Porsche Engineering is growing its engagement in driving simulations. The purpose is to collect subjective input on novel digital functionality at an early stage. Porsche AG is also improving its infrastructure and plans to open a Virtual Validation Center in Weissach.
Vehicles and control systems are growing increasingly complicated, but the quantity of available prototype vehicles is declining. As a result, developers are increasingly depending on virtual and hybrid tests that employ advanced simulation approaches such as Software in the Loop, Model in the Loop, Hardware in the Loop, and others in order to address testing activities as early as feasible in the development process. These simulations have long been the industry standard for objectively evaluating car components, mechanical systems, and driving functions. They do not, however, allow human contact or subjective appraisal. This is where driving simulator testing come into play, as they feature the human perspective as well.
“By combining driving simulators with HiL systems as well as the consistent use and continuous expansion of the specially developed simulation framework on the driving simulator, we can obtain subjective feedback on new digital functions early in the development process—long before the first prototypes are available for this,” explains Tille Karoline Rupp, Senior Manager Simulation at Porsche Engineering. “
Furthermore, driving simulator exams are a less expensive alternative to real-world testing. They not only allow for riskier experiments to be conducted in a safe environment, but they also enable testing to be conducted under widely variable weather conditions on virtual test tracks that are perfectly suited to the situation at hand.
Another benefit is that the test scenarios are perfectly repeatable. For example, the surrounding traffic may be accurately defined and replicated at will, which is very impossible in practice. In one ongoing effort, engineers use driving simulators to apply brake control system software characteristics to specific vehicle types.
Porsche Stability Management (PSM), also known as the Electronic Stability Program (ESP), is made up of two major components: the anti-lock braking system (ABS) and the vehicle controller. When the driver uses the brakes, the ABS regulates the hydraulic pressure on the individual wheel brakes. When there is a potential of instability in a corner, individual wheels are braked to prevent skidding.
“The brakes behave very differently depending on how damp it is and the temperature, as well as the condition of the road surface and brake pad,” said Martin Reichenecker, Senior Manager Driving Dynamics & Validation at Porsche Engineering. “The ESP has to compensate for these fluctuations—as well as the difference between summer and winter tires.”
Tier-1 providers provide the software for the ESP control unit, which includes a set of standard parameters.
During the calibration procedure, the developers must optimize these characteristics for the various vehicle models. The difficulty is that test vehicles with adequate component maturity are not currently accessible in the early phases of development. Porsche Engineering intends to extend the usage of driving simulators for subjective evaluation of ESP functionality.
“To do this, we employ comprehensive integration of vehicle and scene generation, a real control unit with associated software, and a user interface that allows the driver to interact directly using the steering wheel and pedals,” reports Reichenecker. “This allows us to carry out the journey in real time under the most realistic conditions possible.”
Genuine driving experience
The accurate modeling of driving dynamics in real time, along with an appropriate virtual test track, ensures a genuine driving experience in the driving simulator. The driver feels the steering wheel torque and may see if the vehicle spins out during a simulated test drive on the simulator, such as when braking. Using the information gathered in this manner, engineers may begin calibrating the ESP function for a given vehicle at an early stage, considerably reducing development time. Rupp, Reichenecker, and their colleagues have been developing the novel approach for almost a year. The frontloading worked as predicted, and the first test drives for the ESP application are scheduled for the end of 2024 or early 2025.
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