A test platform for automotive distributed electric drive systems

Abstract

This utility model belongs to the field of automotive testing technology, and particularly relates to a test platform for a distributed electric drive system for automobiles. It comprises a test bench, a sample end, a virtual end, peripheral auxiliary equipment, and a central control system. The test bench includes a dynamometer and a battery simulator, providing power and load. The sample end contains the wheel-side motor and controller under test. The virtual end includes a virtual rear-drive system and a virtual dynamometer, simulating the operating conditions of the entire vehicle. The peripheral auxiliary equipment provides power supply, data acquisition, and cooling. The central control system issues commands via an industrial control computer. This utility model solves the problems of difficulty in reproducing operating conditions and long testing cycles in traditional testing methods.

Description

Technical Field

[0001] This utility model belongs to the field of automotive testing technology, and in particular relates to a testing platform for automotive distributed electric drive systems. Background Technology

[0002] As new energy vehicles evolve towards distributed drive architectures, distributed electric drive systems, with their advantages such as independent torque control and rapid power response, have become a core technology for improving vehicle handling and energy efficiency. However, distributed drive vehicles need to be tested in high-risk extreme conditions such as high-speed cornering, ice slippage, and emergency braking during the R&D phase. Traditional testing methods have the following key problems: The difficulty in reproducing the working conditions is high: existing test benches are mostly used for static performance testing of a single wheel-side motor or electric drive assembly, lacking the ability to simulate dynamic working conditions at the whole vehicle level, and cannot accurately reproduce extreme scenarios of multi-motor collaborative operation; The testing cycle is long and costly: it relies on real-vehicle road testing to verify extreme working conditions. It is limited by factors such as site and weather, and the testing cycle can last for several months. In addition, there are risks of vehicle damage and personnel safety. Utility Model Content

[0003] The technical problem solved by this utility model is to provide a test platform for automotive distributed electric drive systems, so as to solve the problems of difficulty in reproducing working conditions and long test cycles in the traditional test methods of the prior art.

[0004] The basic solution provided by this utility model is: a test platform for a distributed electric drive system for automobiles, including a test bench, a sample end, a virtual end, peripheral auxiliary equipment and a main control system, wherein the test bench, the sample end, the virtual end and the peripheral auxiliary equipment are all connected to the main control system and are controlled by the main control system. The test bench includes a dynamometer, a battery simulator, a dynamometer control system, and a frequency converter cabinet. The dynamometer control system is connected to the frequency converter cabinet and the dynamometer, and the frequency converter cabinet is also connected to the dynamometer. The sample end includes a wheel-side motor to be tested and a wheel-side motor controller electrically connected to the wheel-side motor to be tested. The dynamometer is mechanically connected to the wheel-side motor to be tested, and the battery simulator is electrically connected to the wheel-side motor controller. The virtual terminal includes a virtual rear drive module and a virtual dynamometer. The virtual rear drive module is communicatively connected to the dynamometer control system on the test bench. The virtual rear drive module is used to convert the torque distribution command of the virtual rear drive into the target load signal of the dynamometer and transmit it to the dynamometer control system to drive the dynamometer and the wheel-side motor under test at the sample end to operate in coordination. The virtual dynamometer is communicatively connected to the frequency converter cabinet. The virtual dynamometer is used to adjust the frequency and voltage of the dynamometer through the frequency converter cabinet. The peripheral auxiliary equipment is connected to the test bench, the sample end, and the virtual end respectively. The peripheral auxiliary equipment is used to provide power and torque and speed detection signals to the test bench, to the sample end, and to the virtual end respectively.

[0005] Furthermore, the overall control system includes an industrial computer, and the virtual rear drive module is integrated into the industrial computer via a PCIe slot. The virtual rear drive module is connected to the dynamometer control system via a CAN bus. The virtual rear drive module includes a hardware multiplier and a hardware PWM generator. The hardware multiplier is used to generate a torque distribution command based on the torque input by the user through the industrial computer. The hardware PWM generator is used to generate a target load signal for the dynamometer from the torque distribution command and transmit it to the dynamometer control system via the CAN bus.

[0006] Furthermore, the virtual dynamometer is connected to the frequency converter cabinet via an RS485 bus. The virtual dynamometer includes an analog input module, a digital signal processor, and an analog output module. One end of the analog input module is connected to the industrial control computer and is used to receive torque and speed analog signals and transmit them to the digital signal processor. The digital signal processor generates control commands based on the received torque and speed analog signals and transmits them to the frequency converter cabinet via the RS485 bus. The analog output module is connected to the industrial control computer.

[0007] Furthermore, the peripheral auxiliary equipment includes a bidirectional power supply, a power analyzer, a torque and speed sensor, and a vibration sensor. The bidirectional power supply is connected to the frequency converter cabinet and the battery simulator at the test bench end via a three-phase cable. The bidirectional power supply is also connected to a virtual dynamometer via an RS485 bus. One end of the power analyzer is connected to the sample end wheel-side motor controller, and the other end is connected to the industrial control computer; The torque and speed sensor is installed at the mechanical connection between the dynamometer and the wheel-side motor to be tested, and is connected to the industrial control computer. The vibration sensor is installed on the motor of the wheel to be tested at the end of the sample.

[0008] Furthermore, the test bench also includes a cooling system and a fault diagnostic instrument. The cooling system is installed at the dynamometer at the test bench, the wheel-side motor to be tested at the sample end, and the wheel-side motor controller, and is connected to the industrial control computer. The fault diagnostic instrument is connected to the vibration sensor and is used to receive the vibration signal from the vibration sensor.

[0009] Furthermore, the wheel-side motor under test in the sample end includes a first wheel-side motor under test and a second wheel-side motor under test. Both the first and second wheel-side motors under test include a wheel-side motor and a reducer. The input shaft of the reducer is connected to the wheel-side motor, and the output shaft of the reducer is connected to the input shaft of the dynamometer via a coupling. The torque and speed sensor is installed in the middle of the coupling. The DC input terminal of the wheel-side motor controller is connected to the battery simulator via a high-voltage cable, and the AC output terminal is connected to the stator coil of the wheel-side motor via a three-phase cable. The wheel-side motor controller is also connected to an industrial control computer via a CAN bus.

[0010] The principle and advantages of this utility model are as follows: The automotive distributed electric drive system test platform of this application is based on the core principle of "physical hardware collaboration + virtual working condition simulation". It realizes its functions through hardware connection and data closed loop between the test bench, sample end, virtual end, peripheral auxiliary equipment and the main control system: The main control system uses an industrial computer as the command center, integrates a virtual rear drive module through a PCIe slot, and links the virtual end (the virtual rear drive module includes a multiplier and PWM) through communication links such as CAN bus and optical cable. The generator (including an analog input / output module and a digital signal processor) generates torque distribution commands and dynamometer load control signals. After receiving the commands, the bench unit converts the AC power from the grid into the three-phase power required by the dynamometer. The battery simulator provides DC high voltage to the wheel-side motor controller at the sample end. The dynamometer and the wheel-side motor under test at the sample end are mechanically connected through a coupling to output the load in a coordinated manner. Among the peripheral auxiliary equipment, the bidirectional power supply realizes the supply of electrical energy and the feedback of braking energy to the grid. The power analyzer and various sensors (torque, speed, vibration) collect electrical parameters, mechanical parameters and environmental parameters through corresponding links. The data is processed synchronously by the overall control system and finally combined with the vehicle simulation system to accurately reproduce the operating status of the distributed electric drive system under extreme driving conditions such as high-speed cornering and ice slippage.

[0011] The advantages are as follows: It effectively solves the problems of difficult reproduction, long cycle, low energy utilization and poor data synchronization in high-risk test of distributed drive vehicles: Through hardware collaboration between the virtual terminal and the test bench, it can accurately simulate the extreme dynamic conditions of the whole vehicle on the test bench without relying on real vehicle road testing, which significantly shortens the test cycle and reduces the safety risks to personnel and equipment; the bidirectional power supply realizes the feedback of braking energy to the grid, which improves the energy feedback efficiency and reduces the waste of electricity; the multi-link data acquisition design of the main control system and peripheral auxiliary equipment can comprehensively acquire electrical parameters, mechanical parameters and environmental parameters, and combined with the fault diagnostic instrument to monitor the sample status in real time, it ensures the integrity and accuracy of test data, and finally realizes efficient and comprehensive verification of the performance boundary of the distributed electric drive system, providing reliable test support for the research and development of distributed drive vehicles. Attached Figure Description

[0012] Figure 1This is a connection diagram of an embodiment of the present utility model; Figure 2 This is a schematic diagram of the vibration sensor layout in an embodiment of the present invention; Figure 3 This is a schematic diagram showing the dimensional parameters of the vibration sensor in the front view of an embodiment of this utility model; Figure 4 This is a schematic diagram of the dimensions of the vibration sensor in a top view of an embodiment of this utility model. Detailed Implementation

[0013] The following detailed description illustrates the specific implementation method: The basic implementation examples are as follows: Figure 1 The following is a test platform for a distributed electric drive system for automobiles, comprising a test bench, a sample test bench, a virtual test bench, peripheral auxiliary equipment, and a main control system. The test bench includes a dynamometer control system, dynamometers (numbered 1-4), frequency converter cabinets (numbered 1-2), a cooling system, a battery simulator, and a fault diagnostic instrument. The dynamometers, model HBM P80, are used to simulate the vehicle load and output / absorb torque. The frequency converter cabinets are connected to the dynamometers and include an AC module and a filter unit to convert the mains AC power to the three-phase AC power required by the dynamometers. The cooling system uses a 50kW chiller unit with the water temperature controlled at 20°C. -30 The instrument is used to provide constant temperature cooling for the dynamometer; the battery simulator outputs voltage 200-800V and current 0-500A to simulate the power battery of a vehicle; the fault diagnostic instrument is used to collect fault signals, analyze fault signals and issue warnings.

[0014] The sample end includes a first wheel-side motor under test, a second wheel-side motor under test, and wheel-side motor controllers corresponding to the first and second wheel-side motors under test, respectively. At the same time, both the first and second wheel-side motors under test include a wheel-side motor and a reducer. The wheel-side motor has a rated power of 150kW and a rated speed of 6000rpm. The reducer has a transmission ratio of 10:1, and the switching frequency of the wheel-side motor controller is 10kHz.

[0015] The overall control system includes an industrial computer and a PLC. The industrial computer is model IPC-610L, equipped with an Intel i7-12700 processor. The PLC has 24 digital inputs and 16 digital outputs. It communicates with the industrial computer via the Profinet protocol to monitor the industrial computer's operating status in real time. When the industrial computer malfunctions, it triggers an emergency stop command to cut off the inverter's high-voltage output and stop the dynamometer from running.

[0016] The virtual terminal includes a virtual rear drive module and a virtual dynamometer. The virtual rear drive module is integrated into the industrial computer through a PCIe slot and includes a hardware multiplier and a hardware PWM generator. The hardware multiplier is used to generate a torque distribution command based on the torque input by the user through the industrial computer, and the hardware PWM generator is used to generate the target load signal of the dynamometer from the torque distribution command. In this application, the hardware multiplier can be a Xilinx UltraScale+ and the hardware PWM generator can be a TIDRV8301. The virtual dynamometer includes an analog input module, a digital signal processor, and an analog output module. One end of the analog input module is connected to the industrial control computer to receive torque and speed analog signals and transmit them to the digital signal processor. The digital signal processor generates control commands based on the received torque and speed analog signals and transmits them to the frequency converter cabinet via an RS485 bus. The analog output module is connected to the industrial control computer.

[0017] Peripheral auxiliary equipment includes a bidirectional power supply, a power analyzer, a torque and speed sensor, and a vibration sensor. The bidirectional power supply has an output power of 600kW and an input voltage of 380V AC, with the input end connected to the power grid. One end of the power analyzer is connected to the wheel-side motor controller at the sample end, and the other end is connected to the industrial control computer. It is used to collect the DC voltage and current at the input end of the wheel-side motor controller and the three-phase AC voltage and current at the output end, and is connected to the industrial control computer via Ethernet. The torque and speed sensor is placed at the mechanical connection between the dynamometer and the wheel-side motor under test and is connected to the industrial control computer. The vibration sensor is placed on the wheel-side motor under test at the sample end. Specifically, the vibration sensor is fixed to the wheel-side motor under test in the x, y, and z directions using adhesive. Figure 2 As shown, the vibration sensor model is E06B55, and its dimensions are as follows. Figure 3 and Figure 4 As shown.

[0018] Among the aforementioned components and modules, the dynamometer control system, located inside the test bench, connects to dynamometers #1-4, frequency converter cabinets #1-2, and a fault diagnostic instrument via a CAN bus, and to an industrial control computer via Ethernet. Externally, it receives target torque commands from the virtual terminal and sends load control signals to dynamometers #1-4. The frequency converter cabinet's input end is connected to a bidirectional power supply via a cable, and its output end is connected to dynamometers #1-4 via a three-phase cable. The dynamometer connects to the first and second wheel-side motors under test at the sample end via couplings, transmitting load or torque to them. Specifically, the reducer input shaft is connected to the wheel-side motor, and the reducer output shaft is connected to the dynamometer input shaft via a coupling. The torque and speed sensor is installed in the middle of the coupling. The wheel-side motor controller's DC input end is connected to the battery simulator via a high-voltage cable, and its AC output end is connected to the wheel-side motor stator coil via a three-phase cable. The wheel-side motor controller also connects to the industrial control computer via a CAN bus.

[0019] The chiller unit in the cooling system is connected to branch water circuits through stainless steel pipes to provide constant temperature cooling for the dynamometer at the test bench end, the wheel-side motor under test at the sample end, and the wheel-side motor controller. Specifically, the water circuit connects the cooling chamber of the dynamometer, the motor housing of the wheel-side motor under test, and the heat sink of the wheel-side motor controller. At the same time, the cooling system is also connected to the industrial control computer through signal lines to provide feedback on water temperature data.

[0020] The input end of the battery simulator is connected to a bidirectional power source via a cable, and the output end is connected to the wheel-side motor controller at the sample end via a high-voltage cable. It is also connected to an industrial control computer for signal transmission. By receiving voltage and current control commands from the industrial control computer, it provides power to the wheel-side motor controller at the sample end. During braking, it receives the electrical energy fed back from the wheel-side motor controller and inverts it into AC power to feed back to the power grid.

[0021] The fault diagnostic instrument collects vibration and speed signals of the motor on the wheel side of the sample end through the signal line, and connects to the dynamometer control system through the CAN bus to provide feedback on the status of the sample end.

[0022] Therefore, based on the above technical solution description, the testing function is achieved through the following three core closed loops: 1. Energy closed loop: power grid - external bidirectional power supply - bench-end frequency converter / battery simulator - sample end wheel-side motor under test (drive) - (brake) wheel-side motor under test - bench-end battery simulator - external bidirectional power supply - power grid; 2. Command closed loop: central control system industrial computer - virtual terminal (generates operating condition commands) - bench terminal (executes load) - sample terminal (runs) - peripheral sensors (acquire data) - central control system (analyzes and provides feedback); 3. Protection closed loop: The main control system PLC - bench end / sample end (monitoring status) - (in case of failure) PLC - cuts off the high voltage at the bench end / stops the operation at the sample end - to ensure safety.

[0023] The specific implementation process is as follows: Taking high-speed cornering test as an example: The test steps of this application are as follows: First, initialize the system by starting the industrial computer, PLC, bidirectional power supply, and cooling system, and set the water temperature to 25°C. The mains voltage is 380V AC. After the PLC self-tests without faults, it enters standby mode. Next, sample installation and parameter setting are performed. The first and second wheel-side motors to be tested are fixed with tooling fixtures and connected to couplings, high-voltage cables, and cooling water circuits. Torque parameters are then input into the industrial control computer. Next, operating condition simulation and data acquisition are performed. The hardware multiplier and hardware PWM generator in the virtual rear drive module generate torque distribution commands based on torque parameters to allocate the torque of the first wheel-side motor under test (1#DUT) and the second wheel-side motor under test (2#DUT). For example, if the total torque is 300 N·m, then the torque of the first wheel-side motor under test is 120 N·m and the torque of the second wheel-side motor under test is 180 N·m. The commands are then sent to the dynamometer control system. The dynamometer outputs the corresponding load and works in coordination with the wheel-side motor under test. The power analyzer, torque and speed sensor, and vibration sensor synchronously collect data and upload it to the industrial control computer via Ethernet / CAN. Subsequently, fault monitoring and energy recovery are carried out. The fault diagnostic instrument analyzes vibration and speed signals in real time. If the vibration amplitude exceeds the threshold, an alarm signal is sent through the CAN bus, and the industrial control computer automatically reduces the torque. During braking, the wheel-side motor under test (DUT) generates electricity, and the electrical energy is fed back to the battery simulator through the wheel-side motor controller (MCU), and then fed back to the grid by the battery simulator. Finally, after the test and data processing, the wheel-side motor under test (DUT) and dynamometer were turned off, and the cooling water temperature was allowed to drop to 20°C. After the cooling system is shut down, the industrial computer automatically generates a test report, which includes data such as torque-speed curves, power curves, and vibration spectrum diagrams.

[0024] The above are merely embodiments of this utility model. Commonly known structures and characteristics are not described in detail here. Those skilled in the art are aware of all common technical knowledge in the field prior to the application date or priority date, are aware of all existing technologies in that field, and have the ability to apply conventional experimental methods prior to that date. Those skilled in the art can, based on the guidance provided in this application, improve and implement this solution in combination with their own capabilities. Some typical known structures or methods should not be obstacles for those skilled in the art to implement this application. It should be noted that those skilled in the art can make several modifications and improvements without departing from the structure of this utility model. These should also be considered within the scope of protection of this utility model, and will not affect the effectiveness of the implementation of this utility model or the practicality of the patent. The scope of protection claimed in this application should be determined by the content of its claims, and the specific embodiments described in the specification can be used to interpret the content of the claims.

Claims

1. A test platform for a distributed electric drive system for automobiles, characterized in that: It includes a test bench, a sample end, a virtual end, peripheral auxiliary equipment, and a central control system. The test bench, sample end, virtual end, and peripheral auxiliary equipment are all connected to the central control system and their operation is controlled by the central control system. The test bench includes a dynamometer, a battery simulator, a dynamometer control system, and a frequency converter cabinet. The dynamometer control system is connected to the frequency converter cabinet and the dynamometer, and the frequency converter cabinet is also connected to the dynamometer. The sample end includes a wheel-side motor to be tested and a wheel-side motor controller electrically connected to the wheel-side motor to be tested. The dynamometer is mechanically connected to the wheel-side motor to be tested, and the battery simulator is electrically connected to the wheel-side motor controller. The virtual terminal includes a virtual rear drive module and a virtual dynamometer. The virtual rear drive module is communicatively connected to the dynamometer control system on the test bench. The virtual rear drive module is used to convert the torque distribution command of the virtual rear drive into the target load signal of the dynamometer and transmit it to the dynamometer control system to drive the dynamometer and the wheel-side motor under test at the sample end to operate in coordination. The virtual dynamometer is communicatively connected to the frequency converter cabinet. The virtual dynamometer is used to adjust the frequency and voltage of the dynamometer through the frequency converter cabinet. The peripheral auxiliary equipment is connected to the test bench, the sample end, and the virtual end respectively. The peripheral auxiliary equipment is used to provide power and torque and speed detection signals to the test bench, to the sample end, and to the virtual end respectively.

2. The automotive distributed electric drive system test platform according to claim 1, characterized in that: The overall control system includes an industrial computer. The virtual rear drive module is integrated into the industrial computer via a PCIe slot. The virtual rear drive module is connected to the dynamometer control system via a CAN bus. The virtual rear drive module includes a hardware multiplier and a hardware PWM generator. The hardware multiplier is used to generate a torque distribution command based on the torque input by the user through the industrial computer. The hardware PWM generator is used to generate the target load signal of the dynamometer from the torque distribution command and transmit it to the dynamometer control system via the CAN bus.

3. The automotive distributed electric drive system test platform according to claim 2, characterized in that: The virtual dynamometer is connected to the frequency converter cabinet via an RS485 bus. The virtual dynamometer includes an analog input module, a digital signal processor, and an analog output module. One end of the analog input module is connected to the industrial control computer and is used to receive torque and speed analog signals and transmit them to the digital signal processor. The digital signal processor generates control commands based on the received torque and speed analog signals and transmits them to the frequency converter cabinet via the RS485 bus. The analog output module is connected to the industrial control computer.

4. The automotive distributed electric drive system test platform according to claim 3, characterized in that: The peripheral auxiliary equipment includes a bidirectional power supply, a power analyzer, a torque and speed sensor, and a vibration sensor. The bidirectional power supply is connected to the frequency converter cabinet and the battery simulator at the test bench end via a three-phase cable. The bidirectional power supply is also connected to a virtual dynamometer via an RS485 bus. One end of the power analyzer is connected to the sample end wheel-side motor controller, and the other end is connected to the industrial control computer; The torque and speed sensor is installed at the mechanical connection between the dynamometer and the wheel-side motor to be tested, and is connected to the industrial control computer. The vibration sensor is installed on the motor of the wheel to be tested at the end of the sample.

5. The automotive distributed electric drive system test platform according to claim 4, characterized in that: The test bench also includes a cooling system and a fault diagnostic instrument. The cooling system is installed at the dynamometer at the test bench, the wheel-side motor to be tested at the sample end, and the wheel-side motor controller, and is connected to the industrial control computer. The fault diagnostic instrument is connected to the vibration sensor and is used to receive the vibration signal from the vibration sensor.

6. The automotive distributed electric drive system test platform according to claim 5, characterized in that: The sample end includes a first wheel-side motor and a second wheel-side motor under test. Both the first and second wheel-side motors include a wheel-side motor and a reducer. The input shaft of the reducer is connected to the wheel-side motor, and the output shaft of the reducer is connected to the input shaft of the dynamometer via a coupling. The torque and speed sensor is installed in the middle of the coupling. The DC input terminal of the wheel-side motor controller is connected to the battery simulator via a high-voltage cable, and the AC output terminal is connected to the stator coil of the wheel-side motor via a three-phase cable. The wheel-side motor controller is also connected to an industrial control computer via a CAN bus.

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