A hybrid vehicle electronic control unit operation test method, system and device

Abstract

The present application relates to the technical field of electric inspection type monitoring, and in particular to a hybrid vehicle electronic control unit operation test method, system and device, the method comprising: obtaining energy response dynamic stability according to fluctuations in actual engine output power and changes in actual engine output power and actual motor output power; determining actual execution of control instructions output by the electronic control unit in real time in a test period to obtain transient response deviation of the control instructions, thereby obtaining a dynamic non-synergistic index of control and energy of the electronic control unit; obtaining a deviation comprehensive index from deviation of actual output power of the engine and the motor from the expected target in the test period, thereby obtaining a proportional control parameter of the PID controller in the next test period, adjusting the power distribution ratio of the engine and the motor in the actual operation test process of the electronic control unit, and improving the accuracy and reliability of the electronic control unit operation test.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of electrical inspection type monitoring, in particular to a hybrid vehicle electronic control unit operation test method, system and device. BACKGROUND

[0002] The hybrid vehicle has both internal combustion engine power and electric drive power. The electronic control unit, as the core control module of the hybrid vehicle power system, undertakes engine control, motor control, battery management, energy recovery and distribution and other functions. The stability and reliability of its operation state directly determine the power performance, energy consumption level and safety of the whole vehicle. Therefore, it is necessary to test the operation of the electronic control unit of the hybrid vehicle. During the operation test of the electronic control unit, the actual road conditions need to be tested. The test environment can be real road conditions, or it can be tested on a special vehicle test road, or it can be a road condition simulation system built in the laboratory. Under different road conditions, the electronic control unit needs to adjust the energy distribution control parameters in real time to maintain the balance of vehicle power and economy. During the operation test of the electronic control unit, the engine and motor power distribution control process is usually used to adjust the power distribution by the electronic control unit using the PID controller. However, the proportional control parameter (i.e. P parameter) in the PID controller is fixedly set at different time periods during the operation test process of the electronic control unit using the PID controller, which lacks dynamic adaptive adjustment capability, cannot ensure that the total output power of the vehicle meets the vehicle demand, cannot reflect the adaptability of the electronic control unit to real-time road conditions in real time, and affects the accuracy and reliability of the electronic control unit operation test, and further affects the vehicle operation reliability. SUMMARY

[0003] In order to solve the technical problem that the control parameter in the PID controller is fixedly set and affects the reliability of the electronic control unit operation test during the operation test process of the electronic control unit using the PID controller, the purpose of the present application is to provide a hybrid vehicle electronic control unit operation test method, system and device, and the technical solution adopted is as follows:

[0004] In the first aspect of the present application, a hybrid vehicle electronic control unit operation test method is provided, comprising:

[0005] According to the fluctuation of the actual output power of the engine in the test time period and the change correlation between the actual output power of the engine and the actual output power of the motor, the energy response dynamic stability is obtained.

[0006] The actual execution of the control instruction output in real time to the electronic control unit in the test time period is determined, and the transient response deviation of the control instruction is obtained.

[0007] The transient response deviation and the energy response dynamic stability are fused to obtain a dynamic non-synergistic index of control and energy of the electronic control unit;

[0008] According to the deviation of the actual output power of the engine and the motor from the expected target within the test period, a deviation comprehensive index is obtained;

[0009] According to the dynamic non-synergistic index and the deviation comprehensive index, correction data is obtained; the correction data is used to indicate the proportional control parameter of the PID controller in the next test period.

[0010] In an exemplary embodiment, the energy response dynamic stability obtaining process comprises:

[0011] The difference between the actual output power of the engine and the engine target power output by the electronic control unit within the test period is determined, and the energy distribution reliability degree for the engine is obtained in combination with the fluctuation of the actual output power of the engine;

[0012] The change correlation between the actual output power of the engine and the actual output power of the motor within the test period is determined;

[0013] The energy distribution reliability degree and the change correlation are fused to obtain the energy response dynamic stability.

[0014] In an exemplary embodiment, the energy distribution reliability degree obtaining process comprises:

[0015] The power difference values between the actual output power of the engine and the engine target power at each time within the test period are fused to obtain a power overall difference;

[0016] The fluctuation degree of the peak value of the actual output power of the engine within the test period is determined;

[0017] The change amplitude of the fluctuation degree of the peak value relative to the fluctuation degree of the actual output power of the engine within the test period is determined;

[0018] The energy distribution reliability degree is obtained according to the power overall difference and the change amplitude; the energy distribution reliability degree is inversely related to the power overall difference and the change amplitude.

[0019] In an exemplary embodiment, the change correlation obtaining process comprises:

[0020] The change degree consistency of the actual output power of the engine and the actual output power of the motor at the same time within the test period is determined;

[0021] The change degree consistencies at each time within the test period are fused to obtain the change correlation.

[0022] In an exemplary embodiment, the obtaining process of the transient response deviation comprises:

[0023] determining a difference between control command data at any two adjacent time points in each control command execution period within the test time period, and a difference between actual execution feedback data obtained by executing the control command;

[0024] determining a difference between the control command data difference and the actual execution feedback data difference, to obtain a response deviation index of the any two adjacent time points;

[0025] fusing response deviation indexes of all the any two adjacent time points in each control command execution period, to obtain the transient response deviation of the control command execution period.

[0026] In an exemplary embodiment, the obtaining process of the dynamic non-synchronization index comprises:

[0027] fusing the transient response deviations of each control command execution period, to obtain a transient response comprehensive deviation;

[0028] obtaining the dynamic non-synchronization index according to the transient response comprehensive deviation and the energy response dynamic stability; the dynamic non-synchronization index is positively correlated with the transient response comprehensive deviation, and is negatively correlated with the energy response dynamic stability.

[0029] In an exemplary embodiment, the expected target comprises an engine expected power and a motor expected power;

[0030] The obtaining process of the deviation comprehensive index comprises:

[0031] fusing a first deviation and a second deviation, to obtain a deviation cumulative property; the first deviation is an average value of absolute values of differences between engine actual output powers and engine expected powers at all time points within the test time period, and the second deviation is an average value of absolute values of differences between motor actual output powers and motor expected powers at all time points within the test time period;

[0032] fusing a first information entropy and a second information entropy, to obtain a deviation discrete degree; the first information entropy is an information entropy of a difference between engine actual output powers and engine expected powers at each time point within the test time period, and the second information entropy is an information entropy of a difference between motor actual output powers and motor expected powers at each time point within the test time period;

[0033] fusing the deviation cumulative property and the deviation discrete degree, to obtain the deviation comprehensive index.

[0034] In an exemplary embodiment, the obtaining process of the correction data comprises:

[0035] fusing the dynamic non-cooperative index and the deviation comprehensive index to obtain a correction factor;

[0036] multiplying the correction factor and an initial proportional control parameter of the PID controller to obtain a proportional control parameter increase amount;

[0037] adding the initial proportional control parameter and the proportional control parameter increase amount to obtain a proportional control parameter of the PID controller in a next test time period.

[0038] In a second aspect of the present application, a hybrid vehicle electronic control unit operation test system is provided, comprising a memory and a processor; the memory is connected with the processor; the memory is used for storing program instructions; and the processor is used for implementing the above-mentioned hybrid vehicle electronic control unit operation test method when the program instructions are executed.

[0039] In a third aspect of the present application, a hybrid vehicle electronic control unit operation test device is provided, comprising a computer readable storage medium, which stores a computer program; and the computer program is executed by a processor to implement the steps in the above-mentioned hybrid vehicle electronic control unit operation test method.

[0040] The present application has the following beneficial effects: the present application sets a certain test time period, obtains running data of the hybrid vehicle after the hybrid vehicle executes the related control instruction according to the control instruction output by the electronic control unit in a certain test time period, analyzes the correlation between the running data and the control instruction output by the electronic control unit, obtains correction data corresponding to the current test time period, and obtains the proportional control parameter of the PID controller in the next test time period, so that the proportional control parameter of the PID controller in the next test time period is dynamically adjusted according to the actual running condition of the test time period, the power distribution ratio of the engine and the motor in the actual running test process of the electronic control unit is realized real-time self-adaptive adjustment, the adaptability of the hybrid vehicle to different road conditions and the fault tolerance performance of the electronic control unit are verified, the adaptability of the electronic control unit to the real-time road condition can be reflected in real time, the accuracy and reliability of the electronic control unit operation test are improved, and the vehicle operation reliability is further affected. BRIEF DESCRIPTION OF DRAWINGS

[0041] Figure 1 is a step flow chart of a hybrid vehicle electronic control unit operation test method provided by an embodiment of the present application;

[0042] Figure 2 is a flow chart of energy response dynamic stability acquisition provided by an embodiment of the present application;

[0043] Figure 3is a flowchart of obtaining the reliability degree of energy distribution provided by one embodiment of the present application;

[0044] Figure 4 is a flowchart of obtaining the change correlation provided by one embodiment of the present application;

[0045] Figure 5 is a schematic diagram of the control instruction execution period of each control instruction in the current test period provided by one embodiment of the present application;

[0046] Figure 6 is a flowchart of obtaining the transient response deviation provided by one embodiment of the present application;

[0047] Figure 7 is a flowchart of obtaining the deviation comprehensive index provided by one embodiment of the present application;

[0048] Figure 8 is a flowchart of the specific implementation of step S5 provided by one embodiment of the present application. DETAILED DESCRIPTION

[0049] In order to further illustrate the technical means and effects adopted by the present application to achieve the predetermined purposes, the specific embodiments, structures, features and effects of the present application are described in detail below in combination with the drawings and preferred embodiments. In the following description, different "one embodiment" or "another embodiment" do not necessarily refer to the same embodiment. In addition, the specific features, structures or characteristics in one or more embodiments can be combined in any suitable form.

[0050] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which the present application belongs. The data information collected in the present application is obtained with the authorization of the relevant parties.

[0051] The present embodiment provides a hybrid vehicle electronic control unit operation test method, and the application scenario is as follows: the electronic control unit is tested by a road working condition simulation system built in the laboratory. By running the road working condition simulation system, the actual road working condition of the hybrid vehicle can be simulated, such as sudden load impact, abnormal battery attenuation or abnormal sensor signal, etc., to detect whether the electronic control unit can timely adjust the energy distribution parameters to maintain the stability of the vehicle operation. The road working condition simulation system can help verify the safety and robustness of the vehicle under complex working conditions.

[0052] In an exemplary embodiment, the road condition simulation system includes a power model of the hybrid vehicle and a road load model, wherein the power model includes an engine model, a motor model and a battery model. The engine model can calculate data information such as output power, output torque, fuel consumption and emissions in real time according to the throttle and the speed, and can also simulate transient processes such as starting, stopping and dragging. The motor model simulates the power motor, i.e. the motor that provides power to the vehicle, can simulate both driving and generating states, dynamically respond to relevant control instructions, and obtain the motor output power in real time. The battery model can calculate information such as terminal voltage, SOC and temperature in real time according to the current. The road load model can simulate standard conditions, custom road conditions, etc., and set the operating environment to be simulated. It should be understood that the engine model, the motor model and the battery model can be virtual systems for computer simulation, and in addition, they can also be real devices such as real engines, motors and power batteries under the condition of ensuring feasibility.

[0053] The road condition simulation system also includes an I / O interface board card, which connects the electronic control unit and the road condition simulation system. The road condition simulation system receives relevant control instructions (such as engine target power, PWM torque request, instructions on the CAN bus message) from the electronic control unit through the I / O interface board card. The road condition simulation system outputs relevant simulated sensor signals (such as real-time actual output power of the engine, real-time actual output power of the motor, etc.) to the electronic control unit through the I / O interface board card. In this embodiment, the electronic control unit, the I / O interface board card and the road condition simulation system communicate through the CAN bus. In this embodiment, various sensor signals are synchronously collected to ensure consistent timestamps and avoid data deviation caused by sampling delay. The sampling frequency of various sensor signals is set according to actual testing needs, such as once per second.

[0054] Based on the road condition simulation system, the energy flow law model between the engine, the motor and the battery can be established, so that the electronic control unit is no longer limited to a single or static condition during operation testing, but can accurately reflect the energy distribution relationship under different road conditions, thereby improving the comprehensiveness of the test results and providing a reliable baseline basis for subsequent parameter adaptive adjustment.

[0055] During the operation testing of the electronic control unit, this embodiment sets multiple observation time windows, each observation time window representing a test time period, and the length of the test time period is set according to actual testing needs, and this embodiment takes 5 minutes as an example. Each test time period includes multiple sampling instants (hereinafter referred to as instants). During each test time period, the electronic control unit sends more than one control instruction to the road condition simulation system, and the control objects of the control instructions can be the same or different.

[0056] AsFigure 1 As shown, the hybrid vehicle electronic control unit operation test method provided by the embodiment comprises the following steps:

[0057] Step S1: According to the fluctuation of the engine actual output power in the test period, and the change correlation between the engine actual output power and the motor actual output power, the energy response dynamic stability is obtained.

[0058] Step S2: Determine the actual execution of the control instruction output by the electronic control unit in the test period, and obtain the transient response deviation of the control instruction.

[0059] Step S3: Fusion of transient response deviation and energy response dynamic stability, to obtain the dynamic non-coordination index of the control and energy of the electronic control unit.

[0060] Step S4: According to the deviation of the actual output power of the engine and the motor from the expected target in the test period, the deviation comprehensive index is obtained.

[0061] Step S5: According to the dynamic non-coordination index and the deviation comprehensive index, the correction data is obtained; the correction data is used to indicate the proportional control parameter of the PID controller in the next test period.

[0062] The following will be described in detail in combination with the drawings.

[0063] Step S1: According to the fluctuation of the engine actual output power in the test period, and the change correlation between the engine actual output power and the motor actual output power, the energy response dynamic stability is obtained.

[0064] Taking the current test period as an example, the electronic control unit outputs the control instruction of the engine target power to the engine in the current test period, so that the engine runs according to the corresponding target power in the current test period, and the engine actual output power of the engine in the current test period is obtained. At the same time, the motor actual output power of the motor in the current test period is obtained. Wherein, the target power is usually the final result after all logical operations and arbitration in the electronic control unit. In order to ensure the reliability and applicability of the test, in the embodiment, the engine target power in the control instruction of the engine target power output by the electronic control unit in the current test period is changed in the current test period, such as changing according to the preset power fluctuation requirement, for example, changing according to the sine wave rule, then the engine target power in the current test period is essentially a engine target power fluctuation curve.

[0065] Based on the fluctuations in the actual engine output power during the current test period, and the correlation between the changes in the actual engine output power and the actual motor output power, the dynamic stability of the energy response during the current test period is obtained. In an exemplary embodiment, such as... Figure 2 As shown, the following is a specific process for obtaining the dynamic stability of the energy response:

[0066] Step S11: Determine the difference between the actual output power of the engine and the target engine power output by the electronic control unit during the test period. Combine the fluctuation of the actual output power of the engine to obtain the reliability of the engine's energy distribution.

[0067] The difference between the engine's actual output power and target power during the current test period is recorded. A larger difference indicates a lag in the energy distribution control mechanism or an unreasonable setting of the proportional control parameters of the PID controller, leading to an imbalance in the power coupling between the engine and the motor. Consequently, the reliability of the electronic control unit's energy distribution to the engine is lower. Simultaneously, the fluctuation of the engine's actual output power during the current test period is recorded. More severe fluctuations indicate that the electronic control unit has failed to correctly identify the stable range, resulting in frequent fine-tuning of energy distribution and impaired energy utilization efficiency. Correspondingly, the reliability of the electronic control unit's energy distribution to the engine is lower.

[0068] In one exemplary embodiment, such as Figure 3 As shown, the following is a specific process for obtaining the reliability of energy allocation:

[0069] Step S111: Combine the power difference between the actual output power of the engine and the target power of the engine at each moment during the test period to obtain the overall power difference.

[0070] Obtain the power difference between the engine's actual output power and its target power at the same moment within the current test period. Specifically, the power difference is the absolute value of the difference between the two power values. For example, for the [number]th [unit] within the current test period... At time i, calculate the i-th time. The actual output power of the engine at the first moment and the second moment The absolute value of the difference in engine target power at time n is used as the nth time. The power difference value at each moment is obtained. This yields the power difference between the engine's actual output power and the engine's target power at each moment within the current test period. Then, the average of these power differences is calculated as the overall power difference of the engine during the current test period.

[0071] The overall difference of the power of the engine in the current test period is the overall deviation of the actual output power of the engine in the current test period from the target power. The greater the overall deviation, the more likely that the response of the energy distribution control link is lagging or the proportional control parameter setting of the PID controller is unreasonable, resulting in an imbalance in the power coupling relationship between the engine and the motor. Accordingly, the energy distribution reliability of the engine by the electronic control unit is lower. Therefore, the energy distribution reliability is inversely related to the overall difference of the power of the engine.

[0072] Step S112: Determine the fluctuation degree of the peak value of the actual output power of the engine in the test period.

[0073] The actual output power of the engine at each time in the current test period is fitted to obtain an actual output power curve of the engine. Each peak value (i.e., each maximum value) in the actual output power curve of the engine is obtained, and the fluctuation degree of each peak value in the actual output power curve of the engine is obtained. In an exemplary embodiment, the standard deviation is used to represent the fluctuation degree, i.e., the standard deviation of the peak value in the actual output power curve of the engine is calculated. The greater the value of the standard deviation, the greater the fluctuation degree of the peak value of the actual output power of the engine in the current test period.

[0074] Step S113: Determine the change amplitude of the fluctuation degree of the peak value relative to the fluctuation degree of the actual output power of the engine in the test period.

[0075] The fluctuation degree of the actual output power of the engine in the current test period is obtained. Similarly, the standard deviation of the actual output power of the engine at each time in the current test period is calculated, and the standard deviation is used to represent the fluctuation degree. The greater the value of the standard deviation, the greater the fluctuation degree of the actual output power of the engine in the current test period.

[0076] The change amplitude of the fluctuation degree of the peak value relative to the fluctuation degree of the actual output power of the engine in the current test period is determined. In an exemplary embodiment, the ratio of the standard deviation of the peak value to the standard deviation of the actual output power of the engine in the current test period is calculated as the change amplitude.

[0077] It should be understood that since the value of the target power of the engine in the current test period is changing, the actual output power of the engine in the current test period is also changing under the control of the target power of the engine. The change between the two may not be exactly the same. Therefore, when the standard deviation of the actual output power of the engine in the current test period is used as the denominator, there is no case of the denominator being 0. To be more conservative, if the standard deviation of the actual output power of the engine in the current test period is 0, it indicates that the engine is running abnormally, and the subsequent processing is not performed, and an alarm instruction is output.

[0078] The greater the ratio is, the more the engine actual output power curve in the current test period presents greater oscillation, the more the possibility of the energy distribution of the electronic control unit is frequently fine-tuned, the greater the damage to the energy utilization efficiency is, and the lower the energy distribution reliability of the electronic control unit for the engine is. Therefore, the energy distribution reliability is inversely related to the ratio.

[0079] Step S114: obtaining the energy distribution reliability according to the power overall difference and the change amplitude.

[0080] According to the power overall difference of the engine in the current test period and the ratio of the standard deviation of the peak value in the current test period to the standard deviation of the engine actual output power in the current test period, the energy distribution reliability of the electronic control unit for the engine in the current test period is obtained. Based on the above logical analysis, a specific calculation method of the energy distribution reliability is given as follows:

[0081]

[0082] wherein, represents the energy distribution reliability of the electronic control unit for the engine in the current test period, represents the power overall difference of the engine in the current test period, represents an exponential function with a natural constant as a base, represents the ratio of the standard deviation of the peak value in the current test period to the standard deviation of the engine actual output power in the current test period. represents the negative correlation normalization of wherein, norm is a normalization function, for example, a maximum-minimum value normalization function or a linear normalization function.

[0083] The smaller the energy distribution reliability is, the more the control instruction of the engine power and the real-time state parameter present a state of continuous deviation, response lag, oscillation enhancement or long-term drift in the time dimension, that is, the worse the energy distribution baseline consistency of the electronic control unit in the current test period is. Although the energy distribution baseline consistency can represent the coordination degree of the control instruction and the execution response, it cannot reflect the actual running efficiency or response effect after the energy distribution, so the engine actual output power and the motor actual output power in the current test period are analyzed in the embodiment.

[0084] Step S12: determining the change correlation of the engine actual output power and the motor actual output power in the test period. ​​

[0085] It should be understood that under ideal energy distribution conditions, when engine power increases, motor power should decrease proportionally. Therefore, it is necessary to obtain the correlation between the actual engine output power and the actual motor output power changes during the current test period. In an exemplary embodiment, such as... Figure 4 As shown, the following is a specific process for obtaining the correlation of changes:

[0086] Step S121: Determine the consistency of the change in the actual output power of the engine and the actual output power of the motor at the same moment within the test period.

[0087] It should be understood that in the test environment of this embodiment, the total power demand of the vehicle remains constant, or in other words, the total power demand of the vehicle does not change significantly. For any moment within the current test period, the consistency between the actual output power of the engine and the actual output power of the motor at that moment is determined. In this embodiment, a two-dimensional coordinate system can be constructed with time as the horizontal axis and power as the vertical axis, mapping the actual output power of the engine and the actual output power of the motor onto this two-dimensional coordinate system.

[0088] In one exemplary embodiment, the first test within the current test time period is... The actual output power of the engine at the first moment minus the first moment The difference between the actual engine output power at time n and the value obtained is the nth time. The change in the engine's actual output power at each moment is obtained to determine the change in the engine's actual output power at each moment within the current test period. It should be understood that the change in the engine's actual output power at the last moment is no longer obtained.

[0089] Similarly, obtain the actual output power of the motor at each moment within the current test period, and then calculate the output power of the motor at the [number]th moment within the current test period. The actual output power of the motor at the first moment minus the first moment The difference between the actual output power of the motor at time n is the value of the nth time. The change in the actual output power of the motor at each moment is obtained, thus yielding the change in the actual output power of the motor at each moment within the current test period. It should be understood that the change in the actual output power of the motor at the last moment is no longer obtained.

[0090] If the first The degree of change in the engine's actual output power at each moment has the same sign as the degree of change in the motor's actual output power, and the closer the absolute values ​​are, the better the change in the first moment. The actual output power of the engine at the first moment and the second moment The actual output power of the motor at any given moment changes in the opposite direction, and the more consistent the degree of change, the higher the consistency of the degree of change. Based on the above logic, the following is a specific quantification method for the consistency of the degree of change:

[0091] ;

[0092] in, Indicates the first The degree of change between the actual output power of the engine and the actual output power of the motor at any given moment is consistent. Indicates the first The degree of change in the actual output power of the motor at each moment. Indicates the first The degree of change in the actual output power of the engine at time step 1. Therefore, if the 1st... The degree of change in the actual output power of the motor at time t is related to the degree of change at time t. The more identical the signs of the changes in the engine's actual output power at any given moment, and the more identical the absolute values, the greater the change. The closer to 0, The larger.

[0093] Step S122: Consistent change levels at various times within the fusion test period to obtain change correlation.

[0094] By integrating the consistency of the degree of change at each moment within the current test period, specifically by calculating the average value of the consistency of the degree of change at each moment within the current test period, the result is the correlation between the actual output power of the engine and the actual output power of the motor during the current test period.

[0095] Step S13: Integrate the reliability of energy allocation and the correlation of changes to obtain the dynamic stability of energy response.

[0096] The higher the reliability of energy distribution during the current test period, the higher the dynamic stability of the energy response of the electronic control unit during the current test period; the two are positively correlated.

[0097] The higher the correlation between the actual output power of the engine and the actual output power of the motor during the current test period, the more coordinated the energy distribution logic of the electronic control unit is during the current test period, that is, the higher the dynamic stability of energy response, and the two are positively correlated.

[0098] Therefore, the product of the fusion energy distribution reliability of the current test period and the correlation of the current test period is calculated to obtain the energy response dynamic stability of the current test period. The energy response dynamic stability reflects the consistency and fluctuation trend of the response under different energy paths, which is a macro-level dynamic characteristic analysis. The energy response dynamic stability can only indicate the overall stability of the electronic control unit in the execution of the energy management strategy, and cannot specifically indicate the real-time deviation and execution lag problems that may occur in the transient regulation, power switching or energy compensation process.

[0099] Step S2: Determine the actual execution of the control instruction for the real-time output of the electronic control unit in the test period to obtain the transient response deviation of the control instruction.

[0100] The main purpose of this step is to analyze the specific response distortion source. By synchronously comparing the control instruction and the execution state in the current test period, the power response delay, control instruction overshoot and energy balance error are captured in real time to supplement the deficiencies of the energy response dynamic stability in the transient accuracy level.

[0101] The electronic control unit will issue several control instructions in the current test period, and the objects controlled by each control instruction may be the same or different. In an exemplary embodiment, the several control instructions include engine target power increase instructions and engine target power decrease instructions, each control instruction corresponds to a control instruction execution period, and the control instruction execution period is the execution period of the corresponding control instruction. Therefore, the current test period can be divided into control instruction execution periods corresponding to engine target power increase instructions and control instruction execution periods corresponding to engine target power decrease instructions. In essence, the engine target power fluctuation curve in the current test period is divided into control instruction execution periods corresponding to engine target power increase instructions and control instruction execution periods corresponding to engine target power decrease instructions. The control instruction execution periods corresponding to the engine target power increase instructions and the control instruction execution periods corresponding to the engine target power decrease instructions appear alternately, and adjacent control instruction execution periods are continuous in time.

[0102] Figure 5 In the figure, the abscissa represents time, and the ordinate represents power. As Figure 5As shown, the time interval of the current test time period is from the starting time (which is the 0 time) to the t6 time, wherein the engine target power increase instruction is issued by the electronic control unit at the starting time, and the control instruction execution time period corresponding to the engine target power increase instruction is the 0-t1 time; the engine target power decrease instruction is issued by the electronic control unit at the t1 time, and the control instruction execution time period corresponding to the engine target power decrease instruction is the t1-t2 time; the engine target power increase instruction is issued by the electronic control unit at the t2 time, and the control instruction execution time period corresponding to the engine target power increase instruction is the t2-t3 time; the engine target power decrease instruction is issued by the electronic control unit at the t3 time, and the control instruction execution time period corresponding to the engine target power decrease instruction is the t3-t4 time; the engine target power increase instruction is issued by the electronic control unit at the t4 time, and the control instruction execution time period corresponding to the engine target power increase instruction is the t4-t5 time; the engine target power decrease instruction is issued by the electronic control unit at the t5 time, and the control instruction execution time period corresponding to the engine target power decrease instruction is the t5-t6 time.

[0103] For any one control instruction, the control instruction value at each time within the control instruction execution time period constitutes the control instruction curve of the control instruction. Moreover, in the process of executing the control instruction, the actual execution feedback data obtained by executing the control instruction is output, including the actual execution feedback value at each time within the control instruction execution time period, which constitutes the actual execution feedback data curve of the control instruction. Taking one engine target power decrease instruction as an example, the control instruction curve of the engine target power decrease instruction includes the engine target power value at each time within the control instruction execution time period, so that the engine can run under the control of the engine target power value at each time and output the corresponding actual power, and accordingly, the actual execution feedback data curve of the engine target power decrease instruction is obtained, including the engine actual output power value at each time within the control instruction execution time period.

[0104] According to the actual execution of each control instruction output in real time by the electronic control unit within the current test time period, the transient response deviation of the control instruction in the current test time period is obtained. In an exemplary embodiment, as shown in Figure 6 As shown, one specific acquisition process of the transient response deviation is as follows:

[0105] Step S21: determining the control instruction data difference between any two adjacent times in the control instruction execution time period of the electronic control unit within the test time period, and the actual execution feedback data difference obtained by executing the control instruction.

[0106] For any one control instruction, taking a certain engine target power reduction instruction as an example, a control instruction curve of the engine target power reduction instruction is obtained, including engine target power values at each time in a control instruction execution period of the engine target power reduction instruction. Meanwhile, engine actual output power values at each time in the control instruction execution period of the engine target power reduction instruction are obtained, constituting an actual execution feedback data curve of the engine target power reduction instruction.

[0107] Supposing that any two adjacent times in the control instruction execution period of the engine target power reduction instruction are the i th time and the i+1 th time respectively, the engine target power value at the i th time in the control instruction curve of the engine target power reduction instruction is subtracted by the engine target power value at the i+1 th time, and the difference is taken as the control instruction data difference at the i th time; the engine actual output power value at the i th time in the actual execution feedback data curve of the engine target power reduction instruction is subtracted by the engine actual output power value at the i+1 th time, and the difference is taken as the actual execution feedback data difference at the i th time.

[0108] Step S22: determining the difference between the control instruction data difference and the actual execution feedback data difference, to obtain a response deviation index of any two adjacent times.

[0109] The difference between the control instruction data difference at the i th time and the actual execution feedback data difference at the i th time corresponding to the engine target power reduction instruction is obtained, specifically: the absolute value of the difference between the control instruction data difference at the i th time and the actual execution feedback data difference at the i th time is calculated as the response deviation index at the i th time, i.e. the response deviation index of the i th time and the i+1 th time.

[0110] By using the above process, the response deviation indexes of all adjacent two times in the control instruction execution period corresponding to the engine target power reduction instruction are obtained. The greater the response deviation index of the adjacent two times, the greater the change difference between the control instruction curve and the corresponding actual execution feedback data curve at the adjacent two times, reflecting that the change trend of the control input cannot keep up with the execution response lag, the execution target and the actual execution situation are significantly different.

[0111] Step S23: fusing the response deviation indexes of all adjacent two times in each control instruction execution period to obtain a transient response deviation of each control instruction execution period.

[0112] The average of the response deviation indexes of all adjacent two time points in the control instruction execution period corresponding to the engine target power reduction instruction is calculated as the transient response deviation of the control instruction execution period corresponding to the engine target power reduction instruction, that is, the transient response deviation corresponding to the engine target power reduction instruction. The greater the transient response deviation corresponding to the engine target power reduction instruction, the more likely it is to occur in the running test process of the electronic control unit, and the more it shows the state of "response asynchronization + significant deviation". In this way, the transient response deviations corresponding to each control instruction in the current test period, that is, the transient response deviations of the control instruction execution periods, are obtained.

[0113] Step S3: Fusion of transient response deviation and energy response dynamic stability to obtain the dynamic non-synergistic index of the control and energy of the electronic control unit.

[0114] The transient response deviation of a single control instruction can reflect the dynamic response quality of the single control instruction, but cannot reflect the stability and controllability trend in the current test period, and a global trend feature is needed. Then, the transient response deviations of the control instruction execution periods in the current test period are fused to obtain a transient response comprehensive deviation. In an exemplary embodiment, the average of the transient response deviations of the control instruction execution periods in the current test period is calculated, and then the average is normalized to obtain the transient response comprehensive deviation of the current test period. The normalization method here can be a tanh function. The greater the transient response comprehensive deviation of the current test period, the worse the synergy between the control and energy of the electronic control unit, and the greater the dynamic non-synergistic index of the control and energy of the electronic control unit in the current test period, and the two are positively correlated.

[0115] The higher the energy response dynamic stability of the current test period, the more stable the energy of the current test period, the more stable the system, and the better the synergy between the control and energy of the electronic control unit, and the greater the dynamic non-synergistic index of the control and energy of the electronic control unit in the current test period, and the two are inversely correlated.

[0116] Based on the above logic, one calculation method of the dynamic non-synergistic index of the control and energy of the electronic control unit in the current test period is as follows:

[0117] ;

[0118] wherein, represents the dynamic non-synergistic index of the control and energy of the electronic control unit in the current test period, represents the energy response dynamic stability of the current test period, represents the transient response comprehensive deviation of the current test period.

[0119] The greater the dynamic non-synergy index of the control and energy of the electric control unit, the greater the non-synergy degree when the control deviation is large and the energy system is unstable, which represents that the dynamic coordination of the system decreases, that is, the dynamic non-synergy index of the control and energy becomes large, and that the coupling coordination between the control layer output and the energy layer response is poor.

[0120] In the electric control unit operation test process, the imbalance of synergy often originates from the dynamic deviation of the key parameters in different working conditions. In order to realize the progressive analysis from the macroscopic index to the microscopic mechanism, and to automatically optimize the electric control unit in the operation test, it is necessary to further analyze the dynamic law of the parameter deviation.

[0121] Step S4: obtaining a deviation comprehensive index according to the deviation of the actual output power of the engine and the motor from the expected target in the test time period.

[0122] The purpose of this step is mainly to deeply analyze the dynamic evolution law of the key parameter deviation in the operation test process. The dynamic evolution law of the parameter shows the dynamic matching degree between the control and the energy response, and can help to compensate the control amount in advance when the deviation trend appears. The actual output power of the engine and the motor in the current test time period is obtained. In the actual operation process, the electric control unit realizes energy optimization, power response and economy balance by controlling the distribution ratio of the engine power and the motor power.

[0123] The engine expected power and the motor expected power at each time in the current test time period are obtained. It should be understood that the expected power comes from the upper control strategy, for example: the power demand calculated according to the accelerator pedal opening degree, or in a hybrid vehicle, the engine ideal working point calculated according to the working condition, battery SOC, etc. The target power is usually the same as the expected power, but in some special cases, due to some constraint conditions, the target power cannot be realized according to the expected power, so the target power may be slightly less than the expected power. This embodiment takes the example that the expected power is equal to the target power.

[0124] In an exemplary embodiment, as shown in Figure 7 An acquisition process of the deviation comprehensive index is given as follows:

[0125] Step S41: fusing the first deviation and the second deviation to obtain the deviation accumulation.

[0126] The engine actual output power at each time in the current test time period is subtracted by the engine expected power at the same time, and the difference value is the difference value between the engine actual output power and the engine expected power at each time; the average value of the absolute values of the difference values between the engine actual output power and the engine expected power at all times in the current test time period is taken as the first deviation. It should be noted that the absolute value of the difference value is the absolute value of the difference value.

[0127] Similarly, the actual output power of the motor at each time in the current test period is subtracted from the expected power of the motor at the same time, and the difference is the difference between the actual output power and the expected power of the motor at each time. The average of the absolute values of the differences between the actual output power and the expected power of the motor at all times in the current test period is taken as the second deviation.

[0128] The sum of the first deviation and the second deviation is calculated as the deviation accumulation of the current test period. The greater the deviation accumulation of the current test period, the greater the deviation between the actual output power and the expected power of the engine at many times in the current test period, and the greater the deviation between the actual output power and the expected power of the motor at many times in the current test period, i.e. the actual output is long-term high or low, the control and execution do not match, and the power distribution ratio of the engine and the motor needs to be adjusted in time.

[0129] Step S42: fuse the first information entropy and the second information entropy to obtain the deviation dispersion degree.

[0130] The difference between the actual output power and the expected power of the engine at each time in the current test period is calculated as the engine power difference. Each time in the current test period can obtain a corresponding engine power difference, and the information entropy of the engine power difference at all times in the current test period is calculated as the first information entropy. The difference between the actual output power and the expected power of the motor at each time in the current test period is calculated as the motor power difference. Each time in the current test period can obtain a corresponding motor power difference, and the information entropy of the motor power difference at all times in the current test period is calculated as the second information entropy. Information entropy represents the dispersion degree and uncertainty of data sequence, and the greater the value, the more scattered the deviation distribution, the more unstable the system response, and the greater the random fluctuation.

[0131] The engine power difference of the same size is taken as a class of engine power difference. For example, if the engine power difference corresponding to the 1st time in the current test period is a1, the engine power difference corresponding to the 2nd time is a2, the engine power difference corresponding to the 3rd time is a1, the engine power difference corresponding to the 4th time is a3, and the engine power difference corresponding to the 5th time is a1, then it is known that there are 3 classes of engine power difference corresponding to the 5 times, which are a1, a2 and a3, the total number of engine power difference classes under the 5 times is 3, the proportion of engine power difference a1 is 3 / 5, the proportion of engine power difference a2 is 1 / 5, the proportion of engine power difference a3 is 1 / 5, and the total number of all engine power differences is 5.

[0132] wherein, taking the first information entropy as an example, the first information entropy H1 is calculated according to the following formula:

[0133] ; wherein, the i-th engine power difference value in the current test period is denoted as di, and the total number of engine power difference values in the current test period is denoted as n. the proportion of the i-th engine power difference value in the current test period is denoted as pi. the logarithm function with base 2; and n is the total number of engine power difference values in the current test period.

[0134] It should be noted that the proportion of the i-th engine power difference value is the proportion of the number of the i-th engine power difference value in the total number of all engine power difference values.

[0135] Correspondingly, the second information entropy H2 is calculated according to the following formula:

[0136] ; wherein, the v-th motor power difference value in the current test period is denoted as dv, and the total number of motor power difference values in the current test period is denoted as m. the proportion of the v-th motor power difference value in the current test period is denoted as pv. the logarithm function with base 2; and m is the total number of motor power difference values in the current test period.

[0137] The average value of the first information entropy and the second information entropy is calculated, and the average value is normalized to obtain the deviation dispersion degree of the current test period.

[0138] Step S43: Fusing the deviation accumulation and the deviation dispersion degree to obtain a deviation comprehensive index.

[0139] The product of the normalized deviation accumulation and the deviation dispersion degree of the current test period is calculated to obtain the deviation comprehensive index of the current test period. The deviation comprehensive index of the current test period comprehensively reflects the amplitude accumulation trend and the fluctuation complexity, and the larger the value is, the more serious the system power distribution deviation is, and the short-term regulation deficiency may lead to unstable dynamic response.

[0140] By calculating the deviation comprehensive index of the engine and motor power deviation, the degree of deviation of the power distribution from the expectation and the complexity of the system response in the current test period can be quantified. The deviation comprehensive index not only reflects the amplitude of the deviation, but also reveals the fluctuation and accumulation trend of the deviation, and therefore can be used as a quantitative basis for adaptive adjustment of demand.

[0141] ​​​​​​Step S5: obtaining a correction data according to the dynamic non-cooperation index and the deviation comprehensive index; the correction data is used to indicate a proportional control parameter of a PID controller in a next test time period.

[0142] The current step mainly optimizes the feedback adjustment mechanism in the running test process of the electronic control unit by combining the above analysis, and further realizes the instant simulation and verification of the fault tolerance performance of the electronic control unit in the running test process of the electronic control unit by readjusting the distribution ratio of the engine power and the motor power.

[0143] In an exemplary embodiment, as shown in Figure 8 A specific implementation process of step S5 is as follows:

[0144] Step S51: obtaining a correction factor by fusing the dynamic non-cooperation index and the deviation comprehensive index.

[0145] The deviation comprehensive index reflects the cumulative deviation of the engine and motor power distribution in the observation time period and the system response complexity, and the larger the value is, the greater the long-term deviation and greater fluctuation of the system, that is, the greater the adjustment strength is required; the dynamic non-cooperation index reflects the dynamic cooperation between the control instruction and the actual energy response, and the larger the value is, the greater the transient response deviation is, and the greater the control action is required. Therefore, the product of the dynamic non-cooperation index and the deviation comprehensive index in the current test time period is calculated as the correction factor. The greater the correction factor is, the greater the self-adaptive correction strength of the electronic control unit in the current test time period is required.

[0146] Step S52: multiplying the correction factor and the initial proportional control parameter of the PID controller to obtain a proportional control parameter increase.

[0147] The PID controller is used in the engine and motor power distribution control loop to realize the power distribution adjustment in the running test process. The initial proportional control parameter of the PID controller is determined, and the initial proportional control parameter is a known initial parameter preset in advance. The correction factor obtained above is multiplied by the initial proportional control parameter of the PID controller, and the result is the required proportional control parameter increase.

[0148] Step S53: adding the initial proportional control parameter and the proportional control parameter increase to obtain the proportional control parameter of the PID controller in the next test time period.

[0149] The initial proportional control parameter is added to the proportional control parameter increment, and the result is an adjusted proportional control parameter, which is used as the proportional control parameter of the PID controller in the next test period. In subsequent specific applications, the proportional control parameter of the PID controller in the next test period is input into the engine and motor power distribution control loop, so that the PID controller calculates the power deviation correction amount to dynamically adjust the engine and motor power distribution ratio, ensuring that the total output power meets the vehicle demand.

[0150] During subsequent operation tests, new data information needs to be collected in real time, and then the correction factor and the proportional control parameter are continuously updated, realizing closed-loop adaptive control, so that the hybrid vehicle can cope with different road conditions. When the road conditions change or the load fluctuates, the energy output can be quickly responded and redistributed to ensure the continuity and smoothness of the vehicle driving power, effectively enhancing the fault tolerance and robustness of the electronic control unit.

[0151] In an exemplary embodiment, the present embodiment also provides a hybrid vehicle electronic control unit operation test system, comprising: a memory and a processor; the memory is connected with the processor, and the memory is used to store program instructions; the processor is used to realize the steps in the above hybrid vehicle electronic control unit operation test method embodiments when the program instructions are executed.

[0152] In an exemplary embodiment, the present embodiment also provides a hybrid vehicle electronic control unit operation test device, comprising: a computer readable storage medium, the computer readable storage medium stores a computer program, and the computer program is executed by a processor to realize the steps in the above hybrid vehicle electronic control unit operation test method embodiments.

[0153] It should be noted that: the above-mentioned sequence of the embodiments of the present application is only for description, and does not represent the advantages and disadvantages of the embodiments. The processes depicted in the drawings do not necessarily require the specific order or continuous order shown to achieve the desired results. In some embodiments, multi-task processing and parallel processing are also possible or may be advantageous.

[0154] Each of the embodiments in the specification is described in a progressive manner, and the same and similar parts between the embodiments can be referred to each other. Each embodiment focuses on the difference from other embodiments.

Claims

1. A method of testing the operation of an electronic control unit of a hybrid vehicle, characterized by, The method comprises the following steps: According to the fluctuation of the actual output power of the engine within the test period and the change correlation between the actual output power of the engine and the actual output power of the motor, the energy response dynamic stability is obtained; The actual execution of the control instruction output by the electronic control unit in real time within the test period is determined to obtain the transient response deviation of the control instruction; The dynamic non-coordination index of the control and energy of the electronic control unit is obtained by fusing the transient response deviation and the energy response dynamic stability; According to the deviation of the actual output power of the engine and the motor from the expected target within the test period, a deviation comprehensive index is obtained; According to the dynamic non-coordination index and the deviation comprehensive index, a correction data is obtained; The correction data is used to indicate the proportional control parameter of the PID controller in the next test period; The process of obtaining the transient response deviation comprises: The control instruction data difference between any two adjacent time points in each control instruction execution period within the test period of the electronic control unit is determined, as well as the actual execution feedback data difference obtained by executing the control instruction; the difference between the control instruction data difference and the actual execution feedback data difference is determined to obtain the response deviation index of the any two adjacent time points; the response deviation indexes of all the any two adjacent time points in each control instruction execution period are fused to obtain the transient response deviation of each control instruction execution period; The expected target comprises the engine expected power and the motor expected power; The process of obtaining the deviation comprehensive index comprises: fusing the first deviation and the second deviation to obtain the deviation accumulation; the first deviation is the average value of the absolute value of the difference between the actual output power of the engine and the engine expected power at all time points within the test period, and the second deviation is the average value of the absolute value of the difference between the actual output power of the motor and the motor expected power at all time points within the test period; fusing the first information entropy and the second information entropy to obtain the deviation dispersion degree; the first information entropy is the information entropy of the difference between the actual output power of the engine and the engine expected power at each time point within the test period, and the second information entropy is the information entropy of the difference between the actual output power of the motor and the motor expected power at each time point within the test period; fusing the deviation accumulation and the deviation dispersion degree to obtain the deviation comprehensive index.

2. The method of claim 1, wherein the test is performed by a hybrid vehicle electronic control unit. The process of obtaining the energy response dynamic stability comprises: The difference between the actual output power of the engine and the engine target power output by the electronic control unit within the test period is determined, and the fluctuation of the peak value of the actual output power of the engine is combined to obtain the energy distribution reliability degree for the engine; The change correlation between the actual output power of the engine and the actual output power of the motor within the test period is determined; The energy response dynamic stability is obtained by fusing the energy distribution reliability degree and the change correlation.

3. The method of claim 2, wherein the method further comprises: The process of obtaining the energy distribution reliability degree comprises: The power difference values of the actual output power of the engine and the engine target power at each time point within the test period are fused to obtain the overall power difference; The fluctuation degree of the peak value of the actual output power of the engine within the test period is determined; determining a variation range of the fluctuation degree of the peak value relative to a fluctuation degree of the actual engine output power in the test time period; obtaining the energy distribution reliability degree according to the overall power difference and the variation range; the energy distribution reliability degree is inversely related to both the overall power difference and the variation range.

4. The method of claim 2, wherein the method further comprises: The process of obtaining the variation correlation includes: determining consistency of fluctuation degrees of the actual engine output power and the actual motor output power at the same time in the test time period; fusing the consistency of fluctuation degrees at each time in the test time period to obtain the variation correlation.

5. The method of claim 1, wherein the method further comprises: The process of obtaining the dynamic non-synchronization index includes: fusing the transient response deviations in all control instruction execution periods to obtain a transient response comprehensive deviation; obtaining the dynamic non-synchronization index according to the transient response comprehensive deviation and the energy response dynamic stability; the dynamic non-synchronization index is positively related to the transient response comprehensive deviation and inversely related to the energy response dynamic stability.

6. The method of claim 1, wherein the method further comprises: The process of obtaining the correction data includes: fusing the dynamic non-synchronization index and the deviation comprehensive index to obtain a correction factor; multiplying the correction factor and an initial proportional control parameter of the PID controller to obtain a proportional control parameter increase amount; adding the initial proportional control parameter and the proportional control parameter increase amount to obtain a proportional control parameter of the PID controller in the next test time period.

7. A hybrid vehicle electronic control unit operation test system characterized by, It includes: a memory and a processor; the memory is connected with the processor; the memory is used to store program instructions; the processor is used to implement the hybrid vehicle electronic control unit operation test method in any one of claims 1-6 when the program instructions are executed.

8. A hybrid vehicle electronic control unit operation test apparatus characterized by, It includes a computer readable storage medium, which stores a computer program; when the computer program is executed by a processor, the steps in the hybrid vehicle electronic control unit operation test method in any one of claims 1-6 are implemented.

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