Passenger car power system parameter matching method and system and electronic equipment

Abstract

The embodiment of the invention discloses a passenger car power system parameter matching method and system and electronic equipment. The method comprises the steps that the initial peak torque and the initial rated torque of a driving motor are determined according to the climbing performance of a passenger car; checking whether the initial peak torque meets the acceleration time or not according to the acceleration time of the passenger vehicle in each acceleration process; if the initial peak torque meets the acceleration time, determining the peak power of the driving motor by using the initial peak torque and the rated rotating speed of the motor; comparing a continuous torque required under an experimental working condition with the initial rated torque so as to verify the initial rated torque; and if the initial rated torque does not meet the requirement of the continuous torque, re-accounting the initial rated torque.

Description

TECHNICAL FIELD

[0001] Embodiments of the present specification relate to the technical field of electric vehicles, and in particular to a passenger vehicle power system parameter matching method and device and electronic equipment. BACKGROUND

[0002] The power performance and fuel economy of a fuel cell electric vehicle mainly depend on the parameter matching of a hybrid power system and a control system. By optimizing the parameters of the hybrid power system and the control system, the performance of the fuel cell electric vehicle can be effectively improved, and the advantages of the fuel cell electric vehicle can be fully utilized.

[0003] In the prior art, the characteristics of each component are calculated according to the given vehicle parameters and performance indicators based on various formulas of vehicle theory. However, this method is only theoretically correct, and does not consider the actual vehicle state under real working conditions. The rationality of the power system parameters lacks verification, and may not fully meet the practicality requirements of passenger vehicles. In addition, for an electric motor, the higher the rated speed of an electric motor with the same rated power, the greater the power density and the smaller the volume and mass. SUMMARY

[0004] Therefore, embodiments of the present specification provide a passenger vehicle power system parameter matching method, system and electronic equipment to solve the problem that the matching of the power system parameters of the passenger vehicle in the prior art cannot consider the vehicle state under real working conditions, resulting in a lack of verification of the rationality of the power system parameters.

[0005] Embodiments of the present specification adopt the following technical solutions:

[0006] Embodiments of the present specification provide a passenger vehicle power system parameter matching method, which is applied to the design process of a passenger vehicle. The method comprises:

[0007] determining an initial peak torque and an initial rated torque of a drive motor according to the climbing performance of the passenger vehicle;

[0008] verifying whether the initial peak torque meets the acceleration time of the passenger vehicle in each acceleration process;

[0009] if the initial peak torque meets the acceleration time, determining the peak power of the drive motor using the initial peak torque and the rated speed of the motor;

[0010] comparing the required continuous torque under experimental conditions with the initial rated torque to verify the initial rated torque;

[0011] if the initial rated torque does not meet the requirements of the continuous torque, recalculating the initial rated torque.

[0012] The embodiment of the present specification also provides a passenger vehicle power system parameter matching system, which is applied to a passenger vehicle design process, and the system comprises:

[0013] A first determination module is configured to determine an initial peak torque and an initial rated torque of a driving motor according to a climbing performance of the passenger vehicle.

[0014] A first verification module is configured to verify whether the initial peak torque meets an acceleration time of the passenger vehicle in each acceleration process.

[0015] A second determination module is configured to determine a peak power of the driving motor by using the initial peak torque and a rated rotating speed of the motor if the initial peak torque meets the acceleration time.

[0016] A second verification module is configured to compare a required continuous torque under an experimental condition with the initial rated torque to verify the initial rated torque.

[0017] An accounting module is configured to re-account the initial rated torque if the initial rated torque does not meet a requirement of the continuous torque.

[0018] The embodiment of the present specification also provides an electronic device, which comprises at least one processor and a memory, the memory stores a program and is configured to execute the following steps by using the at least one processor:

[0019] Determine an initial peak torque and an initial rated torque of a driving motor according to a climbing performance of the passenger vehicle.

[0020] Verify whether the initial peak torque meets an acceleration time of the passenger vehicle in each acceleration process.

[0021] Determine a peak power of the driving motor by using the initial peak torque and a rated rotating speed of the motor if the initial peak torque meets the acceleration time.

[0022] Compare a required continuous torque under an experimental condition with the initial rated torque to verify the initial rated torque.

[0023] Re-account the initial rated torque if the initial rated torque does not meet a requirement of the continuous torque.

[0024] The above at least one technical solution adopted by the embodiment of the present specification can achieve the following beneficial effects:

[0025] The initial peak torque and initial rated torque of the driving motor are determined according to the climbing performance of the passenger car, the initial peak torque is verified according to the acceleration time of the passenger car in each acceleration process, the required continuous torque under the experimental condition is compared with the initial rated torque to verify the initial rated torque, and if the initial rated torque does not meet the requirement of the continuous torque, the initial rated torque needs to be recalculated.

[0026] In this way, the parameters of the driving motor can be determined according to the basic parameters and performance indexes of the whole vehicle, and the rationality of the parameters can be verified by checking whether the performance requirements under other conditions are met on the basis of the parameter matching, and the performance of the fuel cell electric vehicle can be effectively improved. BRIEF DESCRIPTION OF DRAWINGS

[0027] The accompanying drawings, which are included to provide a further understanding of the embodiments of the present application, constitute a part of the present application and illustrate embodiments of the present application and explanations thereof, and do not constitute improper limitations on the present application. In the drawings:

[0028] Figure 1 A flowchart of a passenger car power system parameter matching method provided by the embodiments of the present application is shown in the figure;

[0029] Figure 2 A schematic diagram of the external characteristic curve of the driving motor provided by the embodiments of the present application is shown in the figure;

[0030] Figure 3 A schematic diagram of the external characteristic curve of the driving motor in the passenger car power system parameter matching method provided by the embodiments of the present application is shown in the figure;

[0031] Figure 4 A driving motor working area diagram in the passenger car power system parameter matching method provided by the embodiments of the present application is shown in the figure;

[0032] Figure 5 A structure schematic diagram of a passenger car power system parameter matching system provided by the embodiments of the present application is shown in the figure;

[0033] Figure 6 A structure schematic diagram of a passenger car power system parameter matching device provided by the embodiments of the present application is shown in the figure. DETAILED DESCRIPTION

[0034] Generally, the determination of the parameters of the driving motor of the electric vehicle is based on the formulas of the automobile theory, and the characteristic parameters of each component are calculated according to the given whole vehicle parameters and performance index requirements.

[0035] This determination method is only theoretically correct, and the state of the automobile under the real working condition is not considered, and the rationality of the parameters lacks verification.

[0036] Therefore, the embodiment of the present specification provides a passenger car power system parameter matching method, system and electronic equipment. The initial peak torque and the initial rated torque of the driving motor are determined according to the climbing performance of the passenger car. The initial peak torque is verified according to the acceleration time of the passenger car in each acceleration process. The required continuous torque under the experimental condition is compared with the initial rated torque to verify the initial rated torque. If the initial rated torque does not meet the requirement of the continuous torque, the initial rated torque needs to be recalculated.

[0037] In this way, the parameters of the driving motor can be determined according to the basic parameters and performance indicators of the whole vehicle. On the basis of parameter matching, whether the performance requirements under other conditions are met is calculated to verify the rationality of the parameters, and the performance of the fuel cell electric vehicle can also be effectively improved.

[0038] In order to make the purpose, technical scheme and advantages of the present application clearer, the technical scheme of the present application will be described clearly and completely in combination with the specific embodiments of the present specification and the corresponding drawings. Obviously, the described embodiments are only part of the embodiments of the present specification, not all the embodiments. Based on the embodiments in the present specification, all other embodiments obtained by those skilled in the art without creative labor are within the scope of protection of the present application.

[0039] The technical scheme provided by each embodiment of the present specification will be described in detail below in combination with the drawings.

[0040] As shown in the flowchart of the passenger car power system parameter matching method provided by the embodiment of the present specification. Figure 1

[0041] In the embodiment of the present specification, the passenger car power system parameter matching method is applied to the design process of the passenger car. The method can specifically include the following steps:

[0042] S101: determining the initial peak torque and the initial rated torque of the driving motor according to the climbing performance of the passenger car;

[0043] S103: verifying whether the initial peak torque meets the acceleration time by the acceleration time of the passenger car in each acceleration process;

[0044] S105: if the initial peak torque meets the acceleration time, determining the peak power of the driving motor by using the initial peak torque and the rated speed of the motor;

[0045] S107: comparing the required continuous torque under the experimental condition with the initial rated torque to verify the initial rated torque;

[0046] ​S109: If the initial rated torque does not meet the requirement of the continuous torque, the initial rated torque is re-calculated.

[0047] In the embodiments of the present application, the fuel cell power system selected by the passenger vehicle can be a hybrid power system of a fuel cell engine and a power storage battery, the fuel cell engine serving as a main power source and the power storage battery serving as an auxiliary function, and the energy output by the fuel cell engine and the power storage battery is transmitted to the driving wheels through the driving motor.

[0048] In actual application scenarios, the driving motor of the passenger vehicle is generally a permanent magnet synchronous motor, and the working area of the permanent magnet synchronous motor is mainly divided into two areas, namely, a constant torque area before the rated speed and a constant power area after the rated speed. The constant torque area is mainly to ensure the load of the electric vehicle, and the constant power area is to ensure that the electric vehicle has sufficient acceleration space. The parameters that need to be determined by the permanent magnet synchronous motor can include rated speed, maximum speed, peak torque, rated torque, peak power, and rated power, etc., which are not limited here.

[0049] The outer characteristic curve of each parameter of the permanent magnet synchronous motor is shown in the accompanying drawings. Figure 2

[0050] Specifically, the constant torque area can refer to an operating area in which the driving motor outputs a constant torque within a certain speed range. For example, in a direct-current brushless permanent magnet motor, the speed is usually in the constant torque area when it is 0-400 r / min. That is, the driving motor outputs a constant torque within a certain speed range, and the output power increases linearly with the increase of the speed, and the operating area independent of the speed is mainly suitable for occasions that require stable torque, such as vehicle starting, low-speed running, etc.

[0051] In the constant torque area, the motor voltage increases with the increase of the speed, but the torque remains unchanged, and the maximum torque per ampere (MTPA) strategy is usually adopted to minimize copper loss and improve efficiency.

[0052] The constant power area can refer to an operating area in which the driving motor outputs a constant power after reaching a certain speed. In this area, with the increase of the speed, the output power of the driving motor does not continue to increase, but tends to be stable. This characteristic is determined by the design of the driving motor, especially at high speed, the driving motor needs to maintain stable power output to ensure the normal operation of the driving device.

[0053] ​In permanent magnet synchronous motor, the realization of constant power region usually relies on the field weakening control strategy. When the driving motor speed reaches the turning speed, and still needs to continue to improve the speed, due to the limitation of voltage limit ellipse, the field weakening control strategy must be used. The field weakening control reduces the size of air gap by increasing the absolute value of -Id and reducing Iq, so as to ensure that the driving motor terminal voltage does not exceed the voltage limit. This control strategy enables the driving motor to maintain the approximate constant power operating state when the speed exceeds the turning speed.

[0054] In addition, the constant power region is mainly suitable for occasions that require high speed and stable power output.

[0055] Generally, the speed range corresponding to the constant torque region is usually in the low speed range, for example, 0-400 r / min; and the speed range corresponding to the constant power region is usually in the high speed range, for example, 500 r / min-900 r / min.

[0056] When the passenger car drives at the highest speed, assuming that the driving motor operates at the highest speed, then through the relationship between the vehicle speed and the driving motor speed, the initial peak speed of the driving motor can be obtained, which can be described as the following formula (1).

[0057]

[0058] In formula (1), n max is the initial peak speed of the driving motor, v is the vehicle speed, i0 is the transmission ratio of the electric vehicle main reducer, and r is the wheel radius.

[0059] Further, assuming that the motor torque curve inflection point and the motor power curve inflection point are consistent, then according to the external characteristic curve of the driving motor, that is, as shown in the accompanying Figure 2 The rated speed is an important dividing point between the constant torque region and the constant power region, and also affects the efficiency distribution of the driving motor.

[0060] According to the relationship between the peak speed and the rated speed of the driving motor, the initial rated speed of the driving motor can be obtained, which can be described as the following formula (2).

[0061]

[0062] In formula (2), n e is the initial rated speed of the driving motor, n max is the initial peak speed of the driving motor, and β is a coefficient, usually 2-3, representing the proportional relationship between the peak speed and the rated speed.

[0063] The formula (2) shows that the rated speed is a proportion of the peak speed, and the specific proportion depends on the design of the driving motor and the performance requirements of the vehicle. In practical applications, the proportion is adjusted according to specific working conditions and performance requirements of the electric vehicle, and is not specifically limited here.

[0064] In the embodiment of the present specification, for the step S101, the initial peak torque of the driving motor is determined according to the climbing performance of the passenger car, comprising:

[0065] Suppose the passenger car climbs at a maximum climbing gradient of 20%, the full load mass is M, and the vehicle speed is 20 km / h, the first torque of the driving motor is determined;

[0066] Suppose the passenger car climbs at a climbing gradient of 4%, the full load mass is M, and the vehicle speed is 120 km / h, the second torque of the driving motor is determined;

[0067] Compare the first torque and the second torque, and take the larger torque as the initial peak torque of the driving motor.

[0068] In practical application embodiments, the electric vehicle needs to provide a larger torque when starting to accelerate, in order to provide the driving force for the starting of the electric vehicle, and the vehicle speed is low when the electric vehicle climbs, so the torque is larger. Therefore, the peak torque of the driving motor not only meets the performance requirements of the fuel cell vehicle starting to accelerate, but also enables the electric vehicle to have a certain climbing performance.

[0069] In the embodiment of the present specification, the initial peak torque of the driving motor can be determined according to the climbing performance of the electric vehicle, and the initially determined peak torque can be checked by using the acceleration performance of the vehicle and other climbing test requirements.

[0070] According to the provisions of the "Electric Vehicle Power Performance Test Method", the test mass of the electric vehicle is the sum of the vehicle mass and the additional mass required for the test. The additional mass is specified as "if the maximum allowable load mass is greater than 180 kg but less than 360 kg, the mass is 180 kg", and "if the maximum allowable load mass is greater than 360 kg, the mass is half of the maximum allowable load mass".

[0071] In the standard document GB / T 28382-2012 "Technical Conditions for Pure Electric Passenger Cars", it is pointed out that "the maximum climbing gradient is not less than 20%", but the vehicle speed is not specified. Therefore, when the vehicle climbs at the maximum climbing gradient of 20%, the embodiment of the present specification assumes that the vehicle speed v is 20 km / h for research. In the climbing test, the vehicle is required to be fully loaded, so the test mass of the vehicle is the full load mass.

[0072] Specifically, the torque at the maximum climbing gradient can be calculated according to the following formula (3) to obtain the initial peak torque.

[0073]

[0074] where T is the torque of the driving motor, v is the vehicle speed, i0 is the main reducer transmission ratio of the electric vehicle, r is the wheel radius, η T is the transmission efficiency, m is the vehicle mass, g is the gravitational acceleration, C D is the air resistance coefficient, f is the rolling resistance coefficient of the electric vehicle, A is the frontal area of the electric vehicle, and a is the slope angle of the electric vehicle driving surface.

[0075] Formula (3) is generally used to calculate the required torque of the electric vehicle under a specific working condition, such as climbing, accelerating, or uniform speed driving. Through this formula, the torque that the driving motor needs to provide can be determined to ensure that the vehicle can smoothly drive.

[0076] By substituting the set vehicle speed of 20 km / h, the maximum climbing degree of 20%, and the full load mass M of the vehicle into the above formula (3), a first torque T max,20％ can be obtained.

[0077] Further, under the condition of continuous climbing, assuming that the full load mass M of the vehicle is 120 km / h, and the continuous climbing degree is 4%, the above parameters are substituted into the above formula (3), and a second torque T e,4％ can be obtained.

[0078] The first torque T max,20％ and the second torque T e,4％ are compared, and the larger one is taken as the initial peak torque of the driving motor.

[0079] In the embodiments of the present specification, after determining the initial peak torque of the driving motor, the initial peak torque can be further verified.

[0080] In the embodiments of the present specification, for the step S103, whether the initial peak torque meets the acceleration time of the passenger vehicle in each acceleration process is verified by the acceleration time of the passenger vehicle in each acceleration process, comprising:

[0081] determining a first acceleration time when the passenger vehicle accelerates from a vehicle speed of 0 to a vehicle speed of 100 km / h;

[0082] determining a second acceleration time when the passenger vehicle accelerates from a vehicle speed of 0 to a vehicle speed of 96 km / h under a 6% climbing degree and a full load mass M;

[0083] verifying whether the initial peak torque meets the first acceleration time and the second acceleration time.

[0084] where the acceleration time of the passenger vehicle in each acceleration process is calculated according to the following formula:

[0085]

[0086] where t is the acceleration time, m is the mass of the car, C D is the air resistance coefficient, T is the torque of the driving motor, v is the vehicle speed, i0 is the main reducer transmission ratio of the electric vehicle, r is the wheel radius, η T is the transmission efficiency, g is the acceleration of gravity, f is the rolling resistance coefficient of the electric vehicle, A is the frontal area of the electric vehicle, u1 and u2 are the lower limit and the upper limit of the integral, respectively representing the initial speed and the final speed in the vehicle acceleration process.

[0087] Further, the first acceleration time of the passenger car from a vehicle speed of 0 to a vehicle speed of 100 km / h is determined, comprising:

[0088] If the rated speed n e of the driving motor corresponds to a rated vehicle speed v e , the initial speed v1 and the final speed v2 of the passenger car from a vehicle speed of 0 to a vehicle speed of 100 km / h are determined, and the first acceleration time is determined according to the comparison results of the initial speed and the final speed with the rated vehicle speed, respectively.

[0089] In the embodiments of the present application, it is assumed that the electric vehicle starts from a static state to a vehicle speed of 100 km / h, and the outer characteristic curve of the driving motor can be known from the attached figure. Figure 2 The acceleration process includes a constant torque zone and a constant power zone, and it is assumed that the rated speed n e of the driving motor corresponds to a vehicle speed v e , the initial vehicle speed v1 and the final vehicle speed v2.

[0090] The comparison results of the initial speed and the final speed with the rated vehicle speed can include at least one of the following ways:

[0091] When v2 < v e , the entire acceleration process is in the constant torque part, and the driving motor operates in the constant torque zone;

[0092] When v1 < v e < v2, the process from v1 to v e is in the constant torque part, and the process from v e to v2 is in the constant power part;

[0093] When v1 > v e , the entire acceleration process is in the constant power part, and the driving motor operates in the constant power zone.

[0094] The acceleration time of the above three different acceleration processes is calculated according to the above formula (4), and the first acceleration time is determined respectively, and then whether the initial peak torque meets the first acceleration time is verified according to the first acceleration time.

[0095] In addition, assuming that the electric vehicle accelerates from a stationary state to 96km / h with a slope of 6%, and the full load mass of the vehicle is M, the second acceleration time in this case can be calculated according to the above formula (4).

[0096] In a specific application scenario, the first acceleration time of the passenger vehicle from a vehicle speed of 0 to a vehicle speed of 100km / h is less than 13s.

[0097] The second acceleration time of the passenger vehicle on a 6% climbing slope, with a full load mass of M, from a vehicle speed of 0 to a vehicle speed of 96km / h is less than or equal to 20s.

[0098] As an application example of the present specification, for the step S101, the initial rated torque of the driving motor is determined according to the climbing performance of the passenger vehicle, including:

[0099] The initial rated torque of the driving motor is determined according to the passenger vehicle climbing at a climbing slope of 4%, with a full load mass of M, and a vehicle speed of 120km / h.

[0100] In the embodiment of the present specification, the rated power and rated torque of the driving motor refer to the parameters that the motor driving system can continuously work for a long time, corresponding to the long-time running area of the vehicle.

[0101] The initial rated torque of the driving motor is determined according to the continuous climbing performance of the passenger vehicle, and the parameters such as the passenger vehicle climbing at a climbing slope of 4%, with a full load mass of M, and a vehicle speed of 120km / h are substituted into the above formula (3) to calculate the initial rated torque T of the driving motor. e0 .

[0102] As an application example of the present specification, for the step S107, the required continuous torque under the experimental working condition is compared with the initial rated torque to verify the initial rated torque, including:

[0103] The first continuous torque of the driving motor is determined according to the passenger vehicle climbing at a climbing slope of 6%, with a vehicle mass of m, and a vehicle speed of 104km / h;

[0104] The second continuous torque of the driving motor is determined according to the passenger vehicle climbing at a climbing slope of 6%, with a full load mass of M, and a vehicle speed of 80km / h;

[0105] comparing the initial rated torque with the first continuous torque and the second continuous torque.

[0106] In a specific application scenario, for the climbing ability of a passenger car, under the mass specified in the EPA test, a 6% slope should be passed at a speed of 104km / h, and the speed when fully loaded should not be lower than 80km / h.

[0107] Therefore, in the embodiment of the present specification, the first continuous torque T EPA,1 of the driving motor is calculated and determined by substituting the parameters into the above formula (3) when climbing a 6% slope, the mass of the car is m, and the speed is 104km / h.

[0108] The second continuous torque T EPA,2 of the driving motor is calculated and determined by substituting the parameters into the above formula (3) when climbing a 6% slope, the mass of the car is M, and the speed is 80km / h.

[0109] Further, the initial rated torque is compared with the first continuous torque and the second continuous torque, respectively, and whether the initial rated torque needs to be recalculated is determined according to the judgment result.

[0110] In another embodiment of the present specification, the design speed of the highway and the corresponding maximum longitudinal slope can also be used to verify the initial rated torque.

[0111] Among them, the design speed of each level of highway is as shown in Table 1 below, and the relationship between the maximum longitudinal slope and the speed is as shown in Table 2 below.

[0112] Table 1 Design speed of each level of highway

[0113]

[0114]

[0115] Table 2 Relationship between maximum longitudinal slope and speed

[0116] Design speed / (km / h) Maximum longitudinal slope (%) 120 3 100 4 80 5 60 6 40 7 30 8 20 9

[0117] In the climbing test, the car is required to be fully loaded, so the test mass of the whole vehicle is the full load mass M.

[0118] When the design speed is 120km / h and the maximum longitudinal slope is 3%, the speed, slope and basic parameters of the whole vehicle are substituted into the above formula (3) to calculate the continuous torque T e，v1 when driving at a constant speed of 120km / h on a 3% slope.

[0119] When the design vehicle speed is 100km / h and the maximum longitudinal slope is 4%, the vehicle speed, slope and basic parameters of the vehicle are substituted into the above formula (3) to calculate the continuous torque T of the vehicle when running at 100km / h on a 4% slope e，v2 ;

[0120] When the design vehicle speed is 80km / h and the maximum longitudinal slope is 5%, the vehicle speed, slope and basic parameters of the vehicle are substituted into the above formula (3) to calculate the continuous torque T of the vehicle when running at 80km / h on a 5% slope e，v3 .

[0121] To further ensure the rationality of the initial rated torque, when the comparison result of the comparison between the initial rated torque and the first continuous torque and the second continuous torque meets the regulation, the initial rated torque can be further compared with the above continuous torques T e，v1 , T e，v2 and T e，v3 , and if the comparison result meets the regulation, the initial rated torque can be taken.

[0122] Further, as an application example of the present specification, for the step S105, for the peak power of the driving motor, to meet the requirement of the highest vehicle speed, the peak power of the driving motor should be greater than the required power when the vehicle runs at the highest vehicle speed.

[0123] Suppose that the passenger vehicle runs at the highest vehicle speed of 150km / h on a horizontal road, ignoring the acceleration resistance and slope resistance, the required power when running can be calculated according to the following formula (5).

[0124]

[0125] Wherein, P is the required power of the passenger vehicle when running, v is the vehicle speed, η T is the transmission efficiency, m is the mass of the vehicle, g is the acceleration of gravity, f is the rolling resistance coefficient of the electric vehicle, C D is the air resistance coefficient, and A is the frontal area of the electric vehicle.

[0126] Substituting the condition parameters and the basic parameters of the vehicle into the above formula (5), the required power when running at the highest vehicle speed is calculated as P v-max .

[0127] For the step S105, if the initial peak torque meets the acceleration time, the peak power of the driving motor is determined by using the initial peak torque and the rated speed of the motor, including:

[0128] The peak power of the driving motor is calculated according to the following formula (6):

[0129]

[0130] Wherein, P is power, T is torque, n is rotating speed.

[0131] The rated rotating speed and the peak torque of the driving motor are substituted into the above formula (6), and the peak power P of the driving motor can be calculated. max Wherein, the peak power P max is greater than the required power P v-max .

[0132] Further, the rated power of the driving motor can be determined according to the rated rotating speed and the rated torque of the driving motor, and specifically, the rated torque T e and the rated rotating speed n e of the driving motor are substituted into the above formula (6), and the rated power P of the driving motor can be calculated. e .

[0133] Through the above analysis of various working conditions and subsequent checking results according to the performance index, the parameters of the driving motor are determined, and the external characteristic curve diagram of the driving motor and the driving motor working area diagram (UDDS+ECE-EUDC) are drawn, as shown in the attached Figure 3 and the attached Figure 4 .

[0134] As shown in the attached Figure 3 and the attached Figure 4 , the vehicle speed parameters of the UDDS and ECE-EUDC working conditions are substituted into the formula to calculate the motor torque T and the motor rotating speed n corresponding to each working point, and the MATLAB software is used to plot these working points in the motor external characteristic curve diagram. It can be seen that most of the working points are within the rated torque curve. It can be seen that the working condition analysis method ensures the rationality of the parameter design, and can effectively improve the performance of the fuel cell electric vehicle.

[0135] The passenger vehicle power system parameter matching method provided by the embodiment of the present specification determines the initial peak torque and the initial rated torque of the driving motor according to the climbing performance of the passenger vehicle, verifies the initial peak torque according to the acceleration time of the passenger vehicle in each acceleration process, compares the required continuous torque under the experimental working condition with the initial rated torque to verify the initial rated torque, and if the initial rated torque does not meet the requirement of the continuous torque, the initial rated torque needs to be recalculated.

[0136] In this way, the parameters of the driving motor can be determined according to the basic parameters and performance indexes of the whole vehicle. On the basis of parameter matching, whether the performance requirements under other working conditions are met is calculated to verify the rationality of the parameters, and the performance of the fuel cell electric vehicle can be effectively improved.

[0137] It should be noted that the specific passenger car power parameter matching method described above is only used as a specific application example and does not limit the scope of the embodiments of the present specification, and other specific embodiments can also be included, which will not be described one by one here.

[0138] Based on the same inventive concept, the embodiments of the present specification also provide a passenger car power system parameter matching system corresponding to the above-mentioned embodiments, which is applied to the passenger car design process.

[0139] As shown in Figure 5 , it is a structure schematic diagram of a passenger car power system parameter matching system provided by the embodiments of the present specification.

[0140] Among them, the passenger car power system parameter matching system can specifically include:

[0141] The first determination module 501 determines the initial peak torque and the initial rated torque of the drive motor according to the climbing performance of the passenger car;

[0142] The first verification module 502 verifies whether the initial peak torque meets the acceleration time by the acceleration time of the passenger car in each acceleration process;

[0143] The second determination module 503 determines the peak power of the drive motor by using the initial peak torque and the rated speed of the motor if the initial peak torque meets the acceleration time;

[0144] The second verification module 504 compares the required continuous torque under the experimental condition with the initial rated torque to verify the initial rated torque;

[0145] The accounting module 505 reaccounts the initial rated torque if the initial rated torque does not meet the requirement of the continuous torque.

[0146] Based on Figure 5 the system, the embodiments of the present specification also provide some specific implementation schemes of the system, which are described below.

[0147] Further, determining the initial peak torque of the drive motor according to the climbing performance of the passenger car can specifically include:

[0148] Suppose the passenger car climbs at a maximum climbing rate of 20%, the full load mass is M, and the vehicle speed is 20km / h, the first torque of the drive motor is determined;

[0149] Suppose the passenger car climbs at a climbing rate of 4%, the full load mass is M, and the vehicle speed is 120km / h, the second torque of the drive motor is determined;

[0150] The first torque and the second torque are compared, and the larger torque is taken as the initial peak torque of the drive motor.

[0151] Furthermore, the torque of the drive motor is calculated according to the following formula:

[0152]

[0153] Where T is the torque of the drive motor, v is the vehicle speed, i0 is the transmission ratio of the main reducer of the electric vehicle, r is the wheel radius, and η T Where m is the transmission efficiency, g is the mass of the car, and C is the acceleration due to gravity. D denoted as α, where f is the air resistance coefficient, A is the frontal area of ​​the electric vehicle, and α is the slope angle of the road surface where the electric vehicle travels.

[0154] Furthermore, by measuring the acceleration time of the passenger vehicle during each acceleration process, it is verified whether the initial peak torque meets the acceleration time requirement, including:

[0155] Determine the first acceleration time of the passenger vehicle from a speed of 0 to a speed of 100 km / h;

[0156] Determine the second acceleration time of the passenger vehicle when it accelerates from 0 to 96 km / h on a 6% grade gradient with a fully loaded mass of M.

[0157] Verify whether the initial peak torque meets the first acceleration time and the second acceleration time.

[0158] Furthermore, the acceleration time of the passenger vehicle in each acceleration process is calculated according to the following formula:

[0159]

[0160] Where t is the acceleration time, m is the mass of the car, and C is the mass of the vehicle. D Where is the air resistance coefficient, T is the torque of the drive motor, v is the vehicle speed, i0 is the gear ratio of the final drive of the electric vehicle, r is the wheel radius, and η is the air resistance coefficient. T For transmission efficiency, g is the acceleration due to gravity, f is the rolling resistance coefficient of the electric vehicle, A is the frontal area of ​​the electric vehicle, and u1 and u2 are the lower and upper limits of integration, representing the initial and final speeds during the vehicle's acceleration process, respectively.

[0161] Furthermore, determining the first acceleration time of the passenger vehicle from a speed of 0 to a speed of 100 km / h includes:

[0162] If the rated speed n of the drive motor e The corresponding rated speed is ve , the passenger car accelerates from a vehicle speed of 0 to an initial speed v1 of 100 km / h, and a final speed v2, according to the comparison results of the initial speed and the final speed with the rated vehicle speed, respectively, the first acceleration time is determined.

[0163] Further, the initial rated torque of the driving motor is determined according to the climbing performance of the passenger car, which can specifically include:

[0164] According to the passenger car climbing at a climbing degree of 4%, the full load mass is M, and the vehicle speed is 120 km / h, the initial rated torque of the driving motor is determined.

[0165] Further, the initial rated torque is verified by comparing the required continuous torque under the experimental condition with the initial rated torque, which includes:

[0166] According to the passenger car climbing at a climbing degree of 6%, the vehicle mass is m, and the vehicle speed is 104 km / h, the first continuous torque of the driving motor is determined;

[0167] According to the passenger car climbing at a climbing degree of 6%, the full load mass is M, and the vehicle speed is 80 km / h, the second continuous torque of the driving motor is determined;

[0168] The initial rated torque is compared with the first continuous torque and the second continuous torque.

[0169] The passenger car power system parameter matching system provided by the embodiments of the present specification determines the initial peak torque and the initial rated torque of the driving motor according to the climbing performance of the passenger car, verifies the initial peak torque according to the acceleration time of the passenger car in each acceleration process, compares the required continuous torque under the experimental condition with the initial rated torque to verify the initial rated torque, and if the initial rated torque does not meet the requirement of the continuous torque, the initial rated torque needs to be recalculated.

[0170] In this way, the parameters of the driving motor can be determined according to the basic parameters and performance indicators of the whole vehicle, and on the basis of parameter matching, whether the performance requirements under other conditions are met is calculated to verify the rationality of the parameters, and the performance of the fuel cell electric vehicle can also be effectively improved.

[0171] Based on the same inventive concept, the embodiments of the present specification also provide an electronic device corresponding to the above method, wherein, Figure 6 The electronic device provided by the embodiments of the present specification corresponds to Figure 1 a passenger car power system parameter matching device.

[0172] As shown in Figure 6 , the device 600 can include:

[0173] at least one processor 610; and

[0174] a memory 630 in communication with the at least one processor;

[0175] the memory 630 stores instructions 620 executable by the at least one processor 610 for causing the at least one processor 610 to be able to:

[0176] determine an initial peak torque and an initial rated torque of a drive motor according to a climbing performance of a passenger car;

[0177] verify whether the initial peak torque meets an acceleration time of the passenger car in each acceleration process by the acceleration time;

[0178] if the initial peak torque meets the acceleration time, determine a peak power of the drive motor by using the initial peak torque and a rated rotating speed of the motor;

[0179] compare a continuous torque required under an experimental condition with the initial rated torque to verify the initial rated torque;

[0180] if the initial rated torque does not meet a requirement of the continuous torque, recalculate the initial rated torque.

[0181] Other functions of the processor can refer to the content described in the above embodiments, which will not be repeated here.

[0182] Based on the same inventive concept, the embodiments of the present specification also provide a computer readable storage medium including a program used in combination with an electronic device, the program being executable by a processor to complete the following steps:

[0183] determine an initial peak torque and an initial rated torque of a drive motor according to a climbing performance of a passenger car;

[0184] verify whether the initial peak torque meets an acceleration time of the passenger car in each acceleration process by the acceleration time;

[0185] if the initial peak torque meets the acceleration time, determine a peak power of the drive motor by using the initial peak torque and a rated rotating speed of the motor;

[0186] compare a continuous torque required under an experimental condition with the initial rated torque to verify the initial rated torque;

[0187] If the initial rated torque does not meet the requirements of the sustained torque, the initial rated torque is recalculated.

[0188] Other functions of the processor can be found in the above embodiments and will not be repeated here.

[0189] In the 1990s, it was relatively easy to distinguish whether an improvement in a technology was a hardware improvement (e.g., an improvement in the circuit structure of a diode, transistor, switch, etc.) or a software improvement (e.g., an improvement in a method flow). However, as technology has evolved, many improvements in method flows today can be considered as direct improvements in hardware circuit structures. Designers almost always obtain the corresponding hardware circuit structures by programming the improved method flows into hardware circuits. Therefore, it cannot be said that an improvement in a method flow cannot be implemented using hardware entity modules. For example, a programmable logic device (PLD) (e.g., a field programmable gate array (FPGA)) is an integrated circuit whose logic function is determined by user programming of the device. A digital system is "integrated" on a PLD by the designer programming the PLD, rather than by ordering a custom integrated circuit chip from a chip fabricator. Moreover, instead of manually fabricating an integrated circuit chip, this programming is now mostly implemented using "logic compiler" software, which is similar to software compilers used in program development, and the original code to be compiled is written in a specific programming language, which is called a hardware description language (HDL), and there are many such languages, such as ABEL (Advanced Boolean Expression Language), AHDL (Altera Hardware Description Language), Confluence, CUPL (Cornell University Programming Language), HDCal, JHDL (Java Hardware Description Language), Lava, Lola, MyHDL, PALASM, RHDL (Ruby Hardware Description Language), etc., and the most commonly used are VHDL (Very-High-Speed Integrated Circuit Hardware Description Language) and Verilog. Those skilled in the art should be aware that, as long as the method flow is logically programmed and programmed into an integrated circuit using the above-mentioned hardware description languages, a hardware circuit that implements the logical method flow can be easily obtained.

[0190] The controller can be implemented in any suitable way, for example, the controller can take the form of a microprocessor or processor and a computer readable medium storing computer readable program code, such as software or firmware, executable by the (micro)processor, logic gates, switches, an application specific integrated circuit (ASIC), a programmable logic controller and an embedded microcontroller, examples of which include but are not limited to the following microcontrollers: ARC 625D, Atmel AT91SAM, Microchip PIC18F26K20 and Silicone Labs C8051F320, the memory controller can also be implemented as part of the control logic of the memory. Those skilled in the art will also know that, in addition to being implemented in pure computer readable program code, the controller can also be implemented to perform the same functions in the form of logic gates, switches, application specific integrated circuits, programmable logic controllers and embedded microcontrollers, etc. by logically programming the method steps. Therefore, such a controller can be considered as a hardware component, and the means included therein for implementing various functions can also be considered as structures within the hardware component. Alternatively, the means for implementing various functions can even be considered as both a software module implementing a method and a structure within a hardware component.

[0191] The systems, apparatuses, modules or units illustrated by the above embodiments can be specifically implemented by computer chips or entities, or by products with certain functions. A typical implementation device is a computer. Specifically, the computer can be, for example, a personal computer, a laptop computer, a cellular phone, a camera phone, a smart phone, a personal digital assistant, a media player, a navigation device, an email device, a game console, a tablet computer, a wearable device, or a combination of any of these devices.

[0192] For the sake of description, the above apparatuses are described in functional division and are described respectively as various units. Of course, the functions of the units can be implemented in the same or multiple software and / or hardware in the implementation of the present application.

[0193] Those skilled in the art will understand that the embodiments of the present application can be provided as a method, a system or a computer program product. Therefore, the present application can take the form of an entirely hardware embodiment, an entirely software embodiment or an embodiment combining software and hardware aspects. Moreover, the present application can take the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0194] The computer program instructions can also be loaded onto a computer or other programmable data processing apparatus to cause a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer-implemented process such that the instructions which execute on the computer or other programmable apparatus provide steps for implementing the functions specified in the flowchart block or blocks. Figure 1 one or more flowcharts and / or blocks in the flowcharts and / or combination thereof. Figure 1 one or more flowcharts and / or blocks in the flowcharts and / or combination thereof.

[0195] The computer program instructions can also be loaded onto a computer or other programmable data processing apparatus to cause a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer-implemented process such that the instructions which execute on the computer or other programmable apparatus provide steps for implementing the functions specified in the flowchart block or blocks. Figure 1 one or more flowcharts and / or blocks in the flowcharts and / or combination thereof. Figure 1 one or more flowcharts and / or blocks in the flowcharts and / or combination thereof.

[0196] The computer program instructions can also be loaded onto a computer or other programmable data processing apparatus to cause a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer-implemented process such that the instructions which execute on the computer or other programmable apparatus provide steps for implementing the functions specified in the flowchart block or blocks. Figure 1 one or more flowcharts and / or blocks in the flowcharts and / or combination thereof. Figure 1 one or more flowcharts and / or blocks in the flowcharts and / or combination thereof.

[0197] In one typical configuration, the computing device includes one or more processors (CPUs), input / output interfaces, network interfaces, and memory.

[0198] The memory can include non-persistent memory and / or volatile memory, such as random access memory (RAM) and / or cache memory, non-volatile memory, such as read-only memory (ROM), EPROM, and / or flash memory. The memory is an example of computer-readable media.

[0199] Computer-readable media includes permanent and non-permanent, movable and non-movable media that can be implemented by any method or technology to store information. The information can be computer-readable instructions, data structures, program modules or other data. Examples of computer storage media include, but are not limited to, phase-change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technologies, compact disc read-only memory (CD-ROM), digital versatile disc (DVD) or other optical storage, magnetic cassette, magnetic disk storage or other magnetic storage devices, or any other non-transmission medium that can be used to store information accessible by a computing device. According to the definition herein, computer-readable media does not include transitory media such as modulated data signals and carriers.

[0200] It should also be noted that the terms "comprising", "containing", or any other variant thereof are intended to cover non-exclusive inclusion, such that a process, method, article or apparatus that comprises a list of elements does not only include those elements, but also other elements not explicitly listed, or other elements inherent to such a process, method, article or apparatus. Without more limitations, the element defined by the statement "comprising a" does not exclude the presence of additional identical elements in the process, method, article or apparatus that includes the element.

[0201] The present application can be described in the general context of computer-executable instructions, such as program modules, being executed by a computer. Generally, program modules include routines, programs, objects, components, data structures, etc., that perform particular tasks or implement particular abstract data types. The present application can also be practiced in distributed computing environments where tasks are performed by remote processing devices that are connected through a communication network. In a distributed computing environment, program modules can be located in both local and remote computer storage media including storage devices.

[0202] Each embodiment in the specification is described in a progressive manner, and the same or similar parts between each embodiment can be referred to each other, and each embodiment focuses on the difference from other embodiments. In particular, for system embodiments, since they are basically similar to method embodiments, the description is relatively simple, and the relevant parts can be referred to the part of the method embodiment.

[0203] The above merely provides an example of the present application, but is not intended to limit the present application. Any modification, equivalent replacement, improvement, etc. within the spirit and principle of the present application should be included in the protection scope of the present application.

Claims

1. A method for matching parameters of a passenger vehicle powertrain system, characterized in that, The passenger car power system parameter matching method is applied to a passenger car design process, and the method comprises: determining an initial peak torque and an initial rated torque of a driving motor according to a climbing performance of the passenger car; verifying whether the initial peak torque meets an acceleration time of the passenger car in each acceleration process through the acceleration time; if the initial peak torque meets the acceleration time, determining a peak power of the driving motor by using the initial peak torque and a rated rotating speed of the motor; comparing a required continuous torque under an experimental condition with the initial rated torque to verify the initial rated torque; if the initial rated torque does not meet the requirement of the continuous torque, recalculating the initial rated torque.

2. The method of claim 1, wherein, determining an initial peak torque of a driving motor according to a climbing performance of a passenger car, comprising: assuming that the passenger car climbs at a maximum climbing gradient of 20%, a full load mass is M, and a vehicle speed is 20 km / h, determining a first torque of the driving motor; assuming that the passenger car climbs at a climbing gradient of 4%, the full load mass is M, and the vehicle speed is 120 km / h, determining a second torque of the driving motor; comparing the first torque and the second torque, and taking the larger torque as the initial peak torque of the driving motor.

3. The method of claim 2, wherein, The torque of the driving motor is calculated according to the following formula: Wherein, T is the torque of the driving motor, v is the vehicle speed, i0 is the main reducer transmission ratio of the electric vehicle, r is the wheel radius, η T is the transmission efficiency, m is the mass of the vehicle, g is the acceleration of gravity, C D is the air resistance coefficient, f is the rolling resistance coefficient of the electric vehicle, A is the windward area of the electric vehicle, and α is the slope angle of the electric vehicle driving road.

4. The method of claim 1, wherein, verifying whether the initial peak torque meets an acceleration time of the passenger car in each acceleration process through the acceleration time, comprising: determining a first acceleration time of the passenger car from a vehicle speed of 0 to a vehicle speed of 100 km / h; determining a second acceleration time of the passenger car from a vehicle speed of 0 to a vehicle speed of 96 km / h at a climbing gradient of 6% and a full load mass of M; verifying whether the initial peak torque meets the first acceleration time and the second acceleration time.

5. The method of claim 4, wherein, The acceleration time of the passenger car in each acceleration process is calculated according to the following formula: where t is the acceleration time, m is the mass of the car, C D is the air resistance coefficient, T is the torque of the driving motor, v is the vehicle speed, i0is the main reducer transmission ratio of the electric vehicle, r is the wheel radius, η T is the transmission efficiency, g is the acceleration of gravity, f is the rolling resistance coefficient of the electric vehicle, A is the frontal area of the electric vehicle, u1and u2are the lower and upper limits of the integral, respectively representing the initial speed and the final speed during the vehicle acceleration process.

6. The method of claim 4, wherein, determining a first acceleration time of the passenger car from a vehicle speed of 0 to a vehicle speed of 100 km / h, comprising: If the rated rotation speed n e The corresponding rated vehicle speed is v e The initial speed v1 and the final speed v2 of the passenger vehicle accelerating from 0 to 100 km / h, and the first acceleration time is determined according to the comparison results of the initial speed and the final speed with the rated vehicle speed respectively.

7. The method of claim 1, wherein, determining an initial rated torque of a driving motor according to a climbing performance of a passenger car, comprising: calculating and determining the initial rated torque of the driving motor according to the passenger car climbing at a climbing gradient of 4%, a full load mass of M, and a vehicle speed of 120 km / h.

8. The method of claim 7, wherein, comparing a required continuous torque under an experimental condition with the initial rated torque to verify the initial rated torque, comprising: calculating and determining a first continuous torque of the driving motor according to the passenger car climbing at a climbing gradient of 6%, a vehicle mass of m, and a vehicle speed of 104 km / h; calculating and determining a second continuous torque of the driving motor according to the passenger car climbing at a climbing gradient of 6%, a full load mass of M, and a vehicle speed of 80 km / h; comparing whether the initial rated torque meets the first continuous torque and the second continuous torque.

9. A passenger vehicle powertrain parameter matching system, characterized by, The passenger car power system parameter matching system is applied to a passenger car design process, and the system comprises: a first determining module, which determines an initial peak torque and an initial rated torque of a driving motor according to a climbing performance of a passenger car; The first checking module checks whether the initial peak torque meets the acceleration time of the passenger car in each acceleration process through the acceleration time of the passenger car in each acceleration process; The second determining module determines the peak power of the drive motor by using the initial peak torque and the rated speed of the motor if the initial peak torque meets the acceleration time; The second checking module checks the initial rated torque by comparing the required continuous torque under experimental conditions with the initial rated torque; The accounting module reaccounts the initial rated torque if the initial rated torque does not meet the requirement of the continuous torque. 10.An electronic device comprising at least one processor and a memory, the memory storing a program and configured to cause the at least one processor to perform the following steps: determining an initial peak torque and an initial rated torque of a drive motor according to the climbing performance of a passenger car; checking whether the initial peak torque meets the acceleration time of the passenger car in each acceleration process through the acceleration time of the passenger car in each acceleration process; determining the peak power of the drive motor by using the initial peak torque and the rated speed of the motor if the initial peak torque meets the acceleration time; checking the initial rated torque by comparing the required continuous torque under experimental conditions with the initial rated torque; reaccounting the initial rated torque if the initial rated torque does not meet the requirement of the continuous torque.

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