In-loop energy flow test system and method for new energy power assembly

Abstract

The invention relates to an in-loop energy flow test system and method of a new energy power assembly, the in-loop energy flow test system of the new energy power assembly comprises an HIL system, a LabCar rack, a dynamometer rack and a dynamometer system, and the LabCar rack is in signal connection with the HIL system; the dynamometer system comprises a power supply system, an environment simulation cabin, a dynamometer controller and a first upper computer which are connected in sequence, the environment simulation cabin is installed on the dynamometer rack, the environment simulation cabin is in signal connection with the dynamometer controller through a data acquisition box, the dynamometer controller is in signal connection with the HIL system, the first upper computer is in signal connection with the dynamometer rack, and the first upper computer is in signal connection with the dynamometer rack. The dynamometer system is provided with a plurality of sensors and a power analyzer, the plurality of sensors are in signal connection with the power analyzer, the power analyzer is in signal connection with the first upper computer and the HIL system, and the power analyzer is used for collecting sampling signals of the plurality of sensors and transmitting the sampling signals to the HIL system for energy flow analysis.

Description

Technical Field

[0001] The present application relates to the field of vehicle testing technology, and in particular to an in-loop energy flow testing system and method for a new energy powertrain. Background Art

[0002] As the proportion of new energy electric vehicles gradually increases, energy flow testing is of great significance to the development of new energy electric vehicles. By analyzing the energy consumption of components such as batteries, PDUs (power distribution units), MCUs (microcontroller units), and drive motors, we can better complete the adaptation and selection of the powertrain, optimize the vehicle control strategy, and improve the cruising range.

[0003] In the relevant technologies, most of the existing new energy powertrain energy testing systems use the measurement and control system to replace the actual vehicle VCU (vehicle control unit) to send control signals to the electric drive system controller, which is relatively insufficient from the perspective of being close to the actual vehicle CAN communication test and testing the VCU functional strategy; there are also energy flow tests conducted in real road environments with actual vehicles, which are less efficient than those in laboratory environments, and cannot achieve development and verification based on the V process for the control algorithm. At the same time, most of the existing powertrain energy tests do not involve vehicle dynamics calculations, and cannot achieve whole vehicle energy flow simulation tests in laboratory environments.

[0004] Therefore, it is necessary to design a new in-loop energy flow test system for new energy powertrain to overcome the above problems. Summary of the Invention

[0005] The present application provides an in-loop energy flow testing system and method for a new energy powertrain, which can solve the technical problems in related technologies of combining energy flow testing with actual vehicles in real road environments, which have low testing efficiency compared to laboratory environments, and cannot implement development and verification based on the V process for control algorithms. At the same time, most existing powertrain energy tests do not involve vehicle dynamics calculations, and cannot implement whole-vehicle energy flow simulation testing in laboratory environments.

[0006] In the first aspect, an embodiment of the present application provides an in-loop energy flow test system for a new energy powertrain, comprising: a HIL system, a LabCar bench, a dynamometer bench and a dynamometer system, wherein the LabCar bench is signal-connected to the HIL system; the dynamometer system comprises a power supply system, an environmental simulation cabin, a dynamometer controller and a first host computer connected in sequence, the environmental simulation cabin is installed on the dynamometer bench, the environmental simulation cabin is signal-connected to the dynamometer controller through a data acquisition box, the dynamometer controller is signal-connected to the HIL system, the first host computer is signal-connected to the dynamometer bench, the dynamometer system is provided with multiple sensors and power analyzers, multiple sensors are signal-connected to the power analyzer, the power analyzer is signal-connected to the first host computer and the HIL system, and the power analyzer is used to collect sampling signals of multiple sensors and transmit the sampling signals to the HIL system for energy flow analysis.

[0007] In combination with the first aspect, in one embodiment, the environmental simulation cabin includes an MCU and a drive motor connected to each other, the MCU is electrically connected to the power supply system, the drive motor is installed on the dynamometer bench, and the dynamometer bench is used to provide a simulated road resistance load to the drive motor.

[0008] In combination with the first aspect, in one embodiment, the drive motor is connected to an AC electric dynamometer, the AC electric dynamometer is signal-connected to the dynamometer controller via a frequency converter, the drive motor is connected to the AC electric dynamometer via a bearing, the bearing is provided with a torque sensor, and the torque sensor is signal-connected to the dynamometer controller.

[0009] In combination with the first aspect, in one embodiment, the power supply system includes a battery simulator, a PDU and a vehicle-mounted battery pack electrically connected in sequence, the PDU is electrically connected to the environmental simulation chamber, the battery simulator is used to charge the vehicle-mounted battery pack, and the PDU is used to provide DC power distribution for the in-loop energy flow test system.

[0010] In combination with the first aspect, in one embodiment, the HIL system includes a second host computer, and the HIL system is signal-connected to the second host computer and the power analyzer via a switch.

[0011] In combination with the first aspect, in one embodiment, the HIL system is integrated with a VCU, and the HIL system is signal-connected to the LabCar test bench and the dynamometer system through the VCU.

[0012] In a second aspect, an embodiment of the present application provides an in-loop energy flow testing method for a new energy powertrain, which includes the following steps:

[0013] Trigger the HIL system, obtain sampling signals from multiple sensors through the power analyzer, and transmit the sampling signals to the HIL system for energy flow analysis of the charging path, energy flow analysis of the discharging path, energy flow analysis of the braking energy recovery path, and energy flow analysis of the power supply system under different temperatures and pressures.

[0014] In conjunction with the second aspect, in one embodiment, the energy flow analysis of the charging path includes the charging energy transfer efficiency from the battery simulator to the PDU, the charging energy transfer efficiency from the PDU to the vehicle battery pack, and the charging energy transfer efficiency from the battery simulator to the vehicle battery pack, wherein the calculation formula for the output power of the battery simulator, the real-time power of the PDU, and the output power of the vehicle battery pack is: P i =U i ×I i ,

[0015] Charging energy transfer efficiency η from battery simulator to PDU P12 The calculation formula is:

[0016]

[0017] Where P1 is the output power of the battery simulator, P2 is the real-time power of the PDU,

[0018] Charging energy transfer efficiency η from PDU to vehicle battery pack P23 The calculation formula is:

[0019]

[0020] Where P2 is the real-time power of the PDU, P3 is the output power of the vehicle battery pack,

[0021] Charging energy transfer efficiency η from battery simulator to vehicle battery pack P13 The calculation formula is:

[0022]

[0023] Where P1 is the output power of the battery simulator and P3 is the output power of the vehicle battery pack.

[0024] In conjunction with the second aspect, in one embodiment, the energy flow analysis of the discharge path includes: the discharge energy transfer efficiency from the vehicle battery pack to the PDU, the discharge energy transfer efficiency from the PDU to the MCU, the discharge energy transfer efficiency from the MCU to the drive motor, and the discharge energy transfer efficiency from the vehicle battery pack to the drive motor, wherein the mechanical power of the drive motor is calculated as follows: Where P i is the instantaneous power, T i is the instantaneous torque, ni is the instantaneous speed,

[0025] The cumulative energy consumed by the drive motor E i The calculation formula is: Where E i From T0 to T i The cumulative energy consumed by the process, P i is the instantaneous power,

[0026] Discharge energy transfer efficiency η from the vehicle battery pack to the PDU P23 The calculation formula is:

[0027]

[0028] Where, E2 is the cumulative energy consumed during the discharge process from PDU to MCU, E3 is the total energy of the vehicle battery pack,

[0029] Discharge energy transfer efficiency η from PDU to MCU P42 The calculation formula is:

[0030]

[0031] Where, E2 is the cumulative energy consumed during the discharge process from PDU to MCU, E4 is the cumulative conversion energy from DC to AC,

[0032] Discharge energy transfer efficiency η from MCU to drive motor P45 The calculation formula is:

[0033]

[0034] Where, E4 is the cumulative conversion energy from DC to AC, E5 is the cumulative mechanical power of the driving motor,

[0035] Discharge energy transfer efficiency η from the vehicle battery pack to the drive motor P35 The calculation formula is:

[0036]

[0037] Where E3 is the total energy of the vehicle battery pack, and E5 is the accumulated mechanical power of the drive motor.

[0038] In conjunction with the second aspect, in one embodiment, the energy flow analysis of the braking energy recovery path includes: the braking energy transfer efficiency from the drive motor to the PDU, the braking energy transfer efficiency from the PDU to the on-board battery pack, and the braking energy transfer efficiency from the drive motor to the on-board battery pack, wherein the calculation formula for mechanical braking power is: Where P i is the instantaneous power, T i is the instantaneous torque, ni is the instantaneous speed,

[0039] Accumulated braking energy E of the drive motor i The calculation formula is: Where E i From T0 to T i The accumulated braking energy during the process, P i is the instantaneous power,

[0040] Braking energy transfer efficiency η from the drive motor to the PDU P25 The calculation formula is:

[0041]

[0042] Where, E2 is the inverter power from MCU to PDU, E5 is the total braking energy,

[0043] Braking energy transfer efficiency η from PDU to vehicle battery pack P32 The calculation formula is:

[0044]

[0045] Where, E2 is the inverter power from MCU to PDU, E3 is the cumulative braking energy from PDU to vehicle battery pack during braking,

[0046] Braking energy transfer efficiency η from the drive motor to the vehicle battery pack P35 The calculation formula is:

[0047]

[0048] Where E3 is the accumulated braking energy during the braking process from the PDU to the onboard battery pack, and E5 is the total braking energy.

[0049] The beneficial effects of the technical solutions provided in the embodiments of the present application include:

[0050] By using the LabCar test bench and HIL system to simulate the actual vehicle for simulation testing, and using multiple sensors and power analyzers to collect the power consumption of the entire power system in real time, and using the HIL system to perform real-time energy flow analysis, the technical problems of combining energy flow testing with actual vehicles in real road environments in related technologies are solved. The test efficiency is low compared to that in laboratory environments, and it is impossible to implement V-process-based development and verification for control algorithms. At the same time, most existing powertrain energy tests do not involve vehicle dynamics calculations, and cannot realize full-vehicle energy flow simulation testing in laboratory environments. BRIEF DESCRIPTION OF THE DRAWINGS

[0051] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0052] Figure 1 A schematic diagram of an in-loop energy flow test system for a new energy powertrain provided in an embodiment of the present application;

[0053] Figure 2 A schematic diagram of a dynamometer system provided in an embodiment of the present application. DETAILED DESCRIPTION

[0054] In order to enable those skilled in the art to better understand the present invention, the following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0055] The embodiments of the present application provide an in-loop energy flow testing system and method for a new energy powertrain, which can solve the technical problems of conducting energy flow testing in a real road environment in combination with a real vehicle, having low testing efficiency compared to a laboratory environment, and being unable to implement development-while-verification based on a V-process for the control algorithm. At the same time, most existing powertrain energy tests do not involve vehicle dynamics calculations, and cannot implement whole-vehicle energy flow simulation testing in a laboratory environment.

[0056] See also Figure 1 As shown, an embodiment of the present application provides an in-loop energy flow test system for a new energy powertrain, which includes: a HIL system, a LabCar bench, a dynamometer bench and a dynamometer system, wherein the LabCar bench is signal-connected to the HIL system; the dynamometer system includes a power supply system, an environmental simulation cabin, a dynamometer controller and a first host computer connected in sequence, the environmental simulation cabin is installed on the dynamometer bench, the environmental simulation cabin is signal-connected to the dynamometer controller through a data acquisition box, the dynamometer controller is signal-connected to the HIL system, the first host computer is signal-connected to the dynamometer bench, the dynamometer system is provided with a plurality of sensors and a power analyzer, a plurality of the sensors are signal-connected to the power analyzer, the power analyzer is signal-connected to the first host computer and the HIL system, and the power analyzer is used to collect sampling signals of a plurality of the sensors and transmit the sampling signals to the HIL system for energy flow analysis.

[0057] In this embodiment, the LabCar test bench integrates a driver's cockpit module, an acceleration module and a brake pedal module. The LabCar test bench provides hard-wired signals such as real acceleration, braking or gear position to simulate the longitudinal driving of a real driver. The HIL system is used to simulate a real vehicle, generate control signals according to driving condition parameters, and transmit the control signals to the dynamometer system. The HIL system includes a real-time system. The real-time system is equipped with a real-time machine. The power analyzer communicates with the real-time machine of the HIL system through EtherCAT (Ethernet field bus system). Each sensor corresponds to a sensor sampling point. The power analyzer collects the sampling signals of the dynamometer system and sends them to the HIL system through Ethernet for energy flow analysis. The first host computer is connected to a water cooling system to ensure the normal operation of the dynamometer system during the test.

[0058] This embodiment uses the LabCar test bench and HIL system to simulate the actual vehicle for simulation testing, and uses multiple sensors and power analyzers to collect the power consumption of the entire power system in real time. At the same time, the HIL system is used to perform real-time energy flow analysis. This solves the technical problems in related technologies of combining actual vehicles to conduct energy flow tests in real road environments, which are relatively inefficient compared to laboratory environments and cannot achieve development-side verification based on the V process for control algorithms. At the same time, most existing powertrain energy tests do not involve vehicle dynamics calculations, and cannot achieve whole-vehicle energy flow simulation testing in laboratory environments.

[0059] Further, see Figure 1 As shown, in some embodiments, the environmental simulation chamber includes an MCU and a drive motor connected to each other, the MCU is electrically connected to the power supply system, the drive motor is installed on the dynamometer bench, and the dynamometer bench is used to provide a simulated road resistance load to the drive motor.

[0060] In this embodiment, the environmental simulation chamber provides test conditions such as temperature, humidity, pressure, and vibration for the MCU and drive motor. The environmental simulation chamber supports static simulation and dynamic simulation. The dynamometer bench provides simulated road resistance load to the drive motor. The HIL system is combined with vehicle dynamics simulation software and linked to the dynamometer bench.

[0061] Further, see Figure 1 As shown, in some embodiments, the drive motor is connected to an AC electric dynamometer, the AC electric dynamometer is connected to the dynamometer controller signal through a frequency converter, the drive motor is connected to the AC electric dynamometer through a bearing, the bearing is provided with a torque sensor, and the torque sensor is connected to the dynamometer controller signal.

[0062] In this embodiment, the AC electric dynamometer provides a simulated road load for the drive motor, and the AC electric dynamometer and the drive motor are coaxially coupled to achieve synchronous rotation.

[0063] Further, see Figure 1 As shown, in some embodiments, the power supply system includes a battery simulator, a PDU and a vehicle-mounted battery pack electrically connected in sequence, the PDU is electrically connected to the environmental simulation chamber, the battery simulator is used to charge the vehicle-mounted battery pack, and the PDU is used to provide DC power distribution for the in-loop energy flow test system.

[0064] In this embodiment, the power supply system provides raw energy for the entire system, the battery simulator serves as a DC source to charge the onboard battery pack, and the PDU converts the DC source output by the battery simulator into an AC source through an inverter.

[0065] Further, see Figure 1 As shown, in some embodiments, the HIL system includes a second host computer, and the HIL system is signal-connected to the second host computer and the power analyzer via a switch.

[0066] In this embodiment, the HIL system is connected to the dynamometer controller via Ethernet, and is also connected to the second host computer and the power analyzer via a switch, thereby achieving state synchronization between the HIL system and the dynamometer system.

[0067] Further, see Figure 1 As shown, in some embodiments, the HIL system is integrated with a VCU, and the HIL system is connected to the LabCar bench and the dynamometer system through the VCU.

[0068] In this embodiment, the VCU is equipped with analog and digital boards and a CAN (Controller Area Network) communication board. The VCU communicates with the dynamometer system via EtherCAT via a real-time machine. The VCU is connected to the LabCar test bench signal via a hardline, and the VCU is connected to the dynamometer system signal via a bus. The real driver presses the accelerator and brake pedals according to the driving conditions, and transmits the analog voltage signal to the VCU via a hardline. The VCU transmits the signal to the MCU via the bus, thereby driving the entire powertrain to output. The HIL system includes a longitudinal vehicle dynamics model, a tire model, and an aerodynamic model. The HIL system provides a virtual controlled object model for the VCU. The VCU sends a torque request to the MCU, which drives the motor to rotate through vector control to obtain traction. The HIL system reads the signal from the torque sensor to obtain the traction value. The vehicle is affected by driving resistance, rolling resistance, air resistance and slope resistance during driving. Driving resistance, rolling resistance, air resistance and slope resistance are parameterized in the HIL system. When the traction is greater than the resistance, the HIL system completes the numerical calculation of the vehicle acceleration, vehicle speed and wheel speed, and converts the wheel speed data into a transmission ratio and transmits it to the dynamometer system. The dynamometer system drives the inverter to load according to the actual wheel speed, thereby providing a simulated road load for the powertrain and realizing energy flow testing at the virtual vehicle level.

[0069] See also Figure 1 As shown, the embodiment of the present application provides an in-loop energy flow testing method for a new energy powertrain, which includes the following steps:

[0070] Trigger the HIL system, obtain sampling signals from multiple sensors through the power analyzer, and transmit the sampling signals to the upper HIL system for energy flow analysis of the charging path, energy flow analysis of the discharging path, energy flow analysis of the braking energy recovery path, and energy flow analysis of the power supply system under different temperatures and pressures.

[0071] In this embodiment, the LabCar test bench can be used to trigger the VCU to run the drive motor, and the model board can also be used to directly trigger the VCU. The energy flow analysis of the charging path can be used to analyze the energy consumption of the PDU and the vehicle battery pack. The energy flow analysis of the discharge path can be used to analyze the energy consumption of the drive motor. The energy flow analysis of the braking energy recovery path can be used to analyze the energy consumption of the output end of the drive motor. The energy flow analysis of the power supply system at different temperatures and pressures can be used to analyze the energy transfer effect under different environmental conditions, guide the adaptation and selection of the powertrain, optimize the vehicle control strategy, and improve the cruising range.

[0072] Further, see Figure 1As shown, in some embodiments, the energy flow analysis of the charging path includes the charging energy transfer efficiency from the battery simulator to the PDU, the charging energy transfer efficiency from the PDU to the vehicle battery pack, and the charging energy transfer efficiency from the battery simulator to the vehicle battery pack, wherein the calculation formula for the output power of the battery simulator, the real-time power of the PDU, and the output power of the vehicle battery pack is: P i =U i ×I i ,

[0073] Charging energy transfer efficiency η from battery simulator to PDU P12 The calculation formula is:

[0074]

[0075] Where P1 is the output power of the battery simulator, P2 is the real-time power of the PDU,

[0076] Charging energy transfer efficiency η from PDU to vehicle battery pack P23 The calculation formula is:

[0077]

[0078] Where P2 is the real-time power of the PDU, P3 is the output power of the vehicle battery pack,

[0079] Charging energy transfer efficiency η from battery simulator to vehicle battery pack P13 The calculation formula is:

[0080]

[0081] Where P1 is the output power of the battery simulator and P3 is the output power of the vehicle battery pack.

[0082] In this embodiment, the output power P1 of the battery simulator can be read directly, the PDU is provided with a sensor, and the power analyzer can obtain the real-time power P2 of the PDU in real time. The output power P3 of the vehicle battery pack can be obtained by measuring the voltage and current of the vehicle battery pack. By calculating the charging energy transfer efficiency from the battery simulator to the PDU, the charging energy transfer efficiency from the PDU to the vehicle battery pack, and the charging energy transfer efficiency from the battery simulator to the vehicle battery pack, the charging energy transfer efficiency flowing through the PDU and the vehicle battery pack can be obtained, thereby realizing energy consumption analysis of the PDU and the vehicle battery pack.

[0083] Further, see Figure 1As shown, in some embodiments, the energy flow analysis of the discharge path includes: the discharge energy transfer efficiency from the vehicle battery pack to the PDU, the discharge energy transfer efficiency from the PDU to the MCU, the discharge energy transfer efficiency from the MCU to the drive motor, and the discharge energy transfer efficiency from the vehicle battery pack to the drive motor, wherein the mechanical power of the drive motor is calculated as follows: Where P i is the instantaneous power, T i is the instantaneous torque, n i is the instantaneous speed,

[0084] The cumulative energy consumed by the drive motor E i The calculation formula is: Where E i From T0 to T i The cumulative energy consumed by the process, P i is the instantaneous power,

[0085] Discharge energy transfer efficiency η from the vehicle battery pack to the PDU P23 The calculation formula is:

[0086]

[0087] Where, E2 is the cumulative energy consumed during the discharge process from PDU to MCU, E3 is the total energy of the vehicle battery pack,

[0088] Discharge energy transfer efficiency η from PDU to MCU P42 The calculation formula is:

[0089]

[0090] Where, E2 is the cumulative energy consumed during the discharge process from PDU to MCU, E4 is the cumulative conversion energy from DC to AC,

[0091] Discharge energy transfer efficiency η from MCU to drive motor P45 The calculation formula is:

[0092]

[0093] Where, E4 is the cumulative conversion energy from DC to AC, E5 is the cumulative mechanical power of the driving motor,

[0094] Discharge energy transfer efficiency η from the vehicle battery pack to the drive motor P35 The calculation formula is:

[0095]

[0096] Where E3 is the total energy of the vehicle battery pack, and E5 is the accumulated mechanical power of the drive motor.

[0097] In this embodiment, the total energy of the vehicle battery pack is collected and obtained by a power analyzer, and the total energy released by the vehicle battery pack during the entire discharge process is calculated by integration. The real-time power of the PDU and the real-time power of the MCU can be collected and obtained by voltage clamps and current clamps. The bearing is also provided with a sensor for measuring the rotational speed. The torque sensor can measure the instantaneous torque of the drive motor. The instantaneous power of the drive motor can be obtained by measuring the three-phase voltage and current values of the MCU. By calculating the discharge energy transfer efficiency from the vehicle battery pack to the PDU, the discharge energy transfer efficiency from the PDU to the MCU, the discharge energy transfer efficiency from the MCU to the drive motor, and the discharge energy transfer efficiency from the vehicle battery pack to the drive motor, the discharge energy transfer efficiency flowing through the PDU, the vehicle battery pack, the MCU and the drive motor can be obtained, thereby realizing energy consumption analysis of the MCU and the drive motor.

[0098] Further, see Figure 1 As shown, in some embodiments, the energy flow analysis of the braking energy recovery path includes: the braking energy transfer efficiency from the drive motor to the PDU, the braking energy transfer efficiency from the PDU to the on-board battery pack, and the braking energy transfer efficiency from the drive motor to the on-board battery pack, wherein the calculation formula of the mechanical braking power is: Where P i is the instantaneous power, T i is the instantaneous torque, n i is the instantaneous speed,

[0099] Accumulated braking energy E of the drive motor i The calculation formula is: Where E i From T0 to T i The accumulated braking energy during the process, P i is the instantaneous power,

[0100] Braking energy transfer efficiency η from the drive motor to the PDU P25 The calculation formula is:

[0101]

[0102] Where, E2 is the inverter power from MCU to PDU, E5 is the total braking energy,

[0103] Braking energy transfer efficiency η from PDU to vehicle battery pack P32 The calculation formula is:

[0104]

[0105] Where, E2 is the inverter power from MCU to PDU, E3 is the cumulative braking energy from PDU to vehicle battery pack during braking,

[0106] Braking energy transfer efficiency η from the drive motor to the vehicle battery pack P35 The calculation formula is:

[0107]

[0108] Where E3 is the accumulated braking energy during the braking process from the PDU to the onboard battery pack, and E5 is the total braking energy.

[0109] In this embodiment, the drive motor generates total braking energy. The mechanical braking power can be calculated by collecting the torque and speed of the drive motor. The total braking energy is transmitted to the PDU and then transmitted to the on-board battery pack after conversion. The braking power of the PDU can be collected and obtained by a power analyzer, and the braking power of the on-board battery pack can be collected and obtained by a sensor. By calculating the braking energy transfer efficiency from the drive motor to the PDU, the braking energy transfer efficiency from the PDU to the on-board battery pack, and the braking energy transfer efficiency from the drive motor to the on-board battery pack, the braking energy transfer efficiency flowing through the MCU, PDU, and on-board battery pack can be obtained, thereby realizing energy consumption analysis of the drive motor braking.

[0110] In the description of this application, it should be noted that the terms "upper" and "lower" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on this application. Unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or an indirect connection through an intermediate medium, or it can be internal communication between two elements. For those of ordinary skill in the art, the specific meanings of the above terms in this application can be understood according to the specific circumstances.

[0111] It should be noted that, in this application, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device comprising a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, an element defined by the sentence "comprising a ..." does not exclude the presence of other identical elements in the process, method, article or device comprising the element.

[0112] The foregoing is merely a list of specific embodiments of the present application, intended to enable those skilled in the art to understand or implement the present application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present application. Therefore, the present application is not limited to the embodiments shown herein, but is intended to conform to the broadest scope consistent with the principles and novel features of the present application.

Claims

1. An in-loop energy flow test system for a new energy powertrain, characterized in that: It includes: HIL system; A LabCar platform, the LabCar platform being connected to the HIL system signal; Dynamometer bench; A dynamometer system, comprising a power supply system, an environmental simulation cabin, a dynamometer controller, and a first host computer connected in sequence. The environmental simulation cabin is mounted on the dynamometer stand. The environmental simulation cabin is signal-connected to the dynamometer controller via a data acquisition box. The dynamometer controller is signal-connected to the HIL system. The first host computer is signal-connected to the dynamometer stand. The dynamometer system is provided with a plurality of sensors and a power analyzer, wherein the plurality of sensors are signal-connected to the power analyzer, and the power analyzer is signal-connected to the first host computer and the HIL system. The power analyzer is used to collect sampling signals of the plurality of sensors and transmit the sampling signals to the HIL system for energy flow analysis.

2. The in-loop energy flow test system according to claim 1, characterized in that: The environmental simulation cabin includes an MCU and a drive motor connected to each other, the MCU is electrically connected to a power supply system, the drive motor is installed on the dynamometer stand, and the dynamometer stand is used to provide a simulated road resistance load to the drive motor.

3. The in-loop energy flow test system according to claim 2, wherein: The drive motor is connected to an AC electric dynamometer, which is connected to the dynamometer controller signal through a frequency converter. The drive motor is connected to the AC electric dynamometer through a bearing, and the bearing is provided with a torque sensor, which is connected to the dynamometer controller signal.

4. The in-loop energy flow test system according to claim 1, wherein: The power supply system includes a battery simulator, a PDU and an on-board battery pack electrically connected in sequence, the PDU is electrically connected to the environmental simulation cabin, the battery simulator is used to charge the on-board battery pack, and the PDU is used to provide DC power distribution for the in-loop energy flow test system.

5. The in-loop energy flow test system according to claim 1, wherein: The HIL system includes a second host computer, and the HIL system is signal-connected to the second host computer and the power analyzer via a switch.

6. The in-loop energy flow test system according to claim 1, wherein: The HIL system is integrated with a VCU, and the HIL system is connected to the LabCar bench and the dynamometer system through the VCU.

7. A method for testing an in-loop energy flow test system for a new energy powertrain according to any one of claims 1 to 6, characterized in that: It includes the following steps: Trigger the HIL system, obtain sampling signals from multiple sensors through the power analyzer, and transmit the sampling signals to the HIL system for energy flow analysis of the charging path, energy flow analysis of the discharging path, energy flow analysis of the braking energy recovery path, and energy flow analysis of the power supply system under different temperatures and pressures.

8. The test method according to claim 7, wherein the power supply system comprises a battery simulator, a PDU and a vehicle-mounted battery pack electrically connected in sequence, and the PDU is provided with a sensor, characterized in that: The energy flow analysis of the charging path includes the charging energy transfer efficiency from the battery simulator to the PDU, the charging energy transfer efficiency from the PDU to the on-board battery pack, and the charging energy transfer efficiency from the battery simulator to the on-board battery pack. The calculation formulas for the output power of the battery simulator, the real-time power of the PDU, and the output power of the on-board battery pack are: P i =U i ×I i , Charging energy transfer efficiency η from battery simulator to PDU P12 The calculation formula is: Where P1 is the output power of the battery simulator, P2 is the real-time power of the PDU, Charging energy transfer efficiency η from PDU to vehicle battery pack P23 The calculation formula is: Where P2 is the real-time power of the PDU, P3 is the output power of the vehicle battery pack, Charging energy transfer efficiency η from battery simulator to vehicle battery pack P13 The calculation formula is: Where P1 is the output power of the battery simulator and P3 is the output power of the vehicle battery pack.

9. The test method according to claim 8, wherein the environmental simulation chamber comprises an MCU and a drive motor connected to each other, and the MCU is electrically connected to the PDU, wherein: The energy flow analysis of the discharge path includes: the discharge energy transfer efficiency from the vehicle battery pack to the PDU, the discharge energy transfer efficiency from the PDU to the MCU, the discharge energy transfer efficiency from the MCU to the drive motor, and the discharge energy transfer efficiency from the vehicle battery pack to the drive motor. The mechanical power of the drive motor is calculated as follows: Where P i is the instantaneous power, T i is the instantaneous torque, n i is the instantaneous speed, The cumulative energy consumed by the drive motor E i The calculation formula is: Where E i From T0 to T i The cumulative energy consumed by the process, P i is the instantaneous power, Discharge energy transfer efficiency η from the vehicle battery pack to the PDU P23 The calculation formula is: Where, E2 is the cumulative energy consumed during the discharge process from PDU to MCU, E3 is the total energy of the vehicle battery pack, Discharge energy transfer efficiency η from PDU to MCU P42 The calculation formula is: Where, E2 is the cumulative energy consumed during the discharge process from PDU to MCU, E4 is the cumulative conversion energy from DC to AC, Discharge energy transfer efficiency η from MCU to drive motor P45 The calculation formula is: Where, E4 is the cumulative conversion energy from DC to AC, E5 is the cumulative mechanical power of the driving motor, Discharge energy transfer efficiency η from the vehicle battery pack to the drive motor P35 The calculation formula is: Where E3 is the total energy of the vehicle battery pack, and E5 is the accumulated mechanical power of the drive motor.

10. The testing method according to claim 9, wherein: The energy flow analysis of the braking energy recovery path includes the braking energy transfer efficiency from the drive motor to the PDU, the braking energy transfer efficiency from the PDU to the onboard battery pack, and the braking energy transfer efficiency from the drive motor to the onboard battery pack. The mechanical braking power is calculated as follows: Where P i is the instantaneous power, T i is the instantaneous torque, n i is the instantaneous speed, Accumulated braking energy E of the drive motor i The calculation formula is: Where E i From T0 to T i The accumulated braking energy during the process, P i is the instantaneous power, Braking energy transfer efficiency η from the drive motor to the PDU P25 The calculation formula is: Where, E2 is the inverter power from MCU to PDU, E5 is the total braking energy, Braking energy transfer efficiency η from PDU to vehicle battery pack P32 The calculation formula is: Where, E2 is the inverter power from MCU to PDU, E3 is the cumulative braking energy from PDU to vehicle battery pack during braking, Braking energy transfer efficiency η from the drive motor to the vehicle battery pack P35 The calculation formula is: Where E3 is the accumulated braking energy during the braking process from the PDU to the onboard battery pack, and E5 is the total braking energy.

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