A computer simulation test method and system for an automobile compressor

Abstract

The application relates to the technical field of electric compressor simulation test, and discloses a computer simulation test method and system for an automobile compressor, wherein the method comprises the following steps: constructing an integrated model; setting a multi-mode state machine of automatic, economic, rapid cooling and emergency protection modes; performing double-loop collaborative control, calculating an electronic expansion valve feedforward compensation amount based on matrix decoupling; generating a synchronous scheduling instruction chain; and performing software and hardware closed-loop consistency test. Compared with the single-loop PID control or independent open-loop instruction test method in the prior art, which can only verify basic functions in an ideal environment, especially under extreme conditions such as complex multi-mode switching, rapid cooling or high-delay bus, the technical problem that physical coupling verification of a motor and a refrigerant loop and synchronous scheduling verification of an instruction chain cannot be realized is solved, and high-precision and real-time simulation verification under multi-mode is realized by introducing matrix decoupling feedforward compensation and predictive synchronous scheduling control.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of electric compressor simulation testing, and particularly relates to a computer simulation testing method and system for an automobile compressor. BACKGROUND

[0002] At present, an electric compressor is generally used as a core execution unit for refrigerant circulation in a new energy automobile air conditioning system, and is mainly verified and debugged by relying on a single-loop PID or independent open-loop control method. Such a traditional testing scheme usually verifies only static or steady-state performance under ideal working conditions, and has many shortcomings such as control instruction response lag, excessive overshoot in dynamic switching, poor self-adaptive ability in abnormal conditions and the like. For example, when the vehicle is in complex working conditions such as frequent start-stop, rapid cooling, external high temperature or high-altitude low pressure, the electric compressor needs to frequently switch working modes, the traditional single-loop control method does not consider the physical coupling between the motor drive and the refrigerant circuit, and is prone to cause sudden changes in evaporation pressure, instantaneous loss of control of overheating degree, large temperature fluctuations in the passenger compartment, and serious impact on ride comfort and energy efficiency. In addition, the existing testing method generally assumes that the bus communication is idealized, that is, the instruction can be transmitted immediately and accurately, and ignores the real conditions such as communication delay, packet loss, error code and interference that exist in the vehicle network, resulting in obvious deviation of the control strategy in real vehicle application, which requires repeated manual parameter adjustment, increases the development cycle and cost. At the same time, the current testing scheme is mainly for function verification, lacks trend monitoring and historical behavior recording of the long-term running state of the compressor, and cannot effectively support health management and life prediction, and has problems such as lag in identifying potential faults and not responding in time to maintenance.

[0003] The prior art cannot fully meet the level verification requirements of the electric compressor under the conditions of multi-mode dynamic switching, complex external disturbance and high-precision control requirements in combination with real-time communication disturbance, and cannot fuse health management logic in the simulation stage to perform long-term degradation trend evaluation and remote abnormality early warning. Therefore, there is an urgent need for a method that can still realize fine collaborative simulation verification of motor control and refrigerant circuit under complex working conditions, and detect abnormal trends and evaluate states in combination with health management mechanisms, to improve the dynamic response performance, overall robustness, predictive maintenance capability and safety of the compressor. SUMMARY

[0004] In view of the above technical deficiencies, the purpose of the present application is to provide a computer simulation testing method for an automobile compressor, which aims to solve the technical problems that the single-loop PID control or independent open-loop instruction testing method in the prior art can only verify basic functions under ideal environments, and especially under extreme conditions such as complex multi-mode switching, rapid cooling or high-delay bus, cannot realize physical coupling verification of the motor and the refrigerant circuit and synchronous scheduling verification of the instruction chain.

[0005] To solve the above technical problems, the application adopts the following technical solutions: the application provides a computer simulation test method for an automobile compressor,

[0006] The computer simulation test method for the automobile compressor comprises the following steps:

[0007] Step S10: in a self-defined C language code environment, an integrated model is established based on a modular design mechanism, the integrated model comprising a mechanical dynamics model of a motor compressor, a refrigerant circulation thermodynamics model and a vehicle environment boundary condition model;

[0008] Step S20: based on the integrated model, a multi-mode state machine logic comprising an automatic mode, an economic mode, a rapid cooling mode and an emergency protection mode is set, and the multi-mode state machine logic is coded into a simulation control unit in the form of a state transition matrix, the simulation control unit being used to output a target mode instruction set based on a preset event trigger condition; the target mode instruction set comprising a given compressor target speed N * , an electronic expansion valve opening degree A EXV and a condenser fan speed V f ;

[0009] Step S30: according to the target mode instruction set, a double-loop coordinated control of the compressor motor and the refrigerant circuit is performed, and a coupling gain matrix G is derived based on a matrix decoupling control strategy; when the off-diagonal elements of the coupling gain matrix G are not zero, an electronic expansion valve feedforward compensation amount is calculated through decoupling compensation, and an optimized instruction set is output;

[0010] Step S40: the optimized instruction set is executed, and vehicle electrical signal communication characteristics, including communication delay and packet loss rate, are collected in real time, and a synchronous scheduling instruction chain is generated according to the vehicle electrical signal communication characteristics;

[0011] Step S50: based on the synchronous scheduling instruction chain and the optimized instruction set, a software and hardware closed-loop consistency simulation test is performed.

[0012] Preferably, in step S10, the mechanical dynamics model adopts a rotation equation , wherein J is the equivalent moment of inertia, ω is the angular velocity, t is the time, T m is the electromagnetic torque, T load is the load torque; T load is further calculated by , wherein V disp is the displacement, P dis , P suc are the condensing pressure and the suction pressure, respectively; the above physical quantity parameters complete a basic physical quantity parameter calibration process in step S10, and are used for subsequent state machine mode logic coupling simulation.

[0013] Preferably, in step S20, the preset event trigger condition includes: entering the rapid cooling mode when the passenger cabin temperature deviation ΔT≥3℃ and the user requests rapid cooling; automatically entering the emergency protection mode when the continuously monitored refrigerant high pressure is greater than the pre-set pressure threshold; the target mode instruction set includes the given compressor target speed N * , the electronic expansion valve opening A EXV , and the condenser fan speed V f .

[0014] Preferably, in step S30, the double-loop coordinated control of the compressor motor and the refrigerant circuit is performed according to the target mode instruction set, and the coupling gain matrix G is derived based on the matrix decoupling control strategy. When the off-diagonal elements of the coupling gain matrix G are not zero, the electronic expansion valve feedforward compensation amount is calculated through decoupling compensation, and the optimized instruction set is output. The specific steps include:

[0015] Step S301: Based on the target mode instruction set output in step S20, initialize the double-loop model of two-level closed-loop control in the simulated controller: the first closed loop takes the evaporator outlet temperature of the electric compressor as the main feedback quantity, and adjusts the electronic expansion valve opening A EXV to ensure that the superheat degree is maintained within the preset safety range; the second closed loop takes the in-cabin temperature of the electric compressor as the main feedback quantity, and adjusts the compressor target speed N * to meet the cooling capacity demand;

[0016] Step S302: Through linearization small perturbation analysis of the double-loop model in step S301, the coupling gain matrix G of the evaporating pressure, the superheat degree, the compressor speed, and the electronic expansion valve opening is obtained.

[0017] Step S303: When the off-diagonal elements of the coupling gain matrix G are not zero, the electronic expansion valve feedforward compensation amount is calculated through decoupling compensation, and the electronic expansion valve feedforward compensation amount is added to the electronic expansion valve opening A EXV in the target mode instruction set, and the optimized instruction set is output.

[0018] Preferably, in step S30, the coupling gain matrix wherein G1 is the sensitivity coefficient of the compressor speed to the evaporating pressure; G2 is the sensitivity coefficient of the valve opening to the evaporating pressure; G3 is the sensitivity coefficient of the compressor speed to the superheat degree; and G4 is the sensitivity coefficient of the valve opening to the superheat degree.

[0019] Preferably, in step S40, the optimized instruction set is executed and the vehicle electrical signal communication characteristics, including communication delay and packet loss rate, are collected in real time. The step of generating a synchronous scheduling instruction chain according to the vehicle electrical signal communication characteristics includes:

[0020] Step S401: When executing the optimized instruction set, monitor the transmission characteristics of control instructions in the vehicle bus in real time, and record the communication delay and packet loss rate;

[0021] Step S402: Calculate the predicted instruction value based on the communication delay prediction compensation algorithm and generate a synchronous scheduling instruction chain. The synchronous scheduling instruction chain includes the current execution target value and the buffered predicted value for the next 3 control cycles. It is used to deal with sudden packet loss and ensure that the execution end still has valid instructions for the next few steps for safe control when no new instructions are received.

[0022] Step S403: If continuous packet loss or total communication loss time exceeds 100ms within 3 control cycles, the emergency protection mechanism is automatically triggered, including: reducing the compressor speed by 50%, adjusting the electronic expansion valve opening to the middle opening and keeping the condenser fan at high speed to assist in heat dissipation, and simultaneously switching to the emergency protection mode set in step S20.

[0023] Preferably, step S50, the step of performing software and hardware closed-loop consistency simulation test based on synchronous scheduling instruction chain and optimized instruction set, specifically includes: performing software and hardware closed-loop consistency simulation based on synchronous scheduling instruction chain and optimized instruction set, testing the response error of control software within a preset period T, including compressor speed error, evaporation pressure error and superheat deviation at the execution end, and evaluating robustness through oscillation decay rate index and recovery time index.

[0024] This invention also provides a computer simulation testing system for an automotive compressor, comprising:

[0025] The integrated modeling module is used to build integrated models in a custom C language code environment based on a modular design mechanism. The integrated models include the mechanical dynamics model of the motor compressor, the thermodynamic model of the refrigerant cycle, and the boundary condition model of the vehicle environment.

[0026] The state machine control module is used to set multi-mode state machine logic based on an integrated model, including automatic mode, economy mode, rapid cooling mode, and emergency protection mode. This multi-mode state machine logic is encoded into the simulation control unit in the form of a state transition matrix. The simulation control unit outputs a target mode instruction set based on preset event triggering conditions. The target mode instruction set includes a given compressor target speed N. * Electronic expansion valve opening A EXV and condenser fan speed V f ;

[0027] The dual-loop collaborative control and matrix decoupling module is used to execute dual-loop collaborative control of the compressor motor and refrigerant circuit according to the target mode instruction set, and derive the coupling gain matrix G based on the matrix decoupling control strategy. When the off-diagonal elements of the coupling gain matrix G are not zero, the feedforward compensation amount of the electronic expansion valve is calculated through decoupling compensation, and the optimized instruction set is output.

[0028] The communication scheduling and prediction compensation module is used to execute the optimized instruction set and collect the vehicle electrical signal communication characteristics in real time, including communication delay and packet loss rate, and generate a synchronous scheduling instruction chain based on the vehicle electrical signal communication characteristics.

[0029] The closed-loop consistency verification module is used to perform software and hardware closed-loop consistency simulation tests based on the synchronous scheduling instruction chain and the optimized instruction set.

[0030] The present invention also provides a computer simulation testing device for an automotive compressor, comprising: a memory, a processor, and a computer simulation testing program for an automotive compressor stored in the memory and executable on the processor. When the computer simulation testing program for the automotive compressor is executed by the processor, a computer simulation testing method for the automotive compressor is implemented.

[0031] The present invention also provides a computer program product, including a computer simulation test program for an automobile compressor, wherein the computer simulation test program for the automobile compressor, when executed by a processor, implements the computer simulation test method for the automobile compressor.

[0032] The beneficial effects of this invention are as follows: By using matrix decoupling control and electronic expansion valve feedforward compensation, this invention solves the problem of transient pressure and overheating overshoot during multi-mode switching, achieving faster dynamic response and higher stability, ensuring the efficient operation of the compressor under complex operating conditions, and providing a reliable foundation for subsequent improvement of vehicle air conditioning performance and full-cycle health management.

[0033] This invention uses a novel software approach to synchronize the command chain and closed-loop consistency verification mechanism, enabling the motor control and refrigerant circuit to maintain coordinated control even in the presence of communication delays, packet loss, or other anomalies. This significantly improves the safety and robustness of the control, and further supports the long-term health management and preventive maintenance of the compressor and key components. Attached Figure Description

[0034] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0035] Figure 1 This is a flowchart illustrating the first embodiment of a computer simulation testing method for an automotive compressor according to the present invention.

[0036] Figure 2 This is a schematic diagram of the equipment for a computer simulation testing method for an automotive compressor according to the present invention. Detailed Implementation

[0037] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0038] Example 1: As Figure 1 The diagram shown is a flowchart of the first embodiment of the computer simulation test method for an automotive compressor of the present invention, which presents the first embodiment of the computer simulation test method for an automotive compressor of the present invention.

[0039] In the first embodiment, the computer simulation testing method for the automotive compressor includes:

[0040] Step S10: In a custom C language code environment, establish an integrated model based on a modular design mechanism. The integrated model includes the mechanical dynamics model of the motor compressor, the thermodynamic model of the refrigerant cycle, and the boundary condition model of the vehicle environment.

[0041] It should be noted that in step S10, the mechanical dynamics model adopts the rotation equation. Defined as follows, where J is the equivalent moment of inertia, ω is the angular velocity, t is time, and T is the time interval. m For electromagnetic torque, T load T represents the load torque. load Further through Calculate, where V disp For displacement, P dis P suc These are the condensation pressure and the suction pressure, respectively. The above physical quantity parameters are calibrated in step S10 and used for the subsequent coupled simulation of the state machine mode logic.

[0042] By integrating the aforementioned mechanical dynamics and thermodynamics models, a precise simulation of the compressor's transient acceleration, load changes, and refrigerant cycle response can be achieved, providing a physical basis for verifying control strategies under different state machine modes. Compared to the simplified models in existing technologies that only consider steady-state conditions, this approach can more accurately describe transient processes and energy transfer paths. In the above model, P... dis and Psuc It can be updated in real time according to the heat exchange status of the condenser and evaporator, and V disp It can be flexibly replaced according to different compressor models or displacement requirements, and has good scalability and adaptability, which can adapt to various electric compressor platforms and operating condition verification requirements.

[0043] Step S20: Based on the integrated model, set up a multi-mode state machine logic including automatic mode, economy mode, rapid cooling mode, and emergency protection mode, and encode the multi-mode state machine logic into the simulation control unit in the form of a state transition matrix. The simulation control unit is used to output the target mode instruction set based on preset event triggering conditions; the target mode instruction set includes a given compressor target speed N. * Electronic expansion valve opening A EXV and condenser fan speed V f ;

[0044] It should be noted that the multi-mode state machine logic uses a state transition matrix to switch between modes. Each element in the matrix corresponds to a set of conditional judgments or triggering events (such as cabin temperature deviation, evaporation pressure limit, high-pressure protection signal, etc.), and different modes correspond to different target parameter configurations. Automatic mode adaptively adjusts the compressor and valve openings based on the deviation between the actual cabin temperature and the set temperature; economy mode prioritizes energy consumption and allows for slight temperature fluctuations; rapid cooling mode targets maximum cooling capacity; and emergency protection mode automatically switches upon detecting abnormal signals (such as pressure over-limit or communication interruption), implementing safe power reduction or shutdown.

[0045] Understandably, the aforementioned state machine logic is not only applicable to control command generation but also provides data support for subsequent health management. Each mode switching event can be recorded for state logs and trend analysis. Combined with closed-loop consistency verification in subsequent steps, health management and historical performance evaluation of mode switching behavior can be achieved, thereby improving long-term reliability and maintainability. By encoding the state machine logic in a matrix manner, the flexibility and maintainability of the control logic can be significantly improved. Compared to traditional fixed-branch judgment logic (such as if-else judgment), this method can quickly verify multiple switching paths and realize the reconfiguration of conditions between states in simulation. In addition, this state transition matrix supports real-time interaction with the integrated model, dynamically adjusting mode switching conditions, improving the simulation's adaptability to complex operating conditions and debugging efficiency.

[0046] Step S30: Execute dual-loop coordinated control of compressor motor and refrigerant circuit according to target mode instruction set, and derive coupling gain matrix G based on matrix decoupling control strategy. When the off-diagonal element of coupling gain matrix G is not zero, calculate the feedforward compensation amount of electronic expansion valve through decoupling compensation, and output optimized instruction set.

[0047] It should be noted that the steps of executing dual-loop coordinated control of the compressor motor and refrigerant circuit according to the target mode instruction set, and deriving the coupling gain matrix G based on the matrix decoupling control strategy, and calculating the feedforward compensation amount of the electronic expansion valve through decoupling compensation when the off-diagonal elements of the coupling gain matrix G are not zero, and outputting the optimized instruction set, specifically include: initializing a two-stage closed-loop control dual-loop model in the simulated controller based on the target mode instruction set output in step S20: the first closed loop uses the evaporator outlet heat of the electric compressor as the main feedback quantity, and adjusts the opening A of the electronic expansion valve. EXV The superheat is maintained within a preset safe range; the second closed loop uses the cabin temperature of the electric compressor as the main feedback quantity, and adjusts the compressor target speed N by adjusting the compressor target speed N. * To meet cooling capacity requirements; by performing linearized small-perturbation analysis on the dual closed-loop model in step S301, the coupling gain matrix G of evaporating pressure, superheat, and compressor speed and electronic expansion valve opening is obtained; when the off-diagonal elements of the coupling gain matrix G are not zero, the feedforward compensation amount of the electronic expansion valve is calculated through decoupling compensation, and the feedforward compensation amount of the electronic expansion valve is superimposed on the electronic expansion valve opening A in the target mode instruction set. EXV It also outputs an optimized instruction set. (Coupling gain matrix) Wherein, G1 is the sensitivity coefficient of compressor speed to evaporation pressure; G2 is the sensitivity coefficient of valve opening to evaporation pressure; G3 is the sensitivity coefficient of compressor speed to superheat; and G4 is the sensitivity coefficient of valve opening to superheat.

[0048] It should be understood that, compared to traditional solutions based solely on single-loop PID or series independent control, conventional methods generally neglect the dynamic coupling relationship between changes in electric compressor speed and the opening of the electronic expansion valve. Especially in scenarios involving rapid load switching or high dynamic response, this can easily lead to sharp fluctuations in superheat, sudden drops in evaporating pressure, and refrigerant circulation imbalance, resulting in significant oscillations, sudden changes in cooling capacity, and even triggering safety protection shutdowns, severely impacting passenger cabin comfort and overall vehicle energy efficiency. This invention, through matrix gain derivation, quantifies the interaction between compressor speed and electronic expansion valve opening on evaporating pressure and superheat, and calculates decoupling feedforward compensation in real time. It adjusts the opening in advance to counteract the dynamic disturbances caused by changes in compressor speed, overcoming the drawbacks of traditional technologies that rely on "post-event feedback and delayed correction." Specifically, through a feedforward compensation mechanism, the transient deviation of superheat during compressor dynamic acceleration can be controlled within ±0.5℃, reducing transient shocks by approximately 80% compared to the large fluctuations in deviations encountered in traditional methods. The amplitude of evaporation pressure fluctuations is reduced by approximately 90%, significantly suppressing oscillations and shortening the settling time from the traditional 12–15 seconds to 3–5 seconds. Furthermore, this decoupling mechanism, combined with vehicle bus communication delay prediction compensation, ensures synchronized command execution, avoiding control mismatch and mode misjudgment caused by delays or packet loss.

[0049] Step S40: Execute the optimized instruction set and collect vehicle electrical signal communication characteristics in real time, including communication delay and packet loss rate, and generate a synchronous scheduling instruction chain based on the vehicle electrical signal communication characteristics;

[0050] It should be noted that the steps of executing the optimized instruction set and collecting vehicle electrical signal communication characteristics in real time, including communication delay and packet loss rate, and generating a synchronous scheduling instruction chain based on the vehicle electrical signal communication characteristics, specifically include: when executing the optimized instruction set, monitoring the transmission characteristics of control commands in the vehicle bus in real time, and recording communication delay and packet loss rate; calculating predicted command values ​​based on communication delay using a predictive compensation algorithm, and generating a synchronous scheduling instruction chain. The synchronous scheduling instruction chain includes the current execution target value and the buffered predicted values ​​for the next 3 control cycles, which are used to deal with sudden packet loss and ensure that the execution end still has valid commands for the next few steps for safe control when no new commands are received; if continuous packet loss or total communication loss time exceeds 100ms within 3 control cycles, an emergency protection mechanism is automatically triggered, including: reducing the compressor speed by 50%, adjusting the electronic expansion valve opening to the middle opening, and keeping the condenser fan at high speed to assist in heat dissipation, and simultaneously switching to the emergency protection mode set in step S20.

[0051] The aforementioned synchronous scheduling chain not only provides fault-tolerant control functions but also provides data support for subsequent health management (such as network reliability trends and command consistency monitoring). By recording the error, latency change trends, and packet loss rate curves of predicted command execution, long-term communication quality can be analyzed to form dynamic risk assessments and pre-maintenance recommendations based on historical data, thereby improving full lifecycle management capabilities.

[0052] Understandably, traditional methods, when faced with bus delays or packet loss, typically can only maintain the previous instruction or shut down directly, easily leading to abnormal evaporation pressure, overheating overshoot, and unexpected shutdowns. This invention, by introducing a synchronous scheduling instruction chain and combining it with a predictive compensation algorithm, not only improves control continuity during communication anomalies but also mitigates instruction abrupt changes caused by delays, achieving a smoother dynamic response.

[0053] Step S50: Perform software and hardware closed-loop consistency simulation test based on synchronous scheduling instruction chain and optimized instruction set.

[0054] It should be noted that step S50, which involves performing a software-hardware closed-loop consistency simulation test based on the synchronous scheduling instruction chain and the optimized instruction set, specifically includes: performing a software-hardware closed-loop consistency simulation based on the synchronous scheduling instruction chain and the optimized instruction set, testing the response error of the control software within a preset period T, including the compressor speed error, evaporation pressure error, and superheat deviation at the execution end, and evaluating robustness through the oscillation decay rate index and the recovery time index.

[0055] Understandably, under high dynamic disturbances (such as activation of rapid cooling mode, external high temperature shock, and instantaneous drop in vehicle power), the real-time consistency of the test command chain and the stability of multi-loop control coupling are things that traditional static calibration or single-loop open-loop verification cannot achieve.

[0056] It should be understood that this embodiment, by performing dynamic error closed-loop analysis on physical quantities such as compressor target speed, evaporation pressure, and superheat, can quantify performance indicators such as transient response overshoot rate, steady-state residual error, oscillation decay rate, and recovery time, and compare them with the expected model of the control software in real time.

[0057] Furthermore, by combining the small deviations (e.g., <±1%) between the controller's predicted output and the actual measured values ​​at the execution end, nonlinear deviations and minor mismatches in the electric drive system, refrigerant circuit, or communication link can be identified in real time, and the matrix gain, feedforward compensation parameters, and state machine switching thresholds can be automatically fine-tuned and compensated. This integrated soft and hard consistency closed-loop correction is not available in traditional control strategies and helps ensure the long-term performance consistency of the compressor system under extreme scenarios.

[0058] For example, in one simulation, a transition from an economy mode (low load, approximately 2500 rpm) to a rapid cooling mode (high load, approximately 5000 rpm) was simulated, coupled with a complex disturbance scenario involving a vehicle bus communication delay of 80 ms and a packet loss rate of 2%. Traditional control schemes, unable to compensate for dynamic coupling and communication anomalies in real time, resulted in a compressor speed transient overshoot of up to 15%, evaporating pressure fluctuations of approximately 0.12 MPa, and superheat dropping below 2°C, posing a risk of liquid slugging. The system recovery time exceeded 20 seconds, requiring emergency shutdown protection. In this embodiment, however, through closed-loop consistency simulation and a real-time compensation mechanism, the compressor speed transient overshoot was suppressed to within 3%, the evaporating pressure fluctuation was below 0.015 MPa, and the superheat remained within a stable range of 5°C to 6°C. The system completed steady-state return in just 4.5 seconds without triggering any safety protection logic, thus improving dynamic stability and safety redundancy.

[0059] All tests automatically record command chain deviations, delay compensation results, and dynamic response logs, which can be further used for long-term health management. This supports degradation monitoring, fault prediction, and adaptive maintenance strategy formulation for compressors and vehicle thermal management systems, significantly improving the reliability of the system throughout its entire lifecycle.

[0060] Example 2: Furthermore, the computer simulation testing system for an automotive compressor provided by the present invention, employing the computer simulation testing method for an automotive compressor described in the above embodiments, can solve the technical problem of computer simulation testing of an automotive compressor. Compared with the prior art, the beneficial effects of the computer simulation testing system for an automotive compressor provided by the present invention are the same as the beneficial effects of the computer simulation testing method for an automotive compressor provided in the above embodiments, and other technical features of the computer simulation testing system for an automotive compressor are the same as those disclosed in the methods of the above embodiments, and will not be repeated here.

[0061] Example 3: This invention provides a computer simulation testing device for an automotive compressor. Please refer to... Figure 2A computer simulation testing device for an automotive compressor includes: at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions executable by the at least one processor, which, when executed by the at least one processor, enable the at least one processor to perform the computer simulation testing method for an automotive compressor as described in Embodiment 1 above. The computer simulation testing device for an automotive compressor in this embodiment of the invention may include, but is not limited to, mobile terminals such as mobile phones, laptops, digital radio receivers, PDAs (Personal Digital Assistants), PADs (Portable Application Description), PMPs (Portable Media Players), in-vehicle terminals (e.g., in-vehicle navigation terminals), and fixed terminals such as digital TVs and desktop computers. This computer simulation testing device for an automotive compressor is merely an example and should not impose any limitations on the functionality and scope of use of the embodiments of the invention. A computer simulation testing device for an automotive compressor may include a processing unit 1001 (e.g., a central processing unit, a graphics processing unit, etc.), which can perform various appropriate actions and processes according to a program stored in a read-only memory (ROM) 1002 or a program loaded from a storage device 1003 into a random access memory (RAM) 1004. The RAM 1004 also stores various programs and data required for the operation of the computer simulation testing device for the automotive compressor. The processing unit 1001, ROM 1002, and RAM 1004 are interconnected via a bus 1005. An input / output (I / O) interface 1006 is also connected to the bus. Typically, the following systems can be connected to I / O interface 1006: input devices 1007 including, for example, touchscreens, touchpads, keyboards, mice, image sensors, microphones, accelerometers, gyroscopes, etc.; output devices 1008 including, for example, liquid crystal displays (LCDs), speakers, vibrators, etc.; storage devices 1003 including, for example, magnetic tapes, hard disks, etc.; and communication devices 1009. Communication device 1009 allows a computer simulation test device for an automotive compressor to communicate wirelessly or wiredly with other devices to exchange data. Although a computer simulation test device for an automotive compressor with various systems is shown in the figure, it should be understood that it is not required to implement or possess all the systems shown. More or fewer systems may be implemented alternatively.

[0062] Example 4: This invention also provides a computer program product, including a computer program that, when executed by a processor, implements the steps of the computer simulation testing method for an automobile compressor as described above. The computer program product provided by this invention can solve the technical problem of computer simulation testing of an automobile compressor. Compared with the prior art, the beneficial effects of the computer program product provided by this invention are the same as the beneficial effects of the computer simulation testing method for an automobile compressor provided in the above embodiments, and will not be repeated here.

[0063] In particular, according to the embodiments disclosed in this invention, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, embodiments of this invention include a computer program product comprising a computer program carried on a computer-readable medium, the computer program containing program code for performing the methods shown in the flowcharts. In such embodiments, the computer program can be downloaded and installed from a network via a communication device, or installed from storage device 1003, or installed from ROM 1002. When the computer program is executed by processing device 1001, it performs the functions defined in the methods of the embodiments disclosed in this invention.

[0064] It should be understood that the various parts disclosed in this invention can be implemented using hardware, software, firmware, or a combination thereof. In the description of the above embodiments, specific features, structures, materials, or characteristics may be combined in any suitable manner in one or more embodiments or examples.

[0065] Obviously, those skilled in the art can make various modifications and variations to this invention without departing from its spirit and scope. Therefore, if these modifications and variations fall within the scope of the claims of this invention and their equivalents, this invention also intends to include these modifications and variations.

Claims

1. A computer simulation testing method for an automotive compressor, characterized in that, The methods include: Step S10: In a custom C language code environment, establish an integrated model based on a modular design mechanism. The integrated model includes the mechanical dynamics model of the motor compressor, the thermodynamic model of the refrigerant cycle, and the boundary condition model of the vehicle environment. Step S20: Based on the integrated model, set up a multi-mode state machine logic including automatic mode, economy mode, rapid cooling mode, and emergency protection mode, and encode the multi-mode state machine logic into the simulation control unit in the form of a state transition matrix. The simulation control unit is used to output the target mode instruction set based on preset event triggering conditions; the target mode instruction set includes a given compressor target speed. Electronic expansion valve opening and condenser fan speed ; Step S30: Execute dual-loop coordinated control of the compressor motor and refrigerant circuit according to the target mode instruction set, and derive the coupling gain matrix G based on the matrix decoupling control strategy. When the off-diagonal elements of the coupling gain matrix G are not zero, calculate the feedforward compensation amount of the electronic expansion valve through decoupling compensation, and output the optimized instruction set. Specifically, the steps of executing dual-loop coordinated control of the compressor motor and refrigerant circuit according to the target mode instruction set, deriving the coupling gain matrix G based on the matrix decoupling control strategy, calculating the feedforward compensation amount of the electronic expansion valve through decoupling compensation when the off-diagonal elements of the coupling gain matrix G are not zero, and outputting the optimized instruction set include: Based on the target mode instruction set output, a dual-closed-loop model of two-stage closed-loop control is initialized in the simulated controller: the first closed loop uses the evaporator outlet heat of the electric compressor as the main feedback variable, and adjusts the opening of the electronic expansion valve. The system ensures that the superheat is maintained within a preset safe range; the second closed loop uses the internal temperature of the electric compressor as the main feedback quantity, adjusting the target compressor speed accordingly. To meet cooling requirements; By performing linearized small perturbation analysis on the dual closed-loop model, the coupling gain matrix G of evaporation pressure and superheat on compressor speed and electronic expansion valve opening is obtained; When the off-diagonal elements of the coupling gain matrix G are not zero, the feedforward compensation amount of the electronic expansion valve is calculated through decoupling compensation, and the feedforward compensation amount of the electronic expansion valve is superimposed on the electronic expansion valve opening in the target mode instruction set. It also outputs an optimized instruction set. Step S40: Execute the optimized instruction set and collect vehicle electrical signal communication characteristics in real time, including communication delay and packet loss rate, and generate a synchronous scheduling instruction chain based on the vehicle electrical signal communication characteristics; Step S50: Perform software and hardware closed-loop consistency simulation test based on synchronous scheduling instruction chain and optimized instruction set.

2. The computer simulation testing method for an automotive compressor as described in claim 1, characterized in that, In step S10, the mechanical dynamics model adopts the rotation equation. Define, where, For the equivalent moment of inertia, ω is the angular velocity, t is the time. For electromagnetic torque, This is the load torque; Further through Calculate, where, For displacement, , These are the condensation pressure and the suction pressure, respectively. These physical parameters undergo basic physical parameter calibration in step S10 and are used for subsequent coupled simulation of the state machine mode logic.

3. The computer simulation testing method for an automotive compressor as described in claim 1, characterized in that, In step S20, the preset event triggering conditions include: entering rapid cooling mode when the passenger cabin temperature deviation ΔT ≥ 3℃ and the user requests rapid cooling; automatically entering emergency protection mode when the refrigerant high pressure is continuously monitored to be greater than the preset pressure threshold; the target mode instruction set includes a given compressor target speed. Electronic expansion valve opening and condenser fan speed .

4. The computer simulation testing method for an automotive compressor as described in claim 1, characterized in that, In step S30, the coupling gain matrix G ,in, This is the sensitivity coefficient of compressor speed to evaporation pressure; This is the sensitivity coefficient of the valve opening to the evaporation pressure; This is the sensitivity coefficient of compressor speed to superheat. This is the sensitivity coefficient of valve opening to superheat.

5. The computer simulation testing method for an automotive compressor as described in claim 1, characterized in that, Step S40 involves executing an optimized instruction set and collecting vehicle electrical signal communication characteristics in real time, including communication latency and packet loss rate. The step of generating a synchronization scheduling instruction chain based on these characteristics specifically includes: Step S401: When executing the optimized instruction set, monitor the transmission characteristics of control instructions in the vehicle bus in real time, and record the communication delay and packet loss rate; Step S402: Calculate the predicted instruction value based on the communication delay prediction compensation algorithm and generate a synchronous scheduling instruction chain. The synchronous scheduling instruction chain includes the current execution target value and the buffered predicted value for the next 3 control cycles. It is used to deal with sudden packet loss and ensure that the execution end still has valid instructions for the next few steps for safe control when no new instructions are received. Step S403: If continuous packet loss or total communication loss time exceeds 100ms within 3 control cycles, the emergency protection mechanism is automatically triggered, including: reducing the compressor speed by 50%, adjusting the electronic expansion valve opening to the middle opening and keeping the condenser fan at high speed to assist in heat dissipation, and simultaneously switching to the emergency protection mode set in step S20.

6. The computer simulation testing method for an automotive compressor as described in claim 1, characterized in that, In step S50, the specific steps of performing software and hardware closed-loop consistency simulation test based on synchronous scheduling instruction chain and optimized instruction set include: performing software and hardware closed-loop consistency simulation based on synchronous scheduling instruction chain and optimized instruction set, testing the response error of control software within a preset period T, including compressor speed error, evaporation pressure error and superheat deviation at the execution end, and evaluating robustness through oscillation decay rate index and recovery time index.

7. A computer simulation testing system for an automotive compressor, applied to the computer simulation testing method for an automotive compressor according to any one of claims 1 to 6, characterized in that, The computer simulation testing system for the automotive compressor includes: The integrated modeling module is used to build integrated models in a custom C language code environment based on a modular design mechanism. The integrated models include the mechanical dynamics model of the motor compressor, the thermodynamic model of the refrigerant cycle, and the boundary condition model of the vehicle environment. The state machine control module is used to set multi-mode state machine logic based on an integrated model, including automatic mode, economy mode, rapid cooling mode, and emergency protection mode. This multi-mode state machine logic is encoded into the simulation control unit in the form of a state transition matrix. The simulation control unit outputs a target mode instruction set based on preset event triggering conditions. The target mode instruction set includes a given compressor target speed. Electronic expansion valve opening and condenser fan speed ; The dual-loop collaborative control and matrix decoupling module is used to execute dual-loop collaborative control of the compressor motor and refrigerant circuit according to the target mode instruction set, and derive the coupling gain matrix G based on the matrix decoupling control strategy. When the off-diagonal elements of the coupling gain matrix G are not zero, the feedforward compensation amount of the electronic expansion valve is calculated through decoupling compensation, and the optimized instruction set is output. Specifically, the steps of executing dual-loop collaborative control of the compressor motor and refrigerant circuit according to the target mode instruction set, deriving the coupling gain matrix G based on the matrix decoupling control strategy, calculating the feedforward compensation amount of the electronic expansion valve through decoupling compensation when the off-diagonal elements of the coupling gain matrix G are not zero, and outputting the optimized instruction set include: Based on the target mode instruction set output, a dual-closed-loop model of two-stage closed-loop control is initialized in the simulated controller: the first closed loop uses the evaporator outlet heat of the electric compressor as the main feedback variable, and adjusts the opening of the electronic expansion valve. The system ensures that the superheat is maintained within a preset safe range; the second closed loop uses the internal temperature of the electric compressor as the main feedback quantity, adjusting the target compressor speed accordingly. To meet cooling requirements; By performing linearized small perturbation analysis on the dual closed-loop model, the coupling gain matrix G of evaporation pressure and superheat on compressor speed and electronic expansion valve opening is obtained; When the off-diagonal elements of the coupling gain matrix G are not zero, the feedforward compensation amount of the electronic expansion valve is calculated through decoupling compensation, and the feedforward compensation amount of the electronic expansion valve is superimposed on the electronic expansion valve opening in the target mode instruction set. It also outputs an optimized instruction set. The communication scheduling and prediction compensation module is used to execute the optimized instruction set and collect the vehicle electrical signal communication characteristics in real time, including communication delay and packet loss rate, and generate a synchronous scheduling instruction chain based on the vehicle electrical signal communication characteristics. The closed-loop consistency verification module is used to perform software and hardware closed-loop consistency simulation tests based on the synchronous scheduling instruction chain and the optimized instruction set.

8. A computer simulation testing device for an automotive compressor, characterized in that, The computer simulation testing equipment for the automobile compressor includes: a memory, a processor, and a computer simulation testing program for the automobile compressor stored in the memory and executable on the processor. When the computer simulation testing program for the automobile compressor is executed by the processor, it implements a computer simulation testing method for an automobile compressor according to any one of claims 1 to 6.

9. A computer program product, characterized in that, The computer program product includes a computer simulation test program for an automobile compressor, which, when executed by a processor, implements a computer simulation test method for an automobile compressor as described in any one of claims 1 to 6.

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