Method for testing parking charging rotating speed of hybrid vehicle

Abstract

The invention discloses a method for testing the parking charging rotating speed of a hybrid vehicle. The method comprises the following steps: S1, arranging noise and vibration measuring points; s2, data acquisition; s3, testing the working condition; S4, processing data; and S5, determining the rotating speed of the engine by combining the parking charging noise and the vibration target set by the whole vehicle. Noise data is acquired using a microphone. A three-way acceleration sensor is adopted to collect vibration data, and the sensor is arranged at the 12 o'clock position of a spoke of a steering wheel. By adopting the testing method, the charging rotating speed of the engine under the parking working condition can be quickly determined, and a rotating speed reference is provided for subsequent exhaust tuning; noise and vibration under the parking charging working condition can be considered at the same time, and the development efficiency is improved.

Description

Technical Field

[0001] The present invention relates to the technical field of automobile testing, and in particular to a method for testing the parking charging rotation speed of a hybrid vehicle. Background Art

[0002] At present, hybrid vehicles are becoming more and more popular in the market, and major automakers are constantly launching their own hybrid models. At the same time, in order to quickly seize the market, the NVH development cycle of the whole vehicle is constantly compressed. In the process of automobile NVH development, parking charging is one of the common working conditions of hybrid vehicles. Under this working condition, how to quickly determine a reasonable engine charging speed so that the noise and vibration in the car can be taken into account at the same time has become an urgent problem to be solved.

[0003] For example, patent CN117302160A discloses an engine speed control method, a parking charging method and a device based on parking charging, wherein the method includes: obtaining the actual speed of the engine, and calculating the speed difference between the actual speed and the pre-stored target speed; calculating the engine demand torque and the motor control torque according to the speed difference; obtaining the motor actual torque and the starting torque, and obtaining the slope limit data according to the motor actual torque; when the actual speed of the engine exceeds the idle value, switching the starting torque to the motor control torque according to the slope limit data to obtain the motor demand torque; generating a speed control instruction according to the engine demand torque and the motor demand torque, and the speed control instruction is used to control the engine speed. It cannot quickly determine a reasonable engine charging speed so that the noise and vibration in the car can be taken into account at the same time. Summary of the invention

[0004] In view of the deficiencies in the prior art, the present invention provides a method for testing the parking charging speed of a hybrid vehicle, which can quickly determine the charging speed of the engine under parking conditions and provide a speed reference for subsequent exhaust tuning.

[0005] In order to solve the above technical problems, the technical solution adopted by the present invention is:

[0006] The method for testing the parking charging speed of a hybrid vehicle comprises the following steps:

[0007] S1. Arrangement of noise and vibration measurement points;

[0008] S2, data collection;

[0009] S3. Test conditions:

[0010] S4. Data processing:

[0011] S5. Determine the engine speed based on the parking charging noise and vibration targets set for the vehicle.

[0012] in,

[0013] In the step S1, a microphone is used to collect noise data.

[0014] In step S1, if the vehicle is a left-hand drive vehicle, the noise measuring points are arranged on the driver's seat and the rear right seat.

[0015] In step S1, if the vehicle is a right-hand drive vehicle, the noise measuring points are arranged on the driver's seat and the left rear seat.

[0016] In step S1, a three-axis acceleration sensor is used to collect vibration data, and the sensor is arranged at the 12 o'clock position of the steering wheel spoke.

[0017] In step S2, data acquisition uses a Siemens data acquisition system, which includes a signal conditioning module and an analog-to-digital converter. The physical signal captured by the sensor is first converted into an electrical signal, then amplified and filtered by the signal conditioning module, and finally converted into a digital signal by the analog-to-digital converter for use in software analysis.

[0018] In step S2, the acquisition parameters are set as follows: the vibration bandwidth is set to ≥256 Hz, and the resolution is 1 Hz; the noise bandwidth is set to ≥10240, and the resolution is 2 Hz.

[0019] In step S3, the charging power at the engine end is given, and the vibration and noise levels in the vehicle under different speed torque combinations are tested; the charging power range is 3 to 7 kW, and the power interval is 2 kW; the speed range is 700 to 1500 rpm, and the speed interval is 50 rpm.

[0020] In step S2, the engine speed, engine torque, engine water temperature and intake air temperature are monitored simultaneously.

[0021] Compared with the prior art, the present invention has the following advantages:

[0022] The test method for the parking charging speed of a hybrid vehicle has a reasonable structural design. By adopting this test method, the charging speed of the engine under parking conditions can be quickly determined, providing a speed reference for subsequent exhaust tuning; the noise and vibration under parking charging conditions can be taken into account at the same time, thereby improving development efficiency. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] The following is a brief description of the contents and symbols in the drawings of this specification:

[0024] Figure 1 Schematic diagram of noise test points of the present invention.

[0025] Figure 2 It is a schematic diagram of the noise-speed correspondence target of the present invention.

[0026] Figure 3 This is a schematic diagram of the vibration-rotation speed correspondence target of the present invention. DETAILED DESCRIPTION

[0027] Although the present invention is shown and described herein with reference to specific embodiments, the present invention is not intended to be limited to the details shown. Rather, various modifications may be made in the details within the equivalent scope and range of the claims without departing from the present invention. In the accompanying drawings, the same item numbers refer to the same elements.

[0028] Various terms are used throughout this disclosure to describe the physical shape or arrangement of features. Many of these terms are used to describe features that conform to a cylindrical or substantially cylindrical geometry with the feature as the radius and a central axis perpendicular to the radius. Unless a different meaning is specified, the terms are given the following meanings. The terms "longitudinal," "longitudinal," "axial," and "axially" refer to a direction, dimension, or orientation parallel to the central axis. The terms "radial" and "radially" refer to a direction, dimension, or orientation perpendicular to the central axis. The terms "inward" and "inwardly" refer to a direction, dimension, or orientation extending in a radial direction toward the central axis. The terms "outward" and "outwardly" refer to a direction, dimension, or orientation extending in a radial direction away from the central axis.

[0029] In the specification, relative terms such as "horizontal", "vertical", "upward", "downward", "top" and "bottom" and derivatives thereof (e.g., "horizontal", "downward", "upward", etc.) should be interpreted as referring to the direction being described or shown in the drawings being discussed. These relative terms are for convenience of description and are generally not intended to require a particular orientation.

[0030] The specific implementation modes of the present invention will be further explained in detail below through the description of embodiments with reference to the accompanying drawings.

[0031] like Figures 1 to 3 As shown, the method for testing the parking charging speed of a hybrid vehicle comprises the following steps:

[0032] S1. Arrangement of noise and vibration measurement points;

[0033] S2, data collection;

[0034] S3. Test conditions:

[0035] S4. Data processing:

[0036] S5. Determine the engine speed based on the parking charging noise and vibration targets set for the vehicle.

[0037] By adopting the test method of the present invention, the charging speed of the engine under the parking condition can be quickly determined, providing a speed reference for subsequent exhaust tuning.

[0038] Noise and vibration measurement point arrangement:

[0039] A group of microphones is used to collect noise data. The microphones are arranged at corresponding seat positions according to the vehicle model, and the layout is flexible.

[0040] like Figure 1 As shown in the figure, if it is a left-hand drive model, the noise measurement points are arranged on the main driver's seat and the rear seat on the right side. If it is a right-hand drive model, the noise measurement points are arranged on the main driver's seat and the rear seat on the left side; two microphones are arranged on the corresponding seats to collect noise data, and the data is accurate.

[0041] A three-axis acceleration sensor is used to collect vibration data, and the sensor is arranged at the 12 o'clock position of the steering wheel spoke.

[0042] Data collection:

[0043] Data acquisition uses a Siemens data acquisition system, which includes a signal conditioning module and an analog-to-digital converter. The physical signal captured by the sensor is first converted into an electrical signal, then amplified and filtered by the signal conditioning module, and finally converted into a digital signal by the analog-to-digital converter for software analysis.

[0044] Acquisition parameter settings: vibration bandwidth setting ≥256Hz, resolution 1Hz; noise bandwidth setting ≥10240, resolution 2Hz.

[0045] Simultaneously monitor engine speed, engine torque, engine water temperature and intake air temperature data.

[0046] Test conditions:

[0047] Given the charging power at the engine end, the vibration and noise levels in the vehicle are tested under different speed and torque combinations; the charging power range is 3 to 7 kW, with a power interval of 2 kW; the speed range is 700 to 1500 rpm, with a speed interval of 50 rpm.

[0048] Data processing:

[0049] For each working condition, several groups of data with good consistency are taken respectively, and the average value of several groups of signals is calculated using the function of the acquisition software as the final result.

[0050] Speed ​​determination:

[0051] According to the data processing results of the above steps, combined with the parking charging noise and vibration targets set for the whole vehicle, a speed is initially selected so that the noise and vibration can approach or meet the development targets at this speed. The subsequent NVH matching development work is carried out based on this speed.

[0052] The test method for the parking charging speed of a hybrid vehicle of the present invention has a reasonable structural design. By adopting the test method, the charging speed of the engine under the parking condition can be quickly determined, providing a speed reference for subsequent exhaust tuning; the noise and vibration under the parking charging condition can be taken into account at the same time, thereby improving development efficiency.

[0053] Preferred embodiments of the present invention are:

[0054] The method for testing the parking charging speed of a hybrid vehicle comprises the following steps:

[0055] Arrangement of noise and vibration measurement points - data collection - test conditions - data processing - determination of engine speed.

[0056] Step 1: Measurement point layout

[0057] 1. Noise measurement point: Use a microphone to collect noise data. Figure 1 For left-hand drive models, the microphones are arranged at ①②⑦⑧; for right-hand drive models, the microphones are arranged at ③④⑤⑥.

[0058] 2. Vibration measurement point: A three-axis acceleration sensor is used to collect vibration data. The sensor is placed at the 12 o'clock position of the steering wheel spoke.

[0059] Step 2: Acquisition software settings

[0060] 1. Data acquisition uses Siemens industrial software data acquisition module (Simcenter Testlab characteristic signal acquisition). Siemens data acquisition system consists of two parts: hardware and software. The core hardware is the signal conditioning module and ADC (analog to digital converter). The physical signal (such as vibration, noise) captured by the sensor (sound sensor, vibration sensor) is first converted into an electrical signal, then amplified and filtered by the signal conditioning module, and finally converted into a digital signal by the ADC for software analysis.

[0061] 2. Tracking parameter settings: tracking time, time step 0.1s, total time 10s.

[0062] 3. Acquisition parameter settings: vibration bandwidth setting ≥ 256Hz, resolution 1Hz; noise bandwidth setting ≥ 10240, resolution 2Hz.

[0063] 4. It is recommended to monitor signals such as engine speed, engine torque, engine water temperature and intake temperature. These signals can be read from the vehicle OBD diagnostic port using this software.

[0064] Step 3: Test conditions

[0065] Given the charging power at the engine end, test the vibration and noise levels in the vehicle under different speed and torque combinations. The recommended charging power range is 3-7kw, with a power interval of 2kw; the recommended speed range is 700-1500rpm, with a speed interval of 50rpm.

[0066] Taking 3.0kw charging power as an example, see Table 1.

[0067]

[0068] Step 4: Data processing

[0069] 1. Take 3 groups of data with good consistency for each working condition, and use the function of the acquisition software to calculate the average value of the 3 groups of signals as the final result.

[0070] 2. Noise data processing: Calculate the total sound pressure level (frequency range 20 to 6400 Hz).

[0071] 3. Vibration data processing: calculate the total vibration magnitude (frequency range 5-100Hz) in the three directions of X, Y, and Z (these three directions conform to the right-hand rule; the right-hand system is one of the methods for defining a rectangular coordinate system in space; in this coordinate system, the positive directions of the x-axis, y-axis, and z-axis are defined as follows: place your right hand at the origin, with your thumb, index finger, and middle finger at right angles to each other, with your thumb pointing in the positive direction of the x-axis, your index finger pointing in the positive direction of the y-axis, and the direction pointed by the middle finger is the positive direction of the z-axis).

[0072] The physical meaning of the frequency domain RMS value: The frequency domain RMS value reflects the energy distribution of the signal in the frequency domain and can be used to evaluate the signal strength or noise level at different frequencies, especially in noise analysis, signal quality assessment, and communication system performance analysis.

[0073] The calculation of the RMS value in the frequency domain usually involves the Fourier transform of the signal, which converts the time domain signal to the frequency domain in order to analyze the energy distribution of the signal at different frequencies. The following are the basic steps and formulas for calculating the RMS value from the frequency domain:

[0074] 1. Fourier Transform: First, the time domain signal is converted to the frequency domain signal using Fourier Transform. This can reveal the spectral characteristics of the signal, including frequency components and corresponding amplitudes.

[0075] 2. Spectrum calculation: In the frequency domain, the spectrum of a signal is represented as a series of frequency components and their corresponding amplitudes. These amplitudes can be real, imaginary or complex amplitudes.

[0076] 3. Spectral square sum: Calculate the square of the amplitude of each frequency component in the spectrum, which represents the energy of the signal at each frequency point.

[0077] 4. Integration or summation: Integrate (for continuous signals) or sum (for discrete signals) the squares of the amplitudes of all frequency components. This step is equivalent to calculating the energy of the signal in the frequency domain.

[0078] 5. Root mean square calculation: Divide the energy value obtained in the above steps by the bandwidth or number of sampling points of the signal, and then take the square root to get the frequency domain RMS value. For discrete signals, the formula can be expressed as:

[0079]

[0080] Where X[k] is the discrete Fourier transform of the signal and N is the number of sampling points of the signal.

[0081] Step 5: Determine the speed

[0082] According to the data processing results of step 4, combined with the parking charging noise and vibration targets set for the whole vehicle, a speed is initially selected so that the noise and vibration can approach or meet the development targets at this speed. The subsequent NVH matching development work is carried out based on this speed.

[0083] the following Figure 2 and Figure 3 For example, the noise development target is 48.5dB (A), the vibration development target is 2.0mm / s, and 1350rpm can correspond to the parking charging speed. This speed can take into account both noise (the smaller the better) and dynamics (the smaller the better).

[0084] The present invention is described above by way of example in conjunction with the accompanying drawings. It is obvious that the specific implementation of the present invention is not limited to the above-mentioned method. As long as various non-substantial improvements are made using the concept and technical solution of the present invention, or the concept and technical solution of the present invention are directly applied to other occasions without improvement, they are all within the protection scope of the present invention.

Claims

1. A method for testing the parking charging speed of a hybrid vehicle, characterized in that: The test method comprises the following steps: S1. Arrangement of noise and vibration measurement points; S2, data collection; S3. Test conditions: S4. Data processing: S5. Determine the engine speed based on the parking charging noise and vibration targets set for the vehicle.

2. The method for testing the parking charging speed of a hybrid vehicle according to claim 1, characterized in that: In the step S1, a microphone is used to collect noise data.

3. The method for testing the parking charging speed of a hybrid vehicle according to claim 2, characterized in that: In step S1, if the vehicle is a left-hand drive vehicle, the noise measuring points are arranged on the driver's seat and the rear right seat.

4. The method for testing the parking charging speed of a hybrid vehicle according to claim 2, characterized in that: In step S1, if the vehicle is a right-hand drive vehicle, the noise measuring points are arranged on the driver's seat and the left rear seat.

5. The method for testing the parking charging speed of a hybrid vehicle according to claim 1, characterized in that: In step S1, a three-axis acceleration sensor is used to collect vibration data, and the sensor is arranged at the 12 o'clock position of the steering wheel spoke.

6. The method for testing the parking charging speed of a hybrid vehicle according to claim 1, characterized in that: In step S2, data acquisition uses a Siemens data acquisition system, which includes a signal conditioning module and an analog-to-digital converter. The physical signal captured by the sensor is first converted into an electrical signal, then amplified and filtered by the signal conditioning module, and finally converted into a digital signal by the analog-to-digital converter for use in software analysis.

7. The method for testing the parking charging speed of a hybrid vehicle as claimed in claim 6, characterized in that: In step S2, the acquisition parameters are set as follows: the vibration bandwidth is set to ≥256 Hz, and the resolution is 1 Hz; the noise bandwidth is set to ≥10240, and the resolution is 2 Hz.

8. The method for testing the parking charging speed of a hybrid vehicle according to claim 1, characterized in that: In step S3, the charging power at the engine end is given, and the vibration and noise levels in the vehicle under different speed torque combinations are tested; the charging power range is 3 to 7 kW, and the power interval is 2 kW; the speed range is 700 to 1500 rpm, and the speed interval is 50 rpm.

9. The method for testing the parking charging speed of a hybrid vehicle according to claim 1, characterized in that: In step S2, the engine speed, engine torque, engine water temperature and intake air temperature are monitored simultaneously.

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