A high-power high-speed all-electric vehicle test simulation system and its control method

Abstract

The present invention discloses a high-power high-speed all-electric vehicle test simulation system and its control method. By setting up an active power unit simulation subsystem, an auxiliary power unit simulation subsystem, an electrical load simulation subsystem, a driving simulation subsystem, a road surface load simulation subsystem, a test simulation control subsystem, and a test assistance subsystem, it is possible to realize the bench simulation of other vehicle systems related to the electric drive system, so as to accurately test the performance and functions of the electric drive system under actual vehicle simulation conditions and verify and calibrate the transmission control strategy.

Description

Technical Field

[0001] The present invention relates to the technical field of hybrid vehicles, and particularly relates to a high-power high-speed all-electric vehicle test simulation system and a control method thereof. Background Art

[0002] Electric drive armored vehicles have broad application prospects. With the breakthrough of a series of key technologies related to electric drive, the electric drive technology of tracked vehicles has become a new research and development hotspot among the world's major scientific and technological powers. The electric drive system of armored vehicles includes a power generation device (generator and its controller), a drive device (composed of a drive motor controller, a drive motor, a speed change mechanism, etc.), and a transmission integrated controller, etc. Therefore, the electric drive system of armored vehicles has the function of converting the mechanical energy of the internal combustion engine into electrical energy, and together with the vehicle auxiliary power unit, provides electrical energy for the electric drive system, the vehicle's overall cooling and heat dissipation system, the running gear system, the weapon system, etc.; it also has the function of converting electrical energy into mechanical energy according to the driving operation signal to drive the vehicle to run. It can be seen that the electric drive system has a strong correlation with other vehicle systems and road loads, etc. Considering the safety of the actual vehicle test of high-power high-speed all-electric vehicles equipped with an electric drive system, it is necessary to conduct sufficient bench tests on the functional performance of the electric drive system. Therefore, it is necessary to accurately simulate other vehicle systems related to it.

[0003] In 2013, BAE Systems built a power compartment integrated environment simulation test bench and completed 3,000-kilometer equivalent tests of the E-X-Drive electric drive device with a transmission power of up to 1,100 kW in the simulation test bench, verifying the dynamic performance and fuel-saving effect of the electric drive device. However, there is currently no test simulation system for high-power high-speed all-electric vehicles. Summary of the Invention

[0004] In view of this, the present invention provides a high-power high-speed all-electric vehicle test simulation system and a control method thereof, which can realize bench simulation of other vehicle systems related to the electric drive system, accurately test the performance and function of the electric drive system under actual vehicle simulation conditions, and verify and calibrate the transmission control strategy.

[0005] The specific technical solutions adopted by the present invention are as follows:

[0006] A high-power high-speed all-electric vehicle test simulation system, comprising:

[0007] A main power unit simulation subsystem for real-time simulation of the dynamic output characteristics of the internal combustion engine;

[0008] An auxiliary power unit simulation subsystem for simulating the discharge and charge dynamic characteristics of the auxiliary power unit;

[0009] An electric load simulation subsystem for simulating the total power demand of an electric system;

[0010] A road surface load simulation subsystem for simulating the road surface loads transmitted to the output ends on both sides of the transmission device under the actual vehicle driving conditions;

[0011] A driving simulation subsystem for providing a three-dimensional visual scene graph display for the driver;

[0012] A test assistance subsystem for providing a constant temperature cooling test environment for the full electric vehicle test simulation system;

[0013] A test simulation control subsystem communicates with the main power unit simulation subsystem, the auxiliary power unit simulation subsystem, the electric load simulation subsystem, the road surface load simulation subsystem, the driving simulation subsystem and the test assistance subsystem through a bus, and is used to control the start-stop states of each subsystem.

[0014] Furthermore, the main power unit simulation subsystem includes: an internal combustion engine real-time simulation model, an internal combustion engine simulation real-time simulation device, and a power motor, wherein the internal combustion engine real-time simulation model runs on the internal combustion engine simulation real-time simulation device;

[0015] The internal combustion engine real-time simulation model is:

[0016]

[0017]

[0018]

[0019] Wherein, α is the throttle opening of the internal combustion engine; is the preset target speed of the internal combustion engine; n Eng is the actual speed of the internal combustion engine at the current moment; K P is the proportional coefficient of the throttle opening PI controller; K I is the integral coefficient of the throttle opening PI controller; T Eng * is the target torque of the internal combustion engine; T Eng is the output torque of the internal combustion engine at the current moment; k τ is the fitting coefficient of the dynamic characteristics of the internal combustion engine; T EngMax (n Eng ) is the maximum torque that the internal combustion engine can output at the speed n Eng ; n Motor is the speed at the output end of the power motor; T Motor is the output torque of the power motor; is the target torque of the power motor; t is the running moment of the current model.

[0020] Furthermore, the auxiliary power unit simulation subsystem includes: an auxiliary power unit real-time simulation model, an auxiliary power unit simulation real-time simulation device, and a battery simulator, wherein the auxiliary power unit real-time simulation model runs on the auxiliary power unit simulation real-time simulation device.

[0021] Furthermore, the electrical load simulation subsystem is implemented through DC power supply simulation;

[0022] The electrical load simulation subsystem includes at least one of the following: a vehicle cooling and heat dissipation simulation unit or a movement simulation unit.

[0023] Furthermore, the road surface load simulation subsystem includes: a vehicle dynamics real-time simulation model, a road surface load simulation real-time simulation device, and two sets of loading devices, wherein the vehicle dynamics real-time simulation model runs on the road surface load simulation real-time simulation device;

[0024] The vehicle dynamics real-time simulation model is:

[0025]

[0026]

[0027] R = Bρ th γ R (ρ th ) (6)

[0028]

[0029]

[0030]

[0031] wherein, T1 * and T2 * are the road surface loads on both sides of the transmission device, that is, the target torque values of the two sets of loading devices; m is the vehicle mass; n1 and n2 are the rotational speeds of the loading devices respectively; g is the acceleration due to gravity; f is the rolling resistance coefficient; μ is the steering resistance coefficient; L is the track ground contact length; B is the center distance between the two tracks; C D is the air resistance coefficient; A is the frontal area; V is the vehicle speed; r z is the radius of the driving wheel; i c is the side transmission ratio; η1 and η2 are the transmission efficiencies from both tracks to the output end of the transmission device respectively; y is the defined sign function; R is the vehicle turning radius; ρ th is the relative turning radius of the vehicle; μ max is the maximum steering resistance coefficient; γ R (ρ th) is the correction coefficient, and γ is calculated by looking up the table according to ρ th and γ is obtained by looking up the table and calculating according to ρ R (ρ th ).

[0032] Further, the driving simulation subsystem includes: a multi-functional steering wheel, an accelerator pedal, a brake pedal, a visual scene model, and a driving simulation computer. Among them, the visual scene model runs on the driving simulation computer, and the multi-functional steering wheel is used to communicate with the to-be-tested electric drive system through a bus.

[0033] A control method for a full-electric vehicle test simulation system includes:

[0034] The power motor sends the power motor output torque value and the power motor output speed value to the test simulation control subsystem;

[0035] The test simulation control subsystem sends the power motor output torque value and the power motor output speed value to the internal combustion engine simulation real-time simulation device;

[0036] The internal combustion engine simulation real-time simulation device sends the power motor target torque value calculated by the internal combustion engine real-time simulation model to the test simulation control subsystem;

[0037] The test simulation control subsystem sends the target torque value to the power motor.

[0038] Further, it also includes: the loading device sends the loading device output speed value to the test simulation control subsystem;

[0039] The test simulation control subsystem sends the output speed value of the loading device to the road load simulation real-time simulation device;

[0040] The road load simulation real-time simulation device sends the target torque value of the loading device calculated by the vehicle dynamics real-time simulation model to the test simulation control subsystem;

[0041] The test simulation control subsystem sends the target torque value to the two sets of loading devices respectively.

[0042] Further, it also includes: the battery simulator sends the output current value and the output voltage value to the test simulation control subsystem;

[0043] The test simulation control subsystem sends the battery simulator output current value and the output voltage value to the auxiliary power unit simulation real-time simulation device;

[0044] The auxiliary power unit simulation real-time simulation device sends the auxiliary power unit target open-circuit voltage value and the internal resistance value calculated by the auxiliary power unit real-time simulation model to the test simulation control subsystem;

[0045] The test simulation control subsystem sends the target open circuit voltage value and internal resistance value to the battery simulator.

[0046] Furthermore, it further includes: the test simulation control subsystem sends the output rotation speed value of the loading device to the driving simulation computer;

[0047] The visual scene model calculates the vehicle speed and position according to the output rotation speed value of the loading device, and performs three-dimensional visual scene dynamic display.

[0048] Beneficial effects:

[0049] (1) A test simulation system for a high-power high-speed all-electric vehicle, by setting up an active power unit simulation subsystem, an auxiliary power unit simulation subsystem, an electrical load simulation subsystem, a driving simulation subsystem, a road surface load simulation subsystem, a test simulation control subsystem and a test auxiliary subsystem, can realize the bench simulation of other vehicle systems related to the electric drive system, so as to accurately test the performance and function of the electric drive system under actual vehicle simulation conditions and verify and calibrate the transmission control strategy.

[0050] (2) By setting up a driving simulation subsystem to provide a three-dimensional visual scene graphic display effect for the driver, the driver can truly feel the dynamic characteristics of the driven vehicle, enabling the driver to evaluate the handling stability and comfort of the vehicle, thus providing a basis for the improvement of the transmission comprehensive control strategy.

[0051] (3) Through the internal combustion engine real-time simulation model, the vehicle dynamics real-time simulation model and the auxiliary power unit real-time simulation model, the corresponding target parameters can be calculated according to the real-time simulation conditions of the to-be-tested electric drive system, and the to-be-tested electric drive system can be accurately and comprehensively tested for its functions and performance. Description of the Drawings

[0052] Figure 1 It is a structural block diagram of a test simulation system for a high-power high-speed all-electric vehicle of the present invention;

[0053] Figure 2 It is a schematic layout diagram of a test simulation system for a high-power high-speed all-electric vehicle according to an embodiment of the present invention. Detailed Embodiments

[0054] The present invention provides a test simulation system for high-power high-speed all-electric vehicles and its control method. By setting up an active power unit simulation subsystem, an auxiliary power unit simulation subsystem, an electrical load simulation subsystem, a driving simulation subsystem, a road surface load simulation subsystem, a test simulation control subsystem, and a test auxiliary subsystem, it is possible to realize the bench simulation of other vehicle systems related to the electric drive system, so as to accurately test the performance and functions of the electric drive system under actual vehicle simulation conditions and verify and calibrate the transmission control strategy.

[0055] The following takes the accompanying drawings and examples to describe the present invention in detail.

[0056] Figure 1 It is a structural block diagram of a test simulation system for high-power high-speed all-electric vehicles of the present invention, as Figure 1 shown, a test simulation system for high-power high-speed all-electric vehicles of the present invention includes: an active power unit simulation subsystem, an auxiliary power unit simulation subsystem, an electrical load simulation subsystem, a driving simulation subsystem, a road surface load simulation subsystem, a test simulation control subsystem, and a test auxiliary subsystem, etc.

[0057] The active power unit simulation subsystem is used to realize the real-time simulation of the dynamic output characteristics of the internal combustion engine, and specifically includes: an internal combustion engine real-time simulation model, an internal combustion engine simulation real-time simulation device, and a power motor. Among them, the internal combustion engine real-time simulation model runs on the internal combustion engine simulation real-time simulation device. The internal combustion engine real-time simulation model is as shown in formulas (1) to (3):

[0058]

[0059]

[0060]

[0061] In the formula, α is the throttle opening of the internal combustion engine; is the preset target speed of the internal combustion engine in the model, with the unit of r / min; n Eng is the actual speed of the internal combustion engine at the current moment, with the unit of r / min; K P is the proportional coefficient of the throttle opening PI controller; K I is the integral coefficient of the throttle opening PI controller; T Eng * is the target torque of the internal combustion engine, with the unit of N·m; T Eng is the output torque of the internal combustion engine at the current moment, with the unit of N·m; k τ is the fitting coefficient of the dynamic characteristics of the internal combustion engine; T EngMax (n Eng ) is the speed n EngThe maximum torque that the internal combustion engine can output, in N·m; n Motor is the rotational speed at the output end of the power motor, in r / min; T Motor is the output torque of the power motor, in N·m; is the target torque of the power motor, in N·m; t is the running time of the current model.

[0062] The road load simulation subsystem is used to simulate the road loads transmitted to the output ends on both sides of the transmission during the actual vehicle driving conditions, specifically including: a vehicle dynamics real-time simulation model, a road load simulation real-time simulation device, and two sets of loading devices. Among them, the vehicle dynamics real-time simulation model runs on the road load simulation real-time simulation device. The vehicle dynamics real-time simulation model is as shown in Equations (4) - (9):

[0063]

[0064]

[0065] R = Bρ th γ R (ρ th ) (6)

[0066]

[0067]

[0068]

[0069] In the formula, T1 * and T2 * are the road loads on both sides of the transmission, that is, the target torque values of the two sets of loading devices, in N·m; m is the vehicle mass, in kg; n1 and n2 are the rotational speeds of the loading devices respectively, in r / min; g is the gravitational acceleration, in m / s 2 ; f is the rolling resistance coefficient; μ is the steering resistance coefficient; L is the track ground contact length, in m; B is the center distance between the two tracks, in m; C D is the air resistance coefficient; A is the frontal area, in m 2 ; V is the vehicle speed, in km / h; r z is the driving wheel radius, in m; i c is the side transmission ratio; η1 and η2 are the transmission efficiencies from the two tracks to the output end of the transmission respectively; y is the defined sign function; R is the vehicle turning radius, in m; ρ th is the relative turning radius of the vehicle; μ max is the maximum steering resistance coefficient; γ R (ρ th ) is the correction coefficient, according to ρth Look up the table to obtain the corresponding γ R (ρ th ).

[0070] Among them, it is necessary to calculate and complete each ρ in advance th The corresponding correction coefficient, according to ρ th Look up the table to obtain γ R , and the calculation method is as shown in Equations (10) to (11):

[0071]

[0072]

[0073] Among them, n1 and n2 are the rotational speeds of the loading device respectively, and a1 and a2 are the relative offset amounts of the vehicle steering pole

[0074] The auxiliary power unit simulation subsystem is used to simulate the discharge and charging dynamic characteristics of the auxiliary power unit (power battery or super capacitor), and specifically includes: an auxiliary power unit real-time simulation model, an auxiliary power unit simulation real-time simulation device, and a battery simulator. Among them, the auxiliary power unit real-time simulation model runs on the auxiliary power unit simulation real-time simulation device

[0075] The electrical load simulation subsystem is used to simulate the total power requirements of the vehicle's cooling and heat dissipation system, motion system, weapon system and other electrical systems, and a DC power supply can be used as the electrical load simulation device

[0076] The driving simulation subsystem is used to provide a three-dimensional visual graphic display effect for the driver, enabling the driver to truly feel the dynamic characteristics of the driven vehicle, enabling the driver to evaluate the handling stability and comfort of the vehicle, and thus providing a basis for improving the transmission comprehensive control strategy. The driving simulation subsystem specifically includes: a multi-functional steering wheel, an accelerator pedal, a brake pedal, a visual scene model, and a driving simulation computer. Among them, the visual scene model runs on the driving simulation computer. The multi-functional steering wheel communicates with the tested electric drive system through a bus, and the test personnel generate a steering wheel angle signal and a gear signal by operating the steering wheel; the test personnel output an accelerator pedal opening simulation signal or a brake pedal opening simulation signal to the tested electric drive system by operating the accelerator pedal or the brake pedal

[0077] The test simulation control subsystem communicates with the main power unit simulation subsystem, the auxiliary power unit simulation subsystem, the electrical load simulation subsystem, the driving simulation subsystem, and the road surface load simulation subsystem through a bus

[0078] The test simulation control subsystem sends the output torque value and output speed value of the power motor to the internal combustion engine simulation real-time simulation device, and the internal combustion engine simulation real-time simulation device sends the target torque value of the power motor calculated by the internal combustion engine real-time simulation model to the test simulation control subsystem; the test simulation control subsystem sends the target torque value to the power motor, and the power motor sends the output torque value and output speed value of the power motor to the test simulation control subsystem.

[0079] The test simulation control subsystem sends the output speed value of the loading device to the road load simulation real-time simulation device, and the road load simulation real-time simulation device sends the target torque value of the loading device calculated by the vehicle dynamics real-time simulation model to the test simulation control subsystem; the test simulation control subsystem sends the target torque value to the two sets of loading devices respectively, and the loading device sends the output speed value of the loading device to the test simulation control subsystem.

[0080] The test simulation control subsystem sends the output current value and voltage value of the battery simulator to the auxiliary power unit simulation real-time simulation device, and the auxiliary power unit simulation real-time simulation device sends the target open-circuit voltage value and internal resistance value of the auxiliary power unit calculated by the auxiliary power unit real-time simulation model to the test simulation control subsystem; the test simulation control subsystem sends the target open-circuit voltage value and internal resistance value to the battery simulator, and the battery simulator sends the output current value and voltage value to the test simulation control subsystem.

[0081] The test simulation control subsystem sends the output speed value of the loading device to the driving simulation computer, and the visual scene model calculates the vehicle speed and position according to the output speed value of the loading device and performs three-dimensional visual scene dynamic display.

[0082] Figure 2 It is a schematic layout diagram of the test simulation system for high-power high-speed all-electric vehicles according to the embodiment of the present invention. As Figure 2 shown, in the specific implementation process, the internal combustion engine real-time simulation model, the vehicle dynamics real-time simulation model, and the auxiliary power unit real-time simulation model can run on the same set of real-time simulation devices, that is, the internal combustion engine simulation real-time simulation device, the road load simulation real-time simulation device, and the auxiliary power unit simulation real-time simulation device can be combined into one set of real-time simulation devices.

[0083] As Figure 2 shown, the loading device can adopt an electric dynamometer, and the electric load simulation subsystem is implemented in the form of a DC power supply.

[0084] In summary, the present invention provides a test simulation system and its control method for high-power high-speed all-electric vehicles, which can realize bench simulation of other vehicle systems related to the electric drive system, accurately test the performance and functions of the electric drive system under actual vehicle simulation conditions, and verify and calibrate the drive control strategy.

[0085] The above specific embodiments only describe the design principle of the present invention. The shapes and names of the components in this description can be different and are not restricted. Therefore, those skilled in the art of the present invention can modify or make equivalent replacements to the technical solutions recorded in the foregoing embodiments; and these modifications and replacements do not depart from the gist and technical solutions of the present invention, and shall all fall within the protection scope of the present invention.

Claims

1. A high-power high-speed all-electric vehicle test simulation system, characterized in that, Comprising: The main power unit simulation subsystem, which is used to simulate the dynamic output characteristics of the internal combustion engine in real time; The auxiliary power unit simulation subsystem, which is used to simulate the discharge and charging dynamic characteristics of the auxiliary power unit; The electrical load simulation subsystem, which is used to simulate the total power demand of the electrical system; The road surface load simulation subsystem, which is used to simulate the road surface load transmitted to the output ends on both sides of the transmission device under the actual vehicle driving conditions; The driving simulation subsystem, which is used to provide a three-dimensional visual scene graph display for the driver; The test auxiliary subsystem, which is used to provide a constant temperature cooling test environment for the full electric vehicle test simulation system; The test simulation control subsystem communicates with the main power unit simulation subsystem, the auxiliary power unit simulation subsystem, the electrical load simulation subsystem, the road surface load simulation subsystem, the driving simulation subsystem and the test auxiliary subsystem through a bus, and is used to control the start and stop states of each subsystem; The main power unit simulation subsystem includes: an internal combustion engine real-time simulation model, an internal combustion engine simulation real-time simulation device and a power motor, wherein the internal combustion engine real-time simulation model runs on the internal combustion engine simulation real-time simulation device; The internal combustion engine real-time simulation model is: Among them, α is the throttle opening of the internal combustion engine; is the preset target speed of the internal combustion engine; n Eng is the actual speed of the internal combustion engine at the current moment; K P is the proportional coefficient of the PI controller for the throttle opening; K I is the integral coefficient of the PI controller for the throttle opening; T Eng * is the target torque of the internal combustion engine; T Eng is the output torque of the internal combustion engine at the current moment; k τ is the fitting coefficient of the dynamic characteristics of the internal combustion engine; T EngMax (n Eng ) is the maximum torque that the internal combustion engine can output at the speed n Eng ; n Motor is the speed at the output end of the power motor; T Motor is the output torque of the power motor; is the target torque of the power motor; t is the running time of the current model; The auxiliary power unit simulation subsystem includes: an auxiliary power unit real-time simulation model, an auxiliary power unit simulation real-time simulation device and a battery simulator, wherein the auxiliary power unit real-time simulation model runs on the auxiliary power unit simulation real-time simulation device; the road surface load simulation subsystem includes: a vehicle dynamics real-time simulation model, a road surface load simulation real-time simulation device and two sets of loading devices, wherein the vehicle dynamics real-time simulation model runs on the road surface load simulation real-time simulation device; The vehicle dynamics real-time simulation model is: R = Bρ th γ R (ρ th ) (6) Among them, T1 * and T2 * are the road surface loads on both sides of the transmission device, that is, the target torque values of the two sets of loading equipment; m is the vehicle mass; n1 and n2 are the rotational speeds of the loading equipment respectively; g is the acceleration due to gravity; f is the rolling resistance coefficient; μ is the steering resistance coefficient; L is the length of the track in contact with the ground; B is the center distance between the two tracks; C D is the air resistance coefficient; A is the frontal area; V is the vehicle speed; r z is the radius of the driving wheel; i c is the side transmission ratio; η1 and η2 are the transmission efficiencies from the two tracks to the output end of the transmission device respectively; y is the defined sign function; R is the vehicle turning radius; ρ th is the relative turning radius of the vehicle; μ max is the maximum steering resistance coefficient; γ R (ρ th ) is the correction coefficient, which is calculated by looking up the table according to ρ th to obtain γ R (ρ th ).

2. The full-electric vehicle test simulation system according to claim 1, wherein The electrical load simulation subsystem is realized by simulating a DC power supply; The electrical load simulation subsystem includes at least one of the following: a whole vehicle cooling and heat dissipation simulation unit or a movement simulation unit.

3. The full-electric vehicle test simulation system according to claim 1, characterized in that The driving simulation subsystem includes: a multifunctional steering wheel, an accelerator pedal, a brake pedal, a visual scene model and a driving simulation computer, wherein the visual scene model runs on the driving simulation computer, and the multifunctional steering wheel is used to communicate with the to-be-tested electric drive system through a bus.

4. A control method for a full-electric vehicle test simulation system as described in any one of claims 1-3, characterized in that, Comprising: The power motor sends the power motor output torque value and the power motor output speed value to the test simulation control subsystem; The test simulation control subsystem sends the power motor output torque value and the power motor output speed value to the internal combustion engine simulation real-time simulation device; The internal combustion engine simulation real-time simulation device sends the power motor target torque value calculated by the internal combustion engine real-time simulation model to the test simulation control subsystem; The test simulation control subsystem sends the target torque value to the power motor.

5. The control method according to claim 4, characterized in that Further comprising: The loading device sends the loading device output speed value to the test simulation control subsystem; The test simulation control subsystem sends the output speed value of the loading device to the road surface load simulation real-time simulation device; The road surface load simulation real-time simulation device sends the target torque value of the loading device calculated by the vehicle dynamics real-time simulation model to the test simulation control subsystem; The test simulation control subsystem sends the target torque value to each of the two sets of loading devices.

6. The control method according to claim 4, wherein It further includes: The battery simulator sends the output current value and output voltage value to the test simulation control subsystem; The test simulation control subsystem sends the output current value and output voltage value of the battery simulator to the auxiliary power unit simulation real-time simulation device; The auxiliary power unit simulation real-time simulation device sends the target open-circuit voltage value and internal resistance value calculated by the auxiliary power unit real-time simulation model to the test simulation control subsystem; The test simulation control subsystem sends the target open-circuit voltage value and internal resistance value to the battery simulator.

7. The control method according to claim 4, wherein It further includes: The test simulation control subsystem sends the output speed value of the loading device to the driving simulation computer; The visual scene model calculates the vehicle speed and position based on the output speed value of the loading device and performs three-dimensional visual scene dynamic display.

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