A P13 configuration electric drive assembly efficiency testing system and method

Abstract

This invention relates to a P13 configuration electric drive assembly efficiency testing system and method. The testing system includes a bench control system, a model control system, a data acquisition system, a battery simulator, a first load motor, a second load motor, an engine simulator, a power analyzer, a first torque-speed sensor, a second torque-speed sensor, and a third torque-speed sensor. Employing the model control system, the system calculates the operating status of each component based on the target throttle signal sent by the bench control system and automatically operates each component according to the calculation results. The bench control system then acquires information from the data acquisition system and performs calculations to obtain the dynamic efficiency of the P13 configuration electric drive assembly, which matches the dynamic operating conditions of ordinary users, allowing for a comprehensive evaluation of efficiency under ordinary user operating conditions. This invention can simulate real-person driving conditions, and the system can operate automatically, realizing efficiency testing of the P13 configuration electric drive assembly under any dynamic cyclic operating conditions.

Description

Technical Field

[0001] This invention relates to the technical field of bench testing, specifically to a P13 configuration electric drive assembly efficiency testing system and method. Background Technology

[0002] With increasingly stringent requirements for vehicle energy consumption, major automakers are developing hybrid powertrain systems to meet these regulations. The P13 hybrid system is one of the mainstream hybrid systems currently available. The P13 electric drive assembly includes a P1 motor, a clutch, a reducer, and a P3 motor. The reducer has a first input terminal, a first output terminal, a second input terminal, and a second output terminal. The first input terminal is connected to the first output terminal, and the second input terminal is connected to the second output terminal. The P3 motor is connected to the first input terminal of the reducer, and the P1 motor is connected to the input terminal of the clutch. The output terminal of the clutch is connected to the second input terminal of the reducer. Efficiency testing of the P13 electric drive assembly is a mandatory test before a vehicle is launched on the market.

[0003] In existing technologies, a hybrid powertrain power flow coupling efficiency testing system and method have been proposed. The method includes: determining the drive mode of the hybrid powertrain, including pure electric drive mode, engine drive mode, combined drive mode, regenerative braking mode, and parking charging mode; setting parameters for the engine simulation inverter, generator inverter, main drive motor inverter, dynamometer motor inverter, engine simulation motor, generator, main drive motor, and dynamometer motor according to the determined drive mode, so that the parameter combination matches the determined drive mode; and determining the hybrid powertrain coupling transmission efficiency by measuring the hybrid powertrain coupling transmission efficiency under different power flow transmission paths using a power analyzer and speed / torque sensors. However, this scheme lacks efficiency testing under dynamic operating conditions, which does not match the dynamic operating conditions of ordinary users and cannot comprehensively evaluate the efficiency under ordinary user operating conditions. Summary of the Invention

[0004] One objective of this invention is to provide a P13 configuration electric drive assembly efficiency testing system to solve the problem that the existing technology cannot perform dynamic efficiency testing on P13 configuration electric drive assemblies; another objective is to provide a P13 configuration electric drive assembly efficiency testing method.

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

[0006] A P13 configuration electric drive assembly efficiency testing system includes a bench control system and a model control system, a battery simulator, a first load motor, a second load motor, an engine simulator, a power analyzer, a first torque-speed sensor, a second torque-speed sensor, and a third torque-speed sensor, all connected to the bench control system. The P1 motor, P3 motor, and clutch of the P13 configuration electric drive assembly are connected to the bench control system. The P1 motor and P3 motor are connected to the battery simulator. The input terminal of the first torque-speed sensor is connected to the first output terminal of the reducer, and its output terminal is connected to the first load motor. The input terminal of the second torque-speed sensor is connected to the second output terminal of the reducer, and its output terminal is connected to the second load motor. The input terminal of the third torque-speed sensor is connected to the engine simulator, and its output terminal is connected to the P1 motor. The P1 motor and P3 motor are connected to the power analyzer.

[0007] Based on the above methods, a model control system is employed. This system calculates the output voltage value for the battery simulator based on the initial battery charge input from the bench control system, supplying power to motors P1 and P3. Simultaneously, it calculates the driving resistance value based on the torque and speed values ​​obtained from the first and second torque and speed sensors acquired by the bench control system, and sends the command value to the first and second load motors, causing them to load. Furthermore, it calculates the operating status of each component based on the target throttle signal sent by the bench control system, enabling each component to operate automatically according to the calculation results. The system then acquires the torque and speed values ​​from the first, second, and third torque and speed sensors, as well as the output power of motor P1 and the input power of motor P3 from the power analyzer, and performs calculations to determine the dynamic efficiency of the P13 configuration electric drive assembly. This efficiency matches the dynamic operating conditions of ordinary users, allowing for a comprehensive evaluation of efficiency under typical user conditions. This invention can simulate real-person driving conditions, and the system can operate automatically, enabling efficiency testing of the P13 configuration electric drive assembly under any dynamic cyclic operating conditions.

[0008] Furthermore, the model control system includes an engine model, a P13 configuration electric drive assembly model, a battery model, and a vehicle drag model.

[0009] Based on the above methods, the engine start-up status and engine torque value can be calculated using the engine model; the P1 motor start-up status, P3 motor torque value, P1 motor start-up status, P1 motor speed value, and clutch engagement or disengagement can be calculated using the P13 configuration electric drive assembly model; the output voltage value can be calculated using the battery model; and the driving resistance value can be calculated using the vehicle resistance model.

[0010] Furthermore, it also includes a data acquisition system, wherein the bench control system, the first torque-speed sensor, the second torque-speed sensor, the third torque-speed sensor, and the power analyzer are respectively connected to the data acquisition system.

[0011] Based on the above methods, the following data can be collected through the data acquisition system: the torque and speed values ​​of the first torque and speed sensor, the second torque and speed sensor, and the third torque and speed sensor; the output current value and output power of motor P1 and the input current value and input power of motor P3 in the power analyzer.

[0012] A method for testing the efficiency of a P13 configuration electric drive assembly, applied to the aforementioned P13 configuration electric drive assembly efficiency testing system, includes the following steps:

[0013] S1: The bench control system sends the initial battery charge value to the model control system;

[0014] S2: The model control system calculates the output voltage value, and the bench control system obtains the output voltage value and sends it to the battery simulator;

[0015] S3: The battery simulator raises the output voltage to the output voltage value sent by the bench control system to power the P1 motor and P3 motor of the P13 configuration electric drive assembly.

[0016] S4: The bench control system acquires the torque and speed of the first torque and speed sensor and the second torque and speed sensor and inputs them into the model control system. The model control system calculates the driving resistance value and the bench control system acquires the driving resistance value and sends the command value to the first load motor and the second load motor respectively.

[0017] S5: The first and second load motors apply torque to the command value of the bench control system;

[0018] S6: The bench control system sends the target throttle signal to the model control system. The model control system calculates the operating status of the engine, P1 motor, clutch, and P3 motor based on the current battery level and the target throttle size, and outputs the results to the bench control system.

[0019] S7: The bench control system sends the received results to the engine simulation motor, P1 motor, clutch and P3 motor respectively.

[0020] S8: The engine simulates the motor, P1 motor, clutch and P3 motor to run to the received result, and drives the first load motor and the second load motor to run;

[0021] S9: The bench control system acquires the torque and speed of the first torque and speed sensor, the second torque and speed sensor, and the third torque and speed sensor, as well as the output power of the P1 motor and the input power of the P3 motor in the power analyzer, and calculates the efficiency of the P13 configuration electric drive assembly.

[0022] S10: The bench control system acquires the output current value of motor P1 and the input current value of motor P3 in the power analyzer, and feeds it back to the model control system, then returns to step S2;

[0023] The test ends when the bench control system sends a stop command to the model control system.

[0024] Based on the aforementioned technical means, the output voltage value can be calculated and supplied to the battery simulator based on the initial battery charge input from the bench control system, thus powering the P1 and P3 motors. Simultaneously, the driving resistance value can be calculated based on the torque and speed values ​​obtained from the first and second torque and speed sensors acquired by the bench control system, and the command value is sent to the first and second load motors to load them. Furthermore, the operating status of each component can be calculated based on the target throttle signal sent by the bench control system, and each component can operate automatically according to the calculation results. Then, by acquiring the torque and speed values ​​from the first, second, and third torque and speed sensors, as well as the output power of the P1 motor and the input power of the P3 motor from the power analyzer, and performing calculations, the dynamic efficiency of the P13 configuration electric drive assembly can be obtained. This efficiency matches the dynamic operating conditions of ordinary users, allowing for a comprehensive evaluation of efficiency under ordinary user operating conditions. This invention can simulate real-person driving conditions, and the system can operate automatically, realizing efficiency testing of the P13 configuration electric drive assembly under any dynamic cyclic operating conditions.

[0025] Furthermore, in step S1, when the initial battery charge value is greater than or equal to 25% of the total battery charge, the P13 configuration electric drive assembly is in a state of power consumption.

[0026] Based on the above technical means, a first load motor and a second load motor can be loaded when the power is consumed.

[0027] Furthermore, when the throttle opening is greater than 70% of the total opening:

[0028] In step S6, the model control system calculates the results of engine start, P1 motor start, clutch engagement, and P3 motor start.

[0029] In step S7, the bench control system sends the commands for the engine simulation motor torque value, P1 motor speed value, clutch engagement, and P3 motor torque value to the engine simulation motor, P1 motor, clutch, and P3 motor, respectively.

[0030] In step S8, the engine simulation motor and P3 motor are loaded to the corresponding target torque values, the P1 motor runs to the target speed value, the clutch engages, and the P3 motor, through the first input terminal of the reducer, together with the engine simulation motor, the P1 motor, the clutch, and the second input terminal of the reducer, drives the first load motor and the second load motor to start running.

[0031] In step S9, the efficiency calculation formula is:

[0032]

[0033] In the formula, η 消耗 The efficiency of the P13 configuration electric drive assembly under power consumption conditions; P 输出 The total output power of the P13 configuration electric drive assembly; P 输入 P1 is the total input power of the P13 configuration electric drive assembly; P1 is the output power of the P1 motor; P3 is the input power of the P3 motor; T1 is the torque of the first torque-speed sensor; n1 is the speed of the first torque-speed sensor; T2 is the torque of the second torque-speed sensor; n2 is the speed of the second torque-speed sensor; T3 is the torque of the third torque-speed sensor; n3 is the speed of the third torque-speed sensor.

[0034] Based on the above technical means, the dynamic efficiency of the P13 configuration electric drive assembly under power consumption conditions can be automatically calculated when the throttle is greater than 70% of the total opening.

[0035] Furthermore, when the throttle is less than or equal to 70% of the total opening:

[0036] In step S6, the model control system calculates the results of the engine not starting, P1 motor not starting, clutch disengaging, and P3 motor starting.

[0037] In step S7, the bench control system sends commands to the engine simulation motor not starting, the P1 motor not starting, the clutch disengaging, and the P3 motor torque value, respectively.

[0038] In step S8, the engine simulation motor does not start, the P3 motor is loaded to the corresponding target torque value, the P1 motor does not start, the clutch is disengaged, and the P3 motor drives the first load motor and the second load motor to start running through the reducer.

[0039] In step S9, the efficiency calculation formula is:

[0040]

[0041] In the formula, η 消耗The efficiency of the P13 configuration electric drive assembly under power consumption conditions; P3 is the input power of the P3 motor; T1 is the torque of the first torque-speed sensor; n1 is the speed of the first torque-speed sensor; T2 is the torque of the second torque-speed sensor; n2 is the speed of the second torque-speed sensor.

[0042] Based on the above technical means, the dynamic efficiency of the P13 configuration electric drive assembly under power consumption state can be automatically calculated when the throttle is less than or equal to 70% of the total opening.

[0043] Furthermore, in step S1, when the initial battery charge value is less than 25% of the total battery charge, the P13 configuration electric drive assembly is in a charge maintenance state.

[0044] Based on the above technical means, a first load motor and a second load motor can be loaded while the power is maintained.

[0045] Furthermore, in step S6, the model control system calculates the results of engine start, P1 motor start, clutch disengagement, and P3 motor start.

[0046] In step S7, the bench control system sends the engine simulation motor torque value, P1 motor speed value, clutch disengagement, and P3 motor torque value commands to the engine simulation motor, P1 motor, clutch, and P3 motor, respectively.

[0047] In step S8, the engine simulation motor and P3 motor are loaded to the corresponding target torque value, the clutch is disengaged, and P1 motor runs to the target speed value. At this time, the engine simulation motor drives P1 motor to run and generate electricity, and P3 motor drives the first load motor and the second load motor to start running through the reducer.

[0048] In step S9, the efficiency calculation formula is:

[0049]

[0050] In the formula, η 维持 The efficiency of the P13 configuration electric drive assembly under power maintenance conditions; η P1发电 η is the power generation efficiency of motor P1 under the power maintenance state; P3驱动 P1 represents the drive efficiency of motor P3 under power maintenance conditions; P1 represents the output power of motor P1; P3 represents the input power of motor P3; T1 represents the torque of the first torque-speed sensor; n1 represents the speed of the first torque-speed sensor; T2 represents the torque of the second torque-speed sensor; n2 represents the speed of the second torque-speed sensor; T3 represents the torque of the third torque-speed sensor; n3 represents the speed of the third torque-speed sensor.

[0051] Based on the above technical means, the dynamic efficiency of the P13 configuration electric drive assembly under the power maintenance state can be automatically calculated.

[0052] The beneficial effects of this invention are:

[0053] (1) This invention can simulate real driving conditions, and the system can run automatically to realize the efficiency test of the P13 configuration electric drive assembly under any dynamic cyclic conditions.

[0054] (2) This invention can test the dynamic efficiency of the P13 configuration electric drive assembly under power consumption conditions.

[0055] (3) This invention can test the dynamic efficiency of the P13 configuration electric drive assembly under the power maintenance state. Attached Figure Description

[0056] Figure 1 This is a schematic diagram of the efficiency testing system for the P13 configuration electric drive assembly of the present invention.

[0057] Figure 2 This is a flowchart of the efficiency testing method for the P13 configuration electric drive assembly of the present invention;

[0058] Figure 3 This is a flowchart showing the power consumption state efficiency of the electric drive assembly of configuration P13 of the present invention when the throttle opening is 10%.

[0059] Figure 4 This is a flowchart showing the power consumption state efficiency of the electric drive assembly of configuration P13 of the present invention when the throttle opening is 80%.

[0060] Figure 5 This is a flowchart illustrating the power maintenance efficiency of the electric drive assembly of configuration P13 of the present invention when the throttle opening is 10%.

[0061] In the attached diagram: 1-Bench control system; 2-Model control system; 3-Data acquisition system; 4-Battery simulator; 5-P1 motor; 6-Clutch; 7-Reducer; 8-P3 motor; 9-First load motor; 10-Second load motor; 11-Engine simulator motor; 12-First torque and speed sensor; 13-Second torque and speed sensor; 14-Third torque and speed sensor; 15-Power analyzer. Detailed Implementation

[0062] The embodiments of the present invention will be described below with reference to the accompanying drawings and preferred embodiments. Those skilled in the art can easily understand other advantages and effects of the present invention from the content disclosed in this specification. The present invention can also be implemented or applied through other different specific embodiments, and various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of the present invention. It should be understood that the preferred embodiments are only for illustrating the present invention and not for limiting the scope of protection of the present invention.

[0063] It should be noted that the illustrations provided in the following embodiments are only schematic representations of the basic concept of the present invention. Therefore, the drawings only show the components related to the present invention and are not drawn according to the actual number, shape and size of the components in the actual implementation. In the actual implementation, the form, quantity and proportion of each component can be arbitrarily changed, and the layout of the components may also be more complex.

[0064] This embodiment proposes a P13 configuration electric drive assembly efficiency testing system, such as... Figure 1 As shown, the system includes a bench control system 1 and a model control system 2, a battery simulator 4, a first load motor 9, a second load motor 10, an engine simulator motor 11, a power analyzer 15, a first torque-speed sensor 12, a second torque-speed sensor 13, and a third torque-speed sensor 14, all connected to the bench control system 1. A P1 motor 5, a P3 motor 8, and a clutch 6 of a P13 configuration electric drive assembly are also connected to the bench control system 1. The P1 motor 5 and P3 motor 8 are connected to the battery simulator 4. The input terminal of the first torque-speed sensor 12 is connected to the first output terminal of the reducer 7, and its output terminal is connected to the first load motor 9. The input terminal of the second torque-speed sensor 13 is connected to the second output terminal of the reducer 7, and its output terminal is connected to the second load motor 10. The input terminal of the third torque-speed sensor 14 is connected to the engine simulator motor 11, and its output terminal is connected to the P1 motor 5. The P1 motor 5 and P3 motor 8 are connected to the power analyzer 15.

[0065] The aforementioned P13 configuration electric drive assembly efficiency testing system employs a model control system 2. Based on the initial battery charge input from the bench control system 1, it calculates the output voltage value and supplies it to the battery simulator 4 to power the P1 motor 5 and P3 motor 8. Simultaneously, it calculates the driving resistance value based on the torque and speed values ​​obtained from the first torque-speed sensor 12 and the second torque-speed sensor 13, and sends the command value to the first load motor 9 and the second load motor 10, causing them to load. Furthermore, it calculates the operating status of each component based on the target throttle signal sent by the bench control system 1, enabling each component to operate automatically according to the calculation results. The system then obtains the torque and speed values ​​from the first torque-speed sensor 12, the second torque-speed sensor 13, and the third torque-speed sensor 14, as well as the output power of the P1 motor 5 and the input power of the P3 motor 8 from the power analyzer 15, and performs calculations to derive the dynamic efficiency of the P13 configuration electric drive assembly. This efficiency aligns with the dynamic operating conditions of ordinary users, allowing for a comprehensive evaluation of efficiency under typical user operating conditions. This embodiment can simulate real driving conditions. The system can run automatically and realize the efficiency test of the P13 configuration electric drive assembly under any dynamic cyclic conditions.

[0066] In this embodiment, the model control system 2 includes an engine model, a P13 configuration electric drive assembly model, a battery model, and a vehicle resistance model. The engine model can be used to calculate whether the engine is running and the engine torque value; the P13 configuration electric drive assembly model can be used to calculate whether the P1 motor 5 is running, the torque value of the P3 motor 8, whether the P1 motor 5 is running, the speed value of the P1 motor 5, and whether the clutch 6 is engaged or disengaged; the battery model can be used to calculate the output voltage value; and the vehicle resistance model can be used to calculate the driving resistance value.

[0067] In this embodiment, a data acquisition system 3 is also included. The bench control system 1, the first torque and speed sensor 12, the second torque and speed sensor 13, the third torque and speed sensor 14, and the power analyzer 15 are respectively connected to the data acquisition system 3. The data acquisition system 3 can acquire: the torque and speed values ​​of the first torque and speed sensor 12, the second torque and speed sensor 13, and the third torque and speed sensor 14; the output current value and output power of the P1 motor 5 and the input current value and input power of the P3 motor 8 in the power analyzer 15.

[0068] In this embodiment, the model control system 2 is connected to the bench control system 1 via a CAN line. The model control system 2 receives the input signals required by each model sent by the bench control system 1, and outputs the model calculation results to the bench control system 1. The bench control system 1 controls the engine simulation motor 11, the first load motor 9, the second load motor 10, the data acquisition system 3, the P1 motor 5, the P3 motor 8, and the clutch 6 according to the calculation results sent by the model control system 2. At the same time, the bench control system 1 receives the corresponding information collected by the data acquisition system 3 from the first torque speed sensor 12, the second torque speed sensor 13, the third torque speed sensor 14, and the power analyzer 15.

[0069] This embodiment also proposes a method for testing the efficiency of a P13 configuration electric drive assembly, applied to the aforementioned P13 configuration electric drive assembly efficiency testing system, such as... Figure 2 As shown, it includes the following steps:

[0070] S1: The bench control system 1 sends the initial battery charge value to the model control system 2;

[0071] S2: Model control system 2 calculates the output voltage value, bench control system 1 obtains the output voltage value and sends it to battery simulator 4;

[0072] S3: Battery simulator 4 increases the output voltage to the output voltage value sent by bench control system 1 to power P1 motor 5 and P3 motor 8 of P13 configuration electric drive assembly.

[0073] S4: The bench control system 1 acquires the torque and speed of the first torque and speed sensor 12 and the second torque and speed sensor 13 and inputs them into the model control system 2. The model control system 2 calculates the driving resistance value. The bench control system 1 acquires the driving resistance value and sends the command value to the first load motor 9 and the second load motor 10 respectively.

[0074] S5: The first load motor 9 and the second load motor 10 apply torque to the command value of the bench control system 1;

[0075] S6: The bench control system 1 sends the target throttle signal to the model control system 2. The model control system 2 calculates the operating status results of the engine, P1 motor 5, clutch 6, and P3 motor 8 based on the current battery power and the target throttle size, and outputs them to the bench control system 1.

[0076] S7: The bench control system 1 sends the received results to the engine simulation motor 11, P1 motor 5, clutch 6 and P3 motor 8 respectively.

[0077] S8: The engine simulation motor 11, P1 motor 5, clutch 6 and P3 motor 8 operate to the received result and drive the first load motor 9 and the second load motor 10 to operate;

[0078] S9: The bench control system 1 acquires the torque and speed of the first torque and speed sensor 12, the second torque and speed sensor 13, and the third torque and speed sensor 14, as well as the output power of the P1 motor 5 and the input power of the P3 motor 8 in the power analyzer 15, and calculates the efficiency of the P13 configuration electric drive assembly.

[0079] S10: The bench control system 1 acquires the output current value of motor 5 of P1 and the input current value of motor 8 of P3 in the power analyzer 15, and feeds it back to the model control system 2, then returns to step S2.

[0080] The test ends when the test bench control system 1 sends a stop command to the model control system 2.

[0081] The above-described efficiency testing method for the P13 configuration electric drive assembly calculates the output voltage value based on the initial battery charge input to the bench control system 1, which is then fed to the battery simulator 4 to power the P1 motor 5 and the P3 motor 8.

[0082] Simultaneously, the driving resistance value can be calculated based on the torque and speed values ​​obtained from the first torque and speed sensor 12 and the second torque and speed sensor 13, and the command value can be sent to the first load motor 9 and the second load motor 10 to load the first load motor 9 and the second load motor 10. The operating status of each component can also be calculated based on the target throttle signal sent by the bench control system 1, and each component can operate automatically according to the calculation results. Furthermore, the bench control system 1 obtains the torque and speed values ​​from the first torque and speed sensor 12 and the second torque and speed sensor 13, as well as the output power of the P1 motor 5 and the input power of the P3 motor 8 from the power analyzer 15, and performs calculations to obtain the dynamic efficiency of the P13 configuration electric drive assembly. This efficiency matches the dynamic operating conditions of ordinary users, allowing for a comprehensive evaluation of efficiency under ordinary user operating conditions. This embodiment can simulate real-person driving conditions, and the system can operate automatically to achieve efficiency testing of the P13 configuration electric drive assembly under any dynamic cyclic operating conditions.

[0083] This embodiment also proposes an efficiency testing method for a P13 configuration electric drive assembly under power consumption conditions, with the target throttle signal being 10% of the total opening. Figure 3 As shown, the method includes the following steps:

[0084] S101: The bench control system 1 sends an initial battery charge value of 100% total battery charge to the model control system 2;

[0085] S102: The bench control system 1 will send the output voltage value of 380V calculated from the battery model in the model control system 2 to the battery simulator 4;

[0086] S103: The battery simulator 4 increases the output voltage to the value sent by the bench control system 1 to power the P3 motor 8 and the P1 motor 5.

[0087] S104: The bench control system 1 will input the torque and speed values ​​of the first torque and speed sensor 12 and the second torque and speed sensor 13 collected by the data acquisition system 3 into the model control system 2. The vehicle resistance model in the model control system 2 will calculate the driving resistance value and send it to the first load motor 9 and the second load motor 10 respectively through the bench control system 1.

[0088] S105: The first load motor 9 and the second load motor 10 apply torque to the command value of the bench control system 1;

[0089] S106: The bench control system 1 sends the target throttle signal to the model control system 2. The target throttle signal is 10% total opening. The model control system 2 calculates that the engine simulation motor 11 does not start, the P1 motor 5 does not start, the clutch 6 is disengaged, and the load torque of the P3 motor 8 is 30Nm. The corresponding results are then output to the bench control system 1.

[0090] S107: The bench control system 1 sends the received result commands to the engine simulation motor 11, P1 motor 5, clutch 6 and P3 motor 8 respectively.

[0091] S108: Clutch 6 disengages, P1 motor 5 does not start, engine simulation motor 11 does not start, P3 motor 8 is loaded to 30Nm, at this time, P3 motor 8 drives the first load motor 9 and the second load motor 10 to start running through reducer 7.

[0092] S109: The bench control system 1 acquires the torque and speed from the first torque and speed sensor 12 and the second torque and speed sensor 13, as well as the input electrical power of the P3 motor 8 in the power analyzer 15, and performs calculations to obtain the efficiency of the P13 configuration electric drive assembly.

[0093]

[0094] In the formula, η 消耗 The efficiency of the P13 configuration electric drive assembly under power consumption conditions; P3 is the input power of the P3 motor 8; T1 is the torque of the first torque speed sensor 12; n1 is the speed of the first torque speed sensor 12; T2 is the torque of the second torque speed sensor 13; n2 is the speed of the second torque speed sensor 13.

[0095] After completing one efficiency test, the bench control system 1 acquires the output current value of motor 5 of P1 and the input current value of motor 8 of P3 in the power analyzer 15, and feeds it back to the model control system 2, returning to step S102 to realize closed-loop control and cyclic detection.

[0096] This embodiment also proposes an efficiency testing method for a P13 configuration electric drive assembly under power consumption conditions, with the target throttle signal being 80% total opening. Figure 4 As shown, the method includes the following steps:

[0097] S201: The bench control system 1 sends an initial battery charge value of 100% total battery charge to the model control system 2;

[0098] S202: The bench control system 1 will send the output voltage value of 380V calculated from the battery model in the model control system 2 to the battery simulator 4;

[0099] S203: The battery simulator 4 increases the output voltage to the value sent by the bench control system 1 to power the P3 motor 8 and the P1 motor 5.

[0100] S204: The bench control system 1 will input the torque and speed values ​​of the first torque and speed sensor 12 and the second torque and speed sensor 13 collected by the data acquisition system 3 into the model control system 2. The vehicle resistance model in the model control system 2 will calculate the driving resistance value and send it to the first load motor 9 and the second load motor 10 respectively through the bench control system 1.

[0101] S205: The first load motor 9 and the second load motor 10 apply torque to the command value of the bench control system 1;

[0102] S206: The bench control system 1 sends the target throttle signal to the model control system 2. The target throttle signal is 80% total opening. The model control system 2 calculates that the torque loaded by the engine simulation motor 11 is 147Nm, the torque of P1 motor 5 is 0Nm, the clutch 6 is engaged, and the torque loaded by P3 motor 8 is 320Nm. The corresponding results are then output to the bench control system 1.

[0103] S207: The bench control system 1 sends the received result commands to the engine simulation motor 11, P1 motor 5, clutch 6 and P3 motor 8 respectively.

[0104] S208: Clutch 6 is engaged, P1 motor 5 is loaded with a torque of 0 Nm, engine simulation motor 11 is loaded to 147 Nm, and P3 motor 8 is loaded to 320 Nm. At this time, P3 motor 8, through the first input terminal of reducer 7, together with engine simulation motor 11, P1 motor 5, clutch 6, and the second input terminal of reducer 7, drives the first load motor 9 and the second load motor 10 to start running.

[0105] S209: The bench control system 1 acquires the torque and speed from the first torque and speed sensor 12, the second torque and speed sensor 13, and the third torque and speed sensor 14, as well as the output power of motor P1 5 and the input power of motor P3 8 from the power analyzer 15, and performs calculations to obtain the efficiency of the P13 configuration electric drive assembly.

[0106]

[0107] In the formula, η 消耗 The efficiency of the P13 configuration electric drive assembly under power consumption conditions; P 输出 The total output power of the P13 configuration electric drive assembly; P 输入 P1 is the total input power of the electric drive assembly with configuration P13; P1 is the output power of motor 5 P1; P3 is the input power of motor 8 P3; T1 is the torque of the first torque-speed sensor 12; n1 is the speed of the first torque-speed sensor 12; T2 is the torque of the second torque-speed sensor 13; n2 is the speed of the second torque-speed sensor 13; T3 is the torque of the third torque-speed sensor 14; n3 is the speed of the third torque-speed sensor 14.

[0108] After completing an efficiency test, the bench control system 1 acquires the output current value of motor 5 (P1) and the input current value of motor 8 (P3) in the power analyzer 15, and feeds it back to the model control system 2, returning to step S202, which can realize closed-loop control and cyclic detection.

[0109] This embodiment also proposes an efficiency testing method for the P13 configuration electric drive assembly in a power maintenance state, such as... Figure 5 As shown, it includes the following steps:

[0110] S301: The bench control system 1 sends an initial battery charge value of 20% of the total battery charge to the model control system 2;

[0111] S302: The bench control system 1 will send the output voltage value of 350V calculated from the battery model in the model control system 2 to the battery simulator 4;

[0112] S303: The battery simulator 4 increases the output voltage to the value sent by the bench control system 1 to power the P3 motor 8 and the P1 motor 5.

[0113] S304: The bench control system 1 will input the torque and speed values ​​of the first torque and speed sensor 12 and the second torque and speed sensor 13 collected by the data acquisition system 3 into the model control system 2. The vehicle resistance model in the model control system 2 will calculate the driving resistance value and send the command value to the first load motor 9 and the second load motor 10 respectively through the bench control system 1.

[0114] S305: The first load motor 9 and the second load motor 10 apply torque to the command value of the bench control system 1;

[0115] S306: The bench control system 1 sends the target throttle signal to the model control system 2. The target throttle signal is 10% total opening. The model control system 2 calculates that the engine simulation motor 11 needs to start, the P1 motor 5 needs to start, the clutch 6 needs to disengage, and the P3 motor 8 needs to start, and outputs the corresponding results to the bench control system 1.

[0116] S307: The bench control system 1 sends the received result commands to the engine simulation motor 11, P1 motor 5, clutch 6 and P3 motor 8 respectively.

[0117] S308: Clutch 6 is disengaged, P3 motor 8 is loaded to the corresponding torque value, P1 motor 5 operates at the target speed value, and engine simulation motor 11 is loaded to the corresponding torque value. At this time, engine simulation motor 11 drives P1 motor 5 to operate and generate electricity. P3 motor 8 drives the first load motor 9 and the second load motor 10 to start operating through reducer 7. That is, at this time, P1 motor 5 is a generator and P3 motor 8 is a drive motor.

[0118] S309: The bench control system 1 acquires the torque and speed from the first torque and speed sensor 12, the second torque and speed sensor 13, and the third torque and speed sensor 14, as well as the output power of motor P1 5 and the input power of motor P3 8 from the power analyzer 15, and performs calculations to obtain the efficiency of the P13 configuration electric drive assembly.

[0119]

[0120] In the formula, η 维持 The efficiency of the P13 configuration electric drive assembly under power maintenance conditions; η P1发电 The power generation efficiency of motor 5 (P1) under power maintenance conditions; η P3驱动 P1 is the drive efficiency of motor 8 under power maintenance state; P2 is the output power of motor 5; P3 is the input power of motor 8; T1 is the torque of the first torque-speed sensor 12; n1 is the speed of the first torque-speed sensor 12; T2 is the torque of the second torque-speed sensor 13; n2 is the speed of the second torque-speed sensor 13; T3 is the torque of the third torque-speed sensor 14; n3 is the speed of the third torque-speed sensor 14.

[0121] After completing an efficiency test, the bench control system 1 acquires the output current value of motor 5 (P1) and the input current value of motor 8 (P3) in the power analyzer 15, and feeds it back to the model control system 2, returning to step S302 to realize closed-loop control and cyclic detection.

[0122] The above embodiments are merely preferred embodiments provided to fully illustrate the present invention, and the scope of protection of the present invention is not limited thereto. Equivalent substitutions or modifications made by those skilled in the art based on the present invention are all within the scope of protection of the present invention.

Claims

1. A method for testing the efficiency of a P13 configuration electric drive assembly, applied to a P13 configuration electric drive assembly efficiency testing system, characterized in that... The system includes a bench control system (1) and a model control system (2), a battery simulator (4), a first load motor (9), a second load motor (10), an engine simulator motor (11), a power analyzer (15), a first torque speed sensor (12), a second torque speed sensor (13), and a third torque speed sensor (14) connected to the bench control system (1). The P1 motor (5), P3 motor (8), and clutch (6) of the P13 configuration electric drive assembly are connected to the bench control system (1). The P1 motor (5) and P3 motor (8) are connected to the battery simulator (4). The first torque speed sensor (12) outputs... The input end is connected to the first output end of the reducer (7), the output end of the first torque speed sensor (12) is connected to the first load motor (9), the input end of the second torque speed sensor (13) is connected to the second output end of the reducer (7), the output end of the second torque speed sensor (13) is connected to the second load motor (10), the input end of the third torque speed sensor (14) is connected to the engine simulation motor (11), the output end of the third torque speed sensor (14) is connected to the P1 motor (5), and the P1 motor (5) and P3 motor (8) are respectively connected to the power analyzer (15); the method includes the following steps: S1: The bench control system (1) sends the initial battery charge value to the model control system (2). S2: The model control system (2) calculates the output voltage value, and the bench control system (1) obtains the output voltage value and sends it to the battery simulator (4). S3: The battery simulator (4) increases the output voltage to the output voltage value sent by the bench control system (1) to power the P1 motor (5) and P3 motor (8) of the P13 configuration electric drive assembly; S4: The bench control system (1) acquires the torque and speed of the first torque and speed sensor (12) and the second torque and speed sensor (13) and inputs them into the model control system (2). The model control system (2) calculates the driving resistance value. The bench control system (1) acquires the driving resistance value and sends the command value to the first load motor (9) and the second load motor (10) respectively. S5: The first load motor (9) and the second load motor (10) apply torque to the command value of the bench control system (1); S6: The bench control system (1) sends the target throttle signal to the model control system (2). The model control system (2) calculates the operating status results of the engine, P1 motor (5), clutch (6), and P3 motor (8) based on the current battery power and the target throttle size, and outputs them to the bench control system (1). S7: The bench control system (1) sends the received results to the engine simulation motor (11), P1 motor (5), clutch (6) and P3 motor (8) respectively. S8: The engine simulation motor (11), P1 motor (5), clutch (6) and P3 motor (8) operate to the received result and drive the first load motor (9) and the second load motor (10) to operate; S9: The bench control system (1) acquires the torque and speed of the first torque and speed sensor (12), the second torque and speed sensor (13), the third torque and speed sensor (14), the output power of the P1 motor (5) and the input power of the P3 motor (8) in the power analyzer (15), and calculates the efficiency of the P13 configuration electric drive assembly. S10: The bench control system (1) acquires the output current value of motor P1 (5) and the input current value of motor P3 (8) in the power analyzer (15), and feeds it back to the model control system (2), and returns to step S2; The test ends when the bench control system (1) sends a stop operation command to the model control system (2). In step S1, when the initial battery charge value is greater than or equal to 25% of the total battery charge, the P13 configuration electric drive assembly is in a state of power consumption. When the throttle is greater than 70% of the total opening: In step S6, the model control system (2) calculates the results of engine start, P1 motor (5) start, clutch (6) engagement, and P3 motor (8) start; In step S7, the bench control system (1) sends the torque value of the engine simulation motor (11), the speed value of the P1 motor (5), the engagement of the clutch (6), and the torque value of the P3 motor (8) to the engine simulation motor (11), the P1 motor (5), the clutch (6), and the P3 motor (8), respectively. In step S8, the engine simulation motor (11) and P3 motor (8) are loaded to the corresponding target torque values, the P1 motor (5) is rotated to the target speed value, the clutch (6) is engaged, and the P3 motor (8) drives the first load motor (9) and the second load motor (10) to start running through the first input end of the reducer (7) and the engine simulation motor (11) through the second input end of the P1 motor (5), the clutch (6), and the reducer (7); In step S9, the efficiency calculation formula is: In the formula, The efficiency of the P13 configuration electric drive assembly under power consumption conditions; This represents the total output power of the P13 configuration electric drive assembly; This refers to the total input power of the P13 configuration electric drive assembly; The output power of motor P1 (5); The input power of motor P3 (8); The torque is measured by the first torque speed sensor (12); The rotational speed of the first torque speed sensor (12); The torque is measured by the second torque speed sensor (13); The rotational speed of the second torque speed sensor (13); The torque is measured by the third torque speed sensor (14); The rotational speed is the speed of the third torque speed sensor (14).

2. The method for testing the efficiency of the P13 configuration electric drive assembly according to claim 1, characterized in that, The model control system (2) includes an engine model, a P13 configuration electric drive assembly model, a battery model, and a vehicle resistance model.

3. The method for testing the efficiency of the P13 configuration electric drive assembly according to claim 2, characterized in that, It also includes a data acquisition system (3), wherein the bench control system (1), the first torque speed sensor (12), the second torque speed sensor (13), the third torque speed sensor (14), and the power analyzer (15) are respectively connected to the data acquisition system (3).

4. The method for testing the efficiency of the P13 configuration electric drive assembly according to claim 1, characterized in that: When the throttle is less than or equal to 70% of the total opening: In step S6, the model control system (2) calculates the results of the engine not starting, P1 motor (5) not starting, clutch (6) disengaging, and P3 motor (8) starting. In step S7, the bench control system (1) sends the commands for the engine simulation motor (11) not to start, the P1 motor (5) not to start, the clutch (6) to disengage, and the torque value of the P3 motor (8) to the engine simulation motor (11), the P1 motor (5), the clutch (6) and the P3 motor (8) respectively. In step S8, the engine simulation motor (11) does not start, the P3 motor (8) is loaded to the corresponding target torque value, the P1 motor (5) does not start, the clutch (6) is disengaged, and the P3 motor (8) drives the first load motor (9) and the second load motor (10) to start running through the reducer (7). In step S9, the efficiency calculation formula is: In the formula, The efficiency of the P13 configuration electric drive assembly under power consumption conditions; The input power of motor P3 (8); The torque is measured by the first torque speed sensor (12); The rotational speed of the first torque speed sensor (12); The torque is measured by the second torque speed sensor (13); The rotational speed of the second torque speed sensor (13).

5. The method for testing the efficiency of the P13 configuration electric drive assembly according to claim 1, characterized in that: In step S1, when the initial battery charge is less than 25% of the total battery charge, the P13 configuration electric drive assembly is in a charge maintenance state.

6. The method for testing the efficiency of the P13 configuration electric drive assembly according to claim 5, characterized in that: In step S6, the model control system (2) calculates the results of engine start, P1 motor (5) start, clutch (6) disengagement, and P3 motor (8) start; In step S7, the bench control system (1) sends the torque value of the engine simulation motor (11), the speed value of the P1 motor (5), the clutch (6) disengagement, and the torque value of the P3 motor (8) to the engine simulation motor (11), the P1 motor (5), the clutch (6), and the P3 motor (8), respectively. In step S8, the engine simulation motor (11) and P3 motor (8) are loaded to the corresponding target torque value, the clutch (6) is disengaged, and P1 motor (5) runs to the target speed value. At this time, the engine simulation motor (11) drives P1 motor (5) to run and generate electricity, and P3 motor (8) drives the first load motor (9) and the second load motor (10) to start running through the reducer (7).

7. The method for testing the efficiency of the P13 configuration electric drive assembly according to claim 5, characterized in that: In step S9, the efficiency calculation formula is: In the formula, The efficiency of the P13 configuration electric drive assembly under power maintenance conditions; The power generation efficiency of motor P1 (5) under the power maintenance state; The driving efficiency of motor P3 (8) under power maintenance conditions; The output power of motor P1 (5); The input power of motor P3 (8); The torque is measured by the first torque speed sensor (12); The rotational speed of the first torque speed sensor (12); The torque is measured by the second torque speed sensor (13); The rotational speed of the second torque speed sensor (13); The torque is measured by the third torque speed sensor (14); The rotational speed is the speed of the third torque speed sensor (14).

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