Hybrid vehicle power economy simulation model and simulation method based on AMESim
By constructing a hybrid vehicle power economy simulation model using AMESim, the complexity and compatibility issues caused by multi-software integration were resolved, achieving efficient and accurate power economy simulation.
Patent Information
- Application Number
- CN202511002675.4
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2025-07-21
- Publication Date
- 2025-11-07
AI Technical Summary
In existing technologies, the simulation of hybrid vehicle power economy requires the joint simulation of two software programs, Cruise and Simulink, which leads to complex parameter settings, many compatibility issues, and a high degree of error. The operation is complicated and difficult to learn.
A simulation model of hybrid vehicle power economy was built using AMESim software, including parameter module, control module and execution module. Control strategy was set directly in the control module to avoid multi-software integration and simulation modeling was performed using AMESim.
It simplifies simulation operations, reduces compatibility issues and error rates, improves simulation accuracy and ease of operation, and enables simulation results that more closely resemble those of actual vehicles.
Smart Images
Figure CN120910985A_ABST
Abstract
Description
TECHNICAL FIELD
[0001] The present disclosure relates to the technical field of vehicles, in particular to an AMESim-based power economy simulation model and simulation method for a hybrid vehicle. BACKGROUND
[0002] A simulation model is a development tool that cannot be obtained in the development process of a vehicle. By building a simulation model, the structure of the whole vehicle can be simulated, and the functions of the whole vehicle can be developed and debugged, thereby improving the development speed of the vehicle.
[0003] At present, the power economy simulation of each host factory uses Cruise software. The hybrid vehicle generally uses Simulink to add system logic and vehicle control strategy on the basis of the Cruise model, that is, joint simulation needs to be performed using Simulink and Cruise. Joint simulation needs to be debugged using two kinds of software, and the model of different vehicles also needs to be set up separately. The parameter settings of the two software are complex, and errors are prone to occur due to compatibility problems. SUMMARY
[0004] In order to solve the above technical problems, the present disclosure provides an AMESim-based power economy simulation model and simulation method for a hybrid vehicle.
[0005] In a first aspect, the present disclosure provides an AMESim-based power economy simulation model for a hybrid vehicle, which uses AMESim to perform simulation modeling. The simulation model comprises a parameter module, a control module and an execution module, and the control module is connected with the parameter module and the execution module respectively.
[0006] The parameter module is configured to set first simulation parameters, and the first simulation parameters comprise environmental parameters, vehicle parameters and driver parameters.
[0007] The control module is configured to set a control strategy.
[0008] The execution module is configured to set second simulation parameters, and the second simulation parameters comprise parameters of controlled terminals in the hybrid vehicle.
[0009] The simulation model executes the control strategy based on the first simulation parameters and the second simulation parameters, and obtains corresponding power economy simulation results.
[0010] In some embodiments, the parameter module comprises an environmental parameter module, a vehicle parameter module and a driver parameter module, and the environmental parameter module, the vehicle parameter module and the driver parameter module are all communicatively connected with the control module.
[0011] The environment parameter module is configured to set the environment parameters, which at least include temperature, air pressure, road slope and road adhesion coefficient.
[0012] The vehicle parameter module is configured to set the vehicle parameters, which at least include curb weight, test mass, wind resistance coefficient, windward area, tire width, rim diameter, tire flatness ratio, tire rolling resistance coefficient and front-to-rear axle load ratio.
[0013] The driver parameter module is configured to set the driver parameters, which at least include test working condition and throttle response parameter.
[0014] In some embodiments, the control module includes an electronic control unit and a vehicle control unit; the electronic control unit and the vehicle control unit are both communicatively connected to the parameter module and the execution module.
[0015] The electronic control unit is configured to set the control strategy of the engine, which includes controlling start-stop of the engine.
[0016] The vehicle control unit is configured to set the vehicle control strategy, which includes controlling energy recovery and battery charge-discharge power.
[0017] In some embodiments, the execution module at least includes an engine module:
[0018] The engine module is configured to set the external characteristics, fuel consumption spectrum and friction work of the engine.
[0019] In some embodiments, the execution module further includes a power battery module and a generator module, the power battery module is communicatively connected to the engine module and the generator module, and the power battery module is further electrically connected to the generator module, and the generator module is further mechanically connected to the engine module.
[0020] The power battery module is configured to set the parameters of the power battery, which at least include single-cell voltage, series-parallel connection number and battery internal resistance of the power battery.
[0021] The generator module is configured to set the external characteristics and power generation efficiency spectrum of the generator.
[0022] In some embodiments, the execution module further includes a direct current conversion power supply module, a high-voltage load module and a low-voltage load module, the high-voltage load module and the direct current conversion power supply module are both electrically connected to the power battery module, and the low-voltage load module is electrically connected to the direct current conversion power supply module.
[0023] The direct current conversion power supply module is configured to set the efficiency of high-low voltage conversion.
[0024] The high-voltage load module is configured to set a load of a high-voltage electrical device.
[0025] The low-voltage load module is configured to set a load of a low-voltage electrical device.
[0026] In some embodiments, the execution module further comprises a first drive motor module and a reducer module; the first drive motor module is electrically connected to the power battery module, and the reducer module is mechanically connected to the first drive motor module.
[0027] The first drive motor module is configured to set an external characteristic and an efficiency spectrum of the first drive motor.
[0028] The reducer module is configured to set an efficiency of the reduction mechanism.
[0029] In some embodiments, the execution module further comprises a clutch mechanism module, a gearbox module and a second drive motor module; the second drive motor module is electrically connected to the power battery module, the clutch mechanism module is mechanically connected to the engine module, the generator module and the gearbox module, and the gearbox module is mechanically connected to the second drive motor module.
[0030] The clutch mechanism module is configured to control the connection between the engine and the gearbox.
[0031] The gearbox module is configured to set at least a speed ratio.
[0032] The second drive motor module is configured to set an external characteristic and an efficiency spectrum of the second drive motor.
[0033] In some embodiments, a front axle and a rear axle are further included.
[0034] The front axle is mechanically connected to the second drive motor module, and the rear axle is mechanically connected to the first drive motor module.
[0035] In a second aspect, the disclosure further provides an AMESim-based hybrid vehicle power economy simulation method, which is realized based on any of the AMESim-based hybrid vehicle power economy simulation models provided in the first aspect; the simulation method comprises at least one of performing a pure-electric endurance simulation, a fuel consumption simulation, a comprehensive endurance simulation and a vehicle power performance simulation of a hybrid vehicle.
[0036] Compared with the prior art, the technical solutions provided by the disclosure have the following advantages:
[0037] The AMESim-based hybrid vehicle power economy simulation model provided by the present disclosure comprises a parameter module, a control module and an execution module, and the control module is connected with the parameter module and the execution module respectively. After the simulation model is obtained by simulating the whole vehicle by using the AMESim software, the control strategy can be directly set in the control module of the simulation model, the parameter module is used for setting the first type of simulation parameters, the first type of simulation parameters comprise environmental parameters, vehicle parameters and driver parameters, the execution module is used for setting the second type of simulation parameters, the second type of simulation parameters comprise parameters of controlled terminals in the hybrid vehicle, and then the simulation model is controlled to execute the control strategy, so that the corresponding power economy simulation structure is obtained. The simulation model provided by the present disclosure can directly write the control strategy, does not need to use multiple software for joint debugging, and is convenient to modify and adjust the strategy, is not easy to make mistakes, does not exist compatibility problems generated by joint debugging, and has high accuracy. BRIEF DESCRIPTION OF DRAWINGS
[0038] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present disclosure and serve to explain the principles of the present disclosure, together with the description.
[0039] In order to more clearly illustrate the technical solutions in the embodiments of the present disclosure or the prior art, the accompanying drawings needed to be used in the embodiments or prior art description will be briefly introduced. Obviously, for those skilled in the art, other drawings can also be obtained from these drawings without creative labor.
[0040] Figure 1 A structure schematic diagram of the AMESim-based hybrid vehicle power economy simulation model provided by the present disclosure is shown in the figure.
[0041] Figure 2 A structure schematic diagram of another AMESim-based hybrid vehicle power economy simulation model provided by the present disclosure is shown in the figure.
[0042] Figure 3 An actual simulation model structure based on Amesim provided by the present disclosure is shown in the figure. DETAILED DESCRIPTION
[0043] In order to more clearly illustrate the technical solutions in the embodiments of the present disclosure or the prior art, the accompanying drawings needed to be used in the embodiments or prior art description will be briefly introduced. Obviously, for those skilled in the art, other drawings can also be obtained from these drawings without creative labor.
[0044] In the following description, many specific details are set forth in order to provide a thorough understanding of the present disclosure, but the present disclosure can also be implemented in other ways different from those described herein; obviously, the embodiments in the specification are only some of the embodiments of the present disclosure, not all the embodiments.
[0045] In the related art, the power economy simulation of a vehicle is usually performed using Cruise software, and a hybrid vehicle model needs to use Simulink to add system logic and vehicle control strategy on the basis of the Cruise model, and joint simulation is performed using Simulink and Cruise. The joint simulation using two kinds of software needs to be debugged, and the models of different vehicles also need to be set up separately. The parameter settings of the two software are complex, the compatibility of the joint simulation of multiple software is not good, and the system is prone to errors during operation. In addition, the joint simulation operation is relatively complex, and it is difficult for an operator to master, which is not conducive to practical application.
[0046] To solve at least one of the above technical problems, the embodiments of the present disclosure provide a hybrid vehicle power economy simulation model and simulation method based on AMESim, wherein simulation modeling is performed using AMESim. The obtained simulation model includes a parameter module, a control module, and an execution module, and the control module is connected with the parameter module and the execution module. The parameter module is used to set first type simulation parameters, the execution module is used to set second type simulation parameters, and the control module is used to set a control strategy. The simulation model executes the control strategy based on the first type simulation parameters and the second type simulation parameters, and obtains corresponding power economy simulation results. The control strategy does not need to be set using other software, joint debugging is not needed using multiple software, the strategy is convenient to modify and adjust, is not prone to errors, there is no compatibility problem caused by joint debugging, and the accuracy is high.
[0047] The hybrid vehicle power economy simulation model and simulation method based on AMESim provided by the embodiments of the present disclosure will be described below with reference to the accompanying drawings.
[0048] Exemplarily, Figure 1 A structure diagram of a hybrid vehicle power economy simulation model based on AMESim provided by the embodiments of the present disclosure is shown in Figure 1 The hybrid vehicle power economy simulation model based on AMESim is simulated using AMESim. The simulation model includes a parameter module 10, a control module 20, and an execution module 30, and the control module 20 is connected with the parameter module 10 and the execution module 30.
[0049] The parameter module 10 is used to set first type simulation parameters, the first type simulation parameters include environment parameters, vehicle parameters, and driver parameters. The control module 20 is used to set a control strategy. The execution module 30 is used to set second type simulation parameters, and the second type simulation parameters include parameters of controlled terminals in a hybrid vehicle. The simulation model executes the control strategy based on the first type simulation parameters and the second type simulation parameters, and obtains corresponding power economy simulation results.
[0050] Exemplarily, the embodiment of the present disclosure utilizes AMESim to perform simulation modeling, and the simulation model obtained includes a parameter module 10, a control module 20 and an execution module 30, and the control module 20 is connected with the parameter module 10 and the execution module 30 respectively. The parameter module 10 is used to set the first type of simulation parameters, and the setting includes writing the first type of simulation parameters and modifying the first type of simulation parameters. For example, in the early stage of simulation, the parameter module 10 can directly write the first type of simulation parameters, and if the first type of simulation parameters need to be changed according to actual requirements during the simulation process, the parameter module 10 can also be used to modify the first type of simulation parameters for subsequent simulation operations. The first type of simulation parameters include environmental parameters, vehicle parameters and driver parameters. By setting the above parameters, the environment of the vehicle running, the objective parameters of the vehicle and the different running conditions corresponding to the driver controlling the vehicle can be simulated, so that the simulation effect is closer to the actual vehicle corresponding to the application scene.
[0051] The control module 20 is used to set the control strategy. Unlike the prior art which needs to use multiple software joint debugging to realize the input of the strategy, the embodiment of the present disclosure can directly write the control strategy through the control module 20, or modify the written control strategy according to actual requirements.
[0052] The execution module 30 is used to set the second type of simulation parameters, and the setting includes writing the second type of simulation parameters and modifying the second type of simulation parameters. For example, in the early stage of simulation, the execution module 30 directly writes the second type of simulation parameters, and if the second type of simulation parameters need to be modified during the simulation process, the execution module 30 can also be used to modify the operation for subsequent simulation operations. The second type of simulation parameters include the parameters of the controlled terminal in the hybrid vehicle, and the specific types are described in detail below.
[0053] Therefore, the simulation model can be closer to the actual vehicle parameters based on the first type of simulation parameters and the second type of simulation parameters, and then the control strategy is executed to obtain the corresponding power economy simulation result. The power economy refers to the ability of the vehicle to economically travel with the least fuel consumption under the condition of ensuring the power, and is usually measured by the fuel consumption of the vehicle per 100 kilometers under a certain running condition or the mileage of the vehicle that can be traveled with a certain amount of fuel. Without using multiple software joint simulation, a single software can be directly used for simulation, and the control logic and parameters can be set. Different energy modes such as pure electric mode, hybrid mode, range extending mode or direct drive mode can also be simulated through a single model, which greatly improves the problem of poor compatibility, easy to report errors and complex operation in the existing scheme of multiple software joint simulation.
[0054] The simulation model provided in the embodiments of the present disclosure can directly write the control strategy, does not need to use multiple software for joint debugging, and is convenient to modify and adjust the strategy, is not prone to errors, does not exist compatibility problems generated by joint debugging, and has high accuracy.
[0055] In some embodiments, Figure 2 Another structure schematic diagram of the AMESim-based hybrid vehicle power economy simulation model provided in the embodiments of the present disclosure is provided, referring to Figure 2 The parameter module includes an environment parameter module 11, a vehicle parameter module 12, and a driver parameter module 13, and the environment parameter module 11, the vehicle parameter module 12, and the driver parameter module 13 are all communicatively connected to the control module 20.
[0056] The environment parameter module 11 is configured to set environment parameters, and the environment parameters at least include temperature, air pressure, road slope, and road adhesion coefficient.
[0057] The vehicle parameter module 12 is configured to set vehicle parameters, and the vehicle parameters at least include curb weight, test mass, wind resistance coefficient, windward area, tire width, rim diameter, tire flatness ratio, tire rolling resistance coefficient, and front-to-rear axle load ratio.
[0058] The driver parameter module 13 is configured to set driver parameters, and the driver parameters at least include test working conditions and throttle response parameters.
[0059] Exemplarily, the parameter module includes an environment parameter module 11 for setting environment parameters, such as at least temperature, air pressure, road slope and road adhesion coefficient. The environment parameters are used to reflect the environment in which the vehicle is located. The environment parameters can be written or modified by the environment parameter module 11, such as setting the corresponding temperature, air pressure, road slope and corresponding road adhesion coefficient of the environment in which the vehicle is located to simulate the corresponding environment when the vehicle is working, so as to more accurately perform simulation testing. The parameter module further includes a vehicle parameter module 12 for setting vehicle parameters, such as at least vehicle mass, test mass, wind resistance coefficient, wind area, tire width, rim diameter, tire flatness ratio, tire rolling resistance coefficient and front and rear axle load ratio. The vehicle parameters are used to reflect the objective parameters of the vehicle. The vehicle parameters can be written or modified by the vehicle parameter module 12, such as the vehicle parameters of different types of vehicles will be different, and the vehicle parameter module 12 can be adjusted during simulation, such as changing the vehicle mass, directly modifying the vehicle mass, and if the wind resistance coefficient of the vehicle changes, modifying the wind resistance coefficient without the need to obtain a simulation model again. The parameter module further includes a driver parameter module 13 for setting driver parameters, such as at least test conditions and throttle response parameters, which are both boundary conditions of the vehicle. Among them, by setting the test conditions, the driving conditions of the vehicle can be simulated, such as accelerating driving at what time, decelerating driving at what time, and sudden acceleration or sudden deceleration at what time, etc., so as to obtain the endurance information of the vehicle. The above test conditions are all the conditions specified in the regulations. The throttle response can be adjusted by setting the throttle response.
[0060] It should be noted that the present embodiment does not make specific limitations on the types of parameters in the parameter module, which can be set according to actual needs.
[0061] In some embodiments, with continued reference to Figure 2 , the control module includes an electronic control unit 21 and a vehicle control unit 22; the electronic control unit 21 and the vehicle control unit 22 are both communicatively connected to the parameter module 10 and the execution module 20.
[0062] The electronic control unit 21 is used to set the control strategy of the engine, including controlling the start and stop of the engine.
[0063] The vehicle control unit 22 is used to set the vehicle control strategy, including controlling the energy recovery and the battery charge and discharge power.
[0064] Exemplarily, the control module includes an electronic control unit 21, which is the core of the vehicle engine control system, and in the simulation model, the electronic control unit 21 is used to set the control strategy of the engine, without using other software to set the control strategy of the engine, and the setting of the control strategy of the engine can be completed by using the AMESim software. After setting the control strategy of the engine by using the electronic control unit 21, the start and stop of the engine can be controlled based on the control strategy of the engine, so as to simulate the start and stop of the engine in the actual operation process of the vehicle. For example, different commands can be sent to the injectors, relays, valves, servo motors and other actuators of the vehicle, so as to control different functions and systems in the vehicle, and the fuel injection rate can also be adjusted according to the engine load and speed. The control module further includes a vehicle control unit 22, which is used to set the vehicle control strategy, and the setting of the vehicle control strategy can also be completed by using the AMESim software without using other software. After setting the vehicle control strategy by using the vehicle control unit 22, the energy recovery and the battery charging and discharging power can be controlled based on the vehicle control strategy. The setting mentioned in the embodiments of the present disclosure also includes writing and modifying the corresponding control strategy, which can be set by using the AMESim software in the simulation model, so as to avoid the problems of poor compatibility, complex operation and easy error caused by multi-software joint debugging.
[0065] In some embodiments, with continued reference to Figure 2 , the execution module at least includes an engine module 301; the engine module 301 is used to set the external characteristics, fuel consumption spectrum and friction work of the engine.
[0066] Exemplarily, the execution module further comprises an engine module 301, which is configured to set parameters of the engine, such as writing or modifying parameters of external characteristics, fuel consumption spectrum, and friction work, etc. When the external characteristics are set by the engine module 301, the shape and distribution of the specific fuel consumption curve and the specific power curve can be changed by adjusting parameters such as the intake amount, the fuel injection amount, and the ignition timing of the engine, so that the performance of the engine in the entire working range is optimized. For example, the engine is in a low fuel consumption and high power state under normal working conditions to meet the power and economy requirements of the vehicle. The fuel consumption spectrum reflects the fuel economy of the engine under various working conditions such as speed and load, and the engine module 301 sets the fuel consumption spectrum according to the design target and actual use demand of the engine to determine the fuel injection amount and injection timing of the engine under different working conditions, thereby optimizing the fuel consumption of the engine. In addition, the engine module 301 can also set the friction work, for example, by controlling the pressure and flow of lubricating oil to ensure good lubrication between moving parts and reduce friction loss. Reducing the friction work can improve the mechanical efficiency of the engine, reduce energy loss, and thus improve the overall performance and fuel economy of the engine. The type of engine parameters set by the embodiments of the present disclosure is not specifically limited, but is only exemplified.
[0067] In some embodiments, with continued reference to Figure 2 , the execution module further comprises a power battery module 302 and a generator module 303, the power battery module 302 is in communication connection with the engine module 301 and the generator module 303, the power battery module 302 is further in electrical connection with the generator module 303, and the generator module 303 is further in mechanical connection with the engine module 301; the power battery module 302 is configured to set parameters of the power battery, and the parameters of the power battery at least include the single cell voltage, the series and parallel connection number, and the internal resistance of the battery; and the generator module 303 is configured to set the external characteristics and the power generation efficiency spectrum of the generator.
[0068] In the embodiments of the present disclosure, the execution module further comprises a power battery module 302 and a generator module 303, wherein the power battery module 302 is in communication connection with the engine module 301 and the generator module 303, for example, data interaction can be performed through a CAN bus or a LIN bus, etc., so that the three modules communicate and work cooperatively to realize switching of different working modes in the hybrid electric vehicle. The power battery module 302 is further in electrical connection with the generator module 303, and the generator module 303 is further in mechanical connection with the engine module 301. The generator module 303 can charge the power battery module 302 under the drive of the engine module 301, and the power battery module 302 can provide electric energy for various electric loads and driving motors of the vehicle. The engine module 301 can also provide power for the vehicle to determine the driving of the vehicle.
[0069] The power battery module 302 can manage and control the power battery, and various parameters of the power battery can be set through the module to meet different needs of the vehicle. For example, the power battery parameters at least include the single cell voltage of the power battery, the series and parallel number, and the battery internal resistance. The power battery is composed of a plurality of single cell batteries, and the single cell voltage refers to the voltage value of each single cell battery, and the voltage of different types of single cell batteries is different. The power battery module 302 can adjust the single cell voltage according to the actual needs to meet the voltage demand of the current working condition.
[0070] In addition, each single cell battery in the power battery needs to be combined in series and parallel to meet the needs of the vehicle for different voltages, currents and capacities. For example, series connection can increase the total voltage of the power battery, and parallel connection can increase the total capacity and output current of the power battery. Therefore, the power battery module 302 can set the series and parallel number of the power battery according to the running condition of the vehicle, optimize the performance of the power battery, and meet the power demand of the vehicle.
[0071] The battery internal resistance will affect the charging and discharging efficiency, output power and heating of the power battery. Generally, the smaller the battery internal resistance, the better the performance of the battery, the greater the output power, and the smaller the energy loss in the charging and discharging process. Therefore, the power battery module 302 can also monitor the change of the battery internal resistance, and adjust the working state of the power battery through the control strategy to reduce the influence of the internal resistance on the performance of the battery.
[0072] In some embodiments, the execution module 30 further comprises a direct current conversion power supply module 304, a high-voltage load module 305 and a low-voltage load module 306, the high-voltage load module 305 and the direct current conversion power supply module 304 are electrically connected with the power battery module 302, and the low-voltage load module 306 is electrically connected with the direct current conversion power supply module 304; the direct current conversion power supply module 304 is used to set the efficiency of high-low voltage conversion; the high-voltage load module 305 is used to set the load of high-voltage electrical devices; and the low-voltage load module 306 is used to set the load of low-voltage electrical devices.
[0073] For example, the execution module 30 further comprises a direct current conversion power supply module 304, such as a module for conversion between high voltage and low voltage. The high-voltage load module 305 and the direct current conversion power supply module 304 are electrically connected with the power battery module 302, and the high voltage output by the power battery module 302 can power the high-voltage load module 305. The direct current conversion power supply module 304 is electrically connected with the low-voltage load 306, and the direct current conversion power supply module 304 can convert high voltage to low voltage, and then provide low voltage to the low-voltage load module 306.
[0074] The DC conversion power module 304 is used to set the efficiency of high-low voltage conversion to reduce energy loss and improve the ratio of output useful electrical energy to input electrical energy. For example, the DC conversion power module 304 can write or modify control algorithms, reduce energy loss, or set parameters of various devices in the circuit structure, etc. The high-voltage load module 305 is used to set the load of high-voltage electrical devices, which are electrical devices that work in a high-voltage environment, such as air compressors, PTC (Positive Temperature Coefficient, heater), etc. By setting the load of high-voltage electrical devices through the high-voltage load module 305, the safety of high-voltage electrical devices can be protected, and damage or performance degradation caused by excessive or insufficient load during operation can be prevented. For example, the parameters of resistors, capacitors, inductors, etc. can be set through the high-voltage load module 305, or the connection mode of the load can be changed to achieve the purpose of changing the voltage, current and power of the high-voltage electrical devices. Similarly, the low-voltage load module 306 is used to set the load of low-voltage electrical devices, which are electrical devices that work at relatively low voltage, such as small electronic devices, lighting devices, etc. By setting the load of low-voltage electrical devices through the low-voltage load module 306, the low-voltage electrical devices can be ensured to operate stably under different working conditions, and abnormal problems caused by mismatched load can be avoided. For example, the parameters of resistors, capacitors, inductors, etc. can be set through the low-voltage load module 306, or the connection mode of the load can be changed to achieve the purpose of changing the voltage, current and power of the low-voltage electrical devices.
[0075] In some embodiments, the execution module 30 further includes a first drive motor module 307 and a reducer module 308; the first drive motor module 307 is electrically connected with the power battery module 302, and the reducer module 308 is mechanically connected with the first drive motor module 307.
[0076] The first drive motor module 307 is used to set the external characteristics and efficiency spectrum of the first drive motor.
[0077] The reducer module 308 is used to set the efficiency of the reduction mechanism.
[0078] Exemplarily, the execution module 30 further includes a first drive motor module 307 and a reducer module 308, the power battery module 302 is electrically connected with the first drive motor module 307 to provide the required electrical energy for the first drive motor. The reducer module 308 is mechanically connected with the first drive motor module 307, because the demand for power of the vehicle is different under different driving speeds and road conditions, the reducer module 308 can cooperate with the first drive motor module 307 to make the vehicle obtain appropriate power output under various working conditions, and ensure the acceleration performance, maximum speed and other power of the vehicle.
[0079] The first driving motor module 307 is configured to set the external characteristics and efficiency spectrum of the first driving motor. Setting the external characteristics can be understood as writing or modifying the operating parameter relationship of the first driving motor under different rotating speeds and loads. For example, the first driving motor can be configured to output appropriate torque within a specific rotating speed range according to the design requirements of the vehicle, so as to meet the requirements of different driving conditions such as vehicle starting, acceleration and cruising, and to ensure that the motor is well matched with the transmission system, driving resistance and other conditions of the vehicle under various operating conditions, thereby ensuring the power performance and driving experience of the vehicle. Setting the efficiency spectrum is to write or modify the efficiency distribution of the motor under different working conditions (such as different rotating speeds, torques, loads, etc.), so as to optimize the energy conversion efficiency of the first driving motor under different operating conditions. For example, in the urban traffic jam, the vehicle drives at low speed, and the first driving motor module 307 can adjust the operating state of the first driving motor, so that it also has good efficiency at low rotating speed and low load; when cruising at high speed, the first driving motor can maintain high efficiency at high rotating speed and appropriate load, thereby improving the energy utilization rate of the vehicle and prolonging the cruising range.
[0080] In some embodiments, the execution module 30 further comprises a clutch mechanism module 309, a gearbox module 310 and a second driving motor module 311; the second driving motor module 311 is electrically connected with the power battery module 302, the clutch mechanism module 309 is mechanically connected with the engine module 301, the generator module 303 and the gearbox module 310, and the gearbox module 310 is mechanically connected with the second driving motor module 311; the clutch mechanism module 309 is configured to control the connection between the engine and the gearbox. The gearbox module 310 is configured to set at least gear ratio. The second driving motor module 311 is configured to set the external characteristics and efficiency spectrum of the second driving motor.
[0081] Exemplarily, in the execution module 30, the second driving motor module 311 is electrically connected with the power battery module 302, and the power battery module 302 provides the second driving motor with required electric energy. The clutch mechanism module 309 is mechanically connected with the engine module 301, the generator module 303 and the gearbox module 310, and based on this structure, the clutch mechanism module 309 is used to control the disconnection and coupling of the connection between the engine and the gearbox, thereby controlling whether the power of the engine is transmitted to the gearbox. For example, when the clutch pedal is depressed, the mechanism inside the clutch mechanism module 309 will act, at this time, the power of the engine cannot be transmitted to the input shaft of the gearbox through the clutch, thereby disconnecting the power transmission between the engine and the gearbox. It is usually used in the case of gear shifting before the vehicle starts, gear shifting operation and emergency power cut-off (such as emergency braking). When the clutch pedal is released, the power of the engine can be transmitted to the input shaft of the gearbox through the friction of the clutch, and then transmitted to the entire gearbox and the wheels, realizing the power coupling between the engine and the gearbox, so that the vehicle can obtain power to drive. During normal driving of the vehicle, the clutch is in the coupling state, and the power of the engine is continuously and stably transmitted to the gearbox to maintain the movement of the vehicle.
[0082] The gearbox module 310 is used to set the speed ratio, that is, the transmission ratio between different gear sets in the gearbox can be adjusted and set according to the driving state of the vehicle and the operation of the driver and other factors to meet the needs of the vehicle in different working conditions.
[0083] The second driving motor module 311 is used to set the external characteristics and efficiency spectrum of the second driving motor. Similarly, setting the external characteristics can be understood as writing or modifying the operating parameter relationship of the second driving motor under different speeds and loads, so that the second driving motor outputs appropriate torque according to the design requirements of the vehicle to meet the requirements of the vehicle in different driving conditions such as starting, accelerating and cruising. The second driving motor can be well matched with the transmission system and driving resistance of the vehicle under various operating conditions, and the power performance and driving experience of the vehicle are ensured. And setting the efficiency spectrum is to write or modify the efficiency distribution of the motor under different working conditions (such as different speeds, torques, loads, etc.), so as to optimize the energy conversion efficiency of the second driving motor under different working conditions.
[0084] In some embodiments, continuing to refer to Figure 2 The simulation model further includes a front axle 41 and a rear axle 42; the front axle 41 is mechanically connected with the second driving motor module 311, and the rear axle 42 is mechanically connected with the first driving motor module 307.
[0085] Exemplarily, the front axle 41 is mechanically connected with the second driving motor module 311, and the power generated by the second driving motor module 311 is transmitted to the front axle 41 through a mechanical transmission device, so as to drive the front wheels of the vehicle to rotate. Similarly, the rear axle 42 is mechanically connected with the first driving motor module 307, and the power generated by the first driving motor module 307 is transmitted to the rear axle 42 through a mechanical transmission device, so as to drive the rear wheels of the vehicle to rotate. In different driving conditions, the output torque and rotating speed of the first driving motor module 307 and the second driving motor module 311 can be accurately adjusted according to actual requirements, so as to realize reasonable distribution of the power of the front and rear axles. Moreover, the first driving motor module 307 and the second driving motor module 311 respectively drive the front and rear axles, the power output is stronger, and the operation stability is also improved.
[0086] Exemplarily, Figure 3 An actual simulation model structure based on Amesim is provided for the embodiment of the present disclosure, with reference to Figure 3 The actual model structure is a simulation state in a series mode, and can directly simulate results such as power performance, endurance and energy consumption.
[0087] Specifically, the model structure includes an environment parameter module 11, a driver parameter module 13, a vehicle parameter module 12, an electronic control unit 21, a vehicle control unit 22, a power battery module 302, a high-voltage load module 305, a low-voltage load module 306, an engine module 301, a generator module 303, a reducer 308, a driving motor module 401 and a gearbox module 310.
[0088] The environment parameter module 11 is configured to set environment parameters, and the environment parameters at least include temperature, air pressure, road slope and road adhesion coefficient. The driver parameter module 13 is configured to set driver parameters, and the driver parameters at least include test conditions and throttle response parameters. The vehicle parameter module 12 is configured to set vehicle parameters, and the vehicle parameters at least include curb weight, test mass, air resistance coefficient, wind area, tire width, rim diameter, tire flatness ratio, tire rolling resistance coefficient and front-rear axle load ratio.
[0089] The electronic control unit 21 is configured to set a control strategy of the engine, and the control strategy of the engine includes starting and stopping control of the engine. The vehicle control unit 22 is configured to set a control strategy of the whole vehicle, and the control strategy of the whole vehicle includes energy recovery control and battery charging and discharging power control. The power battery module 302 is configured to set parameters of the power battery, and the parameters of the power battery at least include single cell voltage, series and parallel connection number and battery internal resistance of the power battery. The high-voltage load module 305 is configured to set a load of a high-voltage electrical device, for example, an air compressor and a PTC. The low-voltage load module 306 is configured to set a load of a low-voltage electrical device, for example, all low-voltage controlled electrical devices. In the simulation model structure provided in the embodiments of the present disclosure, the high-voltage load module 305 and the low-voltage load module 306 are integrated in the same module. The engine module 301 is configured to set parameters of the engine, for example, an external characteristic, fuel consumption spectrum and friction work. The generator module 303 is configured to set parameters of the generator, for example, an external characteristic and power generation efficiency spectrum. The reducer module 308 is configured to set an efficiency of a reduction mechanism. The drive motor module 401 is configured to set an external characteristic and an efficiency spectrum of the drive motor, and the drive motor module 401 has a similar effect as the first drive motor module and the second drive motor module in the above embodiments. In some scenarios, the first drive motor module and the second drive motor module are integrated in the drive motor module 401. The gearbox module 310 is configured to set at least a gear ratio. Based on the model structure, results such as power performance, endurance and energy consumption can be directly simulated. It should be noted that the model structure further includes other components, which are not described herein, and can be designed according to actual needs.
[0090] The present disclosure further provides an AMESim-based hybrid vehicle power economy simulation method, which is implemented based on the AMESim-based hybrid vehicle power economy simulation model in any of the above embodiments. The simulation method includes at least one of pure electric endurance simulation, fuel consumption simulation, comprehensive endurance simulation and vehicle power performance simulation of the hybrid vehicle.
[0091] For example, the endurance of the hybrid vehicle in a pure electric mode can be simulated, that is, the distance that the vehicle can travel from a full battery state to a set minimum battery level, to evaluate the endurance of the vehicle in the pure electric mode. Alternatively, the fuel consumption of the hybrid vehicle when driven by the fuel engine can be simulated, for example, the fuel consumption of the engine in different driving conditions. Alternatively, the endurance of the hybrid vehicle in the pure electric mode and the fuel mode is comprehensively considered, the total distance that the vehicle can travel when the battery is exhausted and the vehicle is switched to the fuel mode for driving until the fuel is exhausted or other termination conditions are reached is simulated, and comprehensive endurance simulation is performed. The power performance of the hybrid vehicle can also be simulated, and vehicle power performance simulation is performed to optimize the parameter matching of the power system and improve the power performance of the vehicle. The simulation types to which the simulation method of the embodiments of the present disclosure is applicable are not limited.
[0092] It needs to be noted that, in the present document, relational terms such as "first" and "second", and the like can be used solely to distinguish one entity or action from another entity or action, without necessarily requiring or implying any actual such relationship or order between such entities or actions. The terms "comprises", "comprising", or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but can include other elements not expressly listed or inherent to such process, method, article, or apparatus. An element proceeded by "comprises... a" does not, without more constraints, exclude the existence of additional identical elements in the process, method, article, or apparatus that comprises the element.
[0093] The foregoing is merely illustrative of the various ways and techniques by which the present disclosure can be implemented. Numerous modifications and adaptations will be readily apparent to those skilled in the art, and this description is meant to embrace all such modifications and adaptations of the various embodiments of the present disclosure. The scope of the present disclosure is to be indicated by the appended claims, rather than being indicated by the description noted above.
Claims
1. An AMESim-based power economy simulation model of a hybrid vehicle, characterized in that, The simulation model comprises a parameter module, a control module and an execution module, the control module is connected with the parameter module and the execution module respectively; The parameter module is used for setting the first type of simulation parameters, the first type of simulation parameters comprises environmental parameters, vehicle parameters and driver parameters; The control module is used for setting a control strategy; The execution module is used for setting the second type of simulation parameters, the second type of simulation parameters comprises parameters of controlled terminals in the hybrid vehicle; The simulation model executes the control strategy based on the first type of simulation parameters and the second type of simulation parameters to obtain corresponding power economy simulation results.
2. The AMESim-based hybrid vehicle power economy simulation model of claim 1, wherein, The parameter module comprises an environmental parameter module, a vehicle parameter module and a driver parameter module, the environmental parameter module, the vehicle parameter module and the driver parameter module are all communicatively connected with the control module; The environmental parameter module is used for setting the environmental parameters, the environmental parameters at least comprise temperature, air pressure, road slope and road adhesion coefficient; The vehicle parameter module is used for setting the vehicle parameters, the vehicle parameters at least comprise curb weight, test mass, wind resistance coefficient, windward area, tire width, rim diameter, tire flatness ratio, tire rolling resistance coefficient and front-to-rear axle load ratio; The driver parameter module is used for setting the driver parameters, the driver parameters at least comprise test working conditions and throttle response parameters.
3. The AMESim-based hybrid vehicle power economy simulation model of claim 1, wherein, The control module comprises an electronic control unit and a vehicle control unit, the electronic control unit and the vehicle control unit are both communicatively connected with the parameter module and the execution module; The electronic control unit is used for setting the control strategy of the engine, the control strategy of the engine comprises controlling start-stop of the engine; The vehicle control unit is used for setting the vehicle control strategy, the vehicle control strategy comprises controlling energy recovery and battery charging and discharging power.
4. The AMESim-based hybrid vehicle power economy simulation model of claim 1, wherein, The execution module at least comprises an engine module: The engine module is used for setting the external characteristics, fuel consumption spectrum and friction work of the engine.
5. The AMESim-based hybrid vehicle power economy simulation model of claim 4, wherein, The execution module further comprises a power battery module and a generator module, the power battery module is communicatively connected with the engine module and the generator module, the power battery module is further electrically connected with the generator module, and the generator module is further mechanically connected with the engine module; The power battery module is used for setting parameters of the power battery, the parameters of the power battery at least comprise single-cell voltage, series-parallel connection number and battery internal resistance of the power battery; The generator module is used for setting the external characteristics and power generation efficiency spectrum of the generator.
6. The AMESim-based hybrid vehicle power economy simulation model of claim 5, wherein, The execution module further comprises a DC conversion power supply module, a high-voltage load module and a low-voltage load module, the high-voltage load module and the DC conversion power supply module are both electrically connected with the power battery module, and the low-voltage load module is electrically connected with the DC conversion power supply module; The DC conversion power supply module is used for setting the efficiency of high-low voltage conversion; The high-voltage load module is used for setting the load of high-voltage electrical devices; The low-voltage load module is used for setting the load of low-voltage electrical devices.
7. The AMESim-based hybrid vehicle power economy simulation model of claim 6, wherein, The execution module further comprises a first drive motor module and a reducer module; the first drive motor module is electrically connected with the power battery module, and the reducer module is mechanically connected with the first drive motor module; The first drive motor module is used for setting the external characteristics and efficiency spectrum of the first drive motor; The reducer module is used for setting the efficiency of the reduction mechanism.
8. The AMESim-based hybrid vehicle power economy simulation model of claim 7, wherein, The execution module further comprises a clutch mechanism module, a gearbox module and a second drive motor module; the second drive motor module is electrically connected with the power battery module, the clutch mechanism module is mechanically connected with the engine module, the generator module and the gearbox module, and the gearbox module is mechanically connected with the second drive motor module; The clutch mechanism module is used for controlling the connection between the engine and the gearbox to be cut off or coupled; The gearbox module is used for setting the speed ratio; The second drive motor module is used for setting the external characteristics and efficiency spectrum of the second drive motor.
9. The AMESim-based hybrid vehicle power economy simulation model of claim 8, wherein, Further comprising a front axle and a rear axle; The front axle is mechanically connected with the second drive motor module, and the rear axle is mechanically connected with the first drive motor module.
10. An AMESim-based hybrid vehicle power economy simulation method, characterized by, The AMESim-based hybrid vehicle power economy simulation model implementation according to any one of claims 1-9; the simulation method comprises at least one of the following: pure electric endurance simulation, fuel consumption simulation, comprehensive endurance simulation and vehicle power performance simulation of the hybrid vehicle.