Method of using a hybrid power bench test apparatus

Abstract

This invention discloses a method for using a hybrid powertrain bench test device, relating to the field of vehicle testing technology. The device includes: an engine, clutch, drive motor, gearbox, and driveshaft connected in sequence; a low-voltage cabinet and an HCU, MCU, BMS, and TCU electrically connected thereto; a drive axle located at the free end of the driveshaft for use with a dynamometer, the drive axle being equipped with a dynamometer controller; and a high-voltage automotive battery for electrical connection to the MCU. This application can meet diverse testing needs, improve the utilization rate of the three-electric-system integrated testing bench, save vehicle off-line debugging time, and shorten the vehicle development and verification cycle.

Description

Technical Field

[0001] This invention relates to the field of vehicle testing technology, and more specifically to a method of using a hybrid power bench testing device. Background Technology

[0002] Currently, vehicle performance testing is generally conducted using a three-electric-four-drive powertrain test bench or a hub dynamometer test bench. This involves using two or four dynamometers to simulate the vehicle's driving resistance and inertia, and to test the powertrain's functionality, performance, and range at room temperature. However, existing test benches and corresponding testing methods offer a relatively limited range of tests, insufficient to meet the diverse vehicle testing needs at present.

[0003] Therefore, to meet practical needs, a hybrid power bench testing technology is provided. Summary of the Invention

[0004] In view of the shortcomings of the existing technology, the purpose of this invention is to provide a method for using a hybrid power bench test device, which can meet diverse testing needs, improve the utilization rate of the three-electric integrated testing bench, save vehicle off-line debugging time, and shorten the vehicle development and verification cycle.

[0005] To achieve the above objectives, the technical solution adopted by the present invention is as follows:

[0006] In a first aspect, this application provides a hybrid power bench testing apparatus, the apparatus comprising:

[0007] The engine, clutch, drive motor, gearbox, and drive shaft are connected in sequence;

[0008] Low-voltage cabinet and its electrically connected HCU, MCU, BMS and TCU;

[0009] A drive axle is provided at the free end of the drive shaft to cooperate with the dynamometer, and the drive axle is equipped with a dynamometer controller;

[0010] A high-voltage automotive battery used for electrical connection with the MCU; wherein...

[0011] The HCU is connected to the engine, the TCU, the MCU, and the BMS signal.

[0012] The MCU is electrically connected to the drive motor and also has signal connections.

[0013] Secondly, this application provides a method for using the hybrid power bench test apparatus mentioned in the first aspect, the method including a hybrid mode parking test procedure, the hybrid mode parking test procedure including the following steps:

[0014] Select a dynamometer, connect it to the drive shaft, and connect it to the dynamometer controller for signal transmission.

[0015] The TCU controls the disengagement of the gearbox from the output shaft of the drive motor while maintaining the clutch in an engaged state.

[0016] The HCU controls the engine speed and the target output torque of the motor controller;

[0017] By entering torque control mode through the MCU, the three-phase current generated by the motor rotating with the engine speed is converted into DC current to charge the vehicle's high-voltage battery.

[0018] Based on the remaining SOC and cell temperature of the vehicle's high-voltage battery fed back by the BMS, the HCU adjusts the engine speed, the target output torque of the motor controller, the charging capacity of the vehicle's high-voltage battery, and the battery charging time in parking charging mode.

[0019] Based on the above technical solution, the hybrid mode parking test process includes the following steps:

[0020] Select a dynamometer, connect it to the drive shaft, and connect it to the dynamometer controller for signal transmission.

[0021] The TCU controls the vehicle to enter parking charging mode, and the HCU performs a self-test.

[0022] After the HCU passes the self-test, the HCU controls the engine speed and the target output torque of the motor controller.

[0023] The MCU performs torque control;

[0024] The three-phase current generated by the motor rotating in sync with the engine speed is inverted by the MCU into DC power to charge the vehicle's high-voltage battery.

[0025] Based on the remaining SOC and cell temperature of the vehicle's high-voltage battery fed back by the BMS, the HCU adjusts the engine speed, the target output torque of the motor controller, the charging capacity of the vehicle's high-voltage battery, and the battery charging time in parking charging mode.

[0026] Based on the above technical solution, the method further includes a shift strategy optimization process, which includes the following steps:

[0027] Select a dynamometer, connect it to the drive shaft, and connect it to the dynamometer controller for signal transmission.

[0028] The clutch is kept in the disengaged state by controlling the TCU;

[0029] The TCU monitors the output speed of the transmission.

[0030] Based on the comparison between the output speed of the gearbox and the preset shift point speed, when the output speed of the gearbox reaches the shift point speed, the TCU sends a shift request to the HCU.

[0031] The HCU responds to the shift point speed and sends a shift command to the TCU, and the TCU enters the shift state;

[0032] The TCU clears the motor torque, disengages the gear, and enters the speed control state.

[0033] The TCU sends the target speed to the MCU. Within a preset response time, the MCU adjusts the speed based on the target speed, enters the target gear, and enters the torque control state to restore torque.

[0034] Adjust the shift point speed and the response time, and repeat the above operation to optimize the shift strategy.

[0035] Based on the above technical solution, the method includes a shift strategy optimization process, which includes the following steps:

[0036] Select a dynamometer, connect it to the drive shaft, and connect it to the dynamometer controller for signal transmission.

[0037] The clutch is kept in the disengaged state by controlling the TCU;

[0038] The TCU monitors the output speed of the transmission.

[0039] Based on the comparison between the output speed of the gearbox and the preset shift point speed, when the output speed of the gearbox reaches the shift point speed, the TCU sends a shift request to the HCU.

[0040] The HCU responds to the shift point speed and sends a shift command to the TCU, and the TCU enters the shift state;

[0041] The TCU clears the motor torque, disengages the gear, and enters the speed control state.

[0042] The TCU sends the target speed to the MCU. Within a preset response time, the MCU adjusts the speed based on the target speed, enters the target gear, and enters the torque control state to restore torque.

[0043] Adjust the shift point speed and the response time, and repeat the above operation to optimize the shift strategy.

[0044] Based on the above technical solution, the method further includes a static engine start-up strategy optimization process, which includes the following steps:

[0045] Select a dynamometer, connect it to the drive shaft, and connect it to the dynamometer controller for signal transmission.

[0046] The TCU controls the disengagement of the gearbox from the output shaft of the drive motor, so that the clutch is in an engaged state;

[0047] The HCU inputs the target torque to the MCU, and the target torque increases from the initial zero torque slope, recording time t0;

[0048] In torque control mode, when the motor speed reaches the first set motor speed during the response to output torque, the MCU records time t1.

[0049] When t1-t0≤time difference threshold, |Te1-Te2|≤5%Te1, if the first set motor speed is greater than the starting required speed, the motor will successfully start the engine; otherwise, the engine will fail to start.

[0050] The HCU adjusts the target torque, initial zero torque slope, and time difference threshold to optimize the static engine start-up strategy; among these...

[0051] Te1 is the target torque, and Te2 is the output torque.

[0052] Based on the above technical solution, the method includes a static engine start-up strategy optimization process, which includes the following steps:

[0053] Select a dynamometer, connect it to the drive shaft, and connect it to the dynamometer controller for signal transmission.

[0054] The TCU controls the disengagement of the gearbox from the output shaft of the drive motor, so that the clutch is in an engaged state;

[0055] The HCU inputs the target torque to the MCU, and the target torque increases from the initial zero torque slope, recording time t0;

[0056] In torque control mode, when the motor speed reaches the first set motor speed during the response to output torque, the MCU records time t1.

[0057] When t1-t0≤time difference threshold, |Te1-Te2|≤5%Te1, if the first set motor speed is greater than the starting required speed, the motor will successfully start the engine; otherwise, the engine will fail to start.

[0058] The HCU adjusts the target torque, initial zero torque slope, and time difference threshold to optimize the static engine start-up strategy; among these...

[0059] Te1 is the target torque, and Te2 is the output torque.

[0060] Based on the above technical solution, the method includes a static engine start-up strategy optimization process, and the hybrid powertrain fuel consumption assessment and strategy optimization process includes the following steps:

[0061] The TCU controls the gearbox to keep the drive axle connected to the motor's output shaft, and the clutch is engaged.

[0062] The drive axle is mounted on the dynamometer, and the dynamometer controller operates the dynamometer drive axle at a speed of Ni and a torque of Ti.

[0063] The TCU feeds back the monitored transmission output shaft torque and speed information to the HCU, at which point the total speed ratio is n;

[0064] The HCU performs a differential judgment based on the initial engine fuel consumption curve TN and the engine speed nNi, and the MCU inputs the target torque Tx.

[0065] The dynamometer controller controls the operation of the dynamometer according to the road spectrum collected from the whole vehicle. After the operation cycle is completed, the fuel consumption of the hybrid powertrain is obtained.

[0066] Based on the external characteristic curves of the motor and the engine, the economic curve of the initial engine operation is optimized and adjusted by adjusting the value of the total speed ratio n or the target torque Tx.

[0067] Based on the above technical solution, the method further includes a hybrid powertrain fuel consumption assessment and strategy optimization process, which includes the following steps:

[0068] The TCU controls the gearbox to keep the drive axle connected to the motor's output shaft, and the clutch is engaged.

[0069] The drive axle is mounted on the dynamometer, and the dynamometer controller operates the dynamometer drive axle at a speed of Ni and a torque of Ti.

[0070] The TCU feeds back the monitored transmission output shaft torque and speed information to the HCU, at which point the total speed ratio is n;

[0071] The HCU performs a differential judgment based on the initial engine fuel consumption curve TN and the engine speed nNi, and the MCU inputs the target torque Tx.

[0072] The dynamometer controller controls the operation of the dynamometer according to the road spectrum collected from the whole vehicle. After the operation cycle is completed, the fuel consumption of the hybrid powertrain is obtained.

[0073] Based on the external characteristic curves of the motor and the engine, the economic curve of the initial engine operation is optimized and adjusted by adjusting the value of the total speed ratio n or the target torque Tx.

[0074] Based on the above technical solution, the method further includes a hybrid powertrain fuel consumption assessment and strategy optimization process, which includes the following steps:

[0075] The dynamometer provides the target speed and target torque;

[0076] The TCU monitors the output shaft end information of the gearbox, and the HCU receives the TCU information and calculates the first torque at the corresponding nNi point on the TN curve.

[0077] If the torque deviation between the target torque and the first torque is not greater than the corresponding torque deviation threshold, the fuel consumption test is completed; otherwise, the target speed is adjusted.

[0078] Compared with the prior art, the advantages of the present invention are as follows:

[0079] This invention can meet diverse testing needs, improve the utilization rate of the three-electric integrated testing bench, save vehicle off-line debugging time, and shorten the vehicle development and verification cycle. Attached Figure Description

[0080] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0081] Figure 1 This is a schematic diagram of the hybrid power bench test device according to an embodiment of the present invention;

[0082] Figure 2 This is a flowchart illustrating the principle of the hybrid mode parking test process in the usage method of the hybrid bench test device according to an embodiment of the present invention.

[0083] Figure 3 This is a flowchart illustrating the principle of the static engine start-up strategy optimization process in the usage method of the hybrid power bench test apparatus according to an embodiment of the present invention.

[0084] Figure 4 This is a flowchart illustrating the principle of the hybrid powertrain fuel consumption assessment and strategy optimization process in the usage method of the hybrid power bench test device according to an embodiment of the present invention. Detailed Implementation

[0085] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0086] The embodiments of the present invention will be further described in detail below with reference to the accompanying drawings.

[0087] This application provides a method for using a hybrid power bench testing device, which can meet diverse testing needs, improve the utilization rate of the three-electric integrated testing bench, save vehicle off-line debugging time, and shorten the vehicle development and verification cycle.

[0088] To achieve the aforementioned technical effects, the overall concept of this application is as follows:

[0089] A hybrid power bench test apparatus, the apparatus comprising:

[0090] The engine, clutch, drive motor, gearbox, and drive shaft are connected in sequence;

[0091] Low-voltage cabinet and its electrically connected HCU, MCU, BMS and TCU;

[0092] A drive axle is provided at the free end of the drive shaft to cooperate with the dynamometer, and the drive axle is equipped with a dynamometer controller;

[0093] A high-voltage automotive battery used for electrical connection with the MCU; wherein...

[0094] The HCU is connected to the engine, the TCU, the MCU, and the BMS signal.

[0095] The MCU is electrically connected to the drive motor and also has signal connections.

[0096] The embodiments of this application will be further described in detail below with reference to the accompanying drawings.

[0097] Firstly, see [the following] Figure 1 As shown, this application embodiment provides a hybrid power bench testing device, which includes:

[0098] The engine, clutch, drive motor, gearbox, and drive shaft are connected in sequence;

[0099] Low-voltage cabinet and its electrically connected HCU, MCU, BMS and TCU;

[0100] A drive axle is provided at the free end of the drive shaft to cooperate with the dynamometer, and the drive axle is equipped with a dynamometer controller;

[0101] A high-voltage automotive battery used for electrical connection with the MCU; wherein...

[0102] The HCU is connected to the engine, the TCU, the MCU, and the BMS signal.

[0103] The MCU is electrically connected to the drive motor and also has signal connections.

[0104] It should be noted that the full English names and Chinese meanings of the terms used in this application are explained as follows:

[0105] HCU, Hybrid Control Unit, is the vehicle controller.

[0106] MCU, Motor Control Unit;

[0107] BMS stands for Battery Management System.

[0108] TCU, Transmission Control Unit;

[0109] SOC stands for State of Charge, indicating the remaining battery power.

[0110] In this embodiment, diverse testing needs can be met, the utilization rate of the three-electric system testing bench can be improved, the vehicle off-line debugging time can be saved, and the vehicle development and verification cycle can be shortened.

[0111] As shown in the attached diagram of the instruction manual. Figure 1 As shown, the hybrid power bench test device in this embodiment of the application consists of an engine, a clutch, a drive motor, a gearbox, a dynamometer, a vehicle controller (HCU), a motor controller (MCU), a gearbox controller (TCU), a vehicle high-voltage battery, a low-voltage distribution cabinet, and a dynamometer controller.

[0112] Secondly, see Figures 2-4 As shown, this application embodiment provides a method for using the hybrid power bench test device mentioned in the first aspect. The method includes a hybrid mode parking test procedure, which includes the following steps:

[0113] A1. Select a dynamometer, connect it to the drive shaft, and connect it to the dynamometer controller.

[0114] A2. The TCU controls the disengagement of the gearbox from the output shaft of the drive motor while maintaining the clutch in an engaged state;

[0115] A3 and HCU control the engine speed and the target output torque of the motor controller;

[0116] A4. By entering torque control mode through the MCU, the three-phase current generated by the motor rotating with the engine speed is converted into DC current to charge the vehicle's high-voltage battery.

[0117] A5. Based on the remaining SOC and cell temperature of the vehicle high-voltage battery fed back by the BMS, the HCU adjusts the engine speed, the target output torque of the motor controller, the charging capacity of the vehicle high-voltage battery, and the battery charging time in parking charging mode.

[0118] In this embodiment, diverse testing needs can be met, the utilization rate of the three-electric system testing bench can be improved, the vehicle off-line debugging time can be saved, and the vehicle development and verification cycle can be shortened.

[0119] Furthermore, the hybrid mode parking test process also includes the following steps:

[0120] Select a dynamometer, connect it to the drive shaft, and connect it to the dynamometer controller for signal transmission.

[0121] The TCU controls the vehicle to enter parking charging mode, and the HCU performs a self-test.

[0122] After the HCU passes the self-test, the HCU controls the engine speed and the target output torque of the motor controller.

[0123] The MCU performs torque control;

[0124] The three-phase current generated by the motor rotating in sync with the engine speed is inverted by the MCU into DC power to charge the vehicle's high-voltage battery.

[0125] Based on the remaining SOC and cell temperature of the vehicle's high-voltage battery fed back by the BMS, the HCU adjusts the engine speed, the target output torque of the motor controller, the charging capacity of the vehicle's high-voltage battery, and the battery charging time in parking charging mode.

[0126] Furthermore, the method also includes a shift strategy optimization process, which includes the following steps:

[0127] B1. Select a dynamometer, connect it to the drive shaft, and connect it to the dynamometer controller.

[0128] B2. The clutch is kept in the disengaged state via the TCU;

[0129] B3, TCU monitors the output speed of the transmission;

[0130] B4. Based on the comparison between the output speed of the gearbox and the preset shift point speed, when the output speed of the gearbox reaches the shift point speed, the TCU sends a shift request to the HCU.

[0131] B5, HCU responds to the shift point speed and sends a shift command to TCU, TCU enters shift state;

[0132] B6. TCU clears motor torque, disengages gear, and enters speed control mode;

[0133] B7, TCU sends the target speed to MCU, and MCU completes speed adjustment based on the target speed within a preset response time, enters the target gear, and enters torque control state to restore torque;

[0134] B8. Adjust the shift point speed and the response time, and repeat the above operation to optimize the shift strategy.

[0135] Furthermore, the method includes a shift strategy optimization process, which further includes the following steps:

[0136] Select a dynamometer, connect it to the drive shaft, and connect it to the dynamometer controller for signal transmission.

[0137] The clutch is kept in the disengaged state by controlling the TCU;

[0138] The TCU monitors the output speed of the transmission.

[0139] Based on the comparison between the output speed of the gearbox and the preset shift point speed, when the output speed of the gearbox reaches the shift point speed, the TCU sends a shift request to the HCU.

[0140] The HCU responds to the shift point speed and sends a shift command to the TCU, and the TCU enters the shift state;

[0141] The TCU clears the motor torque, disengages the gear, and enters the speed control state.

[0142] The TCU sends the target speed to the MCU. Within a preset response time, the MCU adjusts the speed based on the target speed, enters the target gear, and enters the torque control state to restore torque.

[0143] Adjust the shift point speed and the response time, and repeat the above operation to optimize the shift strategy.

[0144] Furthermore, the method also includes a static engine start-up strategy optimization process, which includes the following steps:

[0145] C1. Select a dynamometer, connect it to the drive shaft, and connect it to the dynamometer controller.

[0146] C2. The TCU controls the gearbox to disengage from the output shaft of the drive motor so that the clutch is engaged.

[0147] C3 and HCU input the target torque to the MCU, and the target torque increases from the initial zero torque slope, recording time t0;

[0148] C4. When the motor speed reaches the first set motor speed during the response to the output torque in torque control mode, the MCU records the time t1.

[0149] C5. When t1-t0≤time difference threshold, |Te1-Te2|≤5%Te1, if the first set motor speed is greater than the starting required speed, the motor will successfully start the engine; otherwise, the engine will fail to start.

[0150] C6 and HCU adjust the target torque, initial zero torque slope, and time difference threshold to optimize the static engine start-up strategy; among which...

[0151] Te1 is the target torque, and Te2 is the output torque.

[0152] Furthermore, the method includes a static engine start-up strategy optimization process, which further includes the following steps:

[0153] Select a dynamometer, connect it to the drive shaft, and connect it to the dynamometer controller for signal transmission.

[0154] The TCU controls the disengagement of the gearbox from the output shaft of the drive motor, so that the clutch is in an engaged state;

[0155] The HCU inputs the target torque to the MCU, and the target torque increases from the initial zero torque slope, recording time t0;

[0156] In torque control mode, when the motor speed reaches the first set motor speed during the response to output torque, the MCU records time t1.

[0157] When t1-t0≤time difference threshold, |Te1-Te2|≤5%Te1, if the first set motor speed is greater than the starting required speed, the motor will successfully start the engine; otherwise, the engine will fail to start.

[0158] The HCU adjusts the target torque, initial zero torque slope, and time difference threshold to optimize the static engine start-up strategy; among these...

[0159] Te1 is the target torque, and Te2 is the output torque.

[0160] Furthermore, the method includes a hybrid powertrain fuel consumption assessment and strategy optimization process, which further includes the following steps:

[0161] The TCU controls the gearbox to keep the drive axle connected to the motor's output shaft, and the clutch is engaged.

[0162] The drive axle is mounted on the dynamometer, and the dynamometer controller operates the dynamometer drive axle at a speed of Ni and a torque of Ti.

[0163] The TCU feeds back the monitored transmission output shaft torque and speed information to the HCU, at which point the total speed ratio is n;

[0164] The HCU performs a differential judgment based on the initial engine fuel consumption curve TN and the engine speed nNi, and the MCU inputs the target torque Tx.

[0165] The dynamometer controller controls the operation of the dynamometer according to the road spectrum collected from the whole vehicle. After the operation cycle is completed, the fuel consumption of the hybrid powertrain is obtained.

[0166] Based on the external characteristic curves of the motor and the engine, the economic curve of the initial engine operation is optimized and adjusted by adjusting the value of the total speed ratio n or the target torque Tx.

[0167] Furthermore, the method also includes a hybrid powertrain fuel consumption assessment and strategy optimization process, which further includes the following steps:

[0168] The TCU controls the gearbox to keep the drive axle connected to the motor's output shaft, and the clutch is engaged.

[0169] The drive axle is mounted on the dynamometer, and the dynamometer controller operates the dynamometer drive axle at a speed of Ni and a torque of Ti.

[0170] The TCU feeds back the monitored transmission output shaft torque and speed information to the HCU, at which point the total speed ratio is n;

[0171] The HCU performs a differential judgment based on the initial engine fuel consumption curve TN and the engine speed nNi, and the MCU inputs the target torque Tx.

[0172] The dynamometer controller controls the operation of the dynamometer according to the road spectrum collected from the whole vehicle. After the operation cycle is completed, the fuel consumption of the hybrid powertrain is obtained.

[0173] Based on the external characteristic curves of the motor and the engine, the economic curve of the initial engine operation is optimized and adjusted by adjusting the value of the total speed ratio n or the target torque Tx.

[0174] Furthermore, the method also includes a hybrid powertrain fuel consumption assessment and strategy optimization process, which includes the following steps:

[0175] D1. The dynamometer provides the target speed and target torque;

[0176] D2, TCU monitors the output shaft end information of the gearbox, HCU receives the TCU information and calculates the first torque at the corresponding nNi point of the TN curve;

[0177] D3. If the torque deviation between the target torque and the first torque is not greater than the corresponding torque deviation threshold, the fuel consumption test is completed; otherwise, the target speed is adjusted.

[0178] Specifically, the technical solutions of this application embodiment are implemented as follows:

[0179] Scenario 1, as shown in the attached diagram of the instruction manual. Figure 2 As shown, the technical solution of this application embodiment also involves a hybrid mode (HEV) parking test and charging strategy optimization process, which includes the following:

[0180] The TCU controls the disengagement of the gearbox from the drive motor output shaft, at which point the clutch is engaged. The HCU controls the engine speed ri and the motor controller outputs the target torque Te. In torque control mode, the motor rotates with the engine speed, generating a three-phase current iac. This current is inverted into DC current idc by the MCU and used to charge the vehicle's high-voltage battery. Based on signals such as the battery's remaining SOC (or individual cell voltage) and cell temperature, the HCU continuously optimizes the engine speed ri and the target torque Te output by the motor. This allows verification of the vehicle's high-voltage battery charging capacity and the battery charging time in parking charging mode, thereby enabling the optimization of the parking charging strategy in HEV mode using the test bench described in this application.

[0181] Scenario 2: The technical solution of this application embodiment also involves a shift strategy optimization process, which includes the following:

[0182] The TCU controls the clutch to be in the disengaged state and monitors the output speed of the transmission. Based on the monitored speed n... iCompared to the set shift point speed n0, when the shift speed is near, the TCU sends a shift request to the HCU. After the HCU completes the condition judgment, it issues a shift command to the TCU, and the TCU enters the shift state. First, the motor torque is cleared, the gear is disengaged, and speed control is entered. The TCU sends the target speed to the MCU, and the MCU responds at t i Speed ​​adjustment is completed within the time frame, the target gear is engaged, and torque control is activated to restore torque. This is achieved through continuous optimization of the shift point n0 and the MCU response time t. i This achieves the goal of optimizing the gear shifting strategy.

[0183] Scenario 3, as shown in the attached diagram of the instruction manual. Figure 3 As shown, the technical solution of this application embodiment also involves a static engine start-up strategy optimization process, which includes the following:

[0184] The transmission is disengaged from the drive motor output shaft by the TCU, at which point the clutch is engaged. The HCU inputs the target torque Te1 to the motor control unit MCU, and Te1 increases from the initial zero torque slope K, recording time t0. In torque control mode, the MCU responds to the output torque Te2, and the motor speed reaches rx1, recording time t1. When t1-t0≤2s, |Te1-Te2|≤5%Te1. When rx2>the starting speed r, the motor successfully starts the engine; otherwise, the engine fails to start. The HCU can optimize the target torque, the growth rate K, and the t1-t0 threshold through a test bench, achieving static engine starting strategy optimization.

[0185] Scenario 4, as shown in the attached diagram of the instruction manual. Figure 4 As shown, the technical solution of this application embodiment also involves a process for assessing and optimizing the fuel consumption of a hybrid powertrain. This process includes the following steps:

[0186] The TCU controls the transmission to keep the drive axle connected to the motor output shaft, at which point the clutch is engaged. The drive axle is mounted on a dynamometer, and the dynamometer controller operates the drive axle at speed Ni and torque Ti. The TCU feeds back the monitored transmission output shaft torque and speed information to the HCU (at this point, the overall speed ratio is n). The HCU, based on the initial engine fuel consumption curve TN, performs a differential calculation using the speed nNi and the corresponding T, and inputs the target torque Tx to the MCU. The dynamometer control cabinet controls the dynamometer's operation according to the vehicle's road spectrum. After the operation cycle is completed, the hybrid powertrain fuel consumption can be obtained. Based on the motor's external characteristic curve and the engine's external characteristic curve, the initial engine operating economy curve can be optimized by adjusting the value of n or Tx.

[0187] In the description of this application, it should be noted that the terms "upper," "lower," etc., indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application. Unless otherwise expressly specified and limited, the terms "installed," "connected," and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication between two elements. For those skilled in the art, the specific meaning of the above terms in this application can be understood according to the specific circumstances.

[0188] It should be noted that in this application, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0189] The above description is merely a specific embodiment of this application, enabling those skilled in the art to understand or implement this application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this application. Therefore, this application is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features claimed herein.

Claims

1. A method of using a hybrid power bench testing device, characterized in that, The method includes a static engine start-up strategy optimization process and a hybrid powertrain fuel consumption assessment and strategy optimization process. The static engine start-up strategy optimization process also includes the following steps: Select a dynamometer, connect it to the drive shaft, and connect it to the dynamometer controller for signal transmission. The TCU controls the disengagement of the gearbox from the output shaft of the drive motor, so that the clutch is in an engaged state; The HCU inputs the target torque to the MCU, and the target torque increases from the initial zero torque slope, recording time t0; In torque control mode, when the motor speed reaches the first set motor speed during the response to output torque, the MCU records time t1. When t1-t0≤time difference threshold, |Te1-Te2|≤5%Te1, if the first set motor speed is greater than the starting required speed, the motor will successfully start the engine; otherwise, the engine will fail to start. HCU adjusts the target torque, initial zero torque slope, and time difference threshold to optimize the static engine start-up strategy; The process for assessing and optimizing the fuel consumption of the hybrid powertrain includes the following steps: The TCU controls the gearbox to keep the drive axle connected to the motor's output shaft, and the clutch is engaged. The drive axle is mounted on the dynamometer, and the dynamometer controller operates the dynamometer drive axle at a speed of Ni and a torque of Ti. The TCU feeds back the monitored transmission output shaft torque and speed information to the HCU, at which point the total speed ratio is n; The HCU performs a differential judgment based on the initial engine fuel consumption curve TN and the engine speed nNi, and the MCU inputs the target torque Tx. The dynamometer controller controls the operation of the dynamometer according to the road spectrum collected from the whole vehicle. After the operation cycle is completed, the fuel consumption of the hybrid powertrain is obtained. Based on the external characteristic curves of the motor and the engine, the economic curve of the initial engine operation is optimized and adjusted by adjusting the value of the total speed ratio n or the target torque Tx.

2. The method of using the hybrid power bench test apparatus as described in claim 1, characterized in that, The method also includes a hybrid mode parking test procedure, which includes the following steps: Select a dynamometer, connect it to the drive shaft, and connect it to the dynamometer controller for signal transmission. The TCU controls the vehicle to enter parking charging mode, and the HCU performs a self-test. After the HCU passes the self-test, the HCU controls the engine speed and the target output torque of the motor controller. The MCU performs torque control; The three-phase current generated by the motor rotating in sync with the engine speed is inverted by the MCU into DC power to charge the vehicle's high-voltage battery. Based on the remaining SOC and cell temperature of the vehicle's high-voltage battery fed back by the BMS, the HCU adjusts the engine speed, the target output torque of the motor controller, the charging capacity of the vehicle's high-voltage battery, and the battery charging time in parking charging mode.

3. The method of using the hybrid power bench test apparatus as described in claim 1, characterized in that, The process for assessing and optimizing the fuel consumption of the hybrid powertrain also includes the following steps: The dynamometer provides the target speed and target torque; The TCU monitors the output shaft end information of the gearbox, and the HCU receives the TCU information and calculates the first torque at the corresponding nNi point on the TN curve. If the torque deviation between the target torque and the first torque is not greater than the corresponding torque deviation threshold, the fuel consumption test is completed; otherwise, the target speed is adjusted.

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