A vehicle powertrain model simulation method and system

Abstract

The application discloses a kind of vehicle power transmission system model simulation method and system, vehicle engine model, power shift gearbox model, synchronizer shift gearbox model and vehicle whole vehicle power model are established in turn;Each model not only meets the actual physical characteristics of vehicle whole vehicle related module, but also can independently carry out unit test and real-time monitoring for each model, the power data output by each model can be mutually coordinated to participate in calculation, also as input data feedback to itself, and continuously output real-time measurement data, the model disclosed in the application realizes the closed-loop transmission calculation of power parameters, so that the real-time simulation platform has the steady state and dynamic characteristics of vehicle whole vehicle simultaneously, data acquisition test of vehicle running process can be carried out from the whole vehicle angle and power chain each link, problems existing in power system can be found in time before gearbox calibration, and also provide theoretical data basis for optimization of later gearbox.

Description

Technical Field

[0001] The invention belongs to the technical field of engine simulation, and relates to a vehicle power transmission system model simulation method and system. Background Art

[0002] In the agricultural machinery sector, most vehicle manufacturers lack sufficient forward development capabilities for transmission control software, resulting in very low software development quality and efficiency. Currently, during the modeling and simulation phase, there is a lack of detailed modeling and in-the-loop simulation of the controlled object, namely the vehicle's powertrain. During software testing, problems and patterns are identified through actual road testing, which consumes time, manpower, and resources, while also introducing risks for testers.

[0003] Because vehicle transmissions have complex software functions and harsh operating conditions, defects cannot be discovered in a timely manner during the TCU software architecture design and module development process. In addition, various test conditions such as road tests and field tests of the vehicle bring great difficulties to vehicle testing and calibration, which is not conducive to rapid software updates and iterations, increases development costs, and lengthens the development cycle. Summary of the Invention

[0004] The purpose of the present invention is to solve the problems in the prior art and provide a vehicle power transmission system model simulation method and system.

[0005] In order to achieve the above object, the present invention adopts the following technical solutions:

[0006] A vehicle powertrain model simulation method comprises the following steps:

[0007] S1: Establish the vehicle engine model, power shift transmission model, synchronizer shift transmission model and vehicle power model in sequence;

[0008] S2: acquiring power parameters output by the engine model based on the engine model, and transmitting the acquired power parameters of the engine model to the engine model and the power shift transmission model respectively;

[0009] S3: obtaining power parameters output by the power shift transmission based on the power shift transmission model, and transmitting the obtained power shift transmission power parameters to the engine model, the power shift transmission model, and the synchronizer shift transmission model respectively;

[0010] S4: acquiring power parameters output by the synchronizer shift transmission based on the synchronizer shift transmission model, and transmitting the acquired power parameters of the synchronizer shift transmission to the power shift transmission model and the vehicle power model respectively;

[0011] S5: Acquire the actual vehicle speed based on the vehicle power model, and transmit the actual vehicle speed to the synchronizer shift transmission power model.

[0012] A further improvement of the present invention is:

[0013] In step S1, a vehicle engine model, a power shift transmission model, a synchronizer shift transmission model and a vehicle power model are sequentially established based on the Simulink platform.

[0014] The step S2 comprises the following steps:

[0015] Start the engine model, obtain the engine output torque and output speed, and transmit the engine model output torque as a feedback signal back to the engine model;

[0016] The engine output speed and engine output torque are fed into the powershift transmission model.

[0017] The step S3 comprises the following steps:

[0018] The power shift transmission model includes a power shift transmission torque calculation model and a speed calculation model;

[0019] Inputting the engine output speed and the engine output torque into a power shift transmission torque calculation model to obtain the input torque and output torque of the power shift transmission;

[0020] The input torque of the power shift transmission is transmitted to the engine model, and the output torque of the power shift transmission is transmitted to the power shift transmission speed calculation model and the synchronizer shift transmission model respectively. The output speed of the power shift transmission is obtained based on the power shift transmission speed calculation model.

[0021] The step S3 comprises the following steps:

[0022] The synchronizer shift transmission model includes a synchronizer shift transmission gear calculation model, a synchronizer shift transmission torque calculation model and a synchronizer shift transmission speed calculation model;

[0023] Calculate the actual speed ratio of the synchronizer shift transmission based on the synchronizer shift transmission gear calculation model;

[0024] The actual speed ratio of the synchronizer shift transmission and the output torque of the power shift transmission are transmitted to the synchronizer shift transmission torque calculation model to obtain the input torque and output torque of the synchronizer shift transmission;

[0025] The input torque of the synchronizer shift transmission is transmitted to the power shift transmission speed calculation model, and the output torque of the synchronizer shift transmission is transmitted to the vehicle power model;

[0026] The output speed of the synchronizer shift transmission is obtained based on the synchronizer shift transmission speed calculation model.

[0027] The step S4 comprises the following steps:

[0028] The vehicle dynamics model includes a vehicle acceleration force calculation model and a vehicle speed calculation model;

[0029] The synchronizer shift transmission output torque is transmitted to the vehicle acceleration force calculation model to obtain the vehicle acceleration force;

[0030] The vehicle acceleration force is transmitted to the vehicle speed calculation model to obtain the actual vehicle speed;

[0031] The actual vehicle speed is fed back as a feedback signal to the synchronizer shift transmission speed calculation model.

[0032] The step S5 comprises the following steps:

[0033] Calculating whether the engine output speed, the power shift transmission output speed, the synchronizer shift transmission output speed, and the actual vehicle speed satisfy a fixed speed ratio relationship preset in the transmission;

[0034] Calculate whether the engine output torque and the power shift transmission output torque meet the fixed speed ratio relationship preset in the transmission.

[0035] A vehicle powertrain model simulation system includes a model building module, an engine parameter calculation module, a power shift transmission power parameter calculation module, a vehicle power parameter calculation module, and a vehicle powertrain prediction module;

[0036] A model building module is used to sequentially build a vehicle engine model, a power shift transmission model, a synchronizer shift transmission model, and a vehicle power model;

[0037] An engine parameter calculation module is used to obtain power parameters output by the engine model based on the engine model, and transmit the obtained engine model power parameters to the engine model and the power shift transmission model respectively;

[0038] a power shift transmission power parameter calculation module, which obtains power parameters output by the power shift transmission based on the power shift transmission model, and transmits the obtained power shift transmission power parameters to the engine model, the power shift transmission model, and the synchronizer shift transmission model respectively;

[0039] A synchronizer shift transmission power parameter calculation module is used to obtain the power parameters output by the synchronizer shift transmission based on the synchronizer shift transmission model, and transmit the obtained synchronizer shift transmission power parameters to the power shift transmission model and the vehicle power model respectively;

[0040] The vehicle power parameter calculation module obtains the actual vehicle speed based on the vehicle power model and transmits the actual vehicle speed to the synchronizer shift transmission power model.

[0041] A terminal device comprises a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor implements the steps of any one of the methods of the present invention when executing the computer program.

[0042] A computer-readable storage medium stores a computer program, wherein the computer program, when executed by a processor, implements the steps of any method described in the present invention.

[0043] Compared with the prior art, the present invention has the following beneficial effects:

[0044] The present invention discloses a vehicle power transmission system model simulation method, which establishes a vehicle power transmission system. Each model not only conforms to the actual physical characteristics of the relevant modules of the vehicle, but also can independently perform unit testing and real-time monitoring on each model. The power data output by each model can cooperate with each other to participate in the calculation, and is also fed back to itself as input data, continuously outputting real-time measurement data. The model disclosed by the present invention realizes the closed-loop transmission calculation of power parameters, so that the real-time simulation platform has both the steady-state and dynamic characteristics of the vehicle. Data collection and testing of the vehicle operation process can be carried out from the perspective of the entire vehicle and each link of the power chain. Problems in the power system can be discovered in time before the gearbox is calibrated, and a theoretical data basis can be provided for the optimization of the later gearbox. The method disclosed by the present invention improves the development and testing efficiency of vehicle gearbox control software, accelerates the product development process, and reduces testing costs and risks.

[0045] Furthermore, the present invention constructs each model based on the Simulink platform, and each model can be constructed according to the actual parameters of the vehicle. The platform and each model are highly compatible, closed-loop testing can be performed between models, the input parameters of the model can be configured according to requirements, the model is easy to adjust and optimize, and the accuracy of model testing is improved. BRIEF DESCRIPTION OF THE DRAWINGS

[0046] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the following briefly introduces the drawings required for use in the embodiments. It should be understood that the following drawings only illustrate certain embodiments of the present invention and therefore should not be regarded as limiting the scope. For ordinary technicians in this field, other relevant drawings can be obtained based on these drawings without paying any creative work.

[0047] Figure 1 A simplified structural diagram of the vehicle power transmission system of the present invention;

[0048] Figure 2 is a schematic diagram of a vehicle power transmission system simulation model of the present invention;

[0049] Figure 3 A schematic diagram of an engine model in a vehicle powertrain simulation model of the present invention;

[0050] Figure 4 A schematic diagram of a power shift transmission model in a vehicle power transmission system simulation model of the present invention;

[0051] Figure 5 A schematic diagram of a synchronizer shift transmission model in a vehicle powertrain simulation model of the present invention;

[0052] Figure 6 Schematic diagram of the vehicle dynamics model in the vehicle power transmission system simulation model of the present invention.

[0053] Figure 7 This is a test diagram of power parameter data for an embodiment of the present invention (wherein, a is the engine output torque; b is the engine target speed; c is the power shift transmission solenoid valve current; d is the synchronizer shift transmission solenoid valve current; e is the synchronizer shift transmission output speed; f is the power shift transmission output torque; g is the engine output speed; h is the power shift transmission output speed; i is the synchronizer shift transmission solenoid valve current; and j is the actual vehicle speed). DETAILED DESCRIPTION

[0054] To make the objectives, technical solutions, and advantages of the embodiments of the present invention more clear, the technical solutions of the embodiments of the present invention will be clearly and completely described below in conjunction with the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Generally, the components of the embodiments of the present invention described and shown in the drawings herein can be arranged and designed in various different configurations.

[0055] Therefore, the following detailed description of the embodiments of the present invention provided in the accompanying drawings is not intended to limit the scope of the invention as claimed, but rather merely represents selected embodiments of the present invention. All other embodiments derived by persons of ordinary skill in the art based on the embodiments of the present invention without creative effort shall fall within the scope of protection of the present invention.

[0056] It should be noted that similar reference numerals and letters denote similar items in the following drawings, and therefore, once an item is defined in one drawing, it does not need to be further defined or explained in subsequent drawings.

[0057] In the description of the embodiments of the present invention, it should be noted that if the terms "upper," "lower," "horizontal," "inner," etc. appear, the orientation or positional relationship indicated is based on the orientation or positional relationship shown in the accompanying drawings, or the orientation or positional relationship in which the inventive product is typically placed when in use. These terms are merely for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or component referred to must have a specific orientation, be constructed, or operate in a specific orientation. Therefore, they should not be construed as limitations on the present invention. In addition, the terms "first," "second," etc. are used only to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0058] In addition, if the term "horizontal" appears, it does not mean that the component must be absolutely horizontal, but can be slightly tilted. For example, "horizontal" only means that its direction is more horizontal than "vertical", and does not mean that the structure must be completely horizontal, but can be slightly tilted.

[0059] In the description of the embodiments of the present invention, it should be noted that, unless otherwise expressly specified or limited, the terms "disposed," "installed," "connected," and "connected" should be understood in a broad sense. For example, they can refer to fixed connections, detachable connections, or integral connections; they can refer to mechanical connections or electrical connections; they can refer to direct connections or indirect connections through an intermediate medium; and they can refer to internal connections between two components. Those skilled in the art will understand the specific meanings of the above terms in the present invention based on specific circumstances.

[0060] The present invention is described in further detail below with reference to the accompanying drawings:

[0061] See also Figure 1The present invention discloses a vehicle powertrain model simulation method. This method, built within the MATLAB / Simulink environment, establishes a precise and reliable real-time simulation platform for the vehicle powertrain. This platform analyzes the operating principles of the vehicle from the perspective of the entire vehicle and each link in the powertrain, and combines this with MIL testing of the transmission control software. This method fully simulates and verifies the control logic and timing of the TCU software, identifying and resolving software issues as early as possible before transmission calibration. Furthermore, by monitoring the overall vehicle performance, it enables preliminary consideration and evaluation of transmission control timing and effectiveness, providing a theoretical basis for optimizing transmission shift strategies. This significantly improves the development and testing efficiency of vehicle transmission control software, accelerates product development, and reduces testing costs and risks.

[0062] The present invention comprises the following steps:

[0063] Step 1: Establish the vehicle engine model, power shift transmission model, synchronizer shift transmission model and vehicle power model in sequence;

[0064] Step 2: Based on the engine model, the power parameters output by the engine model are obtained, and the obtained power parameters of the engine model are respectively transmitted to the engine model and the power shift transmission model. The specific process is as follows:

[0065] See also Figure 3 ,The engine model consists of four sub-models, namely: starting motor model, ECU controller model, engine ,torque control model and engine speed calculation model.

[0066] Among them, the starter motor model is used to simulate the engine ignition starting process:

[0067] The input signal is the vehicle key status; the output signal is: starter motor output torque T str and the starting motor rotor inertia J str .

[0068] The ECU controller model is used to implement engine speed control:

[0069] For example, after the vehicle is started, PI feedback control is used to adjust the engine speed to idle, and during shift control, the transmission TCU responds to speed requests. Input signals include vehicle key status, engine target speed, engine output speed, and driver-requested throttle opening; the output signal is the ECU's requested throttle opening.

[0070] The engine torque control model calculates the engine output torque by interpolating the engine's external characteristic curve and looking up the table. Input signals include engine output speed and ECU-requested throttle opening; output signals include engine effective torque, engine friction torque, and engine output torque.

[0071] The engine speed calculation model obtains the engine output speed by constructing the dynamic equation:

[0072] The input signals are: engine output torque T eng , Engine crankshaft moment of inertia J eng , starting motor output torque T str , starting motor rotor inertia J str , power shift transmission input torque T pst_in ; The output signal is the engine output speed n eng , the calculation method is as follows:

[0073] n eng =∫[(T eng +T str -T pst_in ) / (J eng +J str )]

[0074] Step 3: Obtain the power parameters output by the power shift transmission based on the power shift transmission model, and transmit the obtained power shift transmission power parameters to the engine model, the power shift transmission model, and the synchronizer shift transmission model respectively. The specific process is as follows:

[0075] See also Figure 4 ,The power shift transmission model includes two sub-models, namely: a power shift transmission torque ,calculation model and a power shift transmission speed ,calculation model.

[0076] The power shift transmission torque calculation model has the function of calculating the wet clutch transmission torque;

[0077] The input signals are: engine output torque T eng , engine output speed n eng , power shift transmission output speed n pst_out , power shift transmission solenoid valve current;

[0078] Output signals are: Power shift transmission input torque T pst_in , power shift transmission output torque T pst_out Here, the wet clutch transmission torque is calculated using a segmented method, and the expression is as follows:

[0079]

[0080] Where, T clu_out is the transmission torque of a single wet clutch, T fric is the slip torque of a single wet clutch, T clu_in is the input torque of a single wet clutch.

[0081] The power shift transmission speed calculation model obtains the power shift transmission output speed by constructing a dynamic equation;

[0082] Input signals are: power shift transmission output torque T pst_out , Synchronizer shift transmission input torque T sync_in , Power shift transmission output shaft moment of inertia J pst_out ;

[0083] The output signal is the power shift transmission output speed n pst_out The calculation method is as follows:

[0084] n pst_out =∫[(T pst_out -T sync_in ) / J pst_out ]

[0085] Step 4: obtaining power parameters output by the synchronizer shift transmission based on the synchronizer shift transmission model, and transmitting the obtained synchronizer shift transmission power parameters to the power shift transmission model and the vehicle power model respectively;

[0086] See also Figure 5 The synchronizer shift transmission model includes three sub-models: synchronizer shift transmission gear calculation model, synchronizer shift transmission torque calculation model and synchronizer shift transmission speed calculation model.

[0087] The synchronizer shift transmission gear calculation model obtains the shift fork position through the solenoid valve current based on the fluid mechanics model, and then further calculates the actual gear position, and obtains the actual speed ratio according to the actual gear position lookup table.

[0088] The input signals are: gearbox system oil temperature, gearbox system oil pressure, synchronizer shift gearbox solenoid valve current; the output signals are: synchronizer shift gearbox actual gear position, synchronizer shift gearbox actual speed ratio g sync .

[0089] The synchronizer shift transmission torque calculation model is used to realize the input and output torque calculation;

[0090] Input signals are: synchronizer shift gearbox actual speed ratio g sync , power shift transmission output torque T pst_out ; Output signals include: synchronizer shift gearbox input torque T sync_in, Synchronizer shift transmission output torque T sync_out The calculation method is as follows:

[0091]

[0092]

[0093] The synchronizer shift transmission speed calculation model is used to realize the output speed calculation.

[0094] Input signals include: actual vehicle speed V veh , vehicle tire radius R tire 、Vehicle rear axle speed ratio g axle ; The output signal is the synchronizer shift gearbox output speed n sync_out The calculation method is as follows:

[0095] n sync_out =V veh / R tire *g axle *30 / π

[0096] Step 5: Obtain the actual vehicle speed based on the vehicle power model, and transmit the actual vehicle speed to the synchronizer shift transmission power model;

[0097] See also Figure 6 The vehicle dynamic model includes two sub-models: vehicle acceleration force calculation model and vehicle speed calculation model.

[0098] The vehicle acceleration force calculation model first calculates the various resistances acting on the vehicle, and then calculates the vehicle's acceleration force.

[0099] Input signals are: synchronizer shift gearbox output torque T sync_out , vehicle mass M veh , vehicle tire radius R tire 、Vehicle rear axle speed ratio g axle , vehicle brake pedal status, vehicle actual speed V veh ;The output signal is the vehicle acceleration force F acc .

[0100] The resistance to the vehicle is composed of four parts: air resistance F air , rolling resistance F rol , slope resistance F clm and braking resistance F brk The driving force F transmitted to the wheels by the vehicle's powertrain drv Subtract these resistances, and the remaining force is the vehicle acceleration force F acc The calculation method is as follows:

[0101] Fdrv =T sync_out *g axle / R tire ;

[0102] F acc =F drv -(F air +F rol +F clm +F brk ).

[0103] The vehicle speed calculation model has a vehicle speed calculation function;

[0104] Input signals are: vehicle acceleration force F acc , vehicle mass M veh ; The output signal is the actual vehicle speed V veh Vehicle acceleration force F acc The vehicle is accelerated, and based on this principle, a dynamic equation is constructed to calculate the actual vehicle speed. The calculation method is as follows:

[0105] V veh =∫(F acc / M veh )

[0106] Step 6: Based on the power parameters obtained in steps 2 to 5, predict whether the vehicle power transmission system meets the preset standards.

[0107] When combining the vehicle powertrain simulation model with the TCU software control model for closed-loop testing, the input and output signals of each module in the vehicle powertrain simulation model can be monitored and recorded in real time. By reviewing and evaluating these signals, the TCU control software model can be further modified and optimized. The specific operation includes the following steps:

[0108] (1) Calculate whether the engine output speed, power shift transmission output speed, synchronizer shift transmission output speed, and actual vehicle speed meet the fixed speed ratio relationship in the transmission mechanical design;

[0109] (2) Calculate whether the engine output torque and the power shift transmission output torque satisfy the fixed speed ratio relationship in the transmission mechanical design;

[0110] (3) Observe whether there are obvious fluctuations in the engine output speed and the actual vehicle speed. If the engine speed drops or the vehicle speed fluctuates greatly, it means that there is a gear shift shock and the control effect is poor. At this time, the TCU software control model needs to be modified and optimized.

[0111] The engine model, power shift transmission model, synchronizer shift transmission model, and vehicle dynamics model constructed by the method disclosed in the present invention all introduce real mechanical parameters. Each model not only conforms to the actual physical characteristics of the relevant modules of the vehicle, but also can be independently unit tested and monitored in real time for each model. It can also be expanded to apply to vehicle power transmission system simulation models of other structures, with strong flexibility and high reusability.

[0112] In the simulation calculation, the power shift transmission input torque output by the power shift transmission model is input into the engine model as a feedback signal; the synchronizer shift transmission input torque output by the synchronizer shift transmission model is input into the power shift transmission model as a feedback signal; the engine output speed output by the engine model is input into itself as a feedback signal; the power shift transmission output speed output by the power shift transmission model is input into itself as a feedback signal; the actual vehicle speed output by the vehicle dynamics model is input into itself and the synchronizer shift transmission model as a feedback signal.

[0113] Based on this principle, the vehicle powertrain simulation model realizes torque closed loop and speed closed loop, so that the real-time simulation platform has both steady-state and dynamic characteristics of the vehicle.

[0114] In the powershift transmission module, the wet clutch torque transfer calculation utilizes a three-stage approach, fully accounting for the clutch's three operating states: open, slipping, and locked. Detailed modeling based on this segmented calculation method enables accurate calculation of the wet clutch's torque transfer capacity regardless of the clutch's control phase (fully disengaged, oil-filling preparation, torque alternation, speed synchronization, or fully engaged) and regardless of changes in the TCU software's control sequence and strategy.

[0115] The present invention discloses an embodiment specifically applied to a tractor vehicle:

[0116] See also Figure 7 The public test case involves a vehicle start. During the co-simulation test, the TCU software control model outputs signals such as the engine target speed, currents of powershift transmission solenoid valves 1 and 2, and currents of synchronizer transmission solenoid valves 1, 2, 3, and 4 to the vehicle powertrain simulation model. The vehicle powertrain simulation model then outputs signals such as engine output torque, engine output speed, powershift transmission output torque, powershift transmission output speed, synchronizer transmission output speed, and actual vehicle speed. Once the vehicle starts and the test case is complete, Simulink monitors and records this data in real time, performing verification and evaluation.

[0117] (1) The engine output speed is 1000 rpm, the power shift transmission output speed is -866.2 rpm, the synchronizer shift transmission output speed is 205.2 rpm, and the actual vehicle speed is 1.92 km / h.

[0118] The speed ratio value obtained by dividing the engine output speed by the power shift transmission output speed is -1.154;

[0119] Dividing the power shift transmission output speed by the synchronizer shift transmission output speed yields a speed ratio value of -4.22;

[0120] The speed ratios calculated above all meet the mechanical design conditions of the transmission's starting gear.

[0121] Similarly, the vehicle speed of 1.92 km / h in the starting gear at an engine speed of 1000 rpm is also in line with the mechanical design state.

[0122] (2) The power shift transmission output torque is -666.1 Nm and the engine output torque is 577 Nm. The speed ratio value obtained by dividing the two is -1.154, which meets the mechanical design state of the transmission starting gear.

[0123] (3) The control effect of TCU software on the power shift transmission clutch during the start process is Figure 7 a and Figure 7 j Comprehensive assessment, Figure 7 The engine output speed dropped slightly between 13.2s and 18.2s, and the maximum speed "sag" was 52rpm. Figure 7 jThe actual vehicle speed increases smoothly without any noticeable shaking or oscillation, so it can be considered that the transmission TCU software has a good control effect when the vehicle starts.

[0124] The model established in the embodiment of the present invention is built based on the Simulink platform. Currently, in the field of transmission control, the existing conventional technical means mostly use tools such as AMEsim or Simscape to build a physical simulation model of the entire vehicle. Among them, there are many disadvantages when jointly simulating AMEsim and Simulink, which are mainly reflected in: (1) complex environment variable configuration and software settings are required in the early stage, (2) Simulink has many restrictions on the software version of AMEsim, and (3) it does not support compilation and generation of C code. The disadvantages of the Simscape tool are as follows: (1) since Simscape and Simulink belong to different libraries, data exchange between components requires type conversion, that is, the mutual conversion between physical signals and Simulink signals, and (2) the simulation model built using the Simscape tool requires a solver to start the simulation. If the solver configuration is not compatible or does not match the control system, it will cause the system simulation time to be extended or an error will be reported or even the simulation cannot be performed.

[0125] All signals in the model constructed in this embodiment of the present invention are Simulink signals, and no conversion between physical and Simulink signals is involved. Because the control model for the transmission embedded software was also developed in a Simulink environment, the vehicle powertrain simulation model and the TCU software control model are highly compatible and parameter-configurable when used together for closed-loop testing. This makes the simulation model easy to adjust and optimize when the transmission mechanical design changes. Furthermore, the simulation model supports C code generation, allowing the model to be deployed in other simulation environments, such as hardware-in-the-loop (HIL) systems.

[0126] The simulation method disclosed in the embodiment of the present invention can be applied to various vehicles such as tractors.

[0127] A vehicle powertrain model simulation system includes a model building module, an engine parameter calculation module, a power shift transmission power parameter calculation module, a vehicle power parameter calculation module, and a vehicle powertrain prediction module;

[0128] A model building module is used to sequentially build a vehicle engine model, a power shift transmission model, a synchronizer shift transmission model, and a vehicle power model;

[0129] An engine parameter calculation module is used to obtain power parameters output by the engine model based on the engine model, and transmit the obtained engine model power parameters to the engine model and the power shift transmission model respectively;

[0130] a power shift transmission power parameter calculation module, which obtains power parameters output by the power shift transmission based on the power shift transmission model, and transmits the obtained power shift transmission power parameters to the engine model, the power shift transmission model, and the synchronizer shift transmission model respectively;

[0131] A synchronizer shift transmission power parameter calculation module is used to obtain the power parameters output by the synchronizer shift transmission based on the synchronizer shift transmission model, and transmit the obtained synchronizer shift transmission power parameters to the power shift transmission model and the vehicle power model respectively;

[0132] The vehicle power parameter calculation module obtains the actual vehicle speed based on the vehicle power model and transmits the actual vehicle speed to the synchronizer shift transmission power model;

[0133] The vehicle power system prediction module predicts whether the vehicle power transmission system meets the preset standards based on the power parameters obtained in steps 2 to 5.

[0134] A schematic diagram of a terminal device provided in one embodiment of the present invention. The terminal device in this embodiment includes: a processor, a memory, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, the steps of each of the aforementioned method embodiments are implemented. Alternatively, when the processor executes the computer program, the functions of each module / unit in each of the aforementioned device embodiments are implemented.

[0135] The computer program may be divided into one or more modules / units, which are stored in the memory and executed by the processor to accomplish the present invention.

[0136] The terminal device may be a computing device such as a desktop computer, a notebook computer, a PDA, a cloud server, etc. The terminal device may include, but is not limited to, a processor and a memory.

[0137] The processor can be a central processing unit (CPU), or other general-purpose processors, digital signal processors (DSP), application-specific integrated circuits (ASIC), field-programmable gate arrays (FPGA) or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc.

[0138] The memory may be used to store the computer programs and / or modules, and the processor implements various functions of the terminal device by running or executing the computer programs and / or modules stored in the memory and calling the data stored in the memory.

[0139] If the module / unit integrated in the terminal device is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the present invention implements all or part of the process in the above-mentioned embodiment method, and can also be completed by instructing the relevant hardware through a computer program. The computer program can be stored in a computer-readable storage medium. When the computer program is executed by a processor, it can implement the steps of each of the above-mentioned method embodiments. The computer program includes computer program code, which can be in source code form, object code form, executable file or some intermediate form. The computer-readable medium may include: any entity or device capable of carrying the computer program code, recording medium, USB flash drive, mobile hard disk, magnetic disk, optical disk, computer memory, read-only memory (ROM), random access memory (RAM), electric carrier signal, telecommunication signal and software distribution medium. It should be noted that the content contained in the computer-readable medium can be appropriately increased or decreased according to the requirements of legislation and patent practice in the jurisdiction. For example, in some jurisdictions, according to legislation and patent practice, computer-readable media do not include electric carrier signals and telecommunication signals.

[0140] The above are merely preferred embodiments of the present invention and are not intended to limit the present invention. Those skilled in the art will readily appreciate that various modifications and variations of the present invention are possible. Any modifications, equivalent substitutions, or improvements made within the spirit and principles of the present invention shall be included within the scope of protection of the present invention.

Claims

1. A vehicle powertrain system model simulation method, characterized in that: The following steps are involved: S1: Establish the vehicle engine model, power shift transmission model, synchronizer shift transmission model and vehicle power model in sequence; S2: acquiring power parameters output by the engine model based on the engine model, and transmitting the acquired power parameters of the engine model to the engine model and the power shift transmission model respectively; S3: obtaining power parameters output by the power shift transmission based on the power shift transmission model, and transmitting the obtained power shift transmission power parameters to the engine model, the power shift transmission model, and the synchronizer shift transmission model respectively; S4: acquiring power parameters output by the synchronizer shift transmission based on the synchronizer shift transmission model, and transmitting the acquired power parameters of the synchronizer shift transmission to the power shift transmission model and the vehicle power model respectively; S5: obtaining the actual vehicle speed based on the vehicle power model, and transmitting the actual vehicle speed to the synchronizer shift transmission power model; The step S2 comprises the following steps: Start the engine model, obtain the engine output torque and output speed, and transmit the engine model output torque as a feedback signal back to the engine model; delivering the engine output speed and the engine output torque to a power shift transmission model; The step S3 comprises the following steps: The power shift transmission model includes a power shift transmission torque calculation model and a speed calculation model; Inputting the engine output speed and the engine output torque into a power shift transmission torque calculation model to obtain the input torque and output torque of the power shift transmission; The input torque of the power shift transmission is transmitted to the engine model, the output torque of the power shift transmission is transmitted to the power shift transmission speed calculation model and the synchronizer shift transmission model respectively, and the output speed of the power shift transmission is obtained based on the power shift transmission speed calculation model; The step S3 comprises the following steps: The synchronizer shift transmission model includes a synchronizer shift transmission gear calculation model, a synchronizer shift transmission torque calculation model and a synchronizer shift transmission speed calculation model; Calculate the actual speed ratio of the synchronizer shift transmission based on the synchronizer shift transmission gear calculation model; The actual speed ratio of the synchronizer shift transmission and the output torque of the power shift transmission are transmitted to the synchronizer shift transmission torque calculation model to obtain the input torque and output torque of the synchronizer shift transmission; The input torque of the synchronizer shift transmission is transmitted to the power shift transmission speed calculation model, and the output torque of the synchronizer shift transmission is transmitted to the vehicle power model; The output speed of the synchronizer shift transmission is obtained based on the synchronizer shift transmission speed calculation model.

2. A vehicle powertrain model simulation method according to claim 1, characterized in that: In step S1, a vehicle engine model, a power shift transmission model, a synchronizer shift transmission model and a vehicle power model are sequentially established based on the Simulink platform.

3. The vehicle powertrain system model simulation method according to claim 1, characterized in that: The step S4 comprises the following steps: The vehicle dynamics model includes a vehicle acceleration force calculation model and a vehicle speed calculation model; The synchronizer shift transmission output torque is transmitted to the vehicle acceleration force calculation model to obtain the vehicle acceleration force; The vehicle acceleration force is transmitted to the vehicle speed calculation model to obtain the actual vehicle speed; The actual vehicle speed is fed back as a feedback signal to the synchronizer shift transmission speed calculation model.

4. A vehicle powertrain model simulation method according to claim 3, characterized in that: The step S5 comprises the following steps: Calculating whether the engine output speed, the power shift transmission output speed, the synchronizer shift transmission output speed, and the actual vehicle speed satisfy a fixed speed ratio relationship preset in the transmission; Calculate whether the engine output torque and the power shift transmission output torque meet the fixed speed ratio relationship preset in the transmission.

5. A vehicle powertrain model simulation system for implementing the method of claim 1, characterized in that: It includes a model building module, an engine parameter calculation module, a power shift transmission power parameter calculation module, and a vehicle power parameter calculation module; A model building module is used to sequentially build a vehicle engine model, a power shift transmission model, a synchronizer shift transmission model, and a vehicle power model; An engine parameter calculation module is used to obtain power parameters output by the engine model based on the engine model, and transmit the obtained engine model power parameters to the engine model and the power shift transmission model respectively; a power shift transmission power parameter calculation module, which obtains power parameters output by the power shift transmission based on the power shift transmission model, and transmits the obtained power shift transmission power parameters to the engine model, the power shift transmission model, and the synchronizer shift transmission model respectively; A synchronizer shift transmission power parameter calculation module is used to obtain the power parameters output by the synchronizer shift transmission based on the synchronizer shift transmission model, and transmit the obtained synchronizer shift transmission power parameters to the power shift transmission model and the vehicle power model respectively; The vehicle power parameter calculation module obtains the actual vehicle speed based on the vehicle power model and transmits the actual vehicle speed to the synchronizer shift transmission power model.

6. A terminal device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein: When the processor executes the computer program, the steps of the method according to any one of claims 1 to 4 are implemented.

7. A computer-readable storage medium storing a computer program, characterized in that: When the computer program is executed by a processor, the steps of the method according to any one of claims 1 to 4 are implemented.

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