New energy vehicle power system whole vehicle energy flow economical efficiency loss calculation system and method

Abstract

The invention discloses a new energy vehicle power system whole vehicle energy flow economical efficiency loss calculation system and method. According to a transmission loss calculation module, simulation is carried out to obtain transmission loss; performing simulation according to a longitudinal dynamic loss calculation module to obtain acceleration resistance power loss; simulation is carried out according to the braking power loss module to obtain braking power loss; performing simulation according to a slip power loss module to obtain front wheel slip power loss and rear wheel slip power loss; performing simulation according to a vehicle-mounted inverter power loss module to obtain vehicle-mounted inverter power loss; performing simulation according to the motor power loss module to obtain copper loss, iron loss and motor mechanical loss; performing simulation according to the high and low voltage accessory power consumption module to obtain low voltage accessory power consumption and high voltage accessory power consumption; and performing simulation according to the DCDC power loss module to obtain DCDC power loss. The method is beneficial for improving the whole vehicle energy flow economy of the new energy vehicle power system.

Description

Technical Field

[0001] The present invention relates to the technical field of new energy vehicle simulation technology, and specifically to a system and method for calculating the economic loss of energy flow of a whole vehicle power system of a new energy vehicle. Background Art

[0002] At present, in the development process of new energy vehicles, the determination of the energy flow economy of the power system vehicle is to calibrate the energy flow using the actual vehicle test data and calibration tools such as CANOE after the actual vehicle is used to obtain the relevant information of economy, and then calibrate the economy of the whole vehicle based on the obtained information of the energy flow economy of the power system vehicle. Although this method has real signals, it must rely on the actual vehicle, and the economic calculation cannot be performed before the vehicle is assembled, which reduces the calibration efficiency of relevant functional points of new energy vehicles.

[0003] As the development cycle of new energy vehicles continues to shorten, new energy vehicle simulation testing has been widely used in the industry. How to use new energy vehicle simulation testing technology to calculate the economic loss of energy flow in the power system has become a technical problem that needs to be solved urgently. Summary of the invention

[0004] The purpose of the present invention is to provide a system and method for calculating the economic loss of the energy flow of the power system of a new energy vehicle. Before the actual vehicle is produced, the present invention can use simulation calculations to accurately obtain the economic loss results of the energy flow of the power system of the whole vehicle, thereby improving the calibration efficiency of relevant functional points of new energy vehicles.

[0005] To achieve this purpose, the present invention provides a system for calculating the economic loss of energy flow of a new energy vehicle power system, which includes:

[0006] The transmission loss calculation module performs simulation calculation based on the input torque of the differential and the output torque of the motor to obtain the transmission loss;

[0007] The longitudinal dynamic loss calculation module simulates and calculates the air resistance power loss according to the ambient air density, the frontal area of ​​the vehicle's projection, the vehicle's wind resistance coefficient and the real-time vehicle speed; simulates and calculates the slope resistance power loss according to the equivalent mass of the vehicle under different loading conditions, the acceleration of gravity, the slope of the ramp the vehicle passes through and the real-time vehicle speed; simulates and calculates the rolling resistance power loss according to the equivalent mass of the vehicle under different loading conditions, the acceleration of gravity, the slope of the ramp the vehicle passes through, the tire rolling resistance coefficient and the real-time vehicle speed; simulates and calculates the acceleration resistance power loss according to the equivalent mass of the vehicle under different loading conditions, the real-time vehicle speed and the vehicle rotation mass coefficient;

[0008] The braking power loss module simulates and calculates the braking power loss based on the rear wheel speed, rear wheel braking torque, front wheel speed, thermal friction coefficient, and front wheel braking torque;

[0009] The slip power loss module simulates and calculates the front wheel slip power loss according to the front wheel driving force, front wheel speed, wheel slip rate and tire rolling radius; and simulates and calculates the rear wheel slip power loss according to the rear wheel driving force, rear wheel speed, wheel slip rate and tire rolling radius;

[0010] The vehicle inverter power loss module uses the scattered points of different efficiencies under different output powers of the vehicle inverter to fit the efficiency of the vehicle inverter, establishes a mathematical model, brings the output power of the vehicle inverter into the established mathematical model, and obtains the efficiency of the vehicle inverter. The vehicle inverter power loss is obtained based on the efficiency of the vehicle inverter and the output power of the vehicle inverter.

[0011] The motor power loss module calculates the copper loss according to the dq axis component of the motor stator current and the motor stator winding resistance, calculates the iron loss according to the dq axis component of the motor stator current and the motor equivalent iron loss resistance, and calculates the motor mechanical loss according to the number of motor poles and the outer diameter of the motor stator;

[0012] The high and low voltage accessory power consumption module simulates and calculates the low voltage accessory power consumption according to the working current of the water pump, cooling fan, and blower and the voltage after DCDC conversion; the high voltage accessory power consumption is simulated and calculated according to the working current of the compressor, air heating PTC (Positive Temperature Coefficient Thermistor), battery heating PTC and the vehicle power battery voltage;

[0013] The DCDC power loss module obtains the DCDC conversion efficiency according to the load current and the load voltage, and obtains the DCDC power loss by simulation calculation according to the DCDC conversion efficiency, the load current and the load voltage.

[0014] Beneficial effects of the present invention:

[0015] The present invention provides a simulation environment, which simulates energy loss under different working conditions by establishing data related to the operation of the actual vehicle and the economy. This calibration solution does not rely on the actual vehicle, but uses relevant detection equipment to directly read the information related to the energy flow economy of the power system vehicle, calibrates the relevant functional points of the new energy vehicle, and simulates the simulation test environment of the vehicle operation for the energy flow economy calculation of the whole vehicle. By establishing a simulation environment, the deficiencies of the prior art in the calculation of the energy flow economy of the power system vehicle are solved, and a systematic method for energy management before the development of the actual vehicle is provided, which helps to improve the economy and development efficiency of the energy management system of new energy vehicles. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Figure 1 It is a structural schematic diagram of the present invention;

[0017] Figure 2 This is a schematic diagram of the longitudinal dynamic loss calculation module;

[0018] Figure 3 This is a schematic diagram of a braking power loss calculation module;

[0019] Figure 4 This is a schematic diagram of the slip power loss calculation module;

[0020] Figure 5 This is a schematic diagram of the motor power loss module;

[0021] Figure 6 It is a schematic diagram of the power consumption module of high and low voltage accessories;

[0022] Figure 7 This is a schematic diagram of the internal calculation of the FPGA model. DETAILED DESCRIPTION

[0023] In order to make the purpose, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments 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 part of the embodiments of the present invention, not all of the embodiments. Therefore, the following detailed description of the embodiments of the present invention provided in the drawings is not intended to limit the scope of the claimed invention, but merely represents the selected embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0024] The present invention is further described in detail below with reference to the accompanying drawings and specific embodiments:

[0025] Example 1

[0026] A system for calculating the economic loss of energy flow of a new energy vehicle power system, such as Figure 1 , which includes:

[0027] The transmission loss calculation module performs simulation calculation based on the input torque of the differential and the output torque of the motor to obtain the transmission loss;

[0028] The longitudinal dynamic loss calculation module simulates and calculates the air resistance power loss according to the ambient air density, the frontal area of ​​the vehicle's projection, the vehicle's wind resistance coefficient and the real-time vehicle speed; simulates and calculates the slope resistance power loss according to the equivalent mass of the vehicle under different loading conditions, the acceleration of gravity, the slope of the ramp the vehicle passes through and the real-time vehicle speed; simulates and calculates the rolling resistance power loss according to the equivalent mass of the vehicle under different loading conditions, the acceleration of gravity, the slope of the ramp the vehicle passes through, the tire rolling resistance coefficient and the real-time vehicle speed; simulates and calculates the acceleration resistance power loss according to the equivalent mass of the vehicle under different loading conditions, the real-time vehicle speed and the vehicle rotation mass coefficient;

[0029] The braking power loss module simulates and calculates the braking power loss based on the rear wheel speed, rear wheel braking torque, front wheel speed, thermal friction coefficient, and front wheel braking torque;

[0030] The slip power loss module simulates and calculates the front wheel slip power loss according to the front wheel driving force, front wheel speed, wheel slip rate and tire rolling radius; and simulates and calculates the rear wheel slip power loss according to the rear wheel driving force, rear wheel speed, wheel slip rate and tire rolling radius;

[0031] The vehicle inverter power loss module uses the scattered points of different efficiencies under different output powers of the vehicle inverter to fit the efficiency of the vehicle inverter, establishes a mathematical model, brings the output power of the vehicle inverter into the established mathematical model, and obtains the efficiency of the vehicle inverter. The vehicle inverter power loss is obtained based on the efficiency of the vehicle inverter and the output power of the vehicle inverter.

[0032] The motor power loss module calculates the copper loss according to the dq axis component of the motor stator current and the motor stator winding resistance, calculates the iron loss according to the dq axis component of the motor stator current and the motor equivalent iron loss resistance, and calculates the motor mechanical loss according to the number of motor poles and the outer diameter of the motor stator;

[0033] The high and low voltage accessory power consumption module simulates and calculates the low voltage accessory power consumption according to the working current of the water pump, cooling fan, and blower and the voltage after DCDC conversion; the high voltage accessory power consumption is simulated and calculated according to the working current of the compressor, air heating PTC, battery heating PTC and the vehicle power battery voltage;

[0034] The DCDC power loss module obtains the DCDC conversion efficiency according to the load current and the load voltage, and obtains the DCDC power loss by simulation calculation according to the DCDC conversion efficiency, the load current and the load voltage.

[0035] In the above technical solution, the transmission loss calculation module is built using MATLAB (Matrix Laboratory) software. During the construction, the transmission loss calculation variables are taken as the main body. The motor battery power, motor battery efficiency and vehicle weight variables that are included in different models and have different values ​​for different models are used as global variables. The main body and the global variables are written into the same file, and a transmission loss calculation model is established and loaded before the transmission loss model is run. A transmission loss calculation unit is implanted in the transmission loss model, and the transmission loss calculation variables are the input torque of the differential and the output torque of the motor.

[0036] In the above technical scheme, the longitudinal dynamic loss calculation module is built using MATLAB software. During the construction, the longitudinal dynamic loss calculation variables are taken as the main body. The motor battery power, motor battery efficiency and vehicle weight variables that are included in different models and have different values ​​for different models are taken as global variables. The main body and the global variables are written into the same file, and a longitudinal dynamic loss calculation model is established and loaded before the longitudinal dynamic loss model is run. A longitudinal dynamic loss calculation unit is implanted in the longitudinal dynamic loss model. The longitudinal dynamic loss calculation variables are the ambient air density, the windward area of ​​the projection directly in front of the car, the car drag coefficient, the slope of the ramp that the car passes, the tire rolling resistance coefficient, the equivalent mass of the vehicle under different loading conditions, the real-time vehicle speed, the acceleration of gravity and the car rotational mass coefficient.

[0037] In the above technical scheme, the braking power loss calculation module is built using MATLAB software. During the construction, the braking power loss calculation variables are taken as the main body. The motor battery power, motor battery efficiency and vehicle weight variables that are included in different models and have different values ​​for different models are used as global variables. The main body and the global variables are written into the same file, and a braking power loss calculation model is established and loaded before the braking power loss model is run. A braking power loss calculation unit is implanted in the braking power loss model. The braking power loss calculation variables are rear wheel speed, rear wheel braking torque, front wheel speed, thermal friction coefficient, and front wheel braking torque.

[0038] In the above technical scheme, the slip power loss calculation module is built using MATLAB software. During the construction, the slip power loss calculation variables are taken as the main body. The motor battery power, motor battery efficiency and vehicle weight variables that are included in different models and have different values ​​for different models are used as global variables. The main body and the global variables are written into the same file, and a slip power loss calculation model is established and loaded before the slip power loss model is run. A slip power loss calculation unit is implanted in the slip power loss model. The slip power loss calculation variables are front wheel driving force, front wheel speed, wheel slip rate and tire rolling radius, rear wheel driving force, rear wheel speed, wheel slip rate and tire rolling radius.

[0039] In the above technical scheme, the vehicle-mounted inverter power loss calculation module is built using MATLAB software. During the construction, the vehicle-mounted inverter power loss calculation variable is taken as the main body, and the motor battery power, motor battery efficiency and vehicle weight variables that are included in different models and have different values ​​for different models are used as global variables. The main body and the global variables are written into the same file, and a vehicle-mounted inverter power loss calculation model is established and loaded before the vehicle-mounted inverter power loss model is run. The vehicle-mounted inverter power loss calculation unit is implanted in the vehicle-mounted inverter power loss model, and the vehicle-mounted inverter power loss calculation variables are the output power of the vehicle-mounted inverter and the efficiency of the vehicle-mounted inverter.

[0040] In the above technical scheme, the motor power loss calculation module is built using MATLAB software. During the construction, the motor power loss calculation variables are taken as the main body. The motor battery power, motor battery efficiency and vehicle weight variables that are included in different models and have different values ​​for different models are used as global variables. The main body and the global variables are written into the same file, and a motor power loss calculation model is established and loaded before the motor power loss model is run. A motor power loss calculation unit is implanted in the motor power loss model. The motor power loss calculation variables are the dq-axis components of the motor stator current, the motor stator winding resistance, the motor equivalent iron loss resistance, the number of motor poles and the outer diameter of the motor stator.

[0041] In the above technical scheme, the high and low voltage accessory power consumption calculation module is built using MATLAB software. During the construction, the high and low voltage accessory power consumption calculation variables are taken as the main body. The motor battery power, motor battery efficiency and vehicle weight variables that are included in different models and have different values ​​for different models are used as global variables. The main body and the global variables are written into the same file, and a high and low voltage accessory power consumption calculation model is established and loaded before the high and low voltage accessory power consumption model is run. A high and low voltage accessory power consumption calculation unit is implanted in the high and low voltage accessory power consumption model. The high and low voltage accessory power consumption calculation variables are the working current of the water pump, the working current of the cooling fan, the working current of the blower, the voltage after DCDC conversion, the working current of the compressor, the working current of the air heating PTC, the working current of the battery heating PTC and the vehicle power battery voltage.

[0042] In the above technical solution, the DCDC power loss calculation module is built using MATLAB software. During the construction, the DCDC power loss calculation variables are used as the main body. The motor battery power, motor battery efficiency and vehicle weight variables that are included in different models and have different values ​​for different models are used as global variables. The main body and the global variables are written into the same file, a DCDC power loss calculation model is established and loaded before the DCDC power loss model is run. The DCDC power loss model is implanted with a DCDC power loss calculation unit, and the DCDC power loss calculation variables are load current and load voltage.

[0043] In the above technical solution, the transmission loss calculation formula included in the transmission loss calculation unit is:

[0044] P_DriveTrain_Loss=P_Differnetial_In-P_Mortor_Out

[0045] Among them, P_Differnetioal_In is the input torque of the differential, and P_Mortor_Out is the output torque of the motor.

[0046] In the above technical solution, if Figure 2 , the longitudinal dynamic loss calculation formula included in the longitudinal dynamic loss calculation unit is:

[0047] Power loss due to air resistance:

[0048]

[0049] Ramp drag power loss:

[0050] P_Slop_Loss = mgsin(tan -1 (Slop))*V

[0051] Rolling resistance power loss:

[0052] P_rolling_Loss = μmgcos(tan -1 (Slop))*V

[0053] Acceleration drag power loss:

[0054] P_Acc_Loss=δ*m*V

[0055] Among them, ρ is the ambient air density, A is the frontal area of ​​the car's front projection, C d is the drag coefficient of the car, Slop is the slope of the ramp the car passes, μ is the tire rolling resistance coefficient, δ is the car rotation mass coefficient, V is the real-time vehicle speed, m is the equivalent mass of the vehicle under different loading conditions, and g is the acceleration of gravity.

[0056] In the above technical solution, in the whole vehicle simulation model, the slope calculation can more accurately simulate the forward working condition of a vehicle. The slope of the ramp that the car passes can be set. Overcoming the slope resistance is part of calculating the economy of the whole vehicle. The loss of rotating parts is the loss of the power battery. Calculating the loss of rotating parts can more accurately derive the economy of the whole vehicle.

[0057] In the above technical solution, when the automobile's rotational mass coefficient accelerates, the rotating parts are also accelerating. This part of the inertia is taken into account in the acceleration process of the entire vehicle. The conventional value is between 1.1-1.4. However, there is no real car during simulation, so it is necessary to make a comparison based on past experience. For example, whether the parts of the new car have changed, the coefficient value is obtained based on more than one simulation database.

[0058] In the above technical solution, if Figure 3 , the braking power loss calculation formula included in the braking power loss calculation unit is:

[0059] P_Brk_Loss=(Wheel_Spd_R*BrkTrq_R+Wheel_Spd_F*BrkTrq_F)*(1+α)*2

[0060] Among them, Wheel_Spd_R is the rear wheel speed, BrkTrq_R is the rear wheel braking torque, Wheel_pre_F is the front wheel speed, BrkTrq_F is the front wheel braking torque, and α is the thermal friction coefficient (the heat loss coefficient between the ground and the tire multiplied by the heat loss coefficient between the brake hub and the tire).

[0061] In the above technical solution, friction consumption during braking requires electricity from the power battery, and part of it will be converted into heat energy. This part of the loss is also part of the economic calculation of the whole vehicle.

[0062] In the above technical solution, if Figure 4 , the slip power loss calculation formula included in the slip power loss calculation unit is:

[0063] P_Slip_Loss_F=Fx_F*Front_Slip*0.01*Wheel_Spd_F*Tire.Rolling_r

[0064] P_Slip_Loss_R=Fx_R*Front_Slip*0.01*Wheel_Spd_R*Tire.Rolling_r

[0065] Where P_Slip_Loss_F is the front wheel slip power loss, P_Slip_Loss_R is the rear wheel slip power loss, Fx_F is the front wheel driving force, Fx_R is the rear wheel driving force, Front_Slip is the wheel slip rate, Wheel_Spd_F is the front wheel speed, Wheel_Spd_R is the rear wheel speed, and Tire.Rolling_r is the tire rolling radius.

[0066] In the above technical solution, the power of the power battery is used when the vehicle slips, and the slip generates heat and consumes electrical energy, which is a part of the energy loss of the power battery.

[0067] In the above technical solution, the vehicle inverter power loss module fits the vehicle inverter efficiency according to the scatter points of the output power and efficiency of the vehicle inverter, establishes a mathematical model, and obtains the specific method of the vehicle inverter power loss according to the efficiency and output power as follows:

[0068] The calculation of vehicle inverter loss requires fitting the efficiency of the vehicle inverter using the scattered points of the output power P and efficiency η of the vehicle inverter to obtain the quadratic function of η=p1+p2+p3, thereby obtaining the loss of the vehicle inverter P_Inverter_Loss:

[0069] P_Inverter_Loss=(1-η)*P

[0070] Among them, p1 is the first weight, p2 is the second weight, and p3 is the third weight. The energy loss in previous vehicles is divided into three levels. The efficiency that accounts for more than 70% of the total vehicle loss is the first dimension, and their efficiency is p1. The loss of each component is multiplied and then multiplied by a weight of 0.6 to obtain p1; the energy loss in previous vehicles is divided into three levels. The efficiency that accounts for 40%-70% of the total vehicle loss is the second dimension, and their efficiency is p2. The loss of each component is multiplied and then multiplied by a weight of 0.3 to obtain p2; the efficiency of energy loss below 40% is the third dimension, and their efficiency is p3. The loss of each component is multiplied and then multiplied by a weight of 0.1 to obtain p3.

[0071] In the above technical solution, the efficiency of the vehicle inverter is fitted by utilizing the scattered points of different efficiencies at different output powers of the vehicle inverter. The established model is a mathematical calculation model. The whole vehicle model inputs the output power of a vehicle inverter to the model, and the model outputs the efficiency at different output powers.

[0072] In the above technical solution, the inverter loss is also part of the economic loss of the whole vehicle. All losses are converted from electric energy. Different losses are classified in order to distinguish the losses with different impacts and give them different weights in the simulation to simulate their consumption more accurately. The inverter loss is calculated in order to more accurately calculate the economy of the whole vehicle.

[0073] In the above technical solution, if Figure 5 The motor power loss module includes copper loss, iron loss and mechanical loss. The copper loss can be calculated according to the stator winding resistance and the stator current dq axis component. The iron loss can be calculated according to the motor equivalent iron loss resistance and the stator current dq axis component. The specific method for calculating the mechanical loss is as follows:

[0074] Copper loss:

[0075]

[0076] Among them, R s is the stator winding resistance of the motor, i d 、i q They are the dq axis components of the motor stator current, P Cu for copper loss;

[0077] Iron loss:

[0078]

[0079] Among them, R Fe is the motor equivalent iron loss resistance, ω is the motor speed, ψ f is the flux generated by the permanent magnet, Ld is the quadrature-axis inductance, L q Direct axis inductance, i d 、i q They are the dq axis components of the motor stator current, P Fe For iron loss;

[0080] Mechanical loss:

[0081]

[0082] Where p is the number of pole pairs of the motor, D is the outer diameter of the motor stator, and P m For mechanical loss.

[0083] In the above technical solution, the energy loss of the motor is converted from the power of the power battery. In addition to being converted into kinetic energy to make the motor rotate, the power battery's electrical energy also has iron and copper losses, which are also consumed electrical energy. This type of loss is calculated in order to accurately calculate the economy of the entire vehicle.

[0084] In the above technical solution, if Figure 6 The high and low voltage accessory power consumption module simulates and calculates the low voltage accessory power consumption according to the current of the water pump, cooling fan, and blower and the voltage after DCDC conversion; the specific method of simulating and calculating the high voltage accessory power consumption according to the current of the compressor, air heating PTC, battery heating PTC and the battery voltage is as follows:

[0085] P_LowVolt_COnsumption

[0086] =(I_Water_Pump+I_Fan+I_Blower+I_Other)*V_Out_DCDCP_HighVolt_Consumption=(I_Compressor+I_PIC_AC+I_PTC_Bat)*V_DClink

[0087] Among them, P_LowVolt_Consumption is the power consumption of low-voltage accessories, I_Water_Pump is the working current of the water pump, I_Fan is the working current of the cooling fan, I_Blower is the working current of the blower, I_Other is the working current of other low-voltage accessories, and V_Out_DCDC is the voltage after DCDC conversion; P_HighVolt_Consumption is the power consumption of high-voltage accessories, I_Copressor is the working current of the compressor, I_PTC_AC is the working current of the air heating PTC, I_PTC_Bat is the working current of the battery heating PTC, and V_DClink is the vehicle power battery voltage.

[0088] In the above technical solution, other accessories may be a radio, a driving recorder, etc.; the voltage after DCDC conversion is a pure electric vehicle that uses a DC / DC converter to convert a DC voltage higher than 300V of the power battery into a DC constant voltage power supply of 12-14V for vehicle use.

[0089] In the above technical scheme, the power-consuming components of the pure electric vehicle model are the motor, low-voltage accessories (water pump, fan, blower) and high-voltage accessories (battery PTC, air-conditioning PTC, compressor). The voltage and current of each component can be recorded during the simulation process. The sum of the currents of each power-consuming component is required to be used as the input current of the battery model, so as to calculate the battery pack voltage according to the battery model. The power change process of each component can be obtained by multiplying the voltage and current of each component. The power consumption of each power-consuming component can be obtained by integrating the power over time.

[0090] The motor voltage comes from the battery pack voltage calculated by the battery model, and the battery current is calculated inside the FPGA model. Figure 7 , the highlighted I_DC_link[A] in the figure is the motor current.

[0091] Among them, regarding high-voltage accessories, the high-voltage accessories considered in this model include battery PTC, air-conditioning PTC and compressor. The working voltages of these three high-voltage accessories are all the battery pack voltage V Bat The switch of the battery PTC is controlled by the controller and can be judged according to the BMS_ThermalManagementReq message sent by the BMS (Battery Management System). When the message is 2, the battery PTC is turned on and the power P of the battery PTC is 电池PTC It is obtained directly from suppliers or self-experiments. The battery PTC current I can be obtained by dividing the power by the battery pack voltage. 电池PTC When the air conditioner adopts the cooling mode, the compressor is turned on. At this time, the speed-power MAP diagram (a one-dimensional table obtained from component experiments, a one-dimensional table: each speed corresponds to a power) is queried according to the compressor speed request signal sent by the PDCU (vehicle controller) to obtain the compressor power P 压缩机 When the air conditioner is in heating mode, the air conditioner PTC is turned on. The PTC has three constant gears, corresponding to three power P 空调PTC (One-dimensional table provided by the supplier or experiment).

[0092] The high voltage accessory current calculation formula is as follows:

[0093] I 电池PTC =P 电池PTC / V Bat

[0094] Among them, I电池PTC is the battery PTC current, P 电池PTC is the battery PTC power (the battery PTC power is a fixed value, provided by the supplier or by self-experimentation), V Bat is the battery pack voltage (calculated by the battery model).

[0095] I 空调PTC =P 空调PTC / V Bat

[0096] Among them, I 空调PTC is the air conditioner PTC current, P 空调PTC is the air conditioner PTC power (the air conditioner PTC is obtained by looking up a table, a one-dimensional table provided by the supplier or the experiment), V Bat is the battery pack voltage (calculated by the battery model).

[0097] I 压缩机 =P 压缩机 / V Bat

[0098] Among them, I 压缩机PTC is the compressor current, P 压缩机PTC is the compressor power (the compressor power is obtained by looking up the table, a one-dimensional table provided by the supplier or the experiment), V Bat is the battery pack voltage (calculated by the battery model).

[0099] Among them, regarding low-voltage accessories, the low-voltage accessories considered in this model include water pumps, fans, and blowers. Water pumps and fans are low-voltage accessories of the electric drive thermal management system circuit, and blowers are low-voltage accessories of the air conditioning system. The voltage of the three low-voltage accessories when working is 14.4V, that is, the output voltage of DCDC. The power P of the water pump 水泵 It is related to the duty cycle. The larger the duty cycle, the higher the power. The relationship between duty cycle and power needs to be provided by the supplier or by self-experimentation. The duty cycle signal is sent by the PDCU and can be received in the model. The power P of the fan 风扇 It is related to the gear position. The gear position signal is also sent by the PDCU. The high gear and low gear correspond to two powers. These two powers need to be provided by the supplier or by self-experimentation. When the air conditioning system is turned on, the blower starts. The blower has eight gears, corresponding to eight powers P 鼓风机 (Provided by the supplier or experiment), the gear is selected manually by the driver. It should be noted that the power of the low-voltage accessory divided by 14.4V cannot be used as the input current of the battery pack. The input current of DCDC should be obtained by dividing the power of the low-voltage accessory by the battery pack voltage.

[0100] The calculation formula for low voltage accessory current is as follows:

[0101] I DCDC输入=(P 水泵 +P 风扇 +P 鼓风机 ) / V Bat

[0102] Among them, I DCDC输入 is the input current of DCDC, P 水泵 , P 风扇 , P 鼓风机 are the power of water pump, fan and blower respectively, V Bat is the battery pack voltage (calculated by the battery model), wherein the water pump power, fan power and blower power are all obtained by looking up a table, which is a one-dimensional table provided by the supplier or experiment (one-dimensional table: that is, each duty cycle corresponds to one power).

[0103] In the above technical solution, the consumption of low-voltage accessories consumes the power of the power battery. The process is: the high voltage output from the power battery is converted into low voltage through DCDC and input to the low-voltage accessories. The purpose of calculating this type of loss is to accurately calculate the economy of the entire vehicle.

[0104] In the above technical solution, the DCDC power loss module can obtain the DCDC conversion efficiency according to the load current and the load voltage. The specific method of simulating and calculating the DCDC power loss according to the DCDC conversion efficiency, the load current and the load voltage is as follows:

[0105] Eff=f(LdAmp[A],LdVolt[V])

[0106]

[0107] Where Eff is the DCDC conversion efficiency, which is obtained based on the table lookup of load current and load voltage, and Pwr Loss is the DCDC power loss, Ld Amp is the load current and Ld Volt is the load voltage.

[0108] In the above technical solution, Eff is obtained by looking up a table based on the load current and load voltage. The equipment for obtaining load data is a water pump, a fan, a blower and other electrical equipment. The table queried is an efficiency table based on different load currents and load voltages.

[0109] In the above technical solution, the energy consumed by the accessories is converted from the power of the power battery, and the power is obtained by multiplying the current and voltage. This power represents the power consumption. The purpose of calculating this type of loss is to accurately calculate the economy of the entire vehicle.

[0110] In the above technical solution, the specific method of vehicle energy flow simulation calculation is:

[0111] The current energy of the vehicle = the energy required for the vehicle to move forward - various energy losses

[0112] Among them, according to the vehicle demand torque calculated by the vehicle controller, the torque is converted into the required power battery capacity, that is, the energy required for the vehicle to move forward; the energy loss is the sum of the energy loss calculations in the transmission loss calculation module, the longitudinal dynamics loss calculation module, the braking power loss module, the slip power loss module, the on-board inverter power loss module, the motor power loss module, the high and low voltage accessory power consumption module and the DCDC power loss module.

[0113] In the above technical solution, if the data is sufficient to form a database, then when changing a car for simulation calculation, the model can remain unchanged and the parameters of the new car model can be brought in, which can be directly used for simulation training.

[0114] In the above technical solution, the power system vehicle energy flow economic loss calculation system can correctly evaluate the current remaining power of the vehicle's power battery: during the operation of the vehicle, if the power battery has sufficient power, then it will use electricity normally, but if the power battery is low, then even if the vehicle controller requires the power battery to output a large torque, it will be restricted, which can prevent the vehicle from stopping suddenly due to lack of power, and make basic preparations for the power consumption strategy of new energy vehicles.

[0115] In the above technical solution, the energy loss of each module is an integral part of the economy of the entire vehicle. Only by accurately calculating the loss of each module can the real-time power of the entire vehicle be obtained. Various energy losses need to be compensated by electricity, and the economy of each module is evaluated based on the amount of power consumption.

[0116] Example 2

[0117] A method for calculating the economic loss of energy flow of a whole vehicle power system of a new energy vehicle, wherein the transmission loss calculation module is constructed using MATLAB software, wherein the transmission loss calculation variables are taken as the main body during construction, and the motor battery power, motor battery efficiency and whole vehicle weight variables, which are included in different vehicle models and have different values ​​for different vehicle models, are taken as global variables, the main body and the global variables are written into the same file, a transmission loss calculation model is established and loaded before the transmission loss model is run, a transmission loss calculation unit is implanted in the transmission loss model, and the transmission loss calculation variables are the input torque of the differential and the output torque of the motor.

[0118] The longitudinal dynamics loss calculation module is built using MATLAB software. During the construction, the longitudinal dynamics loss calculation variables are taken as the main body. The motor battery power, motor battery efficiency and vehicle weight variables that are included in different models and have different values ​​for different models are taken as global variables. The main body and the global variables are written into the same file, and a longitudinal dynamics loss calculation model is established and loaded before the longitudinal dynamics loss model is run. A longitudinal dynamics loss calculation unit is implanted in the longitudinal dynamics loss model. The longitudinal dynamics loss calculation variables are ambient air density, the windward area of ​​the projection directly in front of the car, the car drag coefficient, the slope of the ramp that the car passes, the tire rolling resistance coefficient, the equivalent mass of the vehicle under different loading conditions, the real-time vehicle speed, the acceleration of gravity and the car rotational mass coefficient.

[0119] The braking power loss calculation module is built using MATLAB software. During the construction, the braking power loss calculation variables are taken as the main body. The motor battery power, motor battery efficiency and vehicle weight variables that are included in different vehicle models and have different values ​​for different vehicle models are taken as global variables. The main body and the global variables are written into the same file, and a braking power loss calculation model is established and loaded before the braking power loss model is run. A braking power loss calculation unit is implanted in the braking power loss model. The braking power loss calculation variables are rear wheel speed, rear wheel braking torque, front wheel speed, thermal friction coefficient, and front wheel braking torque.

[0120] The slip power loss calculation module is built using MATLAB software. During the construction, the slip power loss calculation variables are taken as the main body. The motor battery power, motor battery efficiency and vehicle weight variables that are included in different models and have different values ​​for different models are taken as global variables. The main body and the global variables are written into the same file, and a slip power loss calculation model is established and loaded before the slip power loss model is run. A slip power loss calculation unit is implanted in the slip power loss model. The slip power loss calculation variables are the front wheel driving force, front wheel speed, wheel slip rate and tire rolling radius, and the rear wheel driving force, rear wheel speed, wheel slip rate and tire rolling radius.

[0121] The vehicle-mounted inverter power loss calculation module is built using MATLAB software. During the construction, the vehicle-mounted inverter power loss calculation variables are taken as the main body, and the motor battery power, motor battery efficiency and vehicle weight variables that are included in different vehicle models and have different values ​​for different vehicle models are taken as global variables. The main body and the global variables are written into the same file, and a vehicle-mounted inverter power loss calculation model is established and loaded before the vehicle-mounted inverter power loss model is run. The vehicle-mounted inverter power loss calculation unit is implanted in the vehicle-mounted inverter power loss model, and the vehicle-mounted inverter power loss calculation variables are the output power of the vehicle-mounted inverter and the efficiency of the vehicle-mounted inverter.

[0122] The motor power loss calculation module is built using MATLAB software. During the construction, the motor power loss calculation variables are taken as the main body. The motor battery power, motor battery efficiency and vehicle weight variables that are included in different vehicle models and have different values ​​for different vehicle models are taken as global variables. The main body and the global variables are written into the same file, and a motor power loss calculation model is established and loaded before the motor power loss model is run. A motor power loss calculation unit is implanted in the motor power loss model. The motor power loss calculation variables are the dq-axis components of the motor stator current, the motor stator winding resistance, the motor equivalent iron loss resistance, the number of motor pole pairs and the outer diameter of the motor stator.

[0123] The high and low voltage accessory power consumption calculation module is built using MATLAB software. During the construction, the high and low voltage accessory power consumption calculation variables are taken as the main body. The motor battery power, motor battery efficiency and vehicle weight variables that are included in different models and have different values ​​for different models are taken as global variables. The main body and the global variables are written into the same file, and a high and low voltage accessory power consumption calculation model is established and loaded before the high and low voltage accessory power consumption model is run. A high and low voltage accessory power consumption calculation unit is implanted in the high and low voltage accessory power consumption model. The high and low voltage accessory power consumption calculation variables are the working current of the water pump, the working current of the cooling fan, the working current of the blower, the voltage after DCDC conversion, the working current of the compressor, the working current of the air heating PTC, the working current of the battery heating PTC and the vehicle power battery voltage.

[0124] The DCDC power loss calculation module is built using MATLAB software. During the construction, the DCDC power loss calculation variables are used as the main body. The motor battery power, motor battery efficiency and vehicle weight variables that are included in different vehicle models and have different values ​​for different vehicle models are used as global variables. The main body and the global variables are written into the same file, a DCDC power loss calculation model is established and loaded before the DCDC power loss model is run. The DCDC power loss model is implanted with a DCDC power loss calculation unit, and the DCDC power loss calculation variables are load current and load voltage.

[0125] The specific calculation unit of economic simulation includes the following steps:

[0126] The transmission loss is obtained by simulation calculation based on the input torque of the differential and the output torque of the motor;

[0127] The air resistance power loss is obtained by simulation calculation based on the ambient air density, the frontal area of ​​the vehicle's projection, the vehicle's wind resistance coefficient and the real-time vehicle speed; the slope resistance power loss is obtained by simulation calculation based on the equivalent mass of the vehicle under different loading conditions, the acceleration of gravity, the slope of the ramp the vehicle passes through and the real-time vehicle speed; the rolling resistance power loss is obtained by simulation calculation based on the equivalent mass of the vehicle under different loading conditions, the acceleration of gravity, the slope of the ramp the vehicle passes through, the tire rolling resistance coefficient and the real-time vehicle speed; the acceleration resistance power loss is obtained by simulation calculation based on the equivalent mass of the vehicle under different loading conditions, the real-time vehicle speed and the vehicle rotation mass coefficient;

[0128] The braking power loss is obtained by simulation calculation based on the rear wheel speed, rear wheel braking torque, front wheel speed, thermal friction coefficient, and front wheel braking torque;

[0129] The front wheel slip power loss is obtained by simulation calculation based on the front wheel driving force, front wheel speed, wheel slip ratio and tire rolling radius; the rear wheel slip power loss is obtained by simulation calculation based on the rear wheel driving force, rear wheel speed, wheel slip ratio and tire rolling radius;

[0130] According to the scattered points of different efficiencies under different output powers of the vehicle inverter, the efficiency of the vehicle inverter is fitted using the scattered points, a mathematical model is established, the output power of the vehicle inverter is brought into the established mathematical model, the efficiency of the vehicle inverter is obtained, and the power loss of the vehicle inverter is obtained according to the efficiency of the vehicle inverter and the output power of the vehicle inverter;

[0131] The copper loss is calculated according to the dq axis component of the motor stator current and the motor stator winding resistance, the iron loss is calculated according to the dq axis component of the motor stator current and the motor equivalent iron loss resistance, and the motor mechanical loss is calculated according to the number of motor poles and the outer diameter of the motor stator;

[0132] The power consumption of low-voltage accessories is obtained by simulation calculation based on the working current of the water pump, cooling fan, and blower and the voltage after DCDC conversion; the power consumption of high-voltage accessories is obtained by simulation calculation based on the working current of the compressor, air heating PTC, battery heating PTC and the voltage of the vehicle power battery;

[0133] The DCDC conversion efficiency is obtained according to the load current and the load voltage, and the DCDC power loss is obtained by simulation calculation according to the DCDC conversion efficiency, the load current and the load voltage.

[0134] Example 3

[0135] A computer program product includes a computer program, and when the computer program is executed by a processor, the system described in Example 2 is implemented.

[0136] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. For those skilled in the art, the present invention may have various modifications and variations. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present invention shall be included in the protection scope of the present invention.

[0137] The contents not described in detail in this specification belong to the prior art known to professional and technical personnel in this field.

Claims

1. A system for calculating the economic loss of energy flow of a new energy vehicle power system, characterized in that: It includes: The transmission loss calculation module performs simulation calculation based on the input torque of the differential and the output torque of the motor to obtain the transmission loss; The longitudinal dynamic loss calculation module simulates and calculates the air resistance power loss according to the ambient air density, the frontal area of ​​the vehicle's projection, the vehicle's wind resistance coefficient and the real-time vehicle speed; simulates and calculates the slope resistance power loss according to the equivalent mass of the vehicle under different loading conditions, the acceleration of gravity, the slope of the ramp the vehicle passes through and the real-time vehicle speed; simulates and calculates the rolling resistance power loss according to the equivalent mass of the vehicle under different loading conditions, the acceleration of gravity, the slope of the ramp the vehicle passes through, the tire rolling resistance coefficient and the real-time vehicle speed; simulates and calculates the acceleration resistance power loss according to the equivalent mass of the vehicle under different loading conditions, the real-time vehicle speed and the vehicle rotation mass coefficient; The braking power loss module simulates and calculates the braking power loss based on the rear wheel speed, rear wheel braking torque, front wheel speed, thermal friction coefficient, and front wheel braking torque; The slip power loss module simulates and calculates the front wheel slip power loss based on the front wheel driving force, front wheel speed, wheel slip rate and tire rolling radius; and simulates and calculates the rear wheel slip power loss based on the rear wheel driving force, rear wheel speed, wheel slip rate and tire rolling radius.

2. The whole vehicle energy flow economic loss calculation system of the new energy vehicle power system according to claim 1 is characterized in that: It also includes: The vehicle inverter power loss module uses the scattered points of different efficiencies under different output powers of the vehicle inverter to fit the efficiency of the vehicle inverter, establishes a mathematical model, brings the output power of the vehicle inverter into the established mathematical model, and obtains the efficiency of the vehicle inverter. The vehicle inverter power loss is obtained based on the efficiency of the vehicle inverter and the output power of the vehicle inverter. The motor power loss module calculates the copper loss according to the dq axis component of the motor stator current and the motor stator winding resistance, calculates the iron loss according to the dq axis component of the motor stator current and the motor equivalent iron loss resistance, and calculates the motor mechanical loss according to the number of motor poles and the outer diameter of the motor stator; The high and low voltage accessory power consumption module simulates and calculates the low voltage accessory power consumption according to the working current of the water pump, cooling fan, and blower and the voltage after DCDC conversion; the high voltage accessory power consumption is simulated and calculated according to the working current of the compressor, air heating PTC, battery heating PTC and the vehicle power battery voltage; The DCDC power loss module obtains the DCDC conversion efficiency according to the load current and the load voltage, and obtains the DCDC power loss by simulation calculation according to the DCDC conversion efficiency, the load current and the load voltage.

3. The whole vehicle energy flow economic loss calculation system of the new energy vehicle power system according to claim 1 is characterized by: The transmission loss calculation module is built using data modeling software. During the construction, the transmission loss calculation variables are taken as the main body. The motor battery power, motor battery efficiency and vehicle weight variables that are included in different vehicle models and have different values ​​for different vehicle models are taken as global variables. The main body and the global variables are written into the same file, and a transmission loss calculation model is established and loaded before the transmission loss model is run. A transmission loss calculation unit is implanted in the transmission loss model, and the transmission loss calculation variables are the input torque of the differential and the output torque of the motor.

4. The whole vehicle energy flow economic loss calculation system of the new energy vehicle power system according to claim 1 is characterized by: The longitudinal dynamics loss calculation module is built using data modeling software. During the construction, the longitudinal dynamics loss calculation variables are taken as the main body. The motor battery power, motor battery efficiency and vehicle weight variables that are included in different models and have different values ​​for different models are taken as global variables. The main body and the global variables are written into the same file, and a longitudinal dynamics loss calculation model is established and loaded before the longitudinal dynamics loss model is run. A longitudinal dynamics loss calculation unit is implanted in the longitudinal dynamics loss model. The longitudinal dynamics loss calculation variables are the ambient air density, the windward area of ​​the projection directly in front of the car, the car drag coefficient, the slope of the ramp that the car passes, the tire rolling resistance coefficient, the equivalent mass of the vehicle under different loading conditions, the real-time vehicle speed, the acceleration of gravity and the car rotational mass coefficient.

5. The whole vehicle energy flow economic loss calculation system of the new energy vehicle power system according to claim 1 is characterized by: The braking power loss calculation module is built using data modeling software. During the construction, the braking power loss calculation variables are taken as the main body. The motor battery power, motor battery efficiency and vehicle weight variables that are included in different vehicle models and have different values ​​for different vehicle models are taken as global variables. The main body and the global variables are written into the same file, and a braking power loss calculation model is established and loaded before the braking power loss model is run. A braking power loss calculation unit is implanted in the braking power loss model. The braking power loss calculation variables are rear wheel speed, rear wheel braking torque, front wheel speed, thermal friction coefficient, and front wheel braking torque.

6. The whole vehicle energy flow economic loss calculation system of the new energy vehicle power system according to claim 1 is characterized by: The slip power loss calculation module is built using data modeling software. During the construction, the slip power loss calculation variables are taken as the main body. The motor battery power, motor battery efficiency and vehicle weight variables that are included in different models and have different values ​​for different models are taken as global variables. The main body and the global variables are written into the same file, and a slip power loss calculation model is established and loaded before the slip power loss model is run. A slip power loss calculation unit is implanted in the slip power loss model. The slip power loss calculation variables are the front wheel driving force, front wheel speed, wheel slip rate and tire rolling radius, and the rear wheel driving force, rear wheel speed, wheel slip rate and tire rolling radius.

7. The whole vehicle energy flow economic loss calculation system of the new energy vehicle power system according to claim 2 is characterized by: The vehicle inverter power loss calculation module is built using data modeling software. During the construction, the vehicle inverter power loss calculation variable is taken as the main body, and the motor battery power, motor battery efficiency and vehicle weight variables that are included in different vehicle models and have different values ​​for different vehicle models are used as global variables. The main body and the global variables are written into the same file, and a vehicle inverter power loss calculation model is established and loaded before the vehicle inverter power loss model is run. The vehicle inverter power loss model is implanted with a vehicle inverter power loss calculation unit, and the vehicle inverter power loss calculation variables are the output power of the vehicle inverter and the efficiency of the vehicle inverter.

8. The system for calculating the energy flow economic loss of a whole vehicle of a new energy vehicle power system according to claim 2 is characterized in that: The motor power loss calculation module is built using data modeling software. During the construction, the motor power loss calculation variables are taken as the main body. The motor battery power, motor battery efficiency and vehicle weight variables that are included in different vehicle models and have different values ​​for different vehicle models are taken as global variables. The main body and the global variables are written into the same file, and a motor power loss calculation model is established and loaded before the motor power loss model is run. A motor power loss calculation unit is implanted in the motor power loss model. The motor power loss calculation variables are the dq-axis components of the motor stator current, the motor stator winding resistance, the motor equivalent iron loss resistance, the number of motor poles and the outer diameter of the motor stator.

9. The whole vehicle energy flow economic loss calculation system of the new energy vehicle power system according to claim 2 is characterized by: The high and low voltage accessory power consumption calculation module is built using data modeling software. During the construction, the high and low voltage accessory power consumption calculation variables are taken as the main body. The motor battery power, motor battery efficiency and vehicle weight variables that are included in different models and have different values ​​for different models are taken as global variables. The main body and the global variables are written into the same file, and a high and low voltage accessory power consumption calculation model is established and loaded before the high and low voltage accessory power consumption model is run. A high and low voltage accessory power consumption calculation unit is implanted in the high and low voltage accessory power consumption model. The high and low voltage accessory power consumption calculation variables are the working current of the water pump, the working current of the cooling fan, the working current of the blower, the voltage after DCDC conversion, the working current of the compressor, the working current of the air heating PTC, the working current of the battery heating PTC and the vehicle power battery voltage.

10. The whole vehicle energy flow economic loss calculation system of the new energy vehicle power system according to claim 2 is characterized by: The DCDC power loss calculation module is built using data modeling software. During the construction, the DCDC power loss calculation variables are used as the main body. The motor battery power, motor battery efficiency and vehicle weight variables that are included in different vehicle models and have different values ​​for different vehicle models are used as global variables. The main body and the global variables are written into the same file, a DCDC power loss calculation model is established and loaded before the DCDC power loss model is run. A DCDC power loss calculation unit is implanted in the DCDC power loss model, and the DCDC power loss calculation variables are load current and load voltage.

11. The whole vehicle energy flow economic loss calculation system of the new energy vehicle power system according to claim 3 is characterized by: The transmission loss calculation formula included in the transmission loss calculation unit is: P_DriveTrain_Loss=P_Differnetial_In-P_Mortor_Out Among them, P_Differnetial_In is the input torque of the differential, and P_Mortor_Out is the output torque of the motor.

12. The whole vehicle energy flow economic loss calculation system of the new energy vehicle power system according to claim 4 is characterized by: The longitudinal dynamics loss calculation formula included in the longitudinal dynamics loss calculation unit is: Power loss due to air resistance: Ramp drag power loss: P_Slop_Loss=mgsin(tan -1 (Slop))*V Rolling resistance power loss: P_rolling_Loss=μmgcos(tan -1 (SLop))*V Acceleration drag power loss: P_Acc_Loss=δ*m*V Among them, ρ is the ambient air density, A is the frontal area of ​​the vehicle projected directly in front of the wind, Cd is the vehicle drag coefficient, Slop is the slope of the ramp the car passes, μ is the tire rolling resistance coefficient, δ is the vehicle rotation mass coefficient, V is the real-time vehicle speed, m is the equivalent mass of the vehicle under different loading conditions, and g is the acceleration of gravity.

13. The whole vehicle energy flow economic loss calculation system of the new energy vehicle power system according to claim 5 is characterized by: The braking power loss calculation formula included in the braking power loss calculation unit is: P_Brk_Loss=(Wheel_Spd_R*BrkTrq_R+Wheel_Spd_F*BrkTrq_F)*(1+α)*2 Among them, Wheel_Spd_R is the rear wheel speed, BrkTrq_R is the rear wheel braking torque, Wheel_Spd_F is the front wheel speed, BrkTrq_F is the front wheel braking torque, and α is the product of the heat loss coefficient between the ground and the tire and the heat loss coefficient between the brake hub and the tire.

14. The whole vehicle energy flow economic loss calculation system of the new energy vehicle power system according to claim 6 is characterized by: The slip power loss calculation formula included in the slip power loss calculation unit is: P_Slip_Loss_F=Fx_F*Front_Slip*0.01*Wheel_Spd_F*Tire.Rolling_r P_Slip_Loss_R=Fx_R*Front_Slip*0.01*Wheel_Spd_R*Tire.Rolling_r Where P_Slip_Loss_F is the front wheel slip power loss, P_Slip_Loss_R is the rear wheel slip power loss, Fx_F is the front wheel driving force, Fx_R is the rear wheel driving force, Front_Slip is the wheel slip rate, Wheel_Spd_F is the front wheel speed, Wheel_Spd_R is the rear wheel speed, and Tire.Rolling_r is the tire rolling radius.

15. The whole vehicle energy flow economic loss calculation system of the new energy vehicle power system according to claim 7 is characterized by: The vehicle inverter power loss module fits the vehicle inverter efficiency according to the scatter points of the vehicle inverter output power and efficiency, establishes a mathematical model, and obtains the specific method of vehicle inverter power loss according to efficiency and output power: The calculation of vehicle inverter loss requires fitting the efficiency of the vehicle inverter using the scattered points of the output power P and efficiency of the vehicle inverter to obtain a quadratic function of η=p1+p2+p3, thereby obtaining the loss of the vehicle inverter P_Inverter_Loss: P_Inverter_Loss=(1-η)*P Among them, p1 is the first weight, p2 is the second weight, and p3 is the third weight.

16. The whole vehicle energy flow economic loss calculation system of the new energy vehicle power system according to claim 8 is characterized by: The motor power loss module includes copper loss, iron loss and mechanical loss. The copper loss can be calculated based on the stator winding resistance and the stator current dq axis component. The iron loss can be calculated based on the motor equivalent iron loss resistance and the stator current dq axis component. The specific method for calculating the mechanical loss based on the motor pole pair number and stator outer diameter is as follows: Copper loss: Among them, R s is the stator winding resistance of the motor, i d 、i q They are the dq axis components of the motor stator current, P Cu for copper loss; Iron loss: Among them, R Fe is the motor equivalent iron loss resistance, ω is the motor speed, ψ f is the flux generated by the permanent magnet, L d is the quadrature-axis inductance, L q Direct axis inductance, i d 、i q They are the dq axis components of the motor stator current, P Fe For iron loss; Mechanical loss: Where p is the number of pole pairs of the motor, D is the outer diameter of the motor stator, and P m For mechanical loss.

17. The whole vehicle energy flow economic loss calculation system of the new energy vehicle power system according to claim 9 is characterized by: The high and low voltage accessory power consumption module simulates and calculates the low voltage accessory power consumption according to the current of the water pump, cooling fan, and blower and the voltage after DCDC conversion; the specific method of simulating and calculating the high voltage accessory power consumption according to the current of the compressor, air heating PTC, battery heating PTC and the battery voltage is as follows: P_LowVolt_Consumption =(I_Water_Pump+I_Fan+I_Blower+I_Other)*V_Out_DCDC P_HighVolt_Consumption=(I_Compressor+I_PTC_AC+I_PTC_Bat)*V_DClink Among them, P_LowVolt_Consumption is the power consumption of low-voltage accessories, I_Water_Pump is the working current of the water pump, I_Fan is the working current of the cooling fan, I_Blower is the working current of the blower, I_Other is the working current of other low-voltage accessories, and V_Out_DCDC is the voltage after DCDC conversion; P_HighVolt_Consumption is the power consumption of high-voltage accessories, I_Compressor is the working current of the compressor, I_PTC_AC is the working current of the air heating PTC, I_PTC_Bat is the working current of the battery heating PTC, and V_DClink is the vehicle power battery voltage.

18. The whole vehicle energy flow economic loss calculation system of the new energy vehicle power system according to claim 10 is characterized by: The DCDC power loss module can obtain the DCDC conversion efficiency based on the load current and load voltage. The specific method for simulating and calculating the DCDC power loss based on the DCDC conversion efficiency, load current and load voltage is as follows: Eff=f(LdAmp[A],LdVolt[V]) Where Eff is the DCDC conversion efficiency, which is obtained based on the table lookup of load current and load voltage, and Pwr Loss is the DCDC power loss, Ld Amp is the load current and Ld Volt is the load voltage.

19. An economic simulation calculation method for a new energy vehicle battery management unit according to the system of claim 1, characterized in that: It follows the steps: The transmission loss is obtained by simulation calculation based on the input torque of the differential and the output torque of the motor; The air resistance power loss is obtained by simulation calculation based on the ambient air density, the frontal area of ​​the vehicle's projection, the vehicle's wind resistance coefficient and the real-time vehicle speed; the slope resistance power loss is obtained by simulation calculation based on the equivalent mass of the vehicle under different loading conditions, the acceleration of gravity, the slope of the ramp the vehicle passes through and the real-time vehicle speed; the rolling resistance power loss is obtained by simulation calculation based on the equivalent mass of the vehicle under different loading conditions, the acceleration of gravity, the slope of the ramp the vehicle passes through, the tire rolling resistance coefficient and the real-time vehicle speed; the acceleration resistance power loss is obtained by simulation calculation based on the equivalent mass of the vehicle under different loading conditions, the real-time vehicle speed and the vehicle rotation mass coefficient; The braking power loss is obtained by simulation calculation based on the rear wheel speed, rear wheel braking torque, front wheel speed, thermal friction coefficient, and front wheel braking torque; The front wheel slip power loss is obtained by simulation calculation based on the front wheel driving force, front wheel speed, wheel slip ratio and tire rolling radius; the rear wheel slip power loss is obtained by simulation calculation based on the rear wheel driving force, rear wheel speed, wheel slip ratio and tire rolling radius; According to the scattered points of different efficiencies under different output powers of the vehicle inverter, the efficiency of the vehicle inverter is fitted using the scattered points, a mathematical model is established, the output power of the vehicle inverter is brought into the established mathematical model, the efficiency of the vehicle inverter is obtained, and the power loss of the vehicle inverter is obtained according to the efficiency of the vehicle inverter and the output power of the vehicle inverter; The copper loss is calculated according to the dq axis component of the motor stator current and the motor stator winding resistance, the iron loss is calculated according to the dq axis component of the motor stator current and the motor equivalent iron loss resistance, and the motor mechanical loss is calculated according to the number of motor poles and the outer diameter of the motor stator; The power consumption of low-voltage accessories is obtained by simulation calculation based on the working current of the water pump, cooling fan, and blower and the voltage after DCDC conversion; the power consumption of high-voltage accessories is obtained by simulation calculation based on the working current of the compressor, air heating PTC, battery heating PTC and the voltage of the vehicle power battery; The DCDC conversion efficiency is obtained according to the load current and the load voltage, and the DCDC power loss is obtained by simulation calculation according to the DCDC conversion efficiency, the load current and the load voltage.

20. A computer program product comprising a computer program, characterized in that The computer program implements the steps of the method according to claim 19 when executed by a processor.

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