A Hybrid System Test Bench and Control Method

Abstract

The present invention discloses a hybrid system test bench and a control method, which includes a test bench and also includes a load simulation motor. One end of the load simulation motor is connected with a moment of inertia regulator. The electrical parts of the load simulation motor and the moment of inertia regulator are respectively connected with a load simulation motor controller and an inertia regulation controller. The present invention realizes the tests of different hybrid assembly configurations and the individual type tests of each component through a control algorithm with the minimum investment in hardware equipment. It can test the power and economic performance of each hybrid configuration under different application scenarios, providing a strong test verification basis for the selection of hybrid configurations in different scenarios, and can achieve the reduction of test processes and verification cycles and the reduction of debugging costs. In addition, while meeting the battery type test, the present invention can further reduce the dependence of the test bench on the power grid, thereby reducing the capacity of the grid node transformer and further reducing the equipment investment and cost expenditure.

Description

Technical Field

[0001] The present invention belongs to the field of new energy hybrid vehicles. Specifically, the present invention relates to a hybrid system test bench and a control method therefor. Background Art

[0002] Since the first hybrid vehicle came out in 1898, various hybrid technologies have emerged in an endless stream. Especially in the past 10 years, with the rapid development, hybrid vehicles have made great progress in terms of usage cost and driving performance. Affected by cost, load, maintenance, and driving range, currently, the commonly used hybrid assemblies in the fields of commercial vehicles and mining vehicles include series, P1 parallel, and P2 parallel configurations, etc. For these hybrid assemblies with different configurations, their development tests and matching calibrations often first conduct tests on individual components or systems and then conduct overall matching and debugging on the whole vehicle. Moreover, for the power performance and economy of different configurations in different scenarios, they cannot be compared and analyzed on the same platform, resulting in problems such as cumbersome test procedures, high debugging costs, and long comparison and verification cycles.

[0003] The P2 architecture hybrid powertrain efficiency test method and test bench with the publication number of CN114812895A has a technical solution of establishing a P2 powertrain system with the same configuration as the whole vehicle, including an engine, a drive motor, a gearbox, and a rear axle assembly, etc.; using two dynamometers to simulate the road load of the whole vehicle instead of wheels, and using a battery simulator to replace the power battery on the whole vehicle; it can well simulate the specific usage scenarios of the whole vehicle assembly, but the differences in the configurations of different assemblies are relatively large, and the test range of the test bench is limited.

[0004] A range-extended hybrid power system performance test bench system with the publication number of CN109062174B has a technical solution of realizing road load simulation through system components such as a road load simulation motor, a drive motor, a reduction gearbox, a battery simulator / electronic load, a power storage battery, and related control units to develop and debug the energy management strategy and mode switching control strategy of the range-extended hybrid power system, and test and evaluate the performance of the range-extended hybrid power system.

[0005] A hybrid assembly test bench system and method for commercial vehicles with the publication number of CN112362359A has a technical solution of simulating various battery characteristics through a battery simulator to provide stable high voltage, which is suitable for the performance detection and test work of commercial vehicle hybrid assemblies and meets the different test requirements of commercial vehicle hybrid assemblies; directly installing the developed assembly integrated with an engine, a motor, and a gearbox on an experimental vehicle frame to carry out test experiments.

[0006] However, the above patents still have deficiencies: CN114812895A requires a rear axle assembly, a gearbox, and two dynamometers, and when matching different power outputs, it is necessary to replace the rear axle assembly, the gearbox, and the two dynamometers, resulting in huge equipment investment. It cannot conduct system joint debugging on the powertrain of the coupled battery system, and does not have the ability to conduct comparative test analysis and verification on the power performance and economy of different configurations of the powertrain; CN109062174B can only conduct performance tests and evaluations on extended-range hybrid power systems; the method of coupling a road load simulation motor and a gearbox is used to test the power output end and the drive end, with a complex structure and the moment of inertia of each transmission component having a certain impact on performance development tests. When calibrating different gearboxes and rear axle assemblies, it is necessary to replace the hardware, resulting in increased costs and complex replacements; although it can test some functions of the battery in the vehicle system, it cannot conduct various index tests and verifications on the matched power battery alone; CN112362359A provides test functions for the P2 configuration hybrid configuration, with defects in the type test verification of individual components, and its adaptability is limited for different hybrid configurations. Summary of the Invention

[0007] The present invention provides a hybrid system test bench and a control method, which need to solve the problem that in the existing technology, only the test and development requirements of a single configuration of the hybrid assembly are met. Most of them adopt the method of building the entire assembly into the framework, with poor applicability for the selection of the hybrid assembly and the matching development of each component in the early stage. Often, it is necessary to replace or add components in multiple assemblies to meet the test requirements of different configurations, and it does not have the function of comparing and verifying different configurations of the hybrid assembly. In addition, it lacks the type verification experiment function for the battery, which will lead to a series of problems such as increased costs, waste of resources, inability to meet the test function, and long debugging cycle.

[0008] To achieve the above object, the technical solution adopted by the present invention is as follows: A hybrid system test bench includes a test bench and also includes a load simulation motor. One end of the load simulation motor is connected with a moment of inertia regulator. The electrical parts of the load simulation motor and the moment of inertia regulator are respectively connected with a load simulation motor controller and an inertia regulation controller; a permanent magnet motor, the output end of the permanent magnet motor is connected with an engine under test through a first clutch. The first clutch and the second clutch are controlled by a clutch controller. The permanent magnet motor is connected with a permanent magnet motor controller through a high-voltage wire. The other end of the load simulation motor is connected with a permanent magnet motor under test through the second clutch; an engine controller, the engine is controlled by the engine controller; a power battery, the power battery includes a battery module, a slave control module of the battery module and a battery thermal management system; a high-voltage distribution box, the high-voltage distribution box is connected with the load simulation motor controller, the motor controller and a DC converter through high-voltage wires; a battery / load simulator, the AC end of the battery / load simulator can be connected with the power grid through a contactor, and the DC end of the battery / load simulator is connected with the power battery and the high-voltage distribution box; a low-voltage distribution box, the low-voltage distribution box is connected with the battery thermal management system; a DC converter, the DC converter is connected with the low-voltage distribution box through a low-voltage wire; a monitoring system, the monitoring system is arranged on a monitoring bench, and the monitoring system is used for programming a control program and receiving and displaying various control parameters; a data acquisition system, the data acquisition system is arranged on the monitoring bench, and the data acquisition system is used for collecting physical quantities such as current, voltage, torque, speed, fuel consumption, etc. of each component; the data acquisition system, the engine controller, the clutch controller, the permanent magnet motor controller, the load simulation motor controller, the inertia regulation controller, the high-voltage distribution box, the DC converter, the battery management system, the battery / load simulator and the contactor communicate with the monitoring system through a bench control CAN bus via a bench controller; the slave control module of the battery module communicates with the battery management system through a battery management CAN bus.

[0009] Preferably, according to different test function requirements, a corresponding high-voltage power-on and power-off control program is programmed through the monitoring system, and the high-voltage power-on and power-off control of each component is completed through the bench controller. The specific steps for powering on the high voltage are as follows: S1: Power on the low voltage, supply power to the TCU to wake up the system.

[0010] S2: The TCU, DCS, PDU, and CCU perform self-checks and simultaneously judge the operations of the ICE, ISG, ISG*, Battery, and Simulator according to the control program. If the self-checks of the TCU, DCS, PDU, and CCU fail, each component of the TCU, DCS, PDU, or CCU will enter its respective fault handling mode; if the ICE, ISG, ISG*, Battery, or Simulator does not operate, the TCU will disconnect the power supply enabling of the ICE, ISG, ISG*, Battery, or Simulator; if the self-checks of the TCU, DCS, PDU, and CCU pass, they will enter the working state to wait for the system to issue control instructions or feedback relevant policy data; if the ICE, ISG, ISG*, Battery, or Simulator enters the operating mode, the self-check of the ICE, ISG, ISG*, Battery, or Simulator will be performed.

[0011] S3: The ICE, ISG, ISG*, Battery, or Simulator performs self-checks; if the self-checks of the ICE, ISG, ISG*, Battery, or Simulator fail, each component of the ICE, ISG, ISG*, Battery, or Simulator will enter its respective fault handling mode; if the self-checks of the ICE, ISG, ISG*, Battery, or Simulator pass, they will enter the working state to wait for the system to issue control instructions.

[0012] S4: The system determines the high-voltage components according to the control program. The high-voltage components are the Battery, Simulator, and PDU; the system first judges whether the Battery is at high voltage according to the control program, then judges whether the Simulator is at high voltage, and finally judges whether the PDU is at high voltage; three high-voltage connection modes can be realized according to different control programs: the Battery is separately connected to the PDU at high voltage, the Simulator is separately connected to the PDU at high voltage, and the Battery and the Simulator are jointly connected to the PDU at high voltage; if there is no fault in the Battery, Simulator, or PDU, the high-voltage connection is completed; if each component of the Battery, Simulator, or PDU fails to connect to high voltage, it will enter its respective fault handling mode.

[0013] Preferably, the following steps are specifically included in the disconnection of high voltage.

[0014] X1: The TCU receives the operation inspection status feedback from each component and the system through the bench control CAN bus and feeds it back to the monitoring system, and then judges whether the bench is working properly according to the control program.

[0015] X2: During the high-voltage process under normal operation of the test bench, first, the power of each high-voltage circuit is controlled to zero. Then, the high-voltage-down instruction is sent to the TCU through the monitoring system. After receiving the high-voltage-down instruction, the main relays of the PDU, Battery, and Simulator are successively disconnected. Finally, the DC / DC contactor is disconnected according to the operating status of the thermal management system, and the high-voltage-down process is completed.

[0016] X3: When the test bench is not working properly, the high-voltage-down process will be classified and processed according to the fault conditions of the ICE, ISG, ISG*, Battery, and Simulator. If it is a first-level fault, the fault code will be fed back to the monitoring system, and the power of the ICE, ISG, ISG*, Battery, and Simulator will be reduced by 50%. The system will not perform the high-voltage-down operation. If it is a second-level fault, it will be judged whether the power of each high-voltage circuit is zero. If it is zero, the monitoring system will automatically send the high-voltage-down instruction to the TCU, and the main relays of the PDU, Battery, and Simulator will be successively disconnected. Finally, the DC / DC contactor is disconnected according to the operating status of the thermal management system, and the high-voltage-down process is completed. If the power of each high-voltage circuit is not zero, the monitoring system will be fed back for response processing. Within 3 seconds after the monitoring system responds, the power of each high-voltage circuit will be controlled to zero and the high-voltage-down instruction will be sent to the TCU until the high-voltage-down process is completed. If the alarm persists for 5 seconds without receiving the response from the control system, the main relays of the Battery, Simulator, or PDU will be immediately disconnected, and then the DC / DC contactor will be disconnected to complete the high-voltage-down process. If it is a third-level fault, the monitoring system will send a control instruction to the TCU, and the main relays of the Battery, Simulator, or PDU will be immediately disconnected regardless of whether the power of each high-voltage circuit is zero. Then, the DC / DC contactor will be disconnected to complete the high-voltage-down process.

[0017] Preferably, according to different test function requirements, by programming the corresponding control program through the monitoring system, the testing of six components and assemblies can be achieved. The specific operation process is as follows:

[0018] Step 1: Engine calibration and type test control process: Complete the high-voltage-up process of the PDU. According to the working conditions, debug the control program to ensure that at least one of the Battery and Simulator is under high voltage. Control the ICU to adjust the moment of inertia according to the experiment requirements. Control the CCU to close the two clutches. Control the GCU not to perform power control on the ISG. The DCS performs data acquisition according to the engine experiment requirements. Control the GCU* to enable the ISG* to control the engine speed and torque. Conduct the engine test until the test ends.

[0019] Step 2: ISG Calibration and Type Test Control Process: Complete the high-voltage process on the PDU, debug the control program according to the working conditions to ensure that at least one of the Battery and the Simulator is under high voltage; control the ICU to adjust the moment of inertia according to the experimental requirements; control the CCU to disengage Clutch 1 and engage Clutch 2; the DCS collects data according to the ISG experiment requirements; control the GCU* to achieve speed and torque control of the ISG on the ISG; carry out the ISG test until the test ends;

[0020] Step 3: Battery Calibration and Type Test Control Process: Complete the high-voltage connection of the Battery and the Simulator, ensure that the PDU is not under high voltage; place the battery in the corresponding experimental environment according to the battery calibration experiment requirements; carry out battery charge and discharge tests until the test ends; the DCS collects data according to the battery experiment requirements; carry out type tests such as battery charge and discharge until the test ends;

[0021] Step 4: Range-Extender Configuration Test Control Process: Complete the high-voltage process on the PDU, debug the control program according to the working conditions to ensure that at least one of the Battery and the Simulator is under high voltage; control the ICU to adjust the moment of inertia according to the experimental requirements; control the CCU to engage Clutch 1 and disengage Clutch 2; the DCS collects data according to the range extender experiment requirements; control the ECU and GCU to perform functional tests on the range extender composed of the ICE and the ISG until the test ends;

[0022] Step 5: P1 Configuration Test Control Process: Complete the high-voltage process on the PDU, debug the control program according to the working conditions to ensure that at least one of the Battery and the Simulator is under high voltage; control the ICU to adjust the moment of inertia according to the experimental requirements; control the CCU to engage Clutch 1; the DCS collects data according to the P1 experiment requirements; control the ECU, GCU, and GCU* to perform functional tests on the P1 configuration assembly composed of the ICE and the ISG, and the CCU controls the engagement and disengagement of Clutch 2 according to the working conditions until the test ends;

[0023] Step 6: P2 Type Test Control Process: Complete the high-voltage process on the PDU, debug the control program according to the working conditions to ensure that at least one of the Battery and the Simulator is under high voltage; control the ICU to adjust the moment of inertia according to the experimental requirements; control the CCU to engage Clutch 2; the DCS collects data according to the P2 experiment requirements; control the ECU, GCU, and GCU* to perform functional tests on the P2 configuration assembly composed of the ICE and the ISG, and the CCU controls the engagement and disengagement of Clutch 1 according to the working conditions until the test ends.

[0024] The beneficial effects of adopting the above technical solutions are:

[0025] 1. The solution of the present invention is to use a motor-coupled inertia regulator with flexible programming control to meet the power requirements of the transmission and rear axle. By effectively controlling the power battery and battery simulator, it can meet the development needs of different configuration assemblies and the debugging requirements of individual components, achieving the reduction of test procedures, the reduction of test components, the reduction of debugging equipment investment and test costs, and the shortening of the test development cycle.

[0026] 2. The present invention completes the performance testing and comparative verification of three hybrid configurations on a test bench; realizes the load simulation of various different transmission and rear axle assemblies through a load simulation motor and an inertia regulator; and at the same time has the type experiment test for separately testing and matching the battery.

[0027] 3. The present invention mainly realizes the development testing of the extended-range, P1, and P2 configuration assemblies and the type testing and verification of each component within a test framework. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] Figure 1 It is a schematic structural diagram of the comprehensive test bench for the implementation of the present invention;

[0029] Figure 2 It is a flowchart of the logic control method for the high-voltage on of the hybrid system;

[0030] Figure 3 It is a flowchart of the logic control method for the high-voltage off of the hybrid system;

[0031] Figure 4 It is a flowchart of the control method for the testing of each component and the testing of different configuration switching.

[0032] Wherein:

[0033] 1. Engine; 2. Clutch 1; 3. Permanent magnet motor; 4. Motor controller; 5. High-voltage distribution box; 6. Power battery; 61. Battery module; 62. Battery module slave control module; 63. Battery thermal management system; 7. Battery / load simulator; 8. Engine controller; 9. Clutch controller; 10. Battery management system; 11. Bench controller; 12. Monitoring system; 13. DC converter; 14. Low-voltage distribution box; 15. Bench control CAN bus; 16. Battery management CAN bus; 17. Contactor; 18. Clutch 2; 19. Load simulation motor; 20. Load simulation motor controller; 21. Inertia regulator; 22. Inertia regulation controller; 23. Data acquisition system. DETAILED DESCRIPTION OF THE INVENTION

[0034] The following is a more detailed description of the specific implementation of the present invention by describing the embodiments with reference to the drawings, aiming to help those skilled in the art have a more complete, accurate, and in-depth understanding of the concept and technical solution of the present invention and facilitate its implementation.

[0035] As Figures 1 to 4 shown, the present invention is a hybrid system test bench and control method, which meets the development needs of different configuration assemblies and the debugging requirements of individual components, realizes reducing the test process, reducing the test components, reducing the investment in debugging equipment and test costs, and shortening the test development cycle.

[0036] Specifically, as Figures 1 to 4 shown, it includes a test bench and also includes

[0037] A load simulation motor 19, one end of the load simulation motor 19 is connected with a moment of inertia regulator 21, and the electrical parts of the load simulation motor 19 and the moment of inertia regulator 21 are respectively connected with a load simulation motor controller 20 and an inertia regulation controller 22;

[0038] A permanent magnet motor 3, the output end of the permanent magnet motor 3 is connected with a tested engine 1 through a first clutch 2, the first clutch 2 and a second clutch 18 are controlled by a clutch controller 9, the permanent magnet motor 3 is connected with a permanent magnet motor controller 4 through a high-voltage wire, and the other end of the load simulation motor 19 is connected with the tested permanent magnet motor 3 through the second clutch 18;

[0039] An engine controller 8, the engine 1 is controlled by the engine controller 8;

[0040] A power battery 6, the power battery 6 includes a battery module 61, a battery module slave control module 62 and a battery thermal management system 63;

[0041] A high-voltage distribution box 5, the high-voltage distribution box 5 is connected with the load simulation motor controller 20, the motor controller 4 and a DC converter 13 through high-voltage wires;

[0042] A battery / load simulator 7, the AC end of the battery / load simulator 7 can be connected with the power grid through a contactor 17, and the DC end of the battery / load simulator 7 is connected with the power battery 6 and the high-voltage distribution box 5;

[0043] A low-voltage distribution box 14, the low-voltage distribution box 14 is connected with the battery thermal management system 63;

[0044] A DC converter 13, the DC converter 13 is connected with the low-voltage distribution box 14 through a low-voltage wire;

[0045] A monitoring system 12, the monitoring system 12 is arranged on the monitoring bench, and the monitoring system 12 is used for programming control programs and receiving and displaying various control parameters;

[0046] A data acquisition system 23, the data acquisition system 23 is arranged on the monitoring bench, and the data acquisition system 23 is used for acquiring physical quantities such as current, voltage, torque, speed, fuel consumption, etc. of each component;

[0047] The data acquisition system 23, the engine controller 8, the clutch controller 9, the permanent magnet motor controller 4, the load simulation motor controller 20, the inertia adjustment controller 22, the high-voltage distribution box 5, the DC converter 13, the battery management system 10, the battery / load simulator 7, and the contactor 17 communicate with the monitoring system 12 through the bench control CAN bus 15 via the bench controller 11; the slave control module 62 of the battery module communicates with the battery management system 10 through the battery management CAN bus 16.

[0048] According to different test function requirements, the corresponding high-voltage power-on and power-off control programs are compiled through the monitoring system 12, and the high-voltage power-on and power-off control of each component is completed through the bench controller 11. The specific steps for powering on the high voltage are as follows: S1: Power on the low voltage, supply power to the TCU to wake up the system.

[0049] S2: The TCU, DCS, PDU, and CCU perform self-checks, and at the same time, the operation of the ICE, ISG, ISG*, Battery, and Simulator is judged according to the control program. If the self-checks of the TCU, DCS, PDU, and CCU fail, each component of the TCU, DCS, PDU, or CCU will enter its respective fault handling mode; if the ICE, ISG, ISG*, Battery, or Simulator does not operate, the TCU will disconnect the power supply enable of the ICE, ISG, ISG*, Battery, or Simulator; if the self-checks of the TCU, DCS, PDU, and CCU pass, it will enter the working state and wait for the system to issue control instructions or feedback relevant policy data;

[0050] If the ICE, ISG, ISG*, Battery, or Simulator enters the operating mode, the self-check of the ICE, ISG, ISG*, Battery, or Simulator will be entered.

[0051] S3: The ICE, ISG, ISG*, Battery, or Simulator performs self-checks; if the self-checks of the ICE, ISG, ISG*, Battery, or Simulator fail, each component of the ICE, ISG, ISG*, Battery, or Simulator will enter its respective fault handling mode; if the self-checks of the ICE, ISG, ISG*, Battery, or Simulator pass, it will enter the working state and wait for the system to issue control instructions.

[0052] S4: The system determines the high-voltage components according to the control program. The high-voltage components include Battery, Simulator, and PDU. The system first determines whether the Battery is under high voltage according to the control program, then determines whether the Simulator is under high voltage, and finally determines whether the PDU is under high voltage. According to different control programs, three high-voltage connection modes can be realized: the Battery is independently connected to the PDU under high voltage, the Simulator is independently connected to the PDU under high voltage, and the Battery and the Simulator are jointly connected to the PDU under high voltage. If there is no fault in the Battery, Simulator, or PDU, the high-voltage connection is completed. If the high-voltage connection fails for each component of the Battery, Simulator, or PDU, it will enter its respective fault handling mode.

[0053] The specific steps for discharging high voltage include the following:

[0054] X1: The TCU receives the operation inspection status feedback from each component and the system through the bench control CAN bus 15 and feeds it back to the monitoring system 12, and then determines whether the bench is working properly according to the control program.

[0055] X2: When the bench is working properly, the process of discharging high voltage is as follows: first, control the power of each high-voltage circuit to zero, then send a high-voltage discharge instruction to the TCU through the monitoring system. After receiving the high-voltage discharge instruction, successively disconnect the main relays of the PDU, Battery, and Simulator, and finally disconnect the DC / DC contactor according to the operating conditions of the thermal management system. The high-voltage discharge is completed.

[0056] X3: When the test bench malfunctions, the high voltage disconnection will be classified according to the fault conditions of ICE, ISG, ISG*, Battery, and Simulator; if it is a first-level fault, the fault code will be fed back to the monitoring system, the power of ICE, ISG, ISG*, Battery, and Simulator will be reduced by 50%, and the system will not disconnect the high voltage. If it is a second-level fault, it will be judged whether the power of each high-voltage circuit is zero. If it is zero, the monitoring system will automatically send a high-voltage disconnection command to the TCU, and then disconnect the main relays of PDU, Battery, and Simulator one by one. Finally, the DC / DC contactor will be disconnected according to the operation status of the thermal management system to complete the high-voltage disconnection; if the power of each high-voltage circuit is not zero, the monitoring system will be fed back for response processing. Within 3 seconds after the monitoring system responds, the power of each high-voltage circuit will be controlled to zero and a high-voltage disconnection command will be sent to the TCU until the high-voltage disconnection is completed. If the alarm still does not receive the response of the control system after 5 seconds, the main relays of Battery, Simulator, or PDU will be immediately disconnected, and then the DC / DC contactor will be disconnected to complete the high-voltage disconnection. If it is a third-level fault, the monitoring system will send a control command to the TCU, and the main relays of Battery, Simulator, or PDU will be immediately disconnected regardless of whether the power of each high-voltage circuit is zero. Then the DC / DC contactor will be disconnected to complete the high-voltage disconnection.

[0057] The following uses specific embodiments to elaborate on the specific working methods:

[0058] Embodiment 1:

[0059] Engine calibration and type test control process: Complete the high-voltage connection process of the PDU. According to the working conditions, debug the control program to ensure that at least one of the Battery and Simulator is connected to high voltage; control the ICU to adjust the moment of inertia according to the experimental requirements; control the CCU to close the two clutches; control the GCU not to perform power control on the ISG; the DCS performs data acquisition according to the engine test requirements; control the GCU* to enable the ISG* to control the engine speed and torque; conduct the engine test until the test ends.

[0060] Embodiment 2:

[0061] ISG calibration and type test control process: Complete the high-voltage connection process of the PDU. According to the working conditions, debug the control program to ensure that at least one of the Battery and Simulator is connected to high voltage; control the ICU to adjust the moment of inertia according to the experimental requirements; control the CCU to disconnect clutch one and close clutch two; the DCS performs data acquisition according to the ISG test requirements; control the GCU* to enable the ISG* to control the ISG speed and torque; conduct the ISG test until the test ends.

[0062] Embodiment 3:

[0063] Battery Calibration and Type Test Control Process: Complete the high-voltage connection between the Battery and the Simulator, ensuring that the PDU is not under high voltage; Place the battery in the corresponding experimental environment according to the requirements of the battery calibration experiment; Conduct battery charge and discharge tests until the test is completed; The DCS collects data according to the requirements of the battery experiment; Conduct type tests such as battery charge and discharge until the test is completed.

[0064] Example 4:

[0065] Range-Extended Configuration Test Control Process: Complete the process of energizing the PDU to high voltage, debug the control program according to the working conditions to ensure that at least one of the Battery and the Simulator is under high voltage; Control the ICU to adjust the moment of inertia according to the experimental requirements; Control the CCU to close clutch one and disconnect clutch two; The DCS collects data according to the requirements of the range extender experiment; Control the ECU and GCU to perform functional tests on the range extender composed of the ICE and the ISG until the test is completed. Example 5:

[0066] P1 Configuration Test Control Process: Complete the process of energizing the PDU to high voltage, debug the control program according to the working conditions to ensure that at least one of the Battery and the Simulator is under high voltage; Control the ICU to adjust the moment of inertia according to the experimental requirements; Control the CCU to close clutch one; The DCS collects data according to the requirements of the P1 experiment; Control the ECU, GCU, and GCU* to perform functional tests on the P1 configuration assembly composed of the ICE and the ISG, and the CCU controls the closing and opening of clutch two according to the working conditions until the test is completed

[0067] Example 6:

[0068] P2 Configuration Test Control Process: Complete the process of energizing the PDU to high voltage, debug the control program according to the working conditions to ensure that at least one of the Battery and the Simulator is under high voltage; Control the ICU to adjust the moment of inertia according to the experimental requirements; Control the CCU to close clutch two; The DCS collects data according to the requirements of the P2 experiment; Control the ECU, GCU, and GCU* to perform functional tests on the P2 configuration assembly composed of the ICE and the ISG, and the CCU controls the closing and opening of clutch one according to the working conditions until the test is completed.

[0069] The present invention has been described exemplarily in conjunction with the accompanying drawings. Obviously, the specific implementation of the present invention is not limited by the above methods. As long as various non-substantive improvements are made by adopting the method concept and technical solution of the present invention; or without improvement, directly applying the above concept and technical solution of the present invention to other occasions, they are all within the protection scope of the present invention.

Claims

1. A hybrid system test bench, comprising a test bench, characterized in that: It further includes a load simulation motor (19), one end of the load simulation motor (19) is connected with an inertia regulator (21), and the electrical parts of the load simulation motor (19) and the inertia regulator (21) are respectively connected with a load simulation motor controller (20) and an inertia regulation controller (22); a permanent magnet motor (3), the output end of the permanent magnet motor (3) is connected with a tested engine (1) through a first clutch (2), the first clutch (2) and a second clutch (18) are controlled by a clutch controller (9), the permanent magnet motor (3) is connected with a permanent magnet motor controller (4) through a high-voltage wire, and the other end of the load simulation motor (19) is connected with the tested permanent magnet motor (3) through the second clutch (18); an engine controller (8), the engine controller (8) is electrically connected with the engine (1); a power battery (6), the power battery (6) includes a battery module (61), a slave control module (62) of the battery module and a battery thermal management system (63); a high-voltage distribution box (5), the high-voltage distribution box (5) is connected with the load simulation motor controller (20), the permanent magnet motor controller (4) and a DC converter (13) through high-voltage wires; a battery / load simulator (7), the AC end of the battery / load simulator (7) is connected with the power grid through a contactor (17), and the DC end of the battery / load simulator (7) is connected with the power battery (6) and the high-voltage distribution box (5); a low-voltage distribution box (14), the low-voltage distribution box (14) is connected with the battery thermal management system (63); a DC converter (13), the DC converter (13) is connected with the low-voltage distribution box (14) through a low-voltage wire; a monitoring system (12), the monitoring system (12) is arranged on a monitoring bench, and the monitoring system (12) is used for compiling a control program and receiving and displaying various control parameters; a data acquisition system (23), the data acquisition system (23) is arranged on the monitoring bench, and the data acquisition system (23) is used for acquiring physical quantities such as current, voltage, torque, rotation speed, and fuel consumption of each component; The data acquisition system (23), the engine controller (8), the clutch controller (9), the permanent magnet motor controller (4), the load simulation motor controller (20), the inertia regulation controller (22), the high-voltage distribution box (5), the DC converter (13), the battery management system (10), the battery / load simulator (7) and the contactor (17) communicate with the monitoring system (12) through a bench control CAN bus (15) via a bench controller (11); the slave control module (62) of the battery module communicates with the battery management system (10) through a battery management CAN bus (16).

2. The control method of a hybrid system test bench according to claim 1, characterized in that: According to different test function requirements, a corresponding high-voltage power-on and power-off control program is compiled through the monitoring system (12), and the high-voltage power-on and power-off control of each component is completed through the bench controller (11). The specific steps for powering on the high voltage are as follows S1: Power on the low voltage, supply power to the TCU, and wake up the system; S2: The TCU, DCS, PDU, and CCU perform self-checks and simultaneously judge the operation of the ICE, ISG, ISG*, Battery, and Simulator according to the control program. If the self-checks of the TCU, DCS, PDU, and CCU fail, each component of the TCU, DCS, PDU, or CCU will enter its respective fault handling mode. If the ICE, ISG, ISG*, Battery, or Simulator does not operate, the TCU will disconnect the power supply enable of the ICE, ISG, ISG*, Battery, or Simulator. If the self-checks of the TCU, DCS, PDU, and CCU pass, they will enter the working state waiting for the system to issue control instructions or feedback relevant policy data. If the ICE, ISG, ISG*, Battery, or Simulator enters the operating mode, a self-check of the ICE, ISG, ISG*, Battery, or Simulator will be performed. S3: The ICE, ISG, ISG*, Battery, or Simulator performs a self-check. If the self-check of the ICE, ISG, ISG*, Battery, or Simulator fails, each component of the ICE, ISG, ISG*, Battery, or Simulator will enter its respective fault handling mode. If the self-check of the ICE, ISG, ISG*, Battery, or Simulator passes, it will enter the working state waiting for the system to issue control instructions. S4: The system determines the high-voltage components according to the control program. The high-voltage components are the Battery, Simulator, and PDU. The system first judges whether the Battery is under high voltage according to the control program, then judges whether the Simulator is under high voltage, and finally judges whether the PDU is under high voltage according to the control program. Three high-voltage connection modes can be realized according to different control programs: the Battery is connected to the PDU alone under high voltage, the Simulator is connected to the PDU alone under high voltage, and the Battery and the Simulator are connected to the PDU together under high voltage. If there is no fault in the Battery, Simulator, or PDU, the high-voltage connection is completed. If the high-voltage connection fails for each component of the Battery, Simulator, or PDU, they will enter their respective fault handling modes.

3. The control method of a hybrid system test bench according to claim 2, characterized in that: The specific steps for discharging high voltage are as follows: X1: The TCU receives the operation check status feedback from each component and the system through the bench control CAN bus (15) and feeds it back to the monitoring system (12), and then judges whether the bench is working properly according to the control program. X2: When the bench is working properly, the process of discharging high voltage is as follows: first, control the power of each high-voltage circuit to zero, then issue a high-voltage discharge instruction to the TCU through the monitoring system. After receiving the high-voltage discharge instruction, successively disconnect the main relays of the PDU, Battery, and Simulator, and finally disconnect the DC / DC contactor according to the operating conditions of the thermal management system. The high-voltage discharge is completed. X3: When the test bench malfunctions, the high voltage disconnection will be classified according to the fault conditions of ICE, ISG, ISG*, Battery, and Simulator. In case of a first-level fault, the fault code will be reported to the monitoring system, and the power of ICE, ISG, ISG*, Battery, and Simulator will be reduced by 50%, and the system will not disconnect the high voltage. In case of a second-level fault, it will be judged whether the power of each high-voltage circuit is zero. If it is zero, the monitoring system will automatically send a high-voltage disconnection command to the TCU, and then disconnect the main relays of PDU, Battery, and Simulator one by one. Finally, the DC / DC contactor will be disconnected according to the operating conditions of the thermal management system to complete the high-voltage disconnection. If the power of each high-voltage circuit is not zero, the monitoring system will respond and process it. Within 3 seconds after the monitoring system responds, control the power of each high-voltage circuit to drop to zero and send a high-voltage disconnection command to the TCU until the high-voltage disconnection is completed. If the alarm is not accepted by the control system after 5 seconds, the main relays of Battery, Simulator, or PDU will be immediately disconnected, and then the DC / DC contactor will be disconnected to complete the high-voltage disconnection. In case of a third-level fault, the monitoring system will send a control command to the TCU, and immediately disconnect the main relay of Battery, Simulator, or PDU regardless of whether the power of each high-voltage circuit is zero. Then the DC / DC contactor will be disconnected to complete the high-voltage disconnection.

4. The control method of a hybrid system test bench according to claim 2, characterized in that: According to different test function requirements, by programming the corresponding control procedures through the monitoring system (12), the testing of six components and assemblies can be realized. The specific operation process is as follows: Step 1: Engine calibration and type test control process: Complete the high-voltage connection process of PDU. According to the working conditions, debug the control program to ensure that at least one of Battery and Simulator is connected to high voltage. Control the ICU to adjust the moment of inertia according to the experimental requirements. Control the CCU to close two clutches. Control the GCU not to control the power of ISG. The DCS collects data according to the engine experiment requirements. Control the GCU* to enable ISG* to control the engine speed and torque. Conduct the engine test until the test ends. Step 2: ISG calibration and type test control process: Complete the high-voltage connection process of PDU. According to the working conditions, debug the control program to ensure that at least one of Battery and Simulator is connected to high voltage. Control the ICU to adjust the moment of inertia according to the experimental requirements. Control the CCU to disconnect clutch 1 and close clutch 2. The DCS collects data according to the ISG experiment requirements. Control the GCU* to enable ISG* to control the ISG speed and torque. Conduct the ISG test until the test ends. Step 3: Battery calibration and type test control process: Complete the high-voltage connection of Battery and Simulator, ensuring that PDU is not connected to high voltage. Place the battery in the corresponding experimental environment according to the battery calibration experiment requirements. Conduct the battery charge and discharge test until the test ends. The DCS collects data according to the battery experiment requirements. Conduct the battery charge and discharge type test until the test ends. Step 4: Control process for the range extender configuration test: Complete the high-voltage process on the PDU, debug the control program according to the operating conditions to ensure that at least one of the Battery and the Simulator is at high voltage; control the ICU to adjust the moment of inertia according to the experimental requirements; control the CCU to close clutch 1 and disengage clutch 2; the DCS performs data acquisition according to the requirements of the range extender experiment; control the ECU and GCU to perform functional tests on the range extender composed of the ICE and ISG until the test ends; Step 5: Control process for the P1 configuration test: Complete the high-voltage process on the PDU, debug the control program according to the operating conditions to ensure that at least one of the Battery and the Simulator is at high voltage; control the ICU to adjust the moment of inertia according to the experimental requirements; control the CCU to close clutch 1; the DCS performs data acquisition according to the requirements of the P1 experiment; control the ECU, GCU, and GCU* to perform functional tests on the P1 configuration assembly composed of the ICE and ISG, and the CCU controls the closing and opening of clutch 2 according to the operating conditions until the test ends; Step 6: Control process for the P2 type test: Complete the high-voltage process on the PDU, debug the control program according to the operating conditions to ensure that at least one of the Battery and the Simulator is at high voltage; control the ICU to adjust the moment of inertia according to the experimental requirements; control the CCU to close clutch 2; the DCS performs data acquisition according to the requirements of the P2 experiment; control the ECU, GCU, and GCU* to perform functional tests on the P2 configuration assembly composed of the ICE and ISG, and the CCU controls the closing and opening of clutch 1 according to the operating conditions until the test ends.

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