Simulation-aided Homologation of ESP Systems for NAFTA ... · Simulation-aided Homologation of ESP...

Simulation-aided Homologation of ESP Systems for NAFTA Vans by Software-in-the-Loop Simulation

Klaus Wüst, Daimler AG Albert Lutz, Robert Bosch GmbH

IPG Technology ConferenceEttlingen, 18.-19. September 2012

Public | K. Wüst u. A. Lutz | 19/09/2012 | © Daimler AG u Robert Bosch GmbH 2012. All rights reserved, also regarding any disposal, exploitation, reproduction, editing, distribution, as well as in the event of applications for industrial property rights.

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• ESP homologation by simulation –background of legislation

• Simulation environment -SiL exchange platform OEM/supplier

• Proof of functionality for vehicle variantson the basis of a validated “MasterCar”

• Results of the survey, robustness

• Banked curves robustness check

• Conclusion

Agenda


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ESP homologation by simulation – background

• In Europe:Mandatory introduction of ESP systems for passenger cars and for trucks or buses via ECE-R13 and ECE-R13H

• ECE-R13 and –R13H allow homologation by simulation –either by HiL test stands or by SiL simulation

• Type approval by simulation at Daimler Trucks since 2011 –Simulation tool EBSim (Simpack models with SiL codes)

• Various driving maneuvers without precise criteria for trucks, maneuver “sine with dwell” for passenger cars, includingpass/fail criteria

• For NAFTA region:Mandatory introduction of ESP systems for passenger carsvia FMVSS 126, maneuver “sine with dwell”, self-certification (no type approval by authorities)


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Overview of Simulation EnvironmentSystem & Function Level

Component Level SW

ComponentDesign

Implementation

Release

System &FunctionDesign

ComponentRequirements

System Req.

ComponentVerification

ComponentValidation

SystemVerification

SystemValidation

Calibration

SiLSiL

SiL_genericSiL_generic

HiLHiL

SiL_genericSiL_generic

SiLSiL

RapidPrototypingRapidPrototyping

MiLMiL

SiLSiL

OOLOOL


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Set-up simulation environment

Actuation & ESP signals

Vehicle, Driver,

Environment, OEM-control inputs

Parameter modification

BOSCH

Vehicle dynamics simulation tools Vehicle, road, driver model OEM control systems OEM test automation

ESP-Simulation tool Control, sensor, brake model New braking system models Driver assistance

ESP internalsignal trace*.d97Animation

CM-Signal trace*.erg, *.info

Combined trace fileDaimler

CSSim


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MasterCar - Approach

physical

Veh

icle

Var

iant

s B

,C, .

.=V

irtua

l Car

s

virtual

virtual

virtual

virtual

virtual

Simulation-Workshop

RPM - Robustness & Performance Monitoring

Veh

icle

Var

iant

A

= M

aste

r Car

Application-Process

In-Vehicle Tests

DFP - Digital FingerPrint

Measurementdriven

simulation

Real Test Drive

Virtual Test Drive

Virtual Test Drive - with parametervariations

Correlation

Correlation


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Validation of van vehicle dynamics using the “MasterCar”


• Step 1:Proof of tire characteristics (MFTYRE)

• Step 2:Measurement of 4 vehicle variants

• Step 3:Validation of steady state driving behavior

• Step 3:Validation of transient driving behavior

• Step 4:Validation of sine with dwell with ESC interventionsComparison Measurement with ESC / Simulationwith ESC / Simulation without ESC,Vehicle yaw velocity as a response to 200°steering wheel amplitude

-50

-40

-30

-20

-10

0

10

20

30

40

14 16 18 20 22 24

ZeitG

ierg

esch

win

digk

eit

Yaw Velocity vs. Time

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The simulation covers a wide range of vehicle variants• Examples for the vehicle variety (Sprinter for NAFTA market):

• 2 GVW variants, 2 wheelbases, 2 heights, 2 versions of rear overhang, bus or goods transport, 4 suspension variants, 3 tire variants approx. 120 possible variations

• Additional: variation of loading conditions (laden/unladen, c.o.g position)


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Results of the survey, robustness

• All simulated vehicle variants have fulfilled the evaluation criteria

• Step-by-step identification of worst case vehicle variants

• Example result:Comparison between ESP8 and ESP9 code for one vehicle variant

Vergl ESP8 ESP9Nafta KAWA 3.88t R2 LH2 CF2 C39

0

0.5

1

1.5

2

2.5

3

3.5

4

0 50 100 150 200 250 300

LW- Amplitude

Seite

nver

satz

1.0

71s

nach

Len

kbeg

inn

ESP8

ESP9

Vergl ESp8 ESP9Nafta KAWA 3.88t R2 LH2 CF2 C39

-100

-80

-60

-40

-20

0

20

40

60

80

100

0 50 100 150 200 250 300

LW-Amplitude

Nor

m. G

ierg

esch

w 1

s na

ch M

anöv

eren

de

ESP8

ESP9


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Additional ESP-Robustness Check: Banked Curves

Initial radius

Final radius

Elevation

Trajectory

Curvature

Tracks:

• Synthetic (S-Curve)

• Test-center (PBx)

• Public Road (cross-country up to Great Ocean Road)

Track X-Coordinate [m] Track Length [m]

Ele

vatio

n [ra

d]

Trac

k Y

-Coo

rdin

ate

[m]


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Track Analysis:Elevation ≥ x°

Banked Curve Detection:Counter-Values

Counter 1

Counter 2

Yaw Rate

Covering Criteria

Curve Entering

Counter 1 Counter 2

Covering

Additional ESP-Robustness Check: Banked Curves

Time [s]

MeasurementSimulation

Yaw

Rat

e [ra

d/s]

Lat.

Acc

eler

atio

n [m

/s2 ]

Time [s]


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• Daimler and Bosch have successfully estab-lished an exchange platform for the simulation of van vehicle dynamics with active systems.

• The SiL platform is used for type approval investigations of ESP system as well as for investigations of a large amount of vehiclevariants and for robustness investigations.

• In future, this SiL process will also be used for other driver assistance systems, furthermoreimplementing additionally the tools IPG Test-Manager and QTronic TestWeaver.

Conclusion


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Thank you for your attention!

Questions?


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