A hybrid power joint debugging test method, equipment and system

Abstract

The present invention discloses a hybrid vehicle joint debugging test method, device, and system. The method includes calculating the current actual vehicle speed based on the actual output shaft speed fed back by a dynamometer; calculating the power opening according to the operating condition output of the current target vehicle speed and the current actual vehicle speed; transmitting the power opening to the hybrid vehicle control device so that the vehicle control device controls the operation of the powertrain according to the power opening; receiving the powertrain output torque collected by the dynamometer and calculating the output shaft target speed based on the output torque; transmitting the output shaft target speed to the dynamometer so that the dynamometer drives the output shaft of the powertrain to rotate according to the output shaft target speed. This embodiment accurately calculates the actual vehicle speed during joint debugging tests on a hybrid test bench, enabling the actual vehicle speed to automatically follow the target vehicle speed test and accurately control the output shaft speed.

Description

Technical Field

[0001] The present invention relates to the field of hybrid power testing, and in particular to a hybrid power joint debugging test method, equipment and system. Background Art

[0002] Current power-level hybrid vehicle commissioning involves both open-loop and in-the-loop testing. In open-loop testing, the test bench primarily consists of a dynamometer, dynamometer console, powertrain, all-in-one controller, and battery pack. The tester operates the accelerator, brake pedal, and other switch signals. The hybrid vehicle controller receives these signals, controls the powertrain and generates torque output. The dynamometer collects output shaft torque while simultaneously rotating the output shaft. In hardware-in-the-loop testing, a hybrid vehicle model is coupled to the dynamometer bench and the actual test object in real time, allowing for the flexible switching of models and software control strategies for different hybrid product configurations.

[0003] Open-loop powertrain testing using manual accelerator and brake pedal operation, where the operating signals are uncorrelated with the output torque, results in inaccurate calculation of the actual vehicle speed by the hybrid vehicle controller. Functions such as pure electric drive powertrain EV mode, combined electric and engine drive mode ECVT, overdrive mode (OD), and transmission 1 / 2 gear shifting cannot be implemented, resulting in incomplete testing. Hardware-in-the-loop testing, where the output shaft speed is driven by a unidirectional open-loop dynamometer, prevents automatic speed tracking under conditions such as the standard heavy-duty commercial vehicle duty cycle (C-Wtvc) during hybrid vehicle joint debugging, resulting in inaccurate control of the output shaft speed. Summary of the Invention

[0004] The present invention provides a hybrid power joint debugging test method, equipment and system, which accurately calculate the actual vehicle speed during the joint debugging test on a hybrid test bench, realize the actual vehicle speed automatically following the target vehicle speed test and accurately control the output shaft speed.

[0005] In order to solve the above technical problems, an embodiment of the present invention provides a hybrid power joint debugging test method, comprising: calculating the actual vehicle speed at the current moment according to the actual output shaft speed fed back by the dynamometer;

[0006] Output the current target vehicle speed and the current actual vehicle speed according to the working condition, and calculate the power opening;

[0007] Sending the power opening to the hybrid vehicle control device so that the vehicle control device controls the operation of the powertrain according to the power opening;

[0008] Receive the output torque of the powertrain collected by the dynamometer and calculate the target speed of the output shaft based on the output torque;

[0009] The output shaft target speed is sent to the dynamometer so that the dynamometer drives the output shaft of the powertrain to rotate according to the output shaft target speed.

[0010] By implementing the embodiments of the present invention, a closed-loop control is formed between the vehicle control device, the hardware-in-the-loop device, the dynamometer device and the powertrain, thereby realizing the joint debugging test of the hybrid test bench. The actual vehicle speed at the current moment is calculated based on the actual output shaft speed fed back by the dynamometer device. The power opening is calculated based on the target vehicle speed at the current moment outputted according to the working condition and the actual vehicle speed at the current moment, so that the hybrid vehicle control device controls the operation of the powertrain. The output shaft target speed is calculated based on the output torque of the powertrain. The output shaft of the powertrain is rotated according to the output shaft target speed, the output shaft speed is accurately controlled, and the actual output shaft speed is fed back to realize the hybrid joint debugging test in which the actual vehicle speed automatically follows the target vehicle speed. At the same time, the target vehicle speed signal changes in correlation with the output torque, and the vehicle speed automatic following test can be carried out in different working condition modes, thereby ensuring the test integrity of the hybrid test bench.

[0011] As a preferred solution, the target vehicle speed at the current moment and the actual vehicle speed at the current moment are output according to the working condition, and the power opening is calculated as follows:

[0012] Calculate the target resistance based on the target vehicle speed at the current moment according to the working condition output;

[0013] Calculate the target driving force based on the current target vehicle speed and the current actual vehicle speed;

[0014] Calculate the target resultant force based on the target resistance and target driving force;

[0015] Calculate the power opening according to the target resultant force.

[0016] The present invention utilizes a PID algorithm to adjust the target vehicle speed and the current actual vehicle speed, and uses the deviation value to perform proportional-integral-differential (PID) adjustment to calculate the target driving force. This algorithm exhibits strong adaptability and robustness. The target driving force and the target resistance of the operating road profile are combined to calculate the target net force. The power opening is then calculated based on the target net force, allowing the hybrid vehicle control device to control the powertrain using accurate power opening information.

[0017] As a preferred solution, the power opening is calculated according to the target resultant force, specifically:

[0018] If the target resultant force is positive, the throttle opening is calculated based on the throttle curve;

[0019] If the target resultant force is not a positive value, the brake pedal opening is calculated based on the target resultant force and the braking force.

[0020] By implementing the embodiment of the present invention, the brake pedal opening or the accelerator opening is calculated according to the positive or negative sign of the target resultant force, thereby determining whether acceleration or deceleration is required, so that the powertrain can perform corresponding actions.

[0021] As a preferred solution, the output torque of the powertrain collected by the dynamometer is received, and the target speed of the output shaft is calculated based on the output torque, specifically:

[0022] Receive the output torque of the powertrain collected by the dynamometer, amplify the output torque through the main reducer model, and input it into the driving force calculation model. The driving force calculation model is used to calculate the wheel end driving force;

[0023] Calculate the actual driving resistance based on the target resultant force and resistance model;

[0024] Calculate the actual force of the vehicle based on the actual driving resistance and wheel-end driving force;

[0025] The model vehicle speed is calculated based on the actual combined force of the vehicle, and then the output shaft target speed is calculated based on the model vehicle speed.

[0026] By implementing the embodiments of the present invention, the output torque is subjected to a series of calculations to calculate the target output shaft speed, thereby realizing the correlation between the powertrain output torque and the output shaft speed, forming a complete automatic closed-loop test, thereby enabling complete closed-loop testing of powertrain EV / OD / ECVT / modes and transmission 1 / 2 gear shifting functions without the need for human control.

[0027] As a preferred solution, the target vehicle speed at the current moment and the actual vehicle speed at the current moment are output according to the working condition, and the power opening is calculated. Specifically, when the working condition is a cyclic working condition, the target vehicle speed at the current moment and the actual vehicle speed at the current moment are output according to the road spectrum of the cyclic working condition, the power opening is calculated, and the corresponding actions in the hybrid power joint debugging test process are performed. When the output shaft target speed is sent to the dynamometer so that the dynamometer drives the output shaft of the powertrain to rotate according to the output shaft target speed, the preset time is added to the moment of the road spectrum, and the step of calculating the actual vehicle speed at the current moment according to the actual speed of the output shaft fed back by the dynamometer is performed until the road spectrum operation is completed.

[0028] In the implementation of the embodiment of the present invention, when the working condition is a cyclic working condition, after calculating the power opening, the corresponding actions in the hybrid power joint debugging test process are executed, and the dynamometer is executed to drive the output shaft of the powertrain to rotate according to the output shaft target speed. The preset time is added to the road spectrum moment to obtain the target vehicle speed at the next moment. Then, the actual vehicle speed at the current moment is calculated based on the actual output shaft speed fed back by the dynamometer. The power opening is then calculated based on the target vehicle speed and the actual vehicle speed. The corresponding actions are executed to realize the cyclic working condition control until the road spectrum operation ends. The automatic follow-up joint debugging test of the vehicle speed under the cyclic working condition is realized, and it can be used for automatic cyclic testing of cyclic working conditions such as the standard working cycle C-Wtvc working condition of heavy-duty commercial vehicles and the NEDC working condition of the comprehensive mileage test of pure electric vehicles, with strong applicability.

[0029] As a preferred solution, in order to solve the same technical problem, an embodiment of the present invention further provides a hardware-in-the-loop device, comprising: a conversion calculation module, a driver module, a power control module, a target speed calculation module, and a target speed calculation module;

[0030] The conversion calculation module is used to calculate the actual vehicle speed at the current moment based on the actual output shaft speed fed back by the dynamometer.

[0031] The driver module is used to output the current target vehicle speed and the current actual vehicle speed according to the working conditions and calculate the power opening;

[0032] The power control module is used to send the power opening to the hybrid vehicle control device so that the vehicle control device controls the operation of the powertrain according to the power opening;

[0033] The target speed calculation module is used to receive the output torque of the powertrain collected by the dynamometer and calculate the output shaft target speed based on the output torque;

[0034] The output shaft rotation module is used to send the output shaft target speed to the dynamometer so that the dynamometer drives the output shaft of the powertrain to rotate according to the output shaft target speed.

[0035] As a preferred solution, the driver module includes a target resistance calculation unit, a target driving force calculation unit, a target resultant force calculation unit and a power opening calculation unit;

[0036] The target resistance calculation unit is used to calculate the target resistance according to the target vehicle speed at the current moment outputted by the working condition;

[0037] The target driving force calculation unit is used to calculate the target driving force according to the current target vehicle speed and the current actual vehicle speed;

[0038] The target resultant force calculation unit is used to calculate the target resultant force according to the target resistance and the target driving force;

[0039] The power opening calculation unit is used to calculate the power opening according to the target resultant force. If the target resultant force is positive, the throttle opening is calculated according to the throttle curve; if the target resultant force is not positive, the brake pedal opening is calculated according to the target resultant force and the maximum braking force.

[0040] As a preferred solution, the target speed calculation module includes a wheel end driving force calculation unit, an actual driving resistance calculation unit, a vehicle actual resultant force calculation unit and an output shaft target speed calculation unit;

[0041] The wheel-end driving force calculation unit is used to receive the output torque of the powertrain collected by the dynamometer, amplify the output torque through the main reducer model, and input it into the driving force calculation model to calculate the wheel-end driving force.

[0042] The actual driving resistance calculation unit is used to calculate the actual driving resistance according to the target resultant force and the resistance model;

[0043] The vehicle actual resultant force calculation unit is used to calculate the vehicle actual resultant force based on the actual driving resistance and wheel end driving force;

[0044] The output shaft target speed calculation unit is used to calculate the model vehicle speed according to the actual combined force of the entire vehicle, and then calculate the output shaft target speed according to the model vehicle speed.

[0045] As a preferred solution, in order to solve the same technical problem, an embodiment of the present invention further provides a hybrid power joint debugging and testing system, comprising: a vehicle control device, a hardware-in-the-loop device, a dynamometer device, and a powertrain; wherein the hardware-in-the-loop device executes the hybrid power joint debugging and testing method;

[0046] The equipment is connected as follows: the hardware-in-the-loop equipment is connected to the vehicle control equipment, the vehicle control equipment is connected to the powertrain, the powertrain is connected to the dynamometer equipment, and the dynamometer equipment is connected to the hardware-in-the-loop equipment.

[0047] As the preferred solution, vehicle control equipment, hardware-in-the-loop equipment, dynamometer equipment and powertrain;

[0048] Among them, the vehicle control equipment is used to control the operation of the powertrain according to the power opening;

[0049] Hardware-in-the-loop equipment is used to perform hybrid power joint debugging test methods;

[0050] The dynamometer is used to collect the output torque of the powertrain and feed it back to the hardware-in-the-loop (HIL). It rotates the powertrain's output shaft at the target output shaft speed and feeds back the actual output shaft speed to the HIL.

[0051] The powertrain is used to perform power control actions and output shaft rotation actions. BRIEF DESCRIPTION OF THE DRAWINGS

[0052] Figure 1 : A schematic flow chart of an embodiment of a hybrid power joint debugging and testing method provided by the present invention;

[0053] Figure 2 : A schematic diagram of a C-Wtvc operating condition flow chart of an embodiment of a hybrid power joint debugging test method provided by the present invention;

[0054] Figure 3 : A vehicle speed variation curve of a C-Wtvc operating condition road spectrum of an embodiment of a hybrid power joint debugging test method provided by the present invention;

[0055] Figure 4 : A target driving force PID algorithm model for an embodiment of a hybrid power joint debugging test method provided by the present invention;

[0056] Figure 5 : A structural diagram of an embodiment of the hardware-in-the-loop device provided by the present invention;

[0057] Figure 6 : A connection diagram of an embodiment of the hybrid power joint debugging and testing system provided by the present invention. DETAILED DESCRIPTION

[0058] 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. All other embodiments obtained by ordinary technicians in this field based on the embodiments of the present invention without making any creative efforts shall fall within the scope of protection of the present invention.

[0059] Example 1

[0060] Please refer to Figure 1 , which is a flow chart of a hybrid vehicle joint test method provided by an embodiment of the present invention. This embodiment automatically tracks the actual vehicle speed to the target vehicle speed and accurately controls the output shaft speed. The target vehicle speed signal varies in correlation with the output torque, accurately calculating the actual vehicle speed during joint test on a hybrid test bench. Automatic speed tracking tests can be performed in different operating modes. The joint test method includes steps 101 to 105, each of which is described as follows:

[0061] Step 101: Calculate the actual vehicle speed at the current moment based on the actual output shaft speed fed back by the dynamometer.

[0062] In this embodiment, the actual output shaft speed (rpm) fed back by the dynamometer is converted into the actual vehicle speed (m / s) at the current moment. The calculation formula for the actual vehicle speed includes but is not limited to the following formula:

[0063] Output shaft angular velocity (rad / s) = actual output shaft speed / (30 / pi)

[0064] Actual vehicle speed (m / s) = (output shaft angular velocity / main reduction ratio) * tire radius (m)

[0065] Among them, pi is the circumference of a circle.

[0066] Step 102: Output the current target vehicle speed and the current actual vehicle speed according to the working condition, and calculate the power opening.

[0067] In this embodiment, the operating conditions may be operating conditions under functional tests such as powertrain EV / OD / ECVT / mode and transmission 1 / 2 gear switching, and may also include cyclic operating conditions such as heavy-duty commercial vehicle standard working cycle C-Wtvc conditions and pure electric vehicle comprehensive mileage test NEDC conditions.

[0068] Optionally, when the operating condition is a cyclic operating condition, the target vehicle speed at the current moment and the actual vehicle speed at the current moment are output according to the road spectrum of the cyclic operating condition, the power opening is calculated, and the corresponding actions in the hybrid power joint debugging test are performed. When the output shaft target speed is sent to the dynamometer so that the dynamometer drives the output shaft of the powertrain to rotate according to the output shaft target speed, the preset time is added to the moment of the road spectrum, and the step of calculating the actual vehicle speed at the current moment according to the actual speed of the output shaft fed back by the dynamometer is performed until the road spectrum operation is completed.

[0069] In this embodiment, when the cycle working condition is being carried out, the working condition outputs the constant change of the target vehicle speed at the current moment, and the actual vehicle speed automatically follows the target vehicle speed to carry out the hybrid power joint adjustment cycle test. Taking the C-Wtvc working condition as an example, Figure 2The C-Wtvc operating condition process flow diagram shown in the figure shows that in the initial state (T=0s), the actual output shaft speed fed back by the dynamometer (dynamometer) is equal to 0. The C-Wtvc operating condition road spectrum outputs the target vehicle speed. According to the actual output shaft speed fed back by the dynamometer (dynamometer), the current actual vehicle speed is calculated. The target vehicle speed and the actual vehicle speed are used to calculate the power opening (brake pedal opening and throttle opening) through the driver model. The hybrid vehicle control device (hybrid powertrain-HCU) controls the operation of the hybrid powertrain in this way. The hybrid powertrain outputs torque during operation. The dynamometer (dynamometer) collects the output torque. The dynamometer (dynamometer) sends the output torque back to the hardware-in-the-loop device (HIL). The output shaft target speed is calculated through the main reduction model, longitudinal dynamics model, vehicle speed calculation model and speed calculation model. Speed, send the output shaft target speed to the dynamometer (dynamometer), the dynamometer (dynamometer) drives the output shaft of the powertrain to rotate according to the output shaft target speed, and the actual speed of the output shaft can be obtained. After each calculation, the C-Wtvc working condition road spectrum time increases by 1s, and the current target vehicle speed is output. Then, according to the actual speed of the output shaft fed back by the dynamometer (dynamometer), the actual vehicle speed at the current moment is calculated, and then the power opening is calculated according to the current target vehicle speed and the actual vehicle speed through the driver model, and the corresponding actions in the hybrid joint test process are continued to be executed, and this cycle is repeated to realize the automatic follow-up joint test of the cyclic working condition. Figure 3 The speed change curve of the C-Wtvc working condition road spectrum shown in the figure has time (unit: s) on the horizontal axis and speed (unit: km / h) on the vertical axis. The C-Wtvc working condition road spectrum is essentially a curve showing the change of vehicle speed over time. This method ensures that the target vehicle speed is output according to the vehicle speed at the corresponding moment of the C-Wtvc established curve, and realizes automatic following of the actual vehicle speed with the target vehicle speed of the road spectrum. The actual vehicle speed and target vehicle speed curves can be observed simultaneously through the host computer of the hardware-in-the-loop device.

[0070] When the operating condition is a cyclic condition, after calculating the power opening, the corresponding actions in the hybrid joint debugging test process are executed. The execution is carried out until the dynamometer drives the output shaft of the powertrain to rotate at the output shaft target speed. The preset time is added to the road spectrum moment to obtain the target vehicle speed at the next moment. The actual vehicle speed at the current moment is calculated based on the actual output shaft speed fed back by the dynamometer. The power opening is then calculated using the target vehicle speed and the actual vehicle speed. The corresponding actions are then executed to achieve cyclic condition control until the road spectrum operation ends. The automatic follow-up joint debugging test of the vehicle speed under cyclic conditions is realized, and it can be used for automatic cyclic testing of cyclic conditions such as the standard working cycle C-Wtvc condition for heavy-duty commercial vehicles and the NEDC condition for the comprehensive mileage test of pure electric vehicles, with strong applicability.

[0071] Optionally, the target vehicle speed at the current moment and the actual vehicle speed at the current moment are output according to the working condition, and the power opening is calculated as follows:

[0072] Calculate the target resistance based on the target vehicle speed at the current moment according to the working condition output;

[0073] Calculate the target driving force based on the current target vehicle speed and the current actual vehicle speed;

[0074] Calculate the target resultant force based on the target resistance and target driving force;

[0075] Calculate the power opening according to the target resultant force.

[0076] In this embodiment, the target vehicle speed at the current moment is output according to the operating mode or the cyclic operating road spectrum, the target resistance is calculated according to the target vehicle speed output at the current moment according to the operating condition, the target rolling resistance and target wind resistance are calculated according to the target vehicle speed using the rolling resistance calculation model and the wind resistance calculation model; the target slope resistance is calculated according to the vehicle weight and slope angle using the climbing resistance calculation model.

[0077] Use Figure 4 The target driving force PID algorithm model shown is adjusted according to the target vehicle speed and the actual vehicle speed (proportional adjustment, integral adjustment and differential adjustment), and calculates the driving force required for the current actual vehicle speed to reach the target vehicle speed, that is, the target driving force.

[0078] The target resultant force is calculated based on the target resistance and target driving force, where the target resistance includes but is not limited to target rolling resistance, target wind resistance, and target slope resistance. The target rolling resistance, target wind resistance, target slope resistance, and target driving force are added together to obtain the target resultant force. The target resultant force represents the target resultant force required to achieve the target vehicle speed at the current actual vehicle speed. It is also the target power required to be provided by the subsequent powertrain and the target braking force required to be provided by the longitudinal dynamics model.

[0079] The PID algorithm adjusts the target vehicle speed and the current actual vehicle speed, and the deviation is used to perform proportional-integral-differential adjustment to calculate the target driving force, providing strong adaptability and robustness. The target driving force and the target resistance of the operating road spectrum are combined to calculate the target resultant force. The power opening is then calculated based on the target resultant force, allowing the hybrid vehicle control equipment to use accurate power opening information to control the powertrain operation.

[0080] Optionally, the power opening is calculated based on the target resultant force, specifically:

[0081] If the target resultant force is positive, the throttle opening is calculated based on the throttle curve;

[0082] If the target resultant force is not a positive value, the brake pedal opening is calculated based on the target resultant force and the braking force.

[0083] In this embodiment, if the target resultant force is positive, the throttle curve map module is input. The target resultant force is first multiplied by the tire radius to obtain the wheel-end torque. The throttle opening is then determined based on the actual vehicle speed - wheel-end torque - throttle opening (map). This map determines the final performance of the working condition road spectrum vehicle speed following test. If the target resultant force is negative, the brake pedal opening calculation model is input to calculate the brake pedal opening using the formula: brake pedal opening = target resultant force / maximum braking force.

[0084] Based on the positive or negative target resultant force, the brake pedal opening or throttle opening is calculated to determine whether acceleration or deceleration is needed, so that the powertrain can perform the corresponding action.

[0085] Step 103: Send the power opening to the hybrid vehicle control device, so that the vehicle control device controls the operation of the powertrain according to the power opening.

[0086] In this embodiment, the power opening includes the throttle opening and the brake pedal opening. The throttle opening and the brake switch are input into the hybrid vehicle control device, and the hybrid vehicle control device controls the powertrain operation and outputs torque according to the opening.

[0087] Step 104: Receive the output torque of the powertrain collected by the dynamometer, and calculate the target speed of the output shaft based on the output torque.

[0088] Specifically, the output torque of the powertrain collected by the dynamometer is received, the output torque is amplified by the main reducer model and then input into the driving force calculation model, and the wheel end driving force is calculated by the driving force calculation model;

[0089] Calculate the actual driving resistance based on the target resultant force and resistance model;

[0090] Calculate the actual force of the vehicle based on the actual driving resistance and wheel-end driving force;

[0091] The model vehicle speed is calculated based on the actual combined force of the vehicle, and then the output shaft target speed is calculated based on the model vehicle speed.

[0092] In this embodiment, the output torque of the powertrain is collected in real time. The output torque value is amplified by the main reducer model via a CAN message and sent to the driving force calculation model of the longitudinal dynamics model. The driving force technology model calculates the torque into the wheel-end driving force using the formula: wheel-end driving force = output shaft torque * main reducer ratio / tire radius;

[0093] The actual slope resistance, wind resistance and rolling resistance are calculated simultaneously through the climbing resistance calculation module, wind resistance calculation module and rolling resistance calculation module in the longitudinal dynamics model. The actual rolling resistance and actual wind resistance are calculated based on the actual vehicle speed using the rolling resistance calculation model and the wind resistance calculation model. The actual slope resistance is calculated based on the vehicle weight and slope angle using the climbing resistance calculation model. The actual braking force is calculated by dividing the target resultant force by the maximum braking force. The actual driving resistance includes the actual slope resistance, actual wind resistance, actual rolling resistance and actual braking force. The actual resultant force of the entire vehicle = wheel-end driving force - actual slope resistance - actual wind resistance - actual rolling resistance - actual braking force.

[0094] The vehicle speed calculation model first calculates the vehicle acceleration based on the actual resultant force of the vehicle (acceleration = actual resultant force of the vehicle / mass), and then integrates the vehicle acceleration with time to calculate the model vehicle speed; the speed calculation model reversely calculates the output shaft target speed through the model vehicle speed, and the output shaft target speed = (vehicle speed / tire radius) * main reduction ratio * (30 / pi).

[0095] The output torque is subjected to a series of calculations to calculate the output shaft target speed, realizing the correlation between the powertrain output torque and the output shaft speed, forming a complete automatic closed-loop test. This allows for complete closed-loop testing of powertrain EV / OD / ECVT / modes and transmission 1 / 2 gear shifting functions without the need for human control.

[0096] Step 105: Send the output shaft target speed to the dynamometer, so that the dynamometer drives the output shaft of the powertrain to rotate according to the output shaft target speed.

[0097] In this embodiment, the CAN message is sent to the dynamometer, which rotates the output shaft of the powertrain according to the output speed of the hardware-in-the-loop device and feeds back the actual speed to the hardware-in-the-loop device through the CAN message. At the same time, the vehicle control device calculates the vehicle speed according to the actual speed of the output shaft for internal working mode switching judgment.

[0098] Through the above steps, the joint debugging test of the hybrid test bench is realized. The actual vehicle speed at the current moment is calculated based on the actual output shaft speed fed back by the dynamometer. The power opening is calculated based on the target vehicle speed at the current moment and the actual vehicle speed at the current moment according to the working condition output, so that the hybrid vehicle control device controls the operation of the powertrain. The output shaft target speed is calculated based on the output torque of the powertrain. The output shaft of the powertrain is rotated according to the output shaft target speed, the output shaft speed is accurately controlled, and the actual output shaft speed is fed back to realize the hybrid joint debugging test in which the actual vehicle speed automatically follows the target vehicle speed. At the same time, the target vehicle speed signal changes in correlation with the output torque, and different working conditions modes can be carried out to perform automatic vehicle speed following tests, thereby ensuring the test integrity of the hybrid test bench.

[0099] Example 2

[0100] Accordingly, see Figure 5 , Figure 5 This is a structural diagram of the second embodiment of the hardware-in-the-loop device provided by the present invention. Figure 5 As shown, the hardware-in-the-loop device includes a conversion calculation module 501, a driver module 502, a power control module 503, a target speed calculation module 504 and an output shaft rotation module 505;

[0101] The conversion calculation module 501 is used to calculate the actual vehicle speed at the current moment based on the actual output shaft speed fed back by the dynamometer.

[0102] The driver module 502 is used to output the current target vehicle speed and the current actual vehicle speed according to the working conditions and calculate the power opening;

[0103] The power control module 503 is used to send the power opening to the hybrid vehicle control device, so that the vehicle control device controls the operation of the powertrain according to the power opening;

[0104] The target speed calculation module 504 is used to receive the output torque of the powertrain collected by the dynamometer and calculate the target speed of the output shaft based on the output torque;

[0105] The output shaft rotation module 505 is used to send the output shaft target speed to the dynamometer, so that the dynamometer drives the output shaft of the powertrain to rotate according to the output shaft target speed.

[0106] In this embodiment, the hardware-in-the-loop (HIL) equipment includes but is not limited to a hardware-in-the-loop (HIL) cabinet, a HIL host computer, and a HIL test model.

[0107] Optionally, the driver module 502 includes a target resistance calculation unit 5021, a target driving force calculation unit 5022, a target resultant force calculation unit 5023, and a power opening calculation unit 5024;

[0108] The target resistance calculation unit 5021 is used to calculate the target resistance according to the target vehicle speed at the current moment outputted by the working condition;

[0109] The target driving force calculation unit 5022 is used to calculate the target driving force according to the current target vehicle speed and the current actual vehicle speed;

[0110] The target resultant force calculation unit 5023 is used to calculate the target resultant force according to the target resistance and the target driving force;

[0111] The power opening calculation unit 5024 is used to calculate the power opening according to the target resultant force. If the target resultant force is positive, the throttle opening is calculated according to the throttle curve; if the target resultant force is not positive, the brake pedal opening is calculated according to the target resultant force and the maximum braking force.

[0112] Optionally, the target speed calculation module 504 includes a wheel end driving force calculation unit 5041, an actual driving resistance calculation unit 5042, a vehicle actual resultant force calculation unit 5043 and an output shaft target speed calculation unit 5044;

[0113] The wheel-end driving force calculation unit 5041 is used to receive the output torque of the powertrain collected by the dynamometer, amplify the output torque through the main reducer model, and input it into the driving force calculation model to calculate the wheel-end driving force.

[0114] The actual driving resistance calculation unit 5042 is used to calculate the actual driving resistance according to the target resultant force and the resistance model;

[0115] The vehicle actual resultant force calculation unit 5043 is used to calculate the vehicle actual resultant force based on the actual driving resistance and wheel end driving force;

[0116] The output shaft target speed calculation unit 5044 is used to calculate the model vehicle speed according to the actual combined force of the entire vehicle, and then calculate the output shaft target speed according to the model vehicle speed.

[0117] The hardware-in-the-loop device is used for hybrid joint debugging test. According to the actual speed of the output shaft fed back by the dynamometer, the actual vehicle speed at the current moment is calculated. The power opening is calculated based on the target vehicle speed at the current moment and the actual vehicle speed at the current moment according to the working condition output, so that the hybrid vehicle control device controls the operation of the powertrain. The output shaft target speed is calculated according to the output torque of the powertrain, and the output shaft of the powertrain is rotated according to the output shaft target speed. The output shaft speed is accurately controlled and the actual speed of the output shaft is fed back to realize the hybrid joint debugging test in which the actual vehicle speed automatically follows the target vehicle speed. At the same time, the target vehicle speed signal changes in correlation with the output torque, and the vehicle speed automatic following test can be carried out in different working conditions.

[0118] Example 3

[0119] Accordingly, see Figure 6 , Figure 6 This is a connection diagram of the third embodiment of the hybrid power joint debugging and testing system provided by the present invention. Figure 6 As shown, the hybrid joint debugging and testing system includes: a vehicle control device 601, a hardware-in-the-loop device 602, a dynamometer device 603 and a powertrain 604; wherein the hardware-in-the-loop device executes the hybrid joint debugging and testing method;

[0120] The devices are connected as follows: the hardware-in-the-loop device 602 is connected to the vehicle control device 601, the vehicle control device 601 is connected to the powertrain 604, the powertrain 604 is connected to the dynamometer device 603, and the dynamometer device 603 is connected to the hardware-in-the-loop device 602.

[0121] In this embodiment, the vehicle control equipment includes but is not limited to a hybrid vehicle controller HCU and an all-in-one controller, the hardware-in-the-loop equipment includes but is not limited to a hardware-in-the-loop HIL cabinet, a HIL host computer and a HIL test model, the dynamometer equipment includes but is not limited to a dynamometer and a dynamometer operating console, and the powertrain includes but is not limited to an engine, a gearbox, a gearbox output shaft, a motor and a battery pack (which provides power when driving in EV mode).

[0122] Optionally, the vehicle control device 601 is used to control the operation of the powertrain according to the power opening;

[0123] The hardware-in-the-loop device 602 is used to execute the hybrid power joint debugging test method;

[0124] The dynamometer 603 is used to collect the output torque of the powertrain, feed the output torque back to the hardware-in-the-loop device, rotate the output shaft of the powertrain at the output shaft target speed, and feed back the actual output shaft speed to the hardware-in-the-loop device;

[0125] The powertrain 604 is used to perform power control actions and output shaft rotation actions.

[0126] The hybrid power test system provided by the present invention forms a closed-loop control between the vehicle control equipment, hardware-in-the-loop equipment, dynamometer equipment and powertrain, which can realize the vehicle speed following test of the hybrid test bench, and can realize the automatic speed following test of the C-Wtvc cycle working condition; it can realize the correlation change between the output shaft speed and the powertrain output torque; it can carry out the test of the powertrain EV / OD / ECVT / mode and the transmission 1 / 2 gear shift function, etc., ensuring the test integrity of the test bench; the test system method principle can also be modified for the automatic cycle test of the NEDC working condition (pure electric vehicle comprehensive mileage test working condition) of pure electric vehicles, and has strong applicability;

[0127] The specific embodiments described above further illustrate the objectives, technical solutions, and beneficial effects of the present invention. It should be understood that the above descriptions are merely specific embodiments of the present invention and are not intended to limit the scope of protection of the present invention. In particular, it should be noted that any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present invention should be included within the scope of protection of the present invention for those skilled in the art.

Claims

1. A hybrid power joint debugging test method, characterized in that: include: Calculate the actual vehicle speed at the current moment based on the actual output shaft speed fed back by the dynamometer; Calculating the power opening according to the target vehicle speed at the current moment and the actual vehicle speed at the current moment outputted by the working condition; sending the power opening to a hybrid vehicle control device so that the vehicle control device controls the operation of the powertrain according to the power opening; receiving the output torque of the powertrain acquired by the dynamometer, and calculating the target speed of the output shaft based on the output torque; wherein, the output torque of the powertrain acquired by the dynamometer is received, the output torque is amplified by a final reducer model, and then input into a driving force calculation model, and the wheel-end driving force is calculated by the driving force calculation model; the actual driving resistance is calculated based on the target resultant force and the resistance model; the actual resultant force of the entire vehicle is calculated based on the actual driving resistance and the wheel-end driving force; the model vehicle speed is calculated based on the actual resultant force of the entire vehicle, and then the target speed of the output shaft is calculated based on the model vehicle speed; The output shaft target speed is sent to the dynamometer, so that the dynamometer drives the output shaft of the powertrain to rotate according to the output shaft target speed.

2. The hybrid power joint debugging and testing method according to claim 1, characterized in that: The target vehicle speed at the current moment and the actual vehicle speed at the current moment are output according to the working condition, and the power opening is calculated, specifically: Calculate the target resistance based on the target vehicle speed at the current moment according to the working condition output; Calculating a target driving force based on the target vehicle speed at the current moment and the actual vehicle speed at the current moment; Calculating a target resultant force according to the target resistance and the target driving force; The power opening is calculated according to the target resultant force.

3. The hybrid power joint debugging and testing method according to claim 2, characterized in that: The power opening is calculated according to the target resultant force, specifically: If the target resultant force is a positive value, the throttle opening is calculated according to the throttle curve; If the target resultant force is not a positive value, the brake pedal opening is calculated based on the target resultant force and the braking force.

4. The hybrid power joint debugging and testing method according to claim 1, characterized in that: The target vehicle speed at the current moment and the actual vehicle speed at the current moment are output according to the working condition, and the power opening is calculated. When the working condition is a cyclic working condition, the target vehicle speed at the current moment and the actual vehicle speed at the current moment are output according to the road spectrum of the cyclic working condition, the power opening is calculated, and corresponding actions are performed during the hybrid power joint debugging test. When the output shaft target speed is sent to the dynamometer so that the dynamometer drives the output shaft of the powertrain to rotate according to the output shaft target speed, the preset time is increased at the moment of the road spectrum, and the step of calculating the actual vehicle speed at the current moment according to the actual speed of the output shaft fed back by the dynamometer is performed until the road spectrum operation is completed.

5. A hardware-in-the-loop device, characterized in that: include: a conversion calculation module, a driver module, a power control module, a target speed calculation module, and an output shaft rotation module; The conversion calculation module is used to calculate the actual vehicle speed at the current moment based on the actual output shaft speed fed back by the dynamometer. The driver module is used to output the current target vehicle speed and the current actual vehicle speed according to the working condition, and calculate the power opening; The power control module is used to send the power opening to the hybrid vehicle control device, so that the vehicle control device controls the operation of the powertrain according to the power opening; The target speed calculation module is used to receive the output torque of the powertrain collected by the dynamometer and calculate the output shaft target speed based on the output torque; wherein, the target speed calculation module includes a wheel-end driving force calculation unit, an actual driving resistance calculation unit, a whole vehicle actual resultant force calculation unit and an output shaft target speed calculation unit; wherein, the wheel-end driving force calculation unit is used to receive the output torque of the powertrain collected by the dynamometer, amplify the output torque through the main reducer model and input it into the driving force calculation model, and calculate the wheel-end driving force through the driving force calculation model; the actual driving resistance calculation unit is used to calculate the actual driving resistance according to the target resultant force and the resistance model; the whole vehicle actual resultant force calculation unit is used to calculate the whole vehicle actual resultant force according to the actual driving resistance and the wheel-end driving force; the output shaft target speed calculation unit is used to calculate the model vehicle speed according to the whole vehicle actual resultant force, and then calculate the output shaft target speed according to the model vehicle speed; The output shaft rotation module is used to send the output shaft target speed to the dynamometer, so that the dynamometer drives the output shaft of the powertrain to rotate according to the output shaft target speed.

6. The hardware-in-the-loop device according to claim 5, wherein: The driver module includes a target resistance calculation unit, a target driving force calculation unit, a target resultant force calculation unit and a power opening calculation unit; The target resistance calculation unit is used to calculate the target resistance according to the target vehicle speed at the current moment outputted by the working condition; The target driving force calculation unit is used to calculate the target driving force according to the target vehicle speed at the current moment and the actual vehicle speed at the current moment; The target resultant force calculation unit is used to calculate the target resultant force according to the target resistance and the target driving force; The power opening calculation unit is used to calculate the power opening according to the target resultant force. If the target resultant force is a positive value, the throttle opening is calculated according to the throttle curve; if the target resultant force is not a positive value, the brake pedal opening is calculated according to the target resultant force and the maximum braking force.

7. A hybrid power joint debugging and testing system, characterized in that: The system includes: A vehicle control device, a hardware-in-the-loop device, a dynamometer, and a powertrain; wherein the hardware-in-the-loop device performs the hybrid power joint debugging test method according to any one of claims 1 to 4; Among them, the connection of the devices is as follows: the hardware-in-the-loop device is connected to the vehicle control device, the vehicle control device is connected to the powertrain, the powertrain is connected to the dynamometer device, and the dynamometer device is connected to the hardware-in-the-loop device.

8. The hybrid power joint debugging and testing system according to claim 7, characterized in that: The system includes: Vehicle control equipment, hardware-in-the-loop equipment, dynamometer equipment, and powertrain; Wherein, the vehicle control device is used to control the operation of the powertrain according to the power opening; The hardware-in-the-loop device is used to perform a hybrid power joint debugging test method; The dynamometer is used to collect the output torque of the powertrain, feed the output torque back to the hardware-in-the-loop device, rotate the output shaft of the powertrain at a target output shaft speed, and feed back the actual output shaft speed to the hardware-in-the-loop device; The powertrain is used to perform power control actions and output shaft rotation actions.

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