contact 4, the contact 2 is connected to a CPU, the contact 3 is connected to a power supply, the contact 4 is grounded, and a diode D1 is further connected between the contact 3 and the contact 4.
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