A hardware-in-the-loop simulation test platform for engines in hybrid electric vehicles

Abstract

This invention provides a hardware-in-the-loop (HIL) simulation test platform for engines in hybrid electric vehicles, relating to the field of automotive engine testing technology. It includes a real-time virtual simulation platform and an engine transient test platform. The real-time virtual simulation platform comprises a driver model module, an energy management strategy module, a powertrain module, a vehicle dynamics module, and an exhaust temperature control module. The driver model module performs data calculations based on the output of the vehicle dynamics module, which calculates dynamic state thresholds and manages energy through the energy management strategy module. The engine transient test platform includes an engine controller, a high-dynamic electric dynamometer, a dynamometer control system, an engine, an aftertreatment system, an emissions detection system, and an aftertreatment temperature control system. This platform improves model reusability by deeply integrating a real engine bench, a digital hybrid vehicle model, and a rapid prototyping controller.

Description

Technical Field

[0001] This invention relates to the field of automotive engine testing technology, and in particular to an engine-in-the-loop hardware-in-the-loop testing platform for hybrid electric vehicles. Background Technology

[0002] In the early stages of hybrid vehicle development, when only hybrid engines were available and complete hybrid vehicle prototypes were lacking, there was a lack of effective means and platforms for conducting real-world vehicle-level testing based on an engine bench. This hindered the rapid selection and matching of key components such as motors and batteries, and made it difficult to accurately assess actual vehicle-level energy consumption and emissions. Existing methods generally rely on complete vehicle prototypes or complex testing environments, making it difficult to advance development milestones, resulting in long testing cycles, high costs, and limited coverage of operating conditions, thus restricting the efficient development and verification of hybrid vehicle products.

[0003] Existing hybrid vehicle development processes typically rely on complete prototype vehicles for component selection, control strategy development, and calibration verification, or on simulation platforms with limited accuracy and fixed structures for initial testing. These technologies not only have long prototype construction cycles and high costs, but also make it difficult to quickly verify and calibrate control strategies in a timely manner. Furthermore, due to poor model reusability and limited algorithm testing interfaces, effective verification and rapid modification of multi-power source coordinated control strategies cannot be achieved in the early stages of development. Therefore, overall development efficiency is low, and systemic problems are easily exposed in later stages. Summary of the Invention

[0004] The purpose of this invention is to provide an engine-in-the-loop semi-physical simulation test platform for hybrid electric vehicles, which improves model reusability by deeply integrating a real engine bench, a digital hybrid vehicle model and a rapid prototyping controller.

[0005] To achieve the above objectives, the present invention provides the following solution:

[0006] An engine-in-the-loop hardware-in-the-loop (HIL) simulation test platform for hybrid electric vehicles is disclosed. The platform comprises a real-time virtual simulation platform, an engine transient test platform, and a communication module. The real-time virtual simulation platform is connected to the engine transient test platform via the communication module. The real-time virtual simulation platform includes a driver model module, an energy management strategy module, a powertrain module, a vehicle dynamics module, and an exhaust temperature control module. The driver model module performs data calculations based on the output of the vehicle dynamics module and outputs the calculation results to the energy management strategy module. The energy management strategy module performs energy management based on the outputs of the driver model module, powertrain module, and vehicle dynamics module. The vehicle dynamics model calculates dynamic state thresholds based on the output of the powertrain module. The exhaust temperature control module controls the temperature of the engine transient test platform.

[0007] Optionally, the engine transient test platform includes: an engine controller, a high-dynamic electric dynamometer, a dynamometer control system, an engine, an aftertreatment system, an emissions detection system, and an aftertreatment temperature control system; the engine controller drives the engine according to its internal control logic, the dynamometer control system drives the high-dynamic electric dynamometer according to the output of the real-time virtual simulation platform, the aftertreatment system consists of a three-way catalytic converter, a gasoline engine particulate filter, an exhaust flow meter, and an exhaust back pressure valve, the emissions detection system collects emissions data in real time, and the aftertreatment temperature control system consists of a frequency converter and a variable frequency fan, and is used to simulate temperature drop according to the output of the exhaust temperature control module.

[0008] Optionally, the communication module includes: a CAN bus connection unit, a TCP / IP Ethernet connection unit, and an I / O connection unit; the CAN bus connection unit and the I / O connection unit are both used to transmit data between the real-time virtual simulation platform and the engine controller; the TCP / IP Ethernet connection unit is used to transmit data between the real-time virtual simulation platform and the dynamometer control system.

[0009] Optionally, the driver model module includes: a driving cycle unit, a braking unit, and an acceleration unit; the driving cycle unit is used to calculate the required vehicle speed, actual acceleration, and required gradient; the braking unit is used to activate the brake pedal according to the required torque; the acceleration unit is used to calculate the total required torque according to the required vehicle speed and activate the accelerator pedal according to the total required torque.

[0010] Optionally, the specific energy management process of the energy management strategy module includes:

[0011] When any of the first requirements is true, switch to hybrid mode; the first requirements include: wheel-end torque demand is greater than the motor's maximum torque, rapid acceleration demand, engine start at the start of simulation, and high-voltage battery SOC being less than a preset threshold.

[0012] When all of the second requirements are true, switch to pure electric mode; the second requirements include: engine coolant temperature is greater than the engine start-stop temperature threshold, no engine catalyst heating requirement is activated, and no rapid acceleration requirement.

[0013] When the current mode is hybrid mode, the connection mode is determined by the wheel-end power demand, actual vehicle speed and catalyst heating demand; the connection modes include: series mode and parallel mode.

[0014] Optionally, the powertrain module includes: a drive motor unit, a motor control unit, and a battery control unit; the drive motor unit is used to calculate the actual torque of the motor, the motor inertial torque, the motor power loss, and the drag loss;

[0015] The motor control unit is used to determine the required torque of the motor and the torque characteristics of the motor according to the required vehicle speed of the driving cycle unit. The motor control unit is also used to determine the motor operating status, which includes: continuous drive torque operation, continuous generating torque operation, peak drive operation and peak generating operation.

[0016] The battery control unit is used to determine the battery charging state and the battery discharging state; the battery charging state includes: continuous power charging first state, continuous power charging second state and peak power charging state, and the battery discharging state includes: continuous power discharging first state, continuous power discharging second state and peak power discharging state.

[0017] Optionally, the specific calculation process for the dynamic state threshold includes:

[0018] Acceleration force requirements are calculated based on the vehicle's overall weight.

[0019] Calculate rolling force requirements, air resistance, and slope resistance;

[0020] The dynamic state threshold is calculated based on acceleration demand, rolling force demand, air resistance, and slope resistance.

[0021] This invention discloses the following technical effects: The engine-in-the-loop semi-physical simulation test platform for hybrid electric vehicles provided by this invention includes: a real-time virtual simulation platform, an engine transient test platform, and a communication module; the real-time virtual simulation platform is connected to the engine transient test platform through the communication module; the real-time virtual simulation platform includes: a driver model module, an energy management strategy module, a powertrain module, a vehicle dynamics module, and an exhaust temperature control module; the driver model module is used to perform data calculations based on the output of the vehicle dynamics module and output the calculation results to the energy management strategy module; the energy management strategy module is used to perform energy management based on the outputs of the driver model module, the powertrain module, and the vehicle dynamics module; the vehicle dynamics model is used to calculate the dynamic state threshold based on the output of the powertrain module; the exhaust temperature control module is used to control the temperature of the engine transient test platform. This test platform improves model reusability by deeply integrating a real engine bench, a digital hybrid vehicle model, and a rapid prototyping controller. Attached Figure Description

[0022] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0023] Figure 1This is a schematic diagram of the engine-in-the-loop semi-physical simulation test platform of the present invention;

[0024] Figure 2 This is a schematic diagram illustrating the working principle of the engine-in-the-loop semi-physical simulation test platform according to an embodiment of the present invention;

[0025] Figure 3 This is a flowchart illustrating the workflow of the engine-in-the-loop hardware-in-the-loop simulation test platform according to an embodiment of the present invention.

[0026] Figure 4 This is a comparison chart of the data generation results of the engine on the ring semi-physical simulation test platform and the rotating hub test platform according to an embodiment of the present invention;

[0027] Figure 5 This is a comparison chart of the emission results of the engine on the ring semi-physical simulation test platform and the rotating hub test platform according to an embodiment of the present invention. Detailed Implementation

[0028] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0029] To make the above-mentioned objects, features and advantages of the present invention more apparent and understandable, the present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0030] like Figure 1 and Figure 2 As shown, the present invention provides an engine-in-the-loop hardware-in-the-loop simulation test platform for hybrid electric vehicles. The simulation test platform includes a real-time virtual simulation platform, an engine transient test platform, and a communication module. The real-time virtual simulation platform is connected to the engine transient test platform through the communication module.

[0031] Specifically, the real-time virtual simulation platform includes: a driver model module, an energy management strategy module, a powertrain module, a vehicle dynamics module, and an exhaust temperature control module; these modules are interconnected via an internal bus (shared memory or real-time middleware), as follows:

[0032] 1. Driver Model Module: This module receives the target vehicle speed command, compares it with the estimated speed output by the vehicle dynamics module, calculates the accelerator / decelerator pedal opening signal, and outputs it to the energy management strategy module. Specifically, it includes:

[0033] 1) Driving Cycle Unit: Based on the given 1-D graph (vehicle speed on the y-axis, time on the x-axis), determine the required vehicle speed at a given time t. , and then combine Required speed before the time Calculate actual acceleration The calculation formula is: It also determines the demand slope at a given moment based on a given 1-D chart (slope / time). The calculation formula is: ;in The gradient for the cycle in the 1-D chart.

[0034] 2) Braking Unit: The braking torque demand is calculated via PI control, and 0 is set as the upper limit of the braking torque demand. When the braking torque demand exceeds the threshold calculated by the vehicle dynamics model, the brake pedal is activated.

[0035] 3) Acceleration Unit: Based on the required vehicle speed, the unit calculates the total driving resistance and the required wheel-end torque. Then, using a PI controller and considering the error between the required and actual vehicle speeds, it determines the PI acceleration torque requirement. The formula for calculating the total required wheel-end torque is: ,in To calibrate the torque, To accelerate the torque demand of PI, The accelerator pedal is activated when the total required torque at the wheel ends exceeds the threshold calculated by the vehicle dynamics model.

[0036] 2. Energy Management Strategy Module: This module receives driving requirements from the driver model module, as well as current state information from the powertrain module and vehicle dynamics model. Based on target optimization indicators (energy consumption, power demand, etc.), it generates strategy signals such as engine speed targets, engine torque demands, and motor torque distribution. These strategy signals are displayed through mode switching, specifically including:

[0037] 1) Switching between pure electric and hybrid modes

[0038] When any one of the first requirements is true, the system switches to hybrid mode. The first requirements include: wheel-end torque demand greater than the maximum torque that the motor can provide, rapid acceleration demand, engine start at the start of the simulation, and high-voltage battery SOC less than a preset threshold of 30%. When all of the second requirements are true, the system switches to pure electric mode. The second requirements include: engine coolant temperature greater than the engine start-stop temperature threshold, no engine catalytic converter heating demand, and no rapid acceleration demand.

[0039] 2) Selection of series and parallel connections in hybrid mode

[0040] The series or parallel mode is determined by the wheel-end power demand and the actual vehicle speed; that is, the control strategy dictates the choice between series and parallel modes. If the catalyst heating demand or the state of charge (SOC) is less than a preset threshold, only the series mode can be selected.

[0041] 3. The powertrain module includes: a drive motor unit, a motor control unit, and a battery control unit. These units calculate motor status, battery state of charge (SOC) changes, etc., and transmit the output signals to the vehicle dynamics module and the energy management strategy module. Specifically:

[0042] 1) Drive motor unit: Calculate the actual torque of the motor Motor inertial torque Motor power loss and drag loss The formula for calculating the actual torque of the motor is: The formula for calculating the inertial torque of a motor is: , ,in, Let be the moment of inertia of the motor. This refers to the angular acceleration of the motor. Then, based on the 3D calibration MAP, the torque required by the motor is determined. The actual speed and actual battery voltage determine the motor power loss. Simultaneously, when the required motor torque is close to zero, the motor exhibits drag torque. Based on the calibration MAP table, the drag torque of the motor at the current speed is determined, thus the actual motor power... The calculation formula is: .

[0043] 2) Motor Control Unit: Based on the planned torque obtained from vehicle speed, the required motor torque, the actual motor speed, and the actual battery pack voltage, the motor torque characteristics are determined using the calibration MAP table. These torque characteristics include the peak torque for both motor drive and power generation, as well as the continuous torque for both. Simultaneously, based on the relationship between the required motor torque and the peak and continuous torque, and the peak operating time of the motor, the motor's operating states are determined, including: initial state, continuous drive torque operating state (torque decay), continuous power generation torque operating state (torque decay), peak drive operating state, and peak power generation operating state.

[0044] 3) Battery Control Unit: Based on the battery pack temperature and actual SOC determined by the physical model, and combined with the calibrated MAP, the battery charging and discharging characteristics are determined by looking up tables, including: continuous and peak power for battery charging, and continuous and peak power for battery discharging. Simultaneously, the battery charging and discharging states are determined based on the relationship between the required battery power and peak power and continuous power, as well as the peak discharge time. Battery charging states include: initial state, continuous power charging state 1 (before reaching the battery peak limit), continuous power charging state 2 (reaching the battery peak limit), and peak power charging state; battery discharging states include: initial state, continuous power discharging state 1 (before reaching the battery peak limit), continuous power discharging state 2 (reaching the battery peak limit), and peak power discharging state.

[0045] 4) Vehicle Dynamics Module: Based on the driving force output of the powertrain module and combined with the vehicle drag model, the vehicle's dynamic state threshold is calculated and fed back to the driver model module and energy management strategy module. The specific calculation process of the dynamic state threshold includes:

[0046] Acceleration requirements are calculated based on the vehicle's overall weight. F a The calculation formula is:

[0047] ;

[0048] ;

[0049] in, For the overall vehicle quality, Let be the total angular moment of inertia of the wheel. Let's define the wheel radius. Then calculate the rolling force requirement. F rolling air resistance F air and slope resistance F ramp The calculation formulas are as follows:

[0050] ;

[0051] ;

[0052] ;

[0053] in, All are calibration coefficients. g This is the acceleration due to gravity. Finally, the dynamic state threshold is calculated based on the acceleration requirement, rolling force requirement, air resistance, and slope resistance. The calculation formula is: .

[0054] 5) Exhaust Temperature Control Module: Temperature control is achieved using the feedforward control principle, expressed as: That is, the analog output voltage is a multiple of the current vehicle speed, where Obtained through actual heat dissipation capacity calibration.

[0055] Specifically, the engine transient testing platform (physical side) includes:

[0056] 1. Engine Controller: Receives signals such as accelerator pedal position and torque commands from the real-time virtual simulation platform via the CAN bus, and drives the engine to perform corresponding control operations such as fuel injection, throttle, ignition, and exhaust gas bypass valve according to the internal control logic.

[0057] 2. High-dynamic electric dynamometer and dynamometer control system: The dynamometer control system receives the engine speed target sent by the virtual side via TCP / IP and drives the high-dynamic electric dynamometer to apply the corresponding speed to the engine.

[0058] 3. Engine: The combustion process is executed according to EMS control commands containing parameters such as fuel injection, ignition, and throttle. Its actual output torque and speed are measured and fed back in real time by a dynamometer.

[0059] 4. Aftertreatment system: including a three-way catalytic converter, gasoline engine particulate filter, exhaust flow meter and exhaust back pressure valve, used to reproduce the actual exhaust conversion and flow process of the vehicle and simulate the exhaust back pressure on the vehicle.

[0060] 5. Emission Detection System: Real-time NO collection is achieved through monitoring points at both the primary emission and exhaust emission sites. x Emission data for HC, CO, PM and CO2, etc.

[0061] 6. After-treatment temperature control system; including frequency converter and variable frequency fan, which controls the surface airflow of the after-treatment system through the voltage information of the virtual side, thereby simulating the temperature drop process during actual road driving of the real vehicle.

[0062] Specifically, the communication module includes: a CAN bus connection unit, a TCP / IP Ethernet connection unit, and an I / O connection unit. The CAN bus connection unit connects the real-time virtual simulation platform and the engine controller, transmitting control messages such as vehicle status information and engine torque requirements. It also sends basic vehicle status information, real-time engine torque requirements, and verification information output by the energy management strategy module to the engine controller in CAN message format. The TCP / IP Ethernet connection unit connects the real-time virtual simulation platform and the dynamometer control system, transmitting high-speed feedback data such as engine speed target, test bench real-time status information, alarm status, and real-time engine speed / torque. It also sends the engine target speed from the real-time virtual simulation platform to the dynamometer control system via Ethernet, and receives real-time engine speed and torque feedback signals, as well as signal monitoring information from the test bench for the entire test platform. The I / O connection unit connects the real-time virtual simulation platform and the engine controller, transmitting electrical signal information used for the accelerator and brake pedals.

[0063] In specific implementation, the simulation testing platform of this invention is used as follows: Figure 3 As shown, it includes:

[0064] 1. System Initialization and Model Configuration: On the virtual side, load the driver model module, powertrain module, vehicle dynamics module, and energy management strategy module; simultaneously import standardized test condition files to achieve the basic configuration of the simulation environment. On the physical side, start the engine controller, dynamometer control system, and emissions testing equipment; complete engine mechanical connection checks, dynamometer loading calibration, and sensor calibration to ensure normal and reliable hardware operation.

[0065] 2. Communication Link Setup and Verification: Establish an in-vehicle network link for control command communication and an Ethernet link for high-bandwidth data synchronization. The virtual side sends simulated control commands, and the physical side receives them and returns response information to verify the latency and accuracy of data transmission. If communication quality is abnormal, reconfigure the relevant parameters and repeat the verification.

[0066] 3. Initial State Synchronization: On the virtual side, the initial state of the vehicle's powertrain system is set, including parameters such as battery state of charge, initial vehicle speed, and initial temperature and gear position of the powertrain modules. On the physical side, the engine and dynamometer are run to the preset initial operating conditions, and the current temperature and other status parameters are fed back to the virtual side.

[0067] 4. Real-time operation and dynamic closed-loop control

[0068] 4.1 Power Requirement Calculation: The driver model module on the virtual side outputs the target vehicle speed based on the test conditions, and the vehicle dynamics module calculates the driving force required by the vehicle and the system power requirement based on the vehicle speed command and external resistance.

[0069] 4.2 Power Distribution Decision: The energy management strategy module plans the engine operation mode based on the required power, battery state of charge and engine efficiency characteristics, and meets the required power through the engine, motor or engine and motor in combination.

[0070] 4.3 Engine intervention judgment: When the required power or battery status meets the engine intervention conditions, the system enters series mode or parallel mode and triggers the engine start command; otherwise, the electric motor drives the vehicle independently and the virtual side executes pure electric drive mode.

[0071] 4.4 Control Command Issuance: When the engine needs to intervene, the virtual side generates the target engine speed and torque based on the vehicle's target operating state and sends them to the physical side via the control bus. In some embodiments, the relevant data generated by the simulation test platform and the hub test platform of this invention are as follows: Figure 4 As shown.

[0072] 4.5 Physical Execution and Feedback: The engine controller adjusts actuators such as the throttle and fuel injection to ensure the engine output tracks the target torque; the dynamometer is adjusted to maintain the target speed. Simultaneously, data such as actual torque, speed, fuel consumption, and emission concentration are collected and fed back to the virtual side in real time. In some embodiments, the emission comparison results between the simulation test platform and the rotary drum test platform of this invention are as follows: Figure 5 As shown.

[0073] 4.6 Virtual Side State Correction: The virtual side corrects the SOC value of the powertrain module based on the speed and torque data fed back from the physical system, updates the battery state of charge, and recalculates the real-time vehicle speed using the updated power output, achieving a closed-loop operation that unifies the virtual and physical systems.

[0074] 5. Working condition cycle determination: The virtual side continuously monitors the execution progress of the test working condition. If the working condition has not ended, it returns to step 4 for repeated execution; if the working condition has been completed, it enters the termination process.

[0075] 6. Data Recording and Analysis: Automatically stores all key data from both the virtual and physical sides during operation, including vehicle operating status, energy distribution, actual engine output, energy consumption, and emissions information. Based on this data, it generates analysis reports, extracting fuel economy indicators, emissions indicators, and battery status changes.

[0076] 7. System Shutdown: The virtual side terminates the model operation and saves the final state data. The physical side executes the engine shutdown and dynamometer unloading process, shuts down the emissions testing equipment, and completes the hardware reset to prepare for the next experimental run.

[0077] It should be noted that the virtual simulation platform simulates the real vehicle driving process through motor, battery, and whole vehicle models, generating demand signals such as engine load and target speed, and undertaking the "decision-making" and "prediction" functions. The physical engine and dynamometer operate according to the instructions from the virtual side and generate actual power and emission responses. Essentially, it introduces the behavior of the real engine into the virtual whole vehicle closed loop, verifying the effectiveness of the strategy in the real physical system, forming a complete "strategy → execution → feedback → correction" cycle. This enables the simulation test platform to verify energy management strategies and engine control strategies in all scenarios, improving calibration efficiency and robustness.

[0078] The beneficial effects of this invention are as follows:

[0079] 1) For common hybrid vehicle components such as starter motors, drive motors, power batteries, and starter batteries that need to be tested, it is possible to quickly switch to match the real engine. The whole vehicle test conditions can be carried out without a prototype vehicle, and the regulatory test requirements can be verified. This greatly reduces the selection problem, optimizes the selection process, and reduces the cost of prototype vehicle selection.

[0080] 2) It can perform strategy calibration in the early stage of development, give full play to the advantages of multiple power sources of hybrid vehicles, and optimize energy utilization efficiency.

[0081] The various embodiments in this specification are described in a progressive manner, with each embodiment focusing on the differences from other embodiments. The same or similar parts between the various embodiments can be referred to each other.

[0082] Specific examples have been used to illustrate the principles and implementation methods of this invention. The descriptions of the above embodiments are only for the purpose of helping to understand the method and core ideas of this invention. Furthermore, those skilled in the art will recognize that, based on the ideas of this invention, there will be changes in the specific implementation methods and application scope. Therefore, the content of this specification should not be construed as a limitation of this invention.

Claims

1. A kind of engine in ring semi-physical simulation test platform for hybrid vehicle, it is characterized in that, The simulation test platform comprises: a real-time virtual simulation platform, an engine transient test platform and a communication module; the real-time virtual simulation platform is connected with the engine transient test platform through the communication module; the real-time virtual simulation platform comprises: a driver model module, an energy management strategy module, a powertrain module, a vehicle dynamics module and an exhaust temperature control module; the driver model module is used for data calculation according to the output of the vehicle dynamics module, and outputs the calculation result to the energy management strategy module; the energy management strategy module is used for energy management according to the output of the driver model module, the powertrain module and the vehicle dynamics module; the vehicle dynamics module is used for calculation of a dynamics state threshold according to the output of the powertrain module; and the exhaust temperature control module is used for temperature control of the engine transient test platform; The engine transient test platform comprises: an engine controller, a high-dynamic electric dynamometer, a dynamometer control system, an engine, an aftertreatment system, an emission detection system and an aftertreatment temperature control system; the engine controller is used for driving the engine according to internal control logic, the dynamometer control system is used for driving the high-dynamic electric dynamometer according to the output of the real-time virtual simulation platform, the aftertreatment system is composed of a three-way catalytic converter, a gasoline particulate filter, an exhaust flow meter and an exhaust back pressure valve, the emission detection system is used for real-time collection of emission data, and the aftertreatment temperature control system is composed of a frequency converter and a variable frequency fan, and the aftertreatment temperature control system is used for temperature drop simulation according to the output of the exhaust temperature control module; The specific calculation process of the dynamics state threshold comprises: According to the whole vehicle mass, the acceleration force demand is calculated; the calculation formula of the acceleration force demand is: , , wherein, is the whole vehicle mass, is the total angular inertia of the wheel, is the wheel radius; calculating rolling force demand, air resistance and slope resistance; the formula for calculating the rolling force demand is: ; the formula for calculating the air resistance is: ; the formula for calculating the slope resistance is: ; wherein, are all calibration coefficients, g is the acceleration of gravity, v is the required vehicle speed; The dynamics state threshold is calculated according to the acceleration force demand, the rolling force demand, the air resistance and the slope resistance; the calculation formula of the dynamics state threshold is: .

2. The hybrid vehicle-oriented engine-in-the-loop hardware-in-the-loop test platform according to claim 1, characterized by, The communication module comprises: a CAN bus connection unit, a TCP / IP Ethernet connection unit and an I / O connection unit; the CAN bus connection unit and the I / O connection unit are both used for transmission of data between the real-time virtual simulation platform and the engine controller; and the TCP / IP Ethernet connection unit is used for transmission of data between the real-time virtual simulation platform and the dynamometer control system.

3. The hybrid vehicle-oriented engine-in-the-loop hardware-in-the-loop test platform according to claim 1, characterized by, The driver model module comprises: a driving cycle unit, a braking unit and an acceleration unit; the driving cycle unit is used for calculation of a required vehicle speed, an actual acceleration and a required slope; the braking unit is used for activation of a brake pedal according to a required torque; and the acceleration unit is used for calculation of a total required torque according to the required vehicle speed, and activation of an accelerator pedal according to the total required torque.

4. The hybrid vehicle-oriented engine-in-the-loop hardware-in-the-loop test platform according to claim 1, characterized by, The specific energy management process of the energy management strategy module comprises: When any one of first requirements is true, the hybrid mode is switched; the first requirements comprise: a wheel-end required torque greater than a maximum torque of an electric machine, an urgent acceleration requirement, starting of the engine at the beginning of simulation and a high-voltage battery SOC less than a preset threshold value; When all of second requirements are true, the pure electric mode is switched; the second requirements comprise: an engine coolant temperature greater than an engine start-stop temperature threshold value, no activated engine catalyst heating requirement and no urgent acceleration requirement; When the current mode is the hybrid mode, a connection mode is determined by a wheel end power demand, an actual vehicle speed, and a catalyst heating demand; the connection mode includes a series mode and a parallel mode.

5. The hybrid vehicle-oriented engine-in-the-loop hardware-in-the-loop test platform according to claim 1, characterized by, The powertrain module includes a drive motor unit, a motor control unit, and a battery control unit; the drive motor unit is configured to calculate a motor actual torque, a motor inertia torque, a motor power loss, and a drag loss; The motor control unit is configured to determine a motor demand torque and a motor torque characteristic according to a demand vehicle speed of a drive cycle unit, and to determine a motor operating state, the motor operating state including a continuous drive torque operation, a continuous power generation torque operation, a peak drive operation, and a peak power generation operation; The battery control unit is configured to determine a battery charging state and a battery discharging state; the battery charging state includes a continuous power charging first state, a continuous power charging second state, and a peak power charging state, and the battery discharging state includes a continuous power discharging first state, a continuous power discharging second state, and a peak power discharging state.

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