A test bench for hybrid product testing and working method thereof

Abstract

A test bench for hybrid product testing and a working method thereof belong to the field of automobile production technology. The CAN communication module of the throttle and brake integrated controller is connected to the conventional test bench system for signal transmission; the analog output module and the digital output module are connected to the tested powertrain controller for signal transmission. The method is as follows: calculate the throttle opening and the brake opening; calculate the throttle pedal voltage signal and the brake pedal voltage signal and output them to the tested powertrain controller through the analog output module; calculate the brake switch signal and output it to the tested powertrain controller through the digital output module. The present invention realizes the integrated control of the throttle and brake by modifying the conventional powertrain test bench, meets the testing requirements of the hybrid powertrain on the test bench, realizes the driver simulation function that the hybrid powertrain test bench must have, and can simulate the driver to complete the automatic adjustment and control of the throttle and brake.

Description

Technical Field

[0001] The invention relates to a test bench for testing a hybrid power product and a working method thereof, belonging to the technical field of automobile production. Background Art

[0002] During the development phase of hybrid products, they must undergo extensive testing on test benches before they can be put on the market.

[0003] However, there are big differences in the throttle and brake control of the test benches used to produce conventional powertrains today. Generally, there is only a throttle control system, but no brake control system. In addition to the throttle opening signal, hybrid powertrain products also require brake opening signals and brake switch signals to work properly. Therefore, the test benches used to produce conventional powertrains today cannot be directly used for testing hybrid powertrain products. Summary of the invention

[0004] In order to solve the problems existing in the background technology, the present invention provides a test bench for testing a hybrid power product and a working method thereof.

[0005] To achieve the above object, the present invention adopts the following technical solutions: a test bench for hybrid product testing, including a conventional test bench system, an integrated throttle and brake controller, and a powertrain controller to be tested;

[0006] The throttle and brake integrated controller includes a CAN communication module, an analog output module and a digital output module; the CAN communication module is connected to the conventional test bench system signal transmission; the analog output module and the digital output module are both connected to the measured powertrain controller signal transmission.

[0007] A working method of a test bench for testing a hybrid product of the present invention comprises the following steps:

[0008] S1: Calculate the throttle opening and brake opening required by the tested powertrain;

[0009] S2: The accelerator-brake integrated controller calculates the accelerator pedal voltage signal 1 and the accelerator pedal voltage signal 2 according to the preset corresponding relationship between the accelerator opening and the accelerator pedal voltage signal, and then outputs the above signals to the powertrain controller under test through the analog output module;

[0010] S3: The throttle-brake integrated controller calculates the brake pedal voltage signal according to the preset corresponding relationship between the brake opening and the brake pedal voltage signal, and then outputs the above signal to the tested powertrain controller through the analog output module;

[0011] S4: The throttle-brake integrated controller calculates brake switch signal 1 and brake switch signal 2 according to the preset corresponding relationship between the brake opening and the brake switch signal, and then outputs the above signals to the tested powertrain controller through the digital output module.

[0012] Compared with the prior art, the present invention has the following beneficial effects:

[0013] The present invention realizes integrated control of the throttle and brake by modifying the conventional powertrain test bench, meets the testing requirements of the hybrid powertrain on the test bench, realizes the driver simulation function that the hybrid powertrain test bench must have, and can simulate the driver to complete automatic adjustment and control of the throttle and brake. BRIEF DESCRIPTION OF THE DRAWINGS

[0014] Figure 1 It is a structural block diagram of the accelerator and brake integrated controller of the present invention. DETAILED DESCRIPTION

[0015] The technical solution of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the invention, rather than all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative work are within the scope of protection of the present invention.

[0016] Embodiment 1:

[0017] A test bench for hybrid product testing, comprising a conventional test bench system 1, an accelerator and brake integrated controller 2, and a powertrain controller 3 to be tested;

[0018] The throttle and brake integrated controller 2 includes a CAN communication module 201, an analog output module 202 and a digital output module 203; the CAN communication module 201 is connected to the conventional test bench system 1 for signal transmission; the analog output module 202 and the digital output module 203 are both connected to the powertrain controller 3 under test for signal transmission.

[0019] The knob opening, target vehicle speed, vehicle mass, road resistance, road slope and other signals of the conventional test bench system 1 are input to the throttle and brake integrated controller 2 through the CAN communication module 201, and the throttle opening signal 1, throttle opening signal 2 and brake opening signal and other opening signals analyzed and calculated by the throttle and brake integrated controller 2 are output to the controller 3 of the powertrain under test through the analog output module 202; the brake switch signal 1, brake switch signal 2 and other switch signals are output to the controller 3 of the powertrain under test through the digital output module 203.

[0020] A working method of a test bench for testing a hybrid product of the present invention comprises the following steps:

[0021] S1: Calculate the throttle opening and brake opening required by the powertrain under test;

[0022] The calculation method of the throttle opening and the brake opening adopts knob opening control.

[0023] S101: Set the test bench mode signal value to 0;

[0024] S102: The throttle-brake integrated controller 2 reads the knob opening Y%. If the knob opening 0≤Y%<X%, it is in the braking state, that is, 0%-X% of the knob opening Y% corresponds to 100%-0% of the brake opening; if the knob opening 100≥Y%>X%, it is in the acceleration state, that is, X%-100% of the knob opening Y% corresponds to 0%-100% of the throttle opening; if the knob opening Y%=X%, it is in the stationary state or the uniform speed state.

[0025] Among them, X% can be flexibly adjusted according to the characteristics of different tested devices, and can generally be between 5 and 25.

[0026] S10201: When the knob opening is 0 ≤ Y% < X%:

[0027]

[0028] Throttle opening = 0

[0029] S10202: When the knob opening Y% = X%:

[0030] Brake opening = 0

[0031] Throttle opening = 0

[0032] S10203: When the knob opening 100 ≥ Y% > X%:

[0033] Brake opening = 0

[0034]

[0035] S2: The throttle-brake integrated controller 2 calculates the throttle pedal voltage signal 1 and the throttle pedal voltage signal 2 according to the preset corresponding relationship between the throttle opening and the throttle pedal voltage signal, and then outputs the above signals to the tested powertrain controller 3 through the analog output module 202;

[0036] S3: the throttle-brake integrated controller 2 calculates the brake pedal voltage signal according to the preset corresponding relationship between the brake opening and the brake pedal voltage signal, and then outputs the above signal to the tested powertrain controller 3 through the analog output module 202;

[0037] S4: the throttle-brake integrated controller 2 calculates the brake switch signal 1 and the brake switch signal 2 according to the preset corresponding relationship between the brake opening and the brake switch signal, and outputs the above signals to the tested powertrain controller 3 through the digital output module 203.

[0038] Embodiment 2:

[0039] The difference between this embodiment and embodiment 1 is that:

[0040] The calculation method of the throttle opening and the brake opening described in S1 adopts vehicle speed control.

[0041] S101: Set the gantry mode signal value to 1;

[0042] S102: The throttle and brake integrated controller 2 calculates the throttle opening and the brake opening according to the read signals such as the target vehicle speed, vehicle mass, road resistance, and road slope.

[0043] S10201: When the throttle-brake integrated controller 2 determines that the tested powertrain needs to accelerate or run at a constant speed, the brake opening is controlled to remain at 0%, and the PID control module of the throttle-brake integrated controller 2 performs real-time PID adjustment on the throttle opening according to the target vehicle speed and the actual vehicle speed to ensure that the actual vehicle speed meets the target vehicle speed requirement;

[0044] S10202: When the throttle-brake integrated controller 2 determines that the tested powertrain needs to decelerate, the throttle opening is always controlled to be 0%, and the throttle-brake integrated controller 2 calculates the required deceleration in real time according to the target vehicle speed and the actual vehicle speed;

[0045] S10203: The throttle-brake integrated controller 2 calculates the required braking force in real time according to vehicle parameters such as vehicle mass, road resistance, and road slope;

[0046] S10204: The throttle-brake integrated controller 2 looks up the table to read the required brake opening according to the preset correspondence between the brake opening and the braking force.

[0047] It will be apparent to those skilled in the art that the invention is not limited to the details of the exemplary embodiments described above and that the invention can be implemented in other forms without departing from the spirit or essential features of the invention. Therefore, the embodiments should be considered in all respects as exemplary and non-limiting, and the scope of the invention is defined by the appended claims rather than the foregoing description, and it is intended that all variations within the meaning and range of equivalents of the claims be included in the invention. Any reference numeral in a claim should not be considered as limiting the claim to which it relates.

[0048] In addition, it should be understood that although the present specification is described according to implementation modes, not every implementation mode contains only one independent technical solution. This description of the specification is only for the sake of clarity. Those skilled in the art should regard the specification as a whole. The technical solutions in each embodiment may also be appropriately combined to form other implementation modes that can be understood by those skilled in the art.

Claims

1. A working method of a test bench for testing a hybrid product, the method being performed based on the test bench, the test bench comprising a conventional test bench system (1), an accelerator and brake integrated controller (2) and a powertrain controller (3) to be tested; the accelerator and brake integrated controller (2) comprising a CAN communication module (201), an analog output module (202) and a digital output module (203); the CAN communication module (201) is connected to the conventional test bench system (1) for signal transmission; the analog output module (202) and the digital output module (203) are both connected to the powertrain controller (3) to be tested for signal transmission; and the method is characterized in that: The method comprises the following steps: S1: Calculate the throttle opening and brake opening required by the tested powertrain; S2: the accelerator-brake integrated controller (2) calculates the accelerator pedal voltage signal 1 and the accelerator pedal voltage signal 2 according to the preset corresponding relationship between the accelerator opening and the accelerator pedal voltage signal, and then outputs the above signals to the tested powertrain controller (3) through the analog output module (202); S3: the throttle-brake integrated controller (2) calculates the brake pedal voltage signal according to the preset corresponding relationship between the brake opening and the brake pedal voltage signal, and then outputs the above signal to the tested powertrain controller (3) through the analog output module (202); S4: The throttle-brake integrated controller (2) calculates brake switch signal 1 and brake switch signal 2 according to the preset corresponding relationship between the brake opening and the brake switch signal, and outputs the above signals to the tested powertrain controller (3) through the digital output module (203).

2. The method according to claim 1, characterized in that: The calculation method of the throttle opening and the brake opening described in S1 adopts knob opening control or vehicle speed control.

3. The method according to claim 2, characterized in that: The method of adopting knob opening control comprises the following steps: S101: Set the test bench mode signal value to 0; S102: The throttle brake integrated controller (2) reads the knob opening Y%. If the knob opening is 0≤Y%<X%, it is a braking state; if the knob opening is 100≥Y%>X%, it is an acceleration state; if the knob opening is Y%=X%, it is a stationary state or a constant speed state.

4. The method according to claim 3, characterized in that: The calculation process of the throttle opening and the brake opening is as follows: S10201: When the knob opening is 0 ≤ Y% < X%: Throttle opening = 0 S10202: When the knob opening Y% = X%: Brake opening = 0 Throttle opening = 0 S10203: When the knob opening 100 ≥ Y% > X%: Brake opening = 0 5. The method according to claim 3, characterized in that: The method of adopting vehicle speed control comprises the following steps: S101: Set the gantry mode signal value to 1; S102: The throttle and brake integrated controller (2) calculates the throttle opening and the brake opening according to the read signal.

6. The method according to claim 5, characterized in that: The calculation process of the throttle opening and the brake opening is as follows: S10201: When the throttle-brake integrated controller (2) determines that the tested powertrain needs to accelerate or run at a constant speed, the brake opening is controlled to remain at 0%, and the PID control module of the throttle-brake integrated controller (2) performs real-time PID adjustment on the throttle opening according to the target vehicle speed and the actual vehicle speed; S10202: When the accelerator and brake integrated controller (2) determines that the tested powertrain needs to decelerate, the accelerator opening is always controlled to be 0%, and the accelerator and brake integrated controller (2) calculates the required deceleration in real time according to the target vehicle speed and the actual vehicle speed; S10203: The throttle-brake integrated controller (2) calculates the required braking force in real time according to vehicle parameters; S10204: The throttle-brake integrated controller (2) reads the required brake opening by looking up a table according to a preset correspondence between the brake opening and the braking force.

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