Efficiency testing system and method for p13 configuration electric drive assembly

Abstract

An efficiency testing system for a P13 configuration electric drive assembly, comprising a bench control system (1), a model control system (2), a data acquisition system (3), a battery simulator (4), a first load motor (9), a second load motor (10), an engine simulation motor (11), a power analyzer (15), a first torque rotating speed sensor (12), a second torque rotating speed sensor (13), and a third torque rotating speed sensor (14). The model control system (2) is used, the operation state of each component can be calculated on the basis of a target accelerator signal sent by the bench control system (1), all the components automatically operate on the basis of the calculation results, information is then acquired from the data acquisition system (3) by means of the bench control system (1) and calculation is performed to obtain dynamic efficiency of a P13 configuration electric drive assembly. Also provided is an efficiency testing method for a P13 configuration electric drive assembly.

Description

A P13 configuration electric drive assembly efficiency test system and method Technical Field

[0001] The present application relates to the technical field of bench testing, and in particular to a P13 configuration electric drive assembly efficiency testing system and method. Background Art

[0002] As the requirements for automobile energy consumption become increasingly stringent, major automobile manufacturers are developing hybrid power system vehicles to meet energy consumption regulations. Among them, the P13 configuration hybrid power system is one of the current mainstream hybrid systems. The P13 configuration electric drive assembly includes a P1 motor, a clutch, a reducer and a P3 motor. The reducer is provided with a first input end, a first output end, a second input end and a second output end. The first input end is transmission-connected to the first output end, and the second input end is transmission-connected to the second output end. The P3 motor is connected to the first input end of the reducer, and the P1 motor is connected to the input end of the clutch. The output end of the clutch is connected to the second input end of the reducer. The efficiency test of the P13 configuration electric drive assembly is a test item that must be carried out before the automobile is launched on the market.

[0003] For example, a prior art system and method for testing the power flow coupling efficiency of a hybrid powertrain has been proposed. The method includes: determining the hybrid powertrain's drive mode, which includes a pure electric drive mode, an engine drive mode, a combined drive mode, a brake energy recovery mode, and a parking charge mode; setting parameters for the engine simulation inverter, the generator inverter, the main drive motor inverter, the dynamometer motor inverter, the engine simulation motor, the generator, the main drive motor, and the dynamometer motor based on the determined drive mode, so that the parameter combination matches the determined drive mode; and determining the hybrid powertrain's coupling transfer efficiency, measuring the hybrid powertrain's coupling transfer efficiency under different power flow transfer paths using a power analyzer and a speed and torque sensor. However, this solution lacks efficiency testing under dynamic operating conditions, which is inconsistent with the dynamic operating conditions of ordinary users and cannot fully evaluate the efficiency under ordinary user operating conditions.

[0004] Summary of the Invention

[0005] One of the purposes of this application is to provide a P13 configuration electric drive assembly efficiency testing system to solve the problem in the prior art that it is impossible to perform dynamic efficiency testing on the P13 configuration electric drive assembly; the second purpose is to provide a P13 configuration electric drive assembly efficiency testing method.

[0006] In order to achieve the above objectives, the technical solutions adopted in this application are as follows:

[0007] A P13 configuration electric drive assembly efficiency testing system includes a test bench control system and a model control system, a battery simulator, a first load motor, a second load motor, an engine simulation motor, a power analyzer, a first torque speed sensor, a second torque speed sensor and a third torque speed sensor, respectively connected to the test bench control system. The P1 motor, P3 motor and clutch of the P13 configuration electric drive assembly are respectively connected to the test bench control system, the P1 motor and P3 motor are respectively connected to the battery simulator, the input end of the first torque speed sensor is connected to the first output end of the reducer, the output end of the first torque speed sensor is connected to the first load motor, the input end of the second torque speed sensor is connected to the second output end of the reducer, the output end of the second torque speed sensor is connected to the second load motor, the input end of the third torque speed sensor is connected to the engine simulation motor, the output end of the third torque speed sensor is connected to the P1 motor, and the P1 motor and P3 motor are respectively connected to the power analyzer.

[0008] According to the above means, a model control system is used, which can calculate the output voltage value to the battery simulator based on the initial battery power input by the test bench control system, and power the P1 motor and the P3 motor. At the same time, the driving resistance value can be calculated based on the torque and speed values ​​of the first torque and speed sensor and the second torque and speed sensor obtained by the test bench control system, and the instruction value is sent to the first load motor and the second load motor to load the first load motor and the second load motor. It can also calculate the operating status of each component based on the target throttle signal sent by the test bench control system and make each component automatically operate according to the calculation result. Then, the torque and speed of the first torque and speed sensor, the second torque and speed sensor, and the third torque and speed sensor, as well as the output electric power of the P1 motor and the input electric power of the P3 motor in the power analyzer are obtained through the test bench control system and calculated to obtain the dynamic efficiency of the P13 configuration electric drive assembly, which is consistent with the dynamic usage conditions of ordinary users and can comprehensively evaluate the efficiency under the usage conditions of ordinary users. This application can simulate real-life driving conditions, and the system can run automatically to achieve efficiency testing of the P13 configuration electric drive assembly under any dynamic cycle conditions.

[0009] Furthermore, the model control system is provided with an engine model, a P13 configuration electric drive assembly model, a battery model, and a vehicle resistance model.

[0010] According to the above means, whether the engine is started and the engine torque value can be calculated through the engine model; whether the P1 motor is started, the P3 motor torque value, whether the P1 motor is started, the P1 motor speed value, and whether the clutch is engaged or disengaged can be calculated through the P13 configuration electric drive assembly model; the output voltage value can be calculated through the battery model; and the driving resistance value can be calculated through the vehicle resistance model.

[0011] Furthermore, it also includes a data acquisition system, and the test bench control system, the first torque and speed sensor, the second torque and speed sensor, the third torque and speed sensor, and the power analyzer are respectively connected to the data acquisition system.

[0012] According to the above means, the data acquisition system can collect: the torque and speed values ​​of the first torque and speed sensor, the second torque and speed sensor, and the third torque and speed sensor; the output current value and output electric power of the P1 motor in the power analyzer, and the input current value and input electric power of the P3 motor.

[0013] A P13 configuration electric drive assembly efficiency test method, applied to the above-mentioned P13 configuration electric drive assembly efficiency test system, comprises the following steps:

[0014] S1: The test bench control system sends the initial battery power value to the model control system;

[0015] S2: The model control system calculates the output voltage value, and the test bench control system obtains the output voltage value and sends it to the battery simulator;

[0016] S3: The battery simulator increases the output voltage to the output voltage value sent by the test bench control system to power the P1 motor and P3 motor of the P13 configuration electric drive assembly;

[0017] S4: The test bench control system obtains the torque and speed of the first torque and speed sensors and the second torque and speed sensors and inputs them into the model control system. The model control system calculates the running resistance value. The test bench control system obtains the running resistance value and sends instruction values ​​to the first load motor and the second load motor respectively.

[0018] S5: The first load motor and the second load motor load torque to the test bench control system command value;

[0019] S6: The test bench control system sends the target throttle signal to the model control system. The model control system calculates the operating status of the engine, P1 motor, clutch, and P3 motor according to the current battery power and the target throttle size, and outputs the results to the test bench control system.

[0020] S7: The test bench control system sends the received results to the engine simulation motor, P1 motor, clutch and P3 motor respectively;

[0021] S8: The engine simulation motor, the P1 motor, the clutch, and the P3 motor operate until the received result is obtained, and drive the first load motor and the second load motor to operate;

[0022] S9: The test bench control system obtains the torque and speed of the first torque and speed sensor, the second torque and speed sensor, and the third torque and speed sensor, as well as the output electric power of the P1 motor and the input electric power of the P3 motor in the power analyzer, and calculates and obtains the efficiency of the P13 configuration electric drive assembly;

[0023] S10: The test bench control system obtains the output current value of the P1 motor and the input current value of the P3 motor in the power analyzer, and feeds them back to the model control system, and returns to step S2;

[0024] The test ends when the test bench control system sends a stop operation instruction to the model control system.

[0025] According to the above technical means, the output voltage value can be calculated based on the initial battery power input by the test bench control system to the battery simulator, and power can be supplied to the P1 motor and the P3 motor. At the same time, the driving resistance value can be calculated based on the torque and speed values ​​of the first torque and speed sensor and the second torque and speed sensor obtained by the test bench control system, and the instruction value can be sent to the first load motor and the second load motor to load the first load motor and the second load motor. The operating status of each component can also be calculated based on the target throttle signal sent by the test bench control system, and each component can be automatically operated according to the calculation result. The torque and speed of the first torque and speed sensor, the second torque and speed sensor, and the third torque and speed sensor, as well as the output electric power of the P1 motor and the input electric power of the P3 motor in the power analyzer are obtained through the test bench control system and calculated to obtain the dynamic efficiency of the P13 configuration electric drive assembly, which is consistent with the dynamic usage conditions of ordinary users and can comprehensively evaluate the efficiency under the usage conditions of ordinary users. The present application can simulate real-life driving conditions, and the system can run automatically to achieve efficiency testing of the P13 configuration electric drive assembly under any dynamic cycle conditions.

[0026] Furthermore, in step S1 , when the initial battery power value is greater than or equal to 25% of the total battery power, the P13 configuration electric drive assembly is in a power consumption state.

[0027] According to the above technical means, the first load motor and the second load motor can be loaded in the power consumption state.

[0028] Furthermore, when the throttle is greater than 70% of the total opening:

[0029] In step S6, the model control system calculates the results of engine starting, P1 motor starting, clutch engagement, and P3 motor starting;

[0030] In step S7, the test bench control system sends the engine simulation motor torque value, P1 motor speed value, clutch engagement, and P3 motor torque value instructions to the engine simulation motor, P1 motor, clutch, and P3 motor respectively;

[0031] In step S8, the engine simulation motor and the P3 motor are loaded to corresponding target torque values, the P1 motor is operated to the target speed value, the clutch is engaged, and the P3 motor drives the first load motor and the second load motor through the first input end of the reducer and the engine simulation motor through the P1 motor, the clutch, and the second input end of the reducer to start operation;

[0032] In step S9, the efficiency calculation formula is:

[0033] Where η 消耗 is the efficiency of the P13 configuration electric drive assembly under power consumption; P 输出 is the total output power of the P13 configuration electric drive assembly; P 输入 is the total input power of the P13 configuration electric drive assembly; P1 is the output electric power of the P1 motor; P3 is the input electric power of the P3 motor; T1 is the torque of the first torque and speed sensor; n1 is the speed of the first torque and speed sensor; T2 is the torque of the second torque and speed sensor; n2 is the speed of the second torque and speed sensor; T3 is the torque of the third torque and speed sensor; n3 is the speed of the third torque and speed sensor.

[0034] Based on the above technical means, the dynamic efficiency of the P13 configuration electric drive assembly under power consumption state when the throttle opening is greater than 70% can be automatically calculated.

[0035] Furthermore, when the throttle is less than or equal to 70% of the total opening:

[0036] In step S6, the model control system calculates the result that the engine is not started, the P1 motor is not started, the clutch is disengaged, and the P3 motor is started;

[0037] In step S7, the test bench control system sends the engine simulation motor not starting, the P1 motor not starting, the clutch disengaging, and the P3 motor torque value instructions to the engine simulation motor, the P1 motor, the clutch, and the P3 motor respectively;

[0038] In step S8, the engine simulation motor is not started, the P3 motor is loaded to the corresponding target torque value, the P1 motor is not started, the clutch is disengaged, and the P3 motor drives the first load motor and the second load motor through the reducer to start operation;

[0039] In step S9, the efficiency calculation formula is:

[0040] Where η 消耗is the efficiency of the P13 configuration electric drive assembly in the power consumption state; P3 is the input electric power of the P3 motor; T1 is the torque of the first torque and speed sensor; n1 is the speed of the first torque and speed sensor; T2 is the torque of the second torque and speed sensor; n2 is the speed of the second torque and speed sensor.

[0041] According to the above technical means, the dynamic efficiency of the P13 configuration electric drive assembly under the power consumption state can be automatically calculated when the throttle is less than or equal to 70% of the total opening.

[0042] Furthermore, in step S1, when the initial battery power value is less than 25% of the total battery power, the P13 configuration electric drive assembly is in a power maintenance state.

[0043] According to the above technical means, the first load motor and the second load motor can be loaded while the power is maintained.

[0044] Further, in step S6, the model control system calculates the results of engine starting, P1 motor starting, clutch disengagement, and P3 motor starting;

[0045] In step S7, the test bench control system sends the engine simulation motor torque value, P1 motor speed value, clutch release, and P3 motor torque value instructions to the engine simulation motor, P1 motor, clutch, and P3 motor respectively;

[0046] In step S8, the engine simulation motor and the P3 motor are loaded to the corresponding target torque value, the clutch is disengaged, and the P1 motor is operated to the target speed value. At this time, the engine simulation motor drives the P1 motor to operate and generate electricity, and the P3 motor drives the first load motor and the second load motor through the reducer to start operation;

[0047] In step S9, the efficiency calculation formula is:

[0048] Where η 维持 is the efficiency of the P13 configuration electric drive assembly under the power maintenance state; η P1发电 is the power generation efficiency of P1 motor under the power maintenance state; η P3驱动 is the driving efficiency of the P3 motor in the power maintenance state; P1 is the output electric power of the P1 motor; P3 is the input electric power of the P3 motor; T1 is the torque of the first torque and speed sensor; n1 is the speed of the first torque and speed sensor; T2 is the torque of the second torque and speed sensor; n2 is the speed of the second torque and speed sensor; T3 is the torque of the third torque and speed sensor; n3 is the speed of the third torque and speed sensor.

[0049] Based on the above technical means, the dynamic efficiency of the P13 configuration electric drive assembly under the power maintenance state can be automatically calculated.

[0050] Beneficial effects of this application:

[0051] (1) This application can simulate real-life driving conditions, and the system can operate automatically to achieve efficiency testing of the P13 configuration electric drive assembly under any dynamic cycle conditions;

[0052] (2) This application can test the dynamic efficiency of the P13 configuration electric drive assembly under power consumption status;

[0053] (3) This application can test the dynamic efficiency of the P13 configuration electric drive assembly under the power maintenance state. BRIEF DESCRIPTION OF THE DRAWINGS

[0054] FIG1 is a block diagram of the principle of the electric drive assembly efficiency test system of the P13 configuration of the present application;

[0055] FIG2 is a flow chart of the efficiency testing method of the P13 configuration electric drive assembly of the present application;

[0056] FIG3 is a flow chart showing the power consumption efficiency of the electric drive assembly of the P13 configuration of the present application when the throttle opening is 10%;

[0057] FIG4 is a flow chart showing the power consumption efficiency of the electric drive assembly of the P13 configuration of the present application when the throttle opening is 80%;

[0058] FIG5 is a flow chart showing the efficiency of the P13 configuration electric drive assembly of the present application when the throttle opening is 10% in the power maintenance state.

[0059] In the accompanying drawings: 1-bench control system; 2-model control system; 3-data acquisition system; 4-battery simulator; 5-P1 motor; 6-clutch; 7-reducer; 8-P3 motor; 9-first load motor; 10-second load motor; 11-engine simulation motor; 12-first torque and speed sensor; 13-second torque and speed sensor; 14-third torque and speed sensor; 15-power analyzer. DETAILED DESCRIPTION

[0060] The following will describe the embodiments of the present application with reference to the accompanying drawings and preferred embodiments. Those skilled in the art can easily understand the other advantages and effects of the present application from the contents disclosed in this specification. The present application can also be implemented or applied through other different specific embodiments, and the details in this specification can also be modified or changed in various ways based on different viewpoints and applications without departing from the spirit of the present application. It should be understood that the preferred embodiments are only for the purpose of illustrating the present application and are not intended to limit the scope of protection of the present application.

[0061] It should be noted that the illustrations provided in the following embodiments are only schematic illustrations of the basic concept of the present application. Therefore, the illustrations only show components related to the present application and are not drawn according to the number, shape and size of components in actual implementation. In actual implementation, the type, quantity and proportion of each component can be changed at will, and the component layout type may also be more complicated.

[0062] This embodiment proposes a P13 configuration electric drive assembly efficiency test system, as shown in Figure 1, including a test bench control system 1 and a model control system 2, a battery simulator 4, a first load motor 9, a second load motor 10, an engine simulation motor 11, a power analyzer 15, a first torque speed sensor 12, a second torque speed sensor 13 and a third torque speed sensor 14, respectively connected to the test bench control system 1, the P1 motor 5, the P3 motor 8 and the clutch 6 of the P13 configuration electric drive assembly are respectively connected to the test bench control system 1, the P1 motor 5 and the P3 motor 8 are respectively connected to the battery simulator 4, and the The input end of the first torque and speed sensor 12 is connected to the first output end of the reducer 7, the output end of the first torque and speed sensor 12 is connected to the first load motor 9, the input end of the second torque and speed sensor 13 is connected to the second output end of the reducer 7, the output end of the second torque and speed sensor 13 is connected to the second load motor 10, the input end of the third torque and speed sensor 14 is connected to the engine simulation motor 11, the output end of the third torque and speed sensor 14 is connected to the P1 motor 5, and the P1 motor 5 and the P3 motor 8 are respectively connected to the power analyzer 15.

[0063] The above-mentioned P13 configuration electric drive assembly efficiency test system adopts a model control system 2, which can calculate the output voltage value to the battery simulator 4 based on the initial battery power input by the test bench control system 1, and power the P1 motor 5 and P3 motor 8. At the same time, the driving resistance value can be calculated based on the torque and speed values ​​of the first torque and speed sensor 12 and the second torque and speed sensor 13 obtained by the test bench control system 1, and the instruction value can be sent to the first load motor 9 and the second load motor 10 to load the first load motor 9 and the second load motor 10. It can also calculate the operating status of each component based on the target throttle signal sent by the test bench control system 1 and make each component automatically operate according to the calculation results. Then, the torque and speed of the first torque and speed sensor 12, the second torque and speed sensor 13, and the third torque and speed sensor 14, as well as the output electric power of the P1 motor 5 and the input electric power of the P3 motor 8 in the power analyzer 15 are obtained through the test bench control system 1 and calculated to obtain the dynamic efficiency of the P13 configuration electric drive assembly, which is consistent with the dynamic usage conditions of ordinary users and can comprehensively evaluate the efficiency under the usage conditions of ordinary users. This embodiment can simulate real-life driving conditions, and the system can run automatically to achieve efficiency testing of the P13 configuration electric drive assembly under any dynamic cycle conditions.

[0064] In this embodiment, the model control system 2 is provided with an engine model, a P13 configuration electric drive assembly model, a battery model, and a whole vehicle resistance model. The engine model can be used to calculate whether the engine is started and the engine torque value; the P13 configuration electric drive assembly model can be used to calculate whether the P1 motor 5 is started, the torque value of the P3 motor 8, whether the P1 motor 5 is started, the speed value of the P1 motor 5, and whether the clutch 6 is engaged or disengaged; the battery model can be used to calculate the output voltage value; and the whole vehicle resistance model can be used to calculate the driving resistance value.

[0065] In this embodiment, a data acquisition system 3 is also included. The test bench control system 1, the first torque and speed sensor 12, the second torque and speed sensor 13, the third torque and speed sensor 14, and the power analyzer 15 are respectively connected to the data acquisition system 3. The data acquisition system 3 can collect: the torque and speed values ​​of the first torque and speed sensor 12, the second torque and speed sensor 13, and the third torque and speed sensor 14; the output current value and output electric power of the P1 motor 5 in the power analyzer 15, and the input current value and input electric power of the P3 motor 8.

[0066] In this embodiment, the model control system 2 is connected to the test bench control system 1 via a CAN line, receives the input signals required by each model sent by the test bench control system 1, and outputs the model calculation results to the test bench control system 1. The test bench control system 1 controls the engine simulation motor 11, the first load motor 9, the second load motor 10, the data acquisition system 3, the P1 motor 5, the P3 motor 8 and the clutch 6 according to the calculation results sent by the model control system 2. At the same time, the test bench control system 1 receives the corresponding information from the first torque speed sensor 12, the second torque speed sensor 13, the third torque speed sensor 14 and the power analyzer 15 collected by the data acquisition system 3.

[0067] This embodiment also proposes a P13 configuration electric drive assembly efficiency test method, which is applied to the above-mentioned P13 configuration electric drive assembly efficiency test system, as shown in FIG2 , and includes the following steps:

[0068] S1: The test bench control system 1 sends the initial battery power value to the model control system 2;

[0069] S2: The model control system 2 calculates the output voltage value, the test bench control system 1 obtains the output voltage value and sends it to the battery simulator 4;

[0070] S3: The battery simulator 4 increases the output voltage to the output voltage value sent by the test bench control system 1 to supply power to the P1 motor 5 and the P3 motor 8 of the P13 configuration electric drive assembly;

[0071] S4: The test bench control system 1 obtains the torque and speed of the first torque and speed sensor 12 and the second torque and speed sensor 13 and inputs them into the model control system 2. The model control system 2 calculates the driving resistance value. The test bench control system 1 obtains the driving resistance value and sends the command value to the first load motor 9 and the second load motor 10 respectively;

[0072] S5: The first load motor 9 and the second load motor 10 add torque to the gantry control system 1 command value;

[0073] S6: The test bench control system 1 sends the target throttle signal to the model control system 2. The model control system 2 calculates the operating status of the engine, P1 motor 5, clutch 6, and P3 motor 8 according to the current battery power and the target throttle size, and outputs the results to the test bench control system 1;

[0074] S7: The test bench control system 1 sends the received results to the engine simulation motor 11, the P1 motor 5, the clutch 6 and the P3 motor 8 respectively;

[0075] S8: The engine simulation motor 11, the P1 motor 5, the clutch 6 and the P3 motor 8 operate until the received result is obtained, and drive the first load motor 9 and the second load motor 10 to operate;

[0076] S9: The test bench control system 1 obtains the torque and speed from the first torque and speed sensor 12, the second torque and speed sensor 13, and the third torque and speed sensor 14, as well as the output electric power of the P1 motor 5 and the input electric power of the P3 motor 8 from the power analyzer 15, and calculates and obtains the efficiency of the P13 configuration electric drive assembly;

[0077] S10: The test bench control system 1 obtains the output current value of the P1 motor 5 and the input current value of the P3 motor 8 from the power analyzer 15, and feeds them back to the model control system 2, and returns to step S2;

[0078] The test ends when the test bench control system 1 sends a stop operation instruction to the model control system 2.

[0079] The above-mentioned P13 configuration electric drive assembly efficiency test method can calculate the output voltage value to the battery simulator 4 based on the initial battery power input by the test bench control system 1, and power the P1 motor 5P3 motor 8. At the same time, the driving resistance value can be calculated based on the torque and speed values ​​of the first torque and speed sensor 12 and the second torque and speed sensor 13 obtained by the test bench control system 1, and the instruction value can be sent to the first load motor 9 and the second load motor 10 to load the first load motor 9 and the second load motor 10. It can also calculate the operating status of each component based on the target throttle signal sent by the test bench control system 1 and make each component automatically operate according to the calculation results. Then, the torque and speed of the first torque and speed sensor 12 and the second torque and speed sensor 13 and the output electric power of the P1 motor 5 and the input electric power of the P3 motor 8 in the power analyzer 15 are obtained through the test bench control system 1 and calculated to obtain the dynamic efficiency of the P13 configuration electric drive assembly, which is consistent with the dynamic usage conditions of ordinary users and can comprehensively evaluate the efficiency under the usage conditions of ordinary users. This embodiment can simulate real-life driving conditions, and the system can run automatically to achieve efficiency testing of the P13 configuration electric drive assembly under any dynamic cycle conditions.

[0080] This embodiment also proposes a method for testing the efficiency of a P13 configuration electric drive assembly in a power consumption state, with a target throttle signal of 10% total opening, as shown in FIG3 . The method includes the following steps:

[0081] S101: the test bench control system 1 sends an initial battery power value of 100% of the total battery power to the model control system 2;

[0082] S102: The test bench control system 1 sends the output voltage value 380V calculated by the battery model in the model control system 2 to the battery simulator 4;

[0083] S103: The battery simulator 4 increases the output voltage to the value sent by the test bench control system 1 to power the P3 motor 8 and the P1 motor 5;

[0084] S104: The test bench control system 1 inputs the torque and speed values ​​of the first torque and speed sensor 12 and the second torque and speed sensor 13 acquired from the data acquisition system 3 into the model control system 2. The vehicle resistance model in the model control system 2 calculates the driving resistance value and transmits it to the first load motor 9 and the second load motor 10 respectively via the test bench control system 1.

[0085] S105: The first load motor 9 and the second load motor 10 add torque to the gantry control system 1 command value;

[0086] S106: Test bench control system 1 sends a target throttle signal to model control system 2. The target throttle signal is 10% of the total opening. Model control system 2 calculates that the engine simulation motor 11 is not started, the P1 motor 5 is not started, the clutch 6 is disengaged, and the P3 motor 8 has a loading torque of 30 Nm. The corresponding result is output to test bench control system 1.

[0087] S107: The test bench control system 1 sends the received result instructions to the engine simulation motor 11, the P1 motor 5, the clutch 6 and the P3 motor 8 respectively;

[0088] S108: The clutch 6 is disengaged, the P1 motor 5 is not started, the engine simulation motor 11 is not started, and the P3 motor 8 is loaded to 30 Nm. At this time, the P3 motor 8 drives the first load motor 9 and the second load motor 10 through the reducer 7 to start operation;

[0089] S109: The test bench control system 1 obtains the torque and speed of the first torque and speed sensor 12 and the second torque and speed sensor 13 and the input electric power of the P3 motor 8 in the power analyzer 15 and calculates and obtains the efficiency of the P13 configuration electric drive assembly:

[0090] Where η 消耗 is the efficiency of the P13 configuration electric drive assembly in the power consumption state; P3 is the input electric power of the P3 motor 8; T1 is the torque of the first torque speed sensor 12; n1 is the speed of the first torque speed sensor 12; T2 is the torque of the second torque speed sensor 13; n2 is the speed of the second torque speed sensor 13.

[0091] Among them, after completing an efficiency test, the test bench control system 1 obtains the output current value of the P1 motor 5 and the input current value of the P3 motor 8 in the power analyzer 15, and feeds them back to the model control system 2, and returns to step S102 to realize closed-loop control and cyclic detection.

[0092] This embodiment also proposes a method for testing the efficiency of a P13 configuration electric drive assembly in a power consumption state, with a target throttle signal of 80% of the total opening, as shown in FIG4 . The method includes the following steps:

[0093] S201: the test bench control system 1 sends an initial battery power value of 100% of the total battery power to the model control system 2;

[0094] S202: The test bench control system 1 sends the output voltage value 380V calculated by the battery model in the model control system 2 to the battery simulator 4;

[0095] S203: The battery simulator 4 increases the output voltage to the value sent by the test bench control system 1 to supply power to the P3 motor 8 and the P1 motor 5;

[0096] S204: The test bench control system 1 inputs the torque and speed values ​​of the first torque and speed sensor 12 and the second torque and speed sensor 13 acquired from the data acquisition system 3 into the model control system 2. The vehicle resistance model in the model control system 2 calculates the driving resistance value and transmits it to the first load motor 9 and the second load motor 10 respectively via the test bench control system 1.

[0097] S205: The first load motor 9 and the second load motor 10 add torque to the gantry control system 1 command value;

[0098] S206: Test bench control system 1 sends a target throttle signal to model control system 2. The target throttle signal is 80% of the total opening. Model control system 2 calculates that the loading torque of engine simulation motor 11 is 147 Nm, the torque of P1 motor 5 is 0 Nm, clutch 6 is engaged, and the loading torque of P3 motor 8 is 320 Nm. The corresponding result is output to test bench control system 1.

[0099] S207: The test bench control system 1 sends the received result instructions to the engine simulation motor 11, the P1 motor 5, the clutch 6 and the P3 motor 8 respectively;

[0100] S208: The clutch 6 is engaged, the loading torque of the P1 motor 5 is 0 Nm, the engine simulation motor 11 is loaded to 147 Nm, and the P3 motor 8 is loaded to 320 Nm. At this time, the P3 motor 8 drives the first load motor 9 and the second load motor 10 through the first input terminal of the reducer 7 and the engine simulation motor 11 through the P1 motor 5, the clutch 6, and the second input terminal of the reducer 7 to start operation;

[0101] S209: The test bench control system 1 obtains the torque and speed of the first torque and speed sensor 12, the second torque and speed sensor 13, and the third torque and speed sensor 14, as well as the output power of the P1 motor 5 and the input power of the P3 motor 8 from the power analyzer 15, and calculates and obtains the efficiency of the P13 configuration electric drive assembly:

[0102] Where η 消耗 is the efficiency of the P13 configuration electric drive assembly under power consumption; P 输出 is the total output power of the P13 configuration electric drive assembly; P 输入 is the total input power of the P13 configuration electric drive assembly; P1 is the output electric power of the P1 motor 5; P3 is the input electric power of the P3 motor 8; T1 is the torque of the first torque speed sensor 12; n1 is the speed of the first torque speed sensor 12; T2 is the torque of the second torque speed sensor 13; n2 is the speed of the second torque speed sensor 13; T3 is the torque of the third torque speed sensor 14; n3 is the speed of the third torque speed sensor 14.

[0103] After completing an efficiency test, the bench control system 1 obtains the output current value of the P1 motor 5 and the input current value of the P3 motor 8 in the power analyzer 15, and feeds them back to the model control system 2, returning to step S202, to achieve closed-loop control and cyclic detection.

[0104] This embodiment also proposes a method for testing the efficiency of a P13 configuration electric drive assembly in a power maintenance state, as shown in FIG5 , including the following steps:

[0105] S301: The test bench control system 1 sends an initial battery power value of 20% of the total battery power to the model control system 2;

[0106] S302: The test bench control system 1 sends the output voltage value 350V calculated by the battery model in the model control system 2 to the battery simulator 4;

[0107] S303: The battery simulator 4 increases the output voltage to the value sent by the test bench control system 1 to power the P3 motor 8 and the P1 motor 5;

[0108] S304: The test bench control system 1 inputs the torque and speed values ​​of the first torque and speed sensor 12 and the second torque and speed sensor 13 acquired from the data acquisition system 3 into the model control system 2. The vehicle resistance model in the model control system 2 calculates the driving resistance value and sends the command value to the first load motor 9 and the second load motor 10 respectively through the test bench control system 1;

[0109] S305: The first load motor 9 and the second load motor 10 add torque to the gantry control system 1 command value;

[0110] S306: Test bench control system 1 sends a target throttle signal to model control system 2. The target throttle signal is 10% of the total opening. Model control system 2 calculates that the engine simulation motor 11 is started, the P1 motor 5 needs to be started, the clutch 6 is disengaged, and the P3 motor 8 needs to be started, and outputs the corresponding result to test bench control system 1.

[0111] S307: The test bench control system 1 sends the received result instructions to the engine simulation motor 11, the P1 motor 5, the clutch 6 and the P3 motor 8 respectively;

[0112] S308: The clutch 6 is disengaged, the P3 motor 8 is loaded to the corresponding torque value, the P1 motor 5 is running at the target speed value, and the engine simulation motor 11 is loaded to the corresponding torque value. At this time, the engine simulation motor 11 drives the P1 motor 5 to operate and generate electricity. The P3 motor 8 drives the first load motor 9 and the second load motor 10 through the reducer 7 to start operation. That is, at this time, the P1 motor 5 is a generator and the P3 motor 8 is a drive motor.

[0113] S309: The test bench control system 1 obtains the torque and speed of the first torque and speed sensor 12, the second torque and speed sensor 13, and the third torque and speed sensor 14, as well as the output power of the P1 motor 5 and the input power of the P3 motor 8 from the power analyzer 15, and calculates and obtains the efficiency of the P13 configuration electric drive assembly:

[0114] Where η 维持 is the efficiency of the P13 configuration electric drive assembly under the power maintenance state; η P1发电 is the power generation efficiency of P1 motor 5 under the power maintenance state; η P3驱动 is the driving efficiency of the P3 motor 8 in the power maintenance state; P1 is the output electric power of the P1 motor 5; P3 is the input electric power of the P3 motor 8; T1 is the torque of the first torque speed sensor 12; n1 is the speed of the first torque speed sensor 12; T2 is the torque of the second torque speed sensor 13; n2 is the speed of the second torque speed sensor 13; T3 is the torque of the third torque speed sensor 14; n3 is the speed of the third torque speed sensor 14.

[0115] After completing an efficiency test, the bench control system 1 obtains the output current value of the P1 motor 5 and the input current value of the P3 motor 8 in the power analyzer 15, and feeds them back to the model control system 2, returning to step S302 to achieve closed-loop control and cyclic detection.

[0116] The above embodiments are only preferred embodiments for fully illustrating the present application, and the protection scope of the present application is not limited thereto. Any equivalent substitutions or modifications made by those skilled in the art based on the present application are within the protection scope of the present application.

Claims

1. A P13 configuration electric drive assembly efficiency test system, characterized by: The invention comprises a test bench control system (1), a model control system (2) respectively connected to the test bench control system (1), a battery simulator (4), a first load motor (9), a second load motor (10), an engine simulation motor (11), a power analyzer (15), a first torque speed sensor (12), a second torque speed sensor (13) and a third torque speed sensor (14); a P1 motor (5), a P3 motor (8) and a clutch (6) of a P13 configuration electric drive assembly are respectively connected to the test bench control system (1); the P1 motor (5) and the P3 motor (8) are respectively connected to the battery simulator (4); the first torque speed sensor (12) and the second torque speed sensor (13) are respectively connected to the battery simulator (4); the first torque speed sensor (14) and the third torque speed sensor (14) are respectively connected to the test bench control system (1); The input end of the first torque speed sensor (12) is connected to the first output end of the reducer (7), the output end of the first torque speed sensor (12) is connected to the first load motor (9), the input end of the second torque speed sensor (13) is connected to the second output end of the reducer (7), the output end of the second torque speed sensor (13) is connected to the second load motor (10), the input end of the third torque speed sensor (14) is connected to the engine simulation motor (11), the output end of the third torque speed sensor (14) is connected to the P1 motor (5), and the P1 motor (5) and the P3 motor (8) are respectively connected to the power analyzer (15).

2. The P13 configuration electric drive assembly efficiency test system according to claim 1 is characterized in that: The model control system (2) is provided with an engine model, a P13 configuration electric drive assembly model, a battery model, and a whole vehicle resistance model.

3. The P13 configuration electric drive assembly efficiency test system according to claim 2 is characterized in that: It also includes a data acquisition system (3), and the bench control system (1), the first torque speed sensor (12), the second torque speed sensor (13), the third torque speed sensor (14), and the power analyzer (15) are respectively connected to the data acquisition system (3).

4. A P13 configuration electric drive assembly efficiency test method, applied to the P13 configuration electric drive assembly efficiency test system according to any one of claims 1 to 3, characterized in that: The following steps are involved: S1: The test bench control system (1) sends an initial battery power value to the model control system (2); S2: the model control system (2) calculates the output voltage value, and the test bench control system (1) obtains the output voltage value and sends it to the battery simulator (4); S3: The battery simulator (4) increases the output voltage to the output voltage value sent by the test bench control system (1) to supply power to the P1 motor (5) and the P3 motor (8) of the P13 configuration electric drive assembly; S4: the test bench control system (1) obtains the torque and speed of the first torque and speed sensor (12) and the second torque and speed sensor (13) and inputs them into the model control system (2), calculates the driving resistance value through the model control system (2), and the test bench control system (1) obtains the driving resistance value and sends the instruction value to the first load motor (9) and the second load motor (10) respectively; S5: the first load motor (9) and the second load motor (10) load torque to the command value of the test bench control system (1); S6: the test bench control system (1) sends the target throttle signal to the model control system (2), and the model control system (2) calculates the operating status of the engine, the P1 motor (5), the clutch (6), and the P3 motor (8) according to the current battery power and the target throttle value, and outputs the results to the test bench control system (1); S7: the test bench control system (1) sends the received results to the engine simulation motor (11), the P1 motor (5), the clutch (6) and the P3 motor (8) respectively; S8: the engine simulation motor (11), the P1 motor (5), the clutch (6) and the P3 motor (8) operate until the received result is obtained, and drive the first load motor (9) and the second load motor (10) to operate; S9: The test bench control system (1) obtains the torque and speed of the first torque speed sensor (12), the second torque speed sensor (13), and the third torque speed sensor (14), as well as the output electric power of the P1 motor (5) and the input electric power of the P3 motor (8) in the power analyzer (15). The efficiency of the electric drive assembly of the P13 configuration is obtained by calculating the efficiency of the electric drive assembly of the P13 configuration; S10: the test bench control system (1) obtains the output current value of the P1 motor (5) and the input current value of the P3 motor (8) in the power analyzer (15), and feeds them back to the model control system (2), and returns to step S2; When the test bench control system (1) sends a stop operation instruction to the model control system (2), the test ends.

5. The P13 configuration electric drive assembly efficiency test method according to claim 4 is characterized in that: In step S1, when the initial battery power value is greater than or equal to 25% of the total battery power, the P13 configuration electric drive assembly is in a power consumption state.

6. The P13 configuration electric drive assembly efficiency test method according to claim 5 is characterized in that: When the throttle is greater than 70% of the total opening: In step S6, the model control system (2) calculates the results of engine starting, P1 motor (5) starting, clutch (6) engaging, and P3 motor (8) starting; In step S7, the test bench control system (1) sends the engine simulation motor (11) torque value, the P1 motor (5) speed value, the clutch (6) engagement, and the P3 motor (8) torque value instructions to the engine simulation motor (11), the P1 motor (5), the clutch (6), and the P3 motor (8) respectively; in step S8, the engine simulation motor (11) and the P3 motor (8) are loaded to the corresponding target torque values ​​respectively, the P1 motor (5) runs to the target speed value, the clutch (6) engages, and the P3 motor (8) drives the first load motor (9) and the second load motor (10) through the first input end of the reducer (7) and the engine simulation motor (11) through the P1 motor (5), the clutch (6), and the second input end of the reducer (7) to start running; In step S9, the efficiency calculation formula is: Where η 消耗 is the efficiency of the P13 configuration electric drive assembly under power consumption; P 输出 is the total output power of the P13 configuration electric drive assembly; P 输入 is the total input power of the P13 configuration electric drive assembly; P1 is the output electric power of the P1 motor (5); P3 is the input electric power of the P3 motor (8); T1 is the torque of the first torque speed sensor (12); n1 is the speed of the first torque speed sensor (12); T2 is the torque of the second torque speed sensor (13); n2 is the speed of the second torque speed sensor (13); T3 is the torque of the third torque speed sensor (14); and n3 is the speed of the third torque speed sensor (14).

7. The P13 configuration electric drive assembly efficiency test method according to claim 5 is characterized by: When the throttle is less than or equal to 70% of the total opening: In step S6, the model control system (2) calculates the result that the engine does not start, the P1 motor (5) does not start, the clutch (6) is disengaged, and the P3 motor (8) starts; In step S7, the test bench control system (1) sends instructions for not starting the engine simulation motor (11), not starting the P1 motor (5), disengaging the clutch (6), and torque value of the P3 motor (8) to the engine simulation motor (11), the P1 motor (5), the clutch (6), and the P3 motor (8) respectively; In step S8, the engine simulation motor (11) is not started, the P3 motor (8) is loaded to the corresponding target torque value, the P1 motor (5) is not started, the clutch (6) is disengaged, and the P3 motor (8) drives the first load motor (9) and the second load motor (10) through the reducer (7) to start operation; In step S9, the efficiency calculation formula is: Where η 消耗 is the efficiency of the P13 configuration electric drive assembly in the power consumption state; P3 is the input electric power of the P3 motor (8); T1 is the torque of the first torque speed sensor (12); n1 is the speed of the first torque speed sensor (12); T2 is the torque of the second torque speed sensor (13); and n2 is the speed of the second torque speed sensor (13).

8. The P13 configuration electric drive assembly efficiency test method according to claim 4 is characterized by: In step S1, when the initial battery power value is less than 25% of the total battery power, the P13 configuration electric drive assembly is in a power maintenance state.

9. The P13 configuration electric drive assembly efficiency test method according to claim 8, characterized in that: In step S6, the model control system (2) calculates the results of engine starting, P1 motor (5) starting, clutch (6) disengaging, and P3 motor (8) starting; In step S7, the test bench control system (1) sends the engine simulation motor (11) torque value, the P1 motor (5) speed value, the clutch (6) separation, and the P3 motor (8) torque value instructions to the engine simulation motor (11), the P1 motor (5), the clutch (6), and the P3 motor (8) respectively; In step S8, the engine simulation motor (11) and the P3 motor (8) are loaded to the corresponding target torque value, the clutch (6) is disengaged, and the P1 motor (5) is operated to the target speed value. At this time, the engine simulation motor (11) drives the P1 motor (5) to operate and generate electricity, and the P3 motor (8) drives the first load motor (9) and the second load motor (10) through the reducer (7) to start operating.

10. The P13 configuration electric drive assembly efficiency test method according to claim 8, characterized in that: In step S9, the efficiency calculation formula is: Where η 维持 is the efficiency of the P13 configuration electric drive assembly under the power maintenance state; η P1发电 is the power generation efficiency of the P1 motor (5) in the power maintenance state; η P3驱动 is the driving efficiency of the P3 motor (8) in the power maintenance state; P1 is the output electric power of the P1 motor (5); P3 is the input electric power of the P3 motor (8); T1 is the torque of the first torque speed sensor (12); n1 is the speed of the first torque speed sensor (12); T2 is the torque of the second torque speed sensor (13); n2 is the speed of the second torque speed sensor (13); T3 is the torque of the third torque speed sensor (14); and n3 is the speed of the third torque speed sensor (14).

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