Gear shifting simulation test system and method applied to new energy commercial vehicle and medium

Abstract

The invention discloses a gear shifting simulation test system and method applied to a new energy commercial vehicle and a medium, and relates to the technical field of simulation test. In the system, a vehicle control unit model can output a first target torque to a first driving assembly model, and gear shifting control software can send a second target torque, a first target rotating speed and a first mode switching instruction to the first driving assembly model and send a first gear shifting instruction to a first gear shifting execution mechanism model. The first driving assembly model can send the first actual torque to the gear shifting control software and the first transmission model. The first gear shifting execution mechanism model can be switched among a first gear, a second gear and a third gear, and first gear information is sent to the first transmission model. The first transmission model can output a first amplification torque to the whole vehicle dynamics model. The whole vehicle dynamics model can send the actual vehicle speed to the gear shifting control software. Therefore, testing of models such as the gear shifting control software and the first gear shifting executing mechanism model is achieved.

Description

Technical Field

[0001] The present invention relates to the field of simulation testing technology, and in particular to a gear shift simulation testing system, method and medium applied to new energy commercial vehicles. Background Art

[0002] With the rapid development of new energy technology, more and more new energy commercial vehicles are gradually coming out. Compared with new energy passenger cars, new energy commercial vehicles usually require more powerful power. Therefore, new energy commercial vehicles are often equipped with multi-speed pure electric transmissions. However, with the increase in transmission gears, the complexity of the transmission controller software and the difficulty of shifting control have also increased accordingly, which has increased the complexity of the simulation test of the vehicle control system.

[0003] In the prior art, a simulation model of a gear shift actuator is usually not built, which results in the inability to simulate the dynamic process of gear shifting and fault conditions during the gear shifting process. Summary of the invention

[0004] The present specification provides a gear shift simulation test system, method and medium applied to new energy commercial vehicles to at least partially solve the above-mentioned problems existing in the prior art.

[0005] This manual adopts the following technical solutions:

[0006] This specification provides a shift simulation test system, method and medium for new energy commercial vehicles, including a vehicle controller model, shift control software, a first drive component model, a first shift actuator model, a first transmission model and a vehicle dynamics model;

[0007] The vehicle controller model is used to determine and send a first target torque to a first drive component model;

[0008] The shift control software can generate and send a second target torque, a first target speed and a first mode switching instruction to the first drive component model; and can also generate and send a first shift instruction to the first shift actuator model;

[0009] The first drive assembly model is capable of determining and sending a first actual torque to the shift control software and the first transmission model in response to the first target torque, the second target torque, the first target speed, and the first mode switch instruction;

[0010] The first shift actuator model can respond to the first shift instruction and switch between the first gear, the second gear and the third gear through the first shift motor model and the second shift motor model; and can also send the first gear position information to the first transmission model;

[0011] The first transmission model can determine and output a first amplified torque to the vehicle dynamics model based on the first gear information and the first actual torque;

[0012] The vehicle dynamics model can determine an actual vehicle speed in response to the first amplified torque, and send the actual vehicle speed to the shift control software.

[0013] Preferably, the gear shift simulation test system further includes a second drive component model, a second gear shift actuator model and a second transmission model;

[0014] The vehicle controller model is also used to determine and send a third target torque to the second drive component model;

[0015] The shift control software can also generate and send a fourth target torque, a second target speed and a second mode switching instruction to the second drive component model; and can also generate and send a second shift instruction to the second shift actuator model;

[0016] The second drive assembly model is capable of determining and sending a second actual torque to the shift control software and the second transmission model in response to the third target torque, the fourth target torque, the second target speed, and the second mode switch command;

[0017] a second shift actuator model, capable of switching between the first gear, the second gear, and the third gear via the third shift motor model and the fourth shift motor model in response to the second shift instruction; and capable of sending second gear position information to the second transmission model;

[0018] The second transmission model can determine and output a second amplified torque to the vehicle dynamics model based on the second gear information and the second actual torque;

[0019] The vehicle dynamics model can determine an actual vehicle speed in response to the first amplified torque and the second amplified torque, and send the actual vehicle speed to the shift control software.

[0020] Preferably, the gear shift simulation test system further includes a driver model;

[0021] The driver model can generate and send an acceleration signal and a brake signal to the vehicle controller model in response to the user's operation;

[0022] The vehicle controller model can determine a first target torque and a third target torque based on the acceleration signal and the brake signal, respectively, and send the first target torque to the first drive component model and send the third target torque to the second drive component model.

[0023] Preferably, the first gear shift instruction corresponds to the second target torque, the first target speed and the first mode switching instruction.

[0024] Preferably, when receiving the first mode switching instruction, the first drive component model can respond to the first mode switching instruction and switch the working mode of the first drive component to the speed control mode or the torque control mode;

[0025] When it is determined that the working mode of the first drive component is the speed control mode, the first drive component model can obtain the real-time speed of the first motor at the current moment, and determine the first actual torque and the first actual speed according to the first target speed and the real-time speed of the first motor;

[0026] When it is determined that the working mode of the first driving component is the torque control mode, the first driving component model can determine a first actual torque and a first actual rotational speed according to the second target torque.

[0027] Preferably, when the first driving component model does not receive the first mode switching instruction, it can determine the first actual torque based on the first target torque.

[0028] Preferably, the first shift motor model includes an execution motor model, a shift resistance calculation model, a turbine worm gear transmission model and a turbine angle sensor model;

[0029] The shift resistance calculation model can determine the first resistance coefficient and the second resistance coefficient according to the real-time speed of the execution motor and the real-time angle of the execution motor of the execution motor model, and send them to the execution motor model;

[0030] The execution motor model can rotate based on the first drag coefficient and the second drag coefficient in response to the first shift instruction, and drive the worm gear transmission model to rotate;

[0031] The turbine angle sensing model can obtain the actual rotation angle of the turbine worm transmission model, and output the first gear information based on the actual angle.

[0032] Preferably, when the actuator motor rotates in the first direction, the first resistance coefficient can be determined by the following formula:

[0033] f1=k1θ,0≤θ≤θ2

[0034] f1=k2θ,θ1≤θ≤0

[0035] Wherein, f1 is the first resistance coefficient, k1 and k2 are preset coefficients, θ1 is the preset minimum angle, θ2 is the preset maximum angle, and θ is the real-time angle of the actuator motor;

[0036] When the actuator motor rotates toward the second direction, the first resistance coefficient may be determined by the following formula:

[0037] f1=k3θ,0≤θ≤θ2

[0038] f1=k4θ,θ1≤θ≤0

[0039] Wherein, f1 is a first resistance coefficient, k3 and k4 are preset coefficients, θ1 is a preset minimum angle, θ2 is a preset maximum angle, θ is a real-time angle of the execution motor, and the absolute value of k1 is greater than the absolute value of k3, the absolute value of k2 is greater than the absolute value of k4, and the first direction is opposite to the second direction;

[0040] The second resistance coefficient is negatively correlated with the real-time rotation speed of the execution motor, and the second resistance coefficient is positively correlated with the absolute value of the real-time angle of the execution motor.

[0041] Preferably, the execution motor model can determine the execution angular acceleration and the execution output torque according to the first shift instruction;

[0042] The actual angle can be determined by the following formula:

[0043] T1=T2×(1-f1)+f2

[0044]

[0045] Among them, γ is the actual angle, T1 is the rotational force, i is the preset transmission ratio corresponding to the worm gear transmission model, J is the execution angular acceleration, T2 is the execution output torque, f1 is the first resistance coefficient, and f2 is the second resistance coefficient.

[0046] Preferably, the new energy vehicle is equipped with four driving wheels;

[0047] Two of the driving wheels correspond to the first amplified torque, and the other two driving wheels correspond to the second amplified torque.

[0048] On the other hand, this specification provides a shift simulation test method applied to new energy commercial vehicles, including:

[0049] Sending a first target torque to a first drive component model through a vehicle controller model;

[0050] The first drive component model responds to the first target torque by simulating operation and determining or updating a first actual torque, and sending the first actual torque to the shift control software and the first transmission model;

[0051] The first transmission model determines or updates a first amplified torque based on the first actual torque and current gear information, and outputs the first amplified torque to a vehicle dynamics model;

[0052] The vehicle dynamics model simulates and runs based on the first amplified torque to determine or update the actual vehicle speed, and sends the actual vehicle speed to the shift control software;

[0053] The shift control software generates, based on the actual vehicle speed and the first actual torque, a second target torque, a first target speed and a first mode switching instruction and sends it to the first drive component model, and generates and sends a first shift instruction to the first shift actuator model;

[0054] The first shift actuator model responds to the first shift instruction by switching between the first gear, the second gear and the third gear through the first shift motor model and the second shift motor model, and sends the first gear position information to the first transmission model;

[0055] The first drive component model determines or updates a first actual torque in response to the second target torque, the first target speed, and the first mode switching instruction, and sends the first actual torque to the shift control software and the first transmission model;

[0056] The first transmission model determines or updates a first amplified torque based on the first actual torque and the first gear information, and outputs the first amplified torque to the whole vehicle dynamics model;

[0057] The vehicle dynamics model performs simulation operation based on the first amplified torque to determine or update the actual vehicle speed, and sends the actual vehicle speed to the shift control software.

[0058] On the other hand, the present specification provides a readable storage medium, which stores a computer program. When the computer program is executed, it can implement the gear shift simulation test method applied to new energy commercial vehicles described in the above aspect.

[0059] At least one of the above technical solutions adopted in this specification can achieve the following beneficial effects:

[0060] In the shift simulation test system for new energy commercial vehicles provided in this specification, the vehicle controller model can determine and send the first target torque to the first drive component model, and the shift control software can determine and send the second target torque, the first target speed and the first mode switching instruction to the first drive component model, and can also generate and send the first shift instruction to the first shift actuator model. The first drive component model can respond to the first target torque, the second target torque, the first target speed and the first mode switching instruction, determine and send the first actual torque to the shift control software and the first transmission model. The first shift actuator model can respond to the first shift instruction, switch between the first gear, the second gear and the third gear through the first shift motor model and the second shift motor model, and can also send the first gear information to the first transmission model. The first transmission model can determine and output the first amplified torque to the vehicle dynamics model based on the first gear information and the first actual torque. The vehicle dynamics model can respond to the first amplified torque, determine the actual vehicle speed, and send the actual vehicle speed to the shift control software.

[0061] According to the above content, it can be seen that the system is able to simulate and test the shift control software capable of three-gear switching, the first shift actuator model, etc., making up for the deficiencies of related content. BRIEF DESCRIPTION OF THE DRAWINGS

[0062] The drawings described herein are used to provide a further understanding of this specification and constitute a part of this specification. The illustrative embodiments and descriptions of this specification are used to explain this specification and do not constitute an improper limitation on this specification. In the drawings:

[0063] Figure 1 A schematic diagram of the architecture of a gear shift simulation test system for a new energy commercial vehicle provided in one embodiment of this specification;

[0064] Figure 2 A schematic diagram of the architecture of a gear shift simulation test system for a new energy commercial vehicle provided in one embodiment of this specification;

[0065] Figure 3 A schematic flow chart of a shift simulation test method for a new energy commercial vehicle provided as an embodiment of the present specification. DETAILED DESCRIPTION

[0066] In order to make the purpose, technical solutions and advantages of this specification more clear, the technical solutions of this specification will be clearly and completely described below in combination with the specific embodiments of this specification and the corresponding drawings. Obviously, the described embodiments are only part of the embodiments of this specification, not all of the embodiments. Based on the embodiments in this specification, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0067] In the description of the present invention, it should be noted that the term "or" is generally used in a meaning including "and / or", unless the content clearly indicates otherwise.

[0068] In the description of the present invention, it should be noted that, unless otherwise clearly specified and limited, the terms "installed", "connected" and "connected" should be understood in a broad sense. In addition, in the description of the present application, the terms "first", "second" and the like are only used to distinguish the description and cannot be understood as indicating or implying relative importance.

[0069] Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. 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.

[0070] The technical solutions provided by the embodiments of this specification are described in detail below in conjunction with the accompanying drawings.

[0071] Figure 1 A schematic diagram of the architecture of a gear shift simulation test system for a new energy commercial vehicle provided in one embodiment of this specification is shown in FIG. Figure 1 As shown, the system includes a driver model 11, a vehicle controller model 12, a shift control software 13, a first drive component model 14, a first shift actuator model 15, a first transmission model 16 and a vehicle dynamics model 17, and the data flow in the system can be seen in Figure 1 .

[0072] Preferably, the system includes a driver model, a vehicle controller model, shift control software, a first drive component model, a first shift actuator model, a first transmission model and a vehicle dynamics model.

[0073] Preferably, the numerous models included in the system are all virtual models.

[0074] Preferably, the numerous models included in the system are all constructed on software such as CarSim and Matlab.

[0075] Preferably, the numerous models included in the system are all built through the Simulink simulation module of Matlab software.

[0076] Preferably, the driver model can generate and send acceleration signals and brake signals to the vehicle controller model in response to user operations.

[0077] The acceleration signal corresponds to the accelerator pedal, and the braking signal corresponds to the brake pedal.

[0078] Preferably, the driver model can also generate acceleration signals and braking signals by itself based on the stored data, which is not limited in this specification.

[0079] Preferably, the vehicle controller model can determine the first target torque based on the acceleration signal and the braking signal.

[0080] Preferably, the vehicle controller model can also generate the first target torque based on the stored real data. The vehicle controller model can also generate the first target torque in response to the user's operation, which is not limited in this specification.

[0081] Preferably, the vehicle controller model is capable of sending the first target torque to the first drive component model.

[0082] Preferably, the first drive component model is capable of determining a first actual torque in response to the first target torque, and sending the first actual torque to the shift control software and the first transmission model.

[0083] Preferably, the first transmission model can determine and output a first amplified torque to the vehicle dynamics model based on the first actual torque and the stored current gear information.

[0084] Preferably, the vehicle dynamics model is capable of determining an actual vehicle speed in response to the first amplified torque, and sending the actual vehicle speed to the shift control software.

[0085] Preferably, the shift control software can determine and send the second target torque, the first target speed and the first mode switching instruction to the first drive component model based on the actual vehicle speed and the first actual torque. In addition, the shift control software can also generate and send the first shift instruction to the first shift actuator model. Of course, the shift control software can also determine the second target torque, the first target speed and the first mode switching instruction based on the stored data.

[0086] Preferably, the first drive component model is capable of updating the first actual torque in response to the second target torque, the first target speed and the first mode switching instruction, and sending the first actual torque to the shift control software and the first transmission model.

[0087] The working mode of the first driving component model includes a torque control working mode and a speed control working mode. The content of the first mode switching instruction can be switching to the torque control working mode and switching to the speed control working mode.

[0088] It should be noted that the first target torque is data generated during the simulated driving process without gear shifting, while the second target torque, the first target speed, and the first mode switching instruction are all data generated during the gear shifting process. The first drive component model may receive the first target torque, and the second target torque, the first target speed, and the first mode switching instruction at the same time. The first drive component model may give priority to responding to the second target torque, the first target speed, and the first mode switching instruction.

[0089] Preferably, the first gear shift actuator model can respond to the first gear shift instruction and switch between the first gear, the second gear and the third gear through the first gear shift motor model and the second gear shift motor model.

[0090] Preferably, the first gear shift actuator model can also send first gear information to the first transmission model.

[0091] Preferably, the first transmission model can update the first amplified torque based on the first gear information and the first actual torque, and send the updated first amplified torque to the whole vehicle dynamics model again.

[0092] Preferably, the vehicle dynamics model is capable of determining an actual vehicle speed in response to the first amplified torque, and sending the actual vehicle speed to the shift control software.

[0093] In the shift simulation test system for new energy commercial vehicles provided in this specification, the vehicle controller model can determine and send the first target torque to the first drive component model, and the shift control software can determine and send the second target torque, the first target speed and the first mode switching instruction to the first drive component model, and can also generate and send the first shift instruction to the first shift actuator model. The first drive component model can respond to the first target torque, the second target torque, the first target speed and the first mode switching instruction, determine and send the first actual torque to the shift control software and the first transmission model. The first shift actuator model can respond to the first shift instruction, switch between the first gear, the second gear and the third gear through the first shift motor model and the second shift motor model, and can also send the first gear information to the first transmission model. The first transmission model can determine and output the first amplified torque to the vehicle dynamics model based on the first gear information and the first actual torque. The vehicle dynamics model can respond to the first amplified torque, determine the actual vehicle speed, and send the actual vehicle speed to the shift control software.

[0094] According to the above content, it can be seen that the system is able to simulate and test the shift control software capable of three-gear switching, the first shift actuator model, etc., making up for the deficiencies of related content.

[0095] Preferably, the gear shift simulation test system also includes a second drive component model, a second gear shift actuator model and a second transmission model.

[0096] Figure 2 A schematic diagram of the architecture of a gear shift simulation test system for a new energy commercial vehicle provided in one embodiment of this specification is shown in FIG. Figure 2 As shown, the system includes a driver model 11, a vehicle controller model 12, a shift control software 13, a first drive component model 14, a first shift actuator model 15, a first transmission model 16, a vehicle dynamics model 17, a second drive component model 18, a second shift actuator model 19 and a second transmission model 20, and the data flow in the system can be seen in Figure 2 .

[0097] Preferably, the vehicle controller model is also used to determine and send a third target torque to the second drive component model.

[0098] Preferably, the shift control software can also generate and send a fourth target torque, a second target speed and a second mode switching instruction to the second drive component model. Further, the shift control software can also generate and send a second shift instruction to the second shift actuator model.

[0099] Preferably, the second drive component model can respond to the third target torque, the fourth target torque, the second target speed and the second mode switching instruction, determine and send the second actual torque to the shift control software and the second transmission model. It should be emphasized that the second drive component is similar to the first drive component model, that is, the second drive component model can respond to the third target torque alone, determine or update the second actual torque and send it. The second drive component model can also respond to the fourth target torque, the second target speed and the second mode switching instruction alone, determine or update the second actual torque and send it.

[0100] Preferably, the second gear shift actuator model can respond to the second gear shift instruction and switch between the first gear, the second gear and the third gear through the third gear shift motor model and the fourth gear shift motor model.

[0101] Preferably, the second gear shift actuator model can also send second gear information to the second transmission model.

[0102] Preferably, the second transmission model can determine and output the second amplified torque to the vehicle dynamics model based on the second gear information and the second actual torque.

[0103] Preferably, the vehicle dynamics model can determine the actual vehicle speed in response to the first amplified torque and the second amplified torque, and send the actual vehicle speed to the shift control software.

[0104] Preferably, the gear shift simulation test system is specifically applied to 6×4 pure electric commercial vehicles. Among them, 6×4 means that the pure electric commercial vehicle has a total of 6 sets of wheels, and 4 sets of wheels are drive wheels. Therefore, the gear shift simulation test system is configured with two sets of gear shift, drive and transmission related models.

[0105] Preferably, the vehicle controller model can respectively determine the first target torque and the third target torque, and send the first target torque to the first drive component model, and send the third target torque to the second drive component model.

[0106] Preferably, the first shift instruction corresponds to the second target torque, the first target speed and the first mode switching instruction. That is to say, during the shifting process, the first shift instruction, the second target torque, the first target speed and the first mode switching instruction are all issued within a time period. The time period may be 0.1s, 1s, 3s, etc. Correspondingly, the second shift instruction corresponds to the fourth target torque, the second target speed and the second mode switching instruction.

[0107] Preferably, when the first drive component model receives the first mode switching instruction, it can respond to the first mode switching instruction and switch the working mode of the first drive component to the speed control mode or the torque control mode.

[0108] Preferably, when the second drive component model receives the second mode switching instruction, it can respond to the second mode switching instruction and switch the second drive component working mode to the speed control mode or the torque control mode.

[0109] Preferably, when it is determined that the working mode of the first drive component is a speed control mode, the first drive component model can obtain the real-time speed of the first motor at the current moment, and determine the first actual torque and the first actual speed based on the first target speed and the real-time speed of the first motor. Specifically, the first drive component model can determine the difference between the first target speed and the real-time speed of the first motor. Then, based on the difference and a preset proportional integral differential (PID) controller, the first required torque is determined. Finally, the first drive component model can determine the first actual torque based on the first required torque after a preset delay link.

[0110] Correspondingly, when it is determined that the working mode of the second drive component is the speed control mode, the second drive component can obtain the real-time speed of the second motor at the current moment, and determine the second actual torque and the second actual speed according to the second target speed and the real-time speed of the second motor. Specifically, the second drive component can determine the difference between the second target speed and the real-time speed of the second motor. Then, based on the difference and the PID controller, the second required torque is determined. Finally, the second drive component can determine the second actual torque based on the second required torque after a preset delay link.

[0111] Preferably, when it is determined that the working mode of the first drive component is the torque control mode, the first drive component model can determine the first actual torque and the first actual speed according to the second target torque after a preset delay link.

[0112] Correspondingly, when it is determined that the working mode of the second drive component is the torque control mode, the second drive component can determine the second actual torque and the second actual speed according to the fourth target torque after a preset delay link.

[0113] Preferably, the first drive component model can determine the first actual torque based on the first target torque when the first mode switching instruction is not received.

[0114] Preferably, the first gear shift motor model includes an execution motor model, a gear shift resistance calculation model, a turbine worm gear transmission model and a turbine angle sensor model.

[0115] Preferably, the gear shift resistance calculation model can determine the first resistance coefficient and the second resistance coefficient respectively according to the real-time rotation speed of the execution motor and the real-time angle of the execution motor of the execution motor model, and send them to the execution motor model.

[0116] Preferably, the execution motor model can respond to the first gear shift instruction, rotate on the basis of the first resistance coefficient and the second resistance coefficient, and drive the worm gear transmission model to rotate.

[0117] Preferably, the turbine angle sensing model can obtain the actual rotation angle of the turbine worm gear transmission model, and output the first gear information based on the actual angle.

[0118] When the actuator motor rotates in the first direction, the first resistance coefficient can be determined by the following formula:

[0119] f1=k1θ,0≤θ≤θ2

[0120] f1=k2θ,θ1≤θ≤0

[0121] When the actuator motor rotates toward the second direction, the first resistance coefficient can be determined by the following formula:

[0122] f1=k3θ,0≤θ≤θ2

[0123] f1=k4θ,θ1≤θ≤0

[0124] Among them, f1 is the first resistance coefficient, k1, k2, k3, k4 are preset coefficients, θ1 is the preset minimum angle, θ2 is the preset maximum angle, θ is the real-time angle of the execution motor, and the absolute value of k1 is greater than the absolute value of k3, the absolute value of k2 is greater than the absolute value of k4, and the first direction is opposite to the second direction.

[0125] Preferably, the second resistance coefficient is negatively correlated with the real-time rotational speed of the execution motor, and the second resistance coefficient is positively correlated with the absolute value of the real-time angle of the execution motor.

[0126] Preferably, the execution motor model can determine the execution angular acceleration and the execution output torque according to the first gear shift instruction.

[0127] The actual angle can be determined by the following formula:

[0128] T1=T2×(1-f1)+f2

[0129]

[0130] Among them, γ is the actual angle, T1 is the rotational force, i is the preset transmission ratio corresponding to the worm gear transmission model, J is the execution angular acceleration, T2 is the execution output torque, f1 is the first resistance coefficient, and f2 is the second resistance coefficient.

[0131] Preferably, the actual angle has a value range of -80 degrees to 80 degrees, and the closer the actual angle is to 0, the closer the second resistance coefficient is to 0. The second resistance coefficient has a value range of -1 to 1. Moreover, the second resistance coefficient is negatively correlated with the real-time rotation speed of the execution motor, and the second resistance coefficient is positively correlated with the absolute value of the real-time angle of the execution motor. The real-time rotation speed of the execution motor has a value range of -200 to 200.

[0132] Preferably, when the actual angle is 80 degrees, the corresponding output voltage is 0.4V.

[0133] Preferably, when the actual angle is -80 degrees, the corresponding output voltage is 4.6V.

[0134] Preferably, the actual angle is 0 degrees, and the corresponding output voltage is 2.5V.

[0135] Preferably, the output voltage corresponding to the first gear-shifting motor model is 4.6V, and the output voltage corresponding to the second gear-shifting motor model is 2.5V, and the gear position is 1st gear.

[0136] Preferably, the output voltage corresponding to the first gear-shifting motor model is 0.4V, and the output voltage corresponding to the second gear-shifting motor model is 2.5V, and the gear position is 2nd gear.

[0137] Preferably, the output voltage corresponding to the first gear-shifting motor model is 2.5V, and the output voltage corresponding to the second gear-shifting motor model is 4.6V, and the gear position is 3rd gear.

[0138] Preferably, the new energy vehicle is equipped with four drive wheels, and two of the drive wheels correspond to the first amplified torque, and the other two drive wheels correspond to the second amplified torque.

[0139] Preferably, the driver model can simulate the driver's driving condition with constant accelerator / brake, can simulate the driver's driving condition at the target speed, and can simulate the driver's driving condition in CLTC / CHTC / NEDC / WLTC cycle conditions. In addition, the driver model can switch back and forth between various conditions. Finally, the driver model can calculate the accelerator pedal opening and brake pedal opening required to follow each condition. Among them, the accelerator pedal opening is the acceleration signal. The brake pedal opening is the brake signal.

[0140] Preferably, the gear shift simulation test system applied to new energy commercial vehicles also includes a controller.

[0141] Preferably, the controller is able to obtain and display the input and output signal curves of the driver model, the vehicle controller model, the shift control software, the first drive component model, the first shift actuator model, the first transmission model, the second drive component model, the second shift actuator model, the second transmission model, and the vehicle dynamics model.

[0142] The above is a gear shift simulation test system applied to new energy commercial vehicles provided by one or more embodiments of this specification. Based on the same idea, this specification also provides a corresponding gear shift simulation test method applied to new energy commercial vehicles. It should be emphasized that the gear shift simulation test method applied to new energy commercial vehicles is a method claim corresponding to the gear shift simulation test system applied to new energy commercial vehicles, and since the gear shift simulation test system applied to new energy commercial vehicles has been described in more detail, the relevant content of the gear shift simulation test method applied to new energy commercial vehicles can be found in the gear shift simulation test system applied to new energy commercial vehicles.

[0143] Figure 3 A schematic diagram of a shift simulation test method for a new energy commercial vehicle provided in an embodiment of this specification is shown in FIG. Figure 3 As shown, the method specifically comprises the following steps:

[0144] S300: Sending a first target torque to a first drive component model through a vehicle controller model.

[0145] S302: The first drive component model responds to the first target torque, simulates operation, and determines or updates a first actual torque, and sends the first actual torque to the shift control software and the first transmission model.

[0146] S304: The first transmission model determines or updates a first amplified torque based on the first actual torque and current gear information, and outputs the first amplified torque to the vehicle dynamics model.

[0147] S306: The vehicle dynamics model simulates and runs based on the first amplified torque to determine or update the actual vehicle speed, and sends the actual vehicle speed to the shift control software.

[0148] S308: The shift control software generates and sends a second target torque, a first target speed and a first mode switching instruction to the first drive component model based on the actual vehicle speed and the first actual torque, and generates and sends a first shift instruction to the first shift actuator model.

[0149] S310: The first shift actuator model responds to the first shift instruction by switching between the first gear, the second gear and the third gear through the first shift motor model and the second shift motor model, and sends first gear information to the first transmission model. The first gear information at least includes the gear after switching.

[0150] S312: The first drive component model can determine or update the first actual torque in response to the second target torque, the first target speed and the first mode switching instruction, and send it to the shift control software and the first transmission model.

[0151] S314: The first transmission model determines or updates a first amplified torque based on the first actual torque and the first gear information, and outputs the first amplified torque to the whole vehicle dynamics model.

[0152] S316: The vehicle dynamics model simulates and runs based on the first amplified torque to determine or update the actual vehicle speed, and sends the actual vehicle speed to the shift control software.

[0153] It should be noted that steps S302, S304 and S306 are executed in sequence, and steps S308, S310, S314 and S316 are executed in sequence. That is, the first drive component model will respond to the second target torque first.

[0154] Preferably, in step S300, the third target torque may also be sent to the second drive component model via the vehicle controller model.

[0155] Preferably, in step S308, the shift control software may generate and send a fourth target torque, a second target speed and a second mode switching instruction to the second drive component model. Further, the shift control software may generate and send a second shift instruction to the second shift actuator model.

[0156] Preferably, before step S306 and step S316, the second drive component model can also respond to the third target torque, the fourth target torque, the second target speed and the second mode switching instruction to determine and send the second actual torque to the shift control software and the second transmission model. It should be emphasized that the second drive component is similar to the first drive component model, that is, the second drive component model can respond to the third target torque alone, determine or update the second actual torque and send it. The second drive component model can also respond to the fourth target torque, the second target speed and the second mode switching instruction alone, determine or update the second actual torque and send it.

[0157] Preferably, in step S310, the second gear shift actuator model can also respond to the second gear shift instruction to switch between the first gear, the second gear and the third gear through the third gear shift motor model and the fourth gear shift motor model.

[0158] Preferably, before step S306 and step S316, the second gear position information may also be sent by the second gear shift actuator model to the second transmission model.

[0159] Preferably, in step S314, the second transmission model can also determine or update the second amplified torque based on the second gear information and the second actual torque, and output the second amplified torque to the vehicle dynamics model.

[0160] Preferably, in step S316, the vehicle dynamics model may determine the actual vehicle speed in response to the first amplified torque and the second amplified torque, and send the actual vehicle speed to the shift control software.

[0161] It should be noted that all actions of acquiring signals, information or data in this application are carried out in compliance with the relevant data protection laws and policies of the country where they are located, and with the authorization given by the owner of the corresponding device.

[0162] This specification also provides a readable storage medium, which stores a computer program, which can be used to execute the above Figure 3 A gear shift simulation test method for new energy commercial vehicles is provided.

[0163] This specification also provides a computer-readable storage medium, which stores a computer program, which can be used to execute the above Figure 3 A gear shift simulation test method for new energy commercial vehicles is provided.

[0164] This specification also provides a computer program product. When the instructions in the computer program product are executed by a processor of an electronic device, the electronic device implements the above Figure 3 A gear shift simulation test method for new energy commercial vehicles is provided.

[0165] It should also be noted that the terms "include", "comprises" or any other variations thereof are intended to cover non-exclusive inclusion, so that a process, method, commodity or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, commodity or device. In the absence of more restrictions, the elements defined by the sentence "comprises a ..." do not exclude the existence of other identical elements in the process, method, commodity or device including the elements.

[0166] Each embodiment in this specification is described in a progressive manner, and the same or similar parts between the embodiments can be referred to each other, and each embodiment focuses on the differences from other embodiments. In particular, for the system embodiment, since it is basically similar to the method embodiment, the description is relatively simple, and the relevant parts can be referred to the partial description of the method embodiment.

[0167] The above description is only an embodiment of this specification and is not intended to limit this specification. For those skilled in the art, this specification may have various changes and variations. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of this specification should be included in the scope of the claims of this application.

Claims

1. A gear shift simulation test system for new energy commercial vehicles, characterized in that: It includes a vehicle controller model, a shift control software, a first drive component model, a first shift actuator model, a first transmission model and a vehicle dynamics model; The vehicle controller model is used to determine and send a first target torque to a first drive component model; The shift control software can generate and send a second target torque, a first target speed and a first mode switching instruction to the first drive component model; and can also generate and send a first shift instruction to the first shift actuator model; The first drive assembly model is capable of determining and sending a first actual torque to the shift control software and the first transmission model in response to the first target torque, the second target torque, the first target speed, and the first mode switch instruction; The first shift actuator model can respond to the first shift instruction and switch between the first gear, the second gear and the third gear through the first shift motor model and the second shift motor model; and can also send the first gear position information to the first transmission model; The first transmission model can determine and output a first amplified torque to the vehicle dynamics model based on the first gear information and the first actual torque; The vehicle dynamics model can determine an actual vehicle speed in response to the first amplified torque, and send the actual vehicle speed to the shift control software.

2. The gear shift simulation test system for new energy commercial vehicles according to claim 1 is characterized in that: The gear shift simulation test system also includes a second drive component model, a second gear shift actuator model and a second transmission model; The vehicle controller model is also used to determine and send a third target torque to the second drive component model; The shift control software can also generate and send a fourth target torque, a second target speed and a second mode switching instruction to the second drive component model; and can also generate and send a second shift instruction to the second shift actuator model; The second drive assembly model is capable of determining and sending a second actual torque to the shift control software and the second transmission model in response to the third target torque, the fourth target torque, the second target speed, and the second mode switch command; a second shift actuator model, capable of switching between the first gear, the second gear, and the third gear via the third shift motor model and the fourth shift motor model in response to the second shift instruction; and capable of sending second gear position information to the second transmission model; The second transmission model can determine and output a second amplified torque to the vehicle dynamics model based on the second gear information and the second actual torque; The vehicle dynamics model can determine an actual vehicle speed in response to the first amplified torque and the second amplified torque, and send the actual vehicle speed to the shift control software.

3. The gear shift simulation test system for new energy commercial vehicles according to claim 2 is characterized in that: The gear shift simulation test system also includes a driver model; The driver model can generate and send an acceleration signal and a brake signal to the vehicle controller model in response to the user's operation; The vehicle controller model can determine a first target torque and a third target torque based on the acceleration signal and the brake signal, respectively, and send the first target torque to the first drive component model and send the third target torque to the second drive component model.

4. The gear shift simulation test system for new energy commercial vehicles according to claim 1, characterized in that: The first shift command corresponds to the second target torque, the first target speed, and the first mode switching command.

5. The gear shift simulation test system for new energy commercial vehicles according to any one of claims 1 to 4, characterized in that: When receiving the first mode switching instruction, the first drive component model can respond to the first mode switching instruction and switch the working mode of the first drive component to a speed control mode or a torque control mode; When it is determined that the working mode of the first drive component is the speed control mode, the first drive component model can obtain the real-time speed of the first motor at the current moment, and determine the first actual torque and the first actual speed according to the first target speed and the real-time speed of the first motor; When it is determined that the working mode of the first driving component is the torque control mode, the first driving component model can determine a first actual torque and a first actual rotational speed according to the second target torque.

6. The gear shift simulation test system for new energy commercial vehicles according to claim 5, characterized in that: When the first mode switching instruction is not received, the first driving component model can determine the first actual torque according to the first target torque.

7. The gear shift simulation test system for new energy commercial vehicles according to any one of claims 1 to 4, characterized in that: The first shift motor model includes an execution motor model, a shift resistance calculation model, a turbine worm transmission model and a turbine angle sensor model; The shift resistance calculation model can determine the first resistance coefficient and the second resistance coefficient according to the real-time speed of the execution motor and the real-time angle of the execution motor of the execution motor model, and send them to the execution motor model; The execution motor model can rotate based on the first drag coefficient and the second drag coefficient in response to the first shift instruction, and drive the worm gear transmission model to rotate; The turbine angle sensing model can obtain the actual rotation angle of the turbine worm transmission model, and output the first gear information based on the actual angle.

8. The gear shift simulation test system for new energy commercial vehicles according to claim 7, characterized in that: When the actuator motor rotates in the first direction, the first resistance coefficient may be determined by the following formula: f1=k1θ,0≤θ≤θ2 f1=k2θ,θ1≤θ≤0 Wherein, f1 is the first resistance coefficient, k1 and k2 are preset coefficients, θ1 is the preset minimum angle, θ2 is the preset maximum angle, and θ is the real-time angle of the actuator motor; When the actuator motor rotates toward the second direction, the first resistance coefficient may be determined by the following formula: f1=k3θ,0≤θ≤θ2 f1=k4θ,θ1≤θ≤0 Wherein, f1 is a first resistance coefficient, k3 and k4 are preset coefficients, θ1 is a preset minimum angle, θ2 is a preset maximum angle, θ is a real-time angle of the execution motor, and the absolute value of k1 is greater than the absolute value of k3, the absolute value of k2 is greater than the absolute value of k4, and the first direction is opposite to the second direction; The second resistance coefficient is negatively correlated with the real-time rotation speed of the execution motor, and the second resistance coefficient is positively correlated with the absolute value of the real-time angle of the execution motor.

9. The gear shift simulation test system for new energy commercial vehicles according to claim 7, characterized in that: The execution motor model can determine the execution angular acceleration and the execution output torque according to the first shift instruction; The actual angle can be determined by the following formula: T1=T2×(1-f1)+f2 Among them, γ is the actual angle, T1 is the rotational force, i is the preset transmission ratio corresponding to the worm gear transmission model, J is the execution angular acceleration, T2 is the execution output torque, f1 is the first resistance coefficient, and f2 is the second resistance coefficient.

10. The gear shift simulation test system for new energy commercial vehicles according to claim 2 or 3, characterized in that: The new energy vehicle is equipped with four driving wheels; Two of the driving wheels correspond to the first amplified torque, and the other two driving wheels correspond to the second amplified torque.

11. A gear shift simulation test method applied to new energy commercial vehicles, characterized in that: include: Sending a first target torque to a first drive component model through a vehicle controller model; The first drive component model responds to the first target torque by simulating operation and determining or updating a first actual torque, and sending the first actual torque to the shift control software and the first transmission model; The first transmission model determines or updates a first amplified torque based on the first actual torque and current gear information, and outputs the first amplified torque to a vehicle dynamics model; The vehicle dynamics model simulates and runs based on the first amplified torque to determine or update the actual vehicle speed, and sends the actual vehicle speed to the shift control software; The shift control software generates, based on the actual vehicle speed and the first actual torque, a second target torque, a first target speed and a first mode switching instruction and sends it to the first drive component model, and generates and sends a first shift instruction to the first shift actuator model; The first shift actuator model responds to the first shift instruction by switching between the first gear, the second gear and the third gear through the first shift motor model and the second shift motor model, and sends the first gear position information to the first transmission model; The first drive component model determines or updates a first actual torque in response to the second target torque, the first target speed, and the first mode switching instruction, and sends the first actual torque to the shift control software and the first transmission model; The first transmission model determines or updates a first amplified torque based on the first actual torque and the first gear information, and outputs the first amplified torque to the whole vehicle dynamics model; The vehicle dynamics model performs simulation operation based on the first amplified torque to determine or update the actual vehicle speed, and sends the actual vehicle speed to the shift control software.

12. A readable storage medium, characterized in that: The readable storage medium stores a computer program, and when the computer program is executed, it can implement the gear shift simulation test method for new energy commercial vehicles described in claim 11.

Images