CN115081118A - A vehicle performance simulation method for a dual-motor series-parallel hybrid powertrain - Google Patents

Abstract

The invention discloses a method for simulating the whole vehicle performance of a double-motor series-parallel hybrid power assembly, which comprises the steps of constructing a double-motor series-parallel hybrid power assembly and a whole vehicle simulation model in a Matlab/Simulink environment; configuring a simulation file corresponding to a developed vehicle type in a whole vehicle simulation model according to the vehicle type corresponding to project development, and defining parameters; after the corresponding configuration file is selected, defining each parameter into a working space, and endowing each parameter into a variable corresponding to the finished automobile simulation model; various operation working conditions needing to be simulated are defined in a simulation mode, and the working conditions needing to be analyzed are selected according to the developed vehicle type; when the real-time driving mileage reaches the working condition target mileage, the simulation is terminated; and selecting a corresponding report template to generate a report. The device has editability and modification, and is suitable for various vehicle model architectures; calculation errors caused by manual modeling and manual parameter input are avoided; and immediately carrying out the performance simulation calculation of the hybrid moving structure whole vehicle with different vehicle types and different gear combinations under various working conditions.

Description

A vehicle performance simulation method for a dual-motor series-parallel hybrid powertrain

technical field

The invention belongs to the field of automobile transmission, and particularly relates to a vehicle performance simulation method of a dual-motor series-parallel hybrid powertrain.

Background technique

With the development of the electrification trend in the automotive industry, hybrid vehicles have the advantages of long cruising range, high system efficiency, low comprehensive fuel consumption, and strong dynamic performance, which have become a hot spot in the development of various manufacturers. Therefore, the research and development of the hybrid powertrain system and the simulation calculation of its vehicle performance have attracted more and more attention in the industry. The simulation analysis of the vehicle performance under various operating conditions of the hybrid vehicle is an important part of the project development. The simulation calculation can accurately evaluate the various performances of the previous development, effectively shorten the project development cycle and reduce the verification test cost. At present, the commercial simulation software in the industry mainly focuses on the typical application of traditional fuel vehicles, and it is difficult to meet the simulation needs of hybrid powertrains. At the same time, the current mainstream simulation software in the industry is mostly limited to the dynamic and economical simulation of the entire vehicle, while for the simulation of the durability operating conditions of the entire vehicle life cycle, the thermal simulation under typical operating conditions lacks corresponding solutions. Taking the mainstream vehicle dynamics simulation software AVL_Cruise as an example, this software can configure the parameters of each component of the vehicle in a modular way, but its parameter definition and powertrain configuration must be in the proprietary module packaged by AVL_Cruise, and only the choice can be made. Existing options for parameter changes. Since the internal dynamic equations and core algorithms are all encapsulated in commercial simulation software, it is difficult to modify its working mode and calculation method without viewing its internal program. The current mainstream commercial simulation software lacks applicability for the multi-drive architecture and multi-working modes of the hybrid powertrain, and it is not convenient to customize the parameters and calculation data of various models. With the shortening of the development cycle, more and more models and applications need to be calculated by the vehicle simulation platform, and the vehicle parameters and the parameters of each component are different for each application and model, so it is difficult to analyze the parameters within a limited time. Model building and parameter input are artificially performed for each application and vehicle model.

In view of the multi-mode and various working conditions in the development stage of the hybrid vehicle project, it is necessary to establish a hybrid vehicle performance simulation method with standardized parameters, strong applicability, convenient customization and high degree of automation.

SUMMARY OF THE INVENTION

The purpose of the present invention is to provide a vehicle performance simulation method for a dual-motor series-parallel hybrid powertrain which can overcome the above technical problems.

The vehicle performance simulation method for a dual-motor series-parallel hybrid powertrain designed by the present invention is characterized in that it includes the following steps:

S1, build a dual-motor series-parallel hybrid powertrain and a vehicle simulation model in the Matlab/Simulink environment;

S2, develop the corresponding model according to the project, configure the simulation file corresponding to the developed model in the vehicle simulation model, and define the parameters; after selecting the corresponding configuration file, first define each parameter in the workspace, and then Each parameter is assigned to the corresponding variable of the vehicle simulation model;

S3, the simulation defines various operating conditions that need to be simulated, and selects the operating conditions to be analyzed for the development model;

S4, start the simulation in the Matlab/Simulink environment according to the selection in S2 and S3, and terminate the simulation when the real-time driving mileage reaches the target mileage of the working condition; select the corresponding report template to generate a report.

As a preferred solution, in order to monitor the running state of the simulation system in a more real-time manner, corresponding monitoring thresholds are set for data of different characteristics, so as to prevent the simulation system from falling into an invalid calculation cycle.

As a preferred solution, in S1, the vehicle performance simulation model of the dual-motor series-parallel hybrid powertrain includes:

The simulation parameter reading module is used to input the parameters of each module required for simulation into the workspace and assign them to the variables corresponding to each module;

The driving condition module is used to define the working condition information required for the simulation operation of the whole vehicle;

The driver module is used to calculate the required torque of the whole vehicle, and at the same time generate the required accelerator pedal signal and the required brake pedal signal;

The control module is used to define and judge the working state of the powertrain and traditional components;

The physical model is used to simulate the power transmission and power flow of each component of the vehicle, and provide the working condition data of each component;

The simulation data monitoring module is used to display and monitor the operating status parameters of the system in real time;

The simulation data processing module is used to process the data of the system simulation results and generate the result files corresponding to each simulation condition;

The simulation report generation module is used to generate corresponding simulation reports according to different simulation conditions and analysis targets;

The simulation termination judgment module is used to judge the simulation running state according to the termination mode corresponding to different working conditions. It is mainly divided into time termination, mileage termination, and electric energy consumption termination. When the monitored signal reaches the termination target value, the simulation model ends the simulation.

Preferably, the control module includes:

Vehicle control module, used for working mode judgment and state jump control of hybrid powertrain system, engine start-stop judgment, gear selection function and torque distribution strategy;

The engine control module is used to define the working state of the engine;

The clutch control module is used to define the working state of the clutch;

Gearbox control module, used to define the gear state of the gearbox;

The motor control module is used to define the working state of the motor.

Further preferably, the working modes include: pure electric drive mode, energy recovery mode, parallel drive mode, series drive mode, idle charging mode, and engine direct drive mode.

Preferably, the physical model includes:

The engine physical model is used to calculate the output torque and output speed of the engine, and calculate the instantaneous fuel consumption of the corresponding engine based on the output torque and output speed of the engine and the engine fuel consumption curve;

The clutch physical model is used to calculate the clutch input torque, input speed, output torque, output speed, speed difference, and friction work of the clutch system;

The physical model of the gearbox is used to calculate the output torque and output speed of the pinion transmission system, and the efficiency loss of the pinion transmission system;

P3 motor physical model, used to calculate the output torque and output speed, actual power and power consumption of the P3 motor;

The physical model of the P1 motor is used to calculate the output torque, output speed, actual power and power consumption of the P1 motor;

The battery physical model is used to calculate the power consumption of the motor and electrical accessories when the vehicle is running, the power returned by the motor to the battery when the braking energy is recovered, and the SOC state of the battery itself;

The physical model of electrical accessories is used to calculate the power consumption and current generated by the electronic and electrical equipment of the vehicle during operation;

Body physics model for calculating real-time vehicle speed, acceleration and mileage;

The tire and brake physical model is used to calculate the driving resistance of the tire and the ground, and realize the mutual conversion between the output signal of the axle end and the signal of the wheel end.

Preferably, the .m script file is used for parameter input, and when the .m script file is used for parameter input, the input parameters are the actual parameters in the vehicle research and development project.

Preferably, each signal in each module in the dual-motor series-parallel hybrid powertrain and the vehicle simulation model can be displayed and monitored in real time using the Scope oscilloscope.

Preferably, in S2, the contents that can be configured and defined in the vehicle simulation model include vehicle files, engine files, clutch files, P1 motor files, P3 motor files, gearbox files, battery files, electrical accessory files, and driver files. ,in:

The specific parameters of the vehicle file are: full-load mass, no-load mass, wheelbase, drive mode, front and rear axle load distribution, center of mass height, tire radius, tire rolling friction coefficient, tire sliding friction coefficient, windward area;

The specific parameters defined in the engine file include: engine external characteristic curve, engine torque-speed-fuel consumption curve, engine flywheel inertia, engine idle speed, engine drag torque, engine maximum torque rise rate, engine start-stop control strategy;

The specific parameters defined by the clutch file are: radius of clutch disc, dynamic friction coefficient of clutch, steady state friction coefficient of clutch, maximum torque transmitted by clutch, moment of inertia of clutch input, moment of inertia of clutch output, clutch oil pressure characteristic curve;

The specific parameters defined in the gearbox file are: the speed ratio of each gear at the engine end, the speed ratio of each gear at the motor end, the rotational inertia of each gear, the transmission efficiency of each gear, and the friction coefficient of each synchronizer;

The specific parameters defined in the P3 motor file are: motor external characteristic curve, motor peak torque, motor rated torque, motor maximum speed, motor efficiency curve, motor rotor inertia moment, motor braking energy recovery strategy;

The specific parameters defined in the P1 motor file are: motor external characteristic curve, motor peak torque, motor rated torque, motor maximum speed, motor efficiency curve, motor rotor inertia moment, motor braking energy recovery strategy;

The specific parameters defined in the battery file are: battery capacity, battery electromotive force, battery internal resistance in discharging state, battery internal resistance in charging state, open circuit voltage curve in discharging state, open circuit voltage curve in charging state, and battery charging efficiency;

The specific parameters defined by the electrical accessories file are: the average power of the electrical accessories, the average working efficiency of the electrical accessories for the DCDC;

The specific parameters defined by the driver model include: the response speed of the accelerator pedal, the corresponding speed of the brake pedal, and the PI control parameters.

Preferably, in S3, the operating conditions defined by the simulation include:

Dynamic conditions include full throttle acceleration conditions, full load climbing conditions and extreme vehicle speed conditions, which are used to simulate the 0~100km/h acceleration time, 0~50km/h acceleration time, Maximum grade, maximum speed in pure electric mode, and comprehensive maximum speed;

Economical conditions include NEDC, WLTC and CLTC, which are used to simulate the fuel consumption per 100 kilometers, cruising range, and engine operating point under the SOC balance of the selected powertrain and vehicle models under typical cycle conditions. and motor working point;

Durable working conditions include urban working conditions, suburban working conditions, rural working conditions and high-speed working conditions, which are used to simulate the torque distribution and damage calculation of each transmission component corresponding to the full life cycle of the selected powertrain and vehicle application. According to the simulation results Generate the corresponding endurance load spectrum of each subsystem;

Thermal simulation conditions include launch, creep, hill climbing, and ultra-high-speed conditions for simulating engine torque-speed distribution, clutch torque-speed distribution, and motor torque-speed distribution for selected powertrain and vehicle types , so as to obtain the temperature rise characteristics of the transmission system and conduct thermal management analysis.

The simulation system of the present invention is built based on the Matlab/Simulink environment, and the parameters of the whole vehicle and each subsystem of the hybrid powertrain are defined by configuring the simulation files. In addition, the system can store the parameters of various models and power unit applications at the same time, and the simulation parameters can be changed and replaced in real time. The invention is suitable for different structures and gear combinations of the dual-motor series-parallel hybrid powertrain, the gear corresponding to the engine can cover three transmission configurations of single gear, two gears and third gear; the gear corresponding to the driving motor can cover the single gear There are two transmission configurations, one gear and two gears. The simulation system can compare the vehicle performance corresponding to the hybrid powertrain with different architectures and conduct parameter optimization analysis before the detailed architecture and hardware design of the hybrid powertrain. The simulation calculation program can be written according to the requirements of different working conditions, and the calculation is performed according to the selected parameters during the simulation process and displayed in the form of a curve or a chart. According to different target working conditions, the corresponding algorithm is selected for data processing. After processing, the data is saved in various file formats, and simulation reports can be automatically generated according to custom templates. The invention can greatly improve the efficiency of the structure selection and performance development of the dual-motor series-parallel hybrid powertrain, and can conduct simulation tests according to the performance of the whole vehicle under different working conditions, thereby ensuring the reliability of the system.

Compared with the prior art, the present invention provides a dual-motor series-parallel hybrid powertrain vehicle performance simulation platform based on the Matlab/Simulink platform, which has the advantages of simplified structure, clear logic, fast solution speed, and the like;

The internal model of the dual-motor hybrid powertrain vehicle performance simulation platform of the present invention is an open-source Simulink model, which has editability and modification, and is suitable for various vehicle architectures;

The operation interface of the present invention is relatively friendly, and the engineering personnel can immediately perform the performance simulation calculation of the hybrid architecture vehicle performance of different vehicle models and different gear combinations under various working conditions after simple training;

The automatic report generation function of the present invention effectively combines data processing and standardized report generation, greatly improving project development efficiency;

The invention ensures the stability and reliability of the parameter input and calculation process, and avoids the calculation error caused by manual modeling and manual input of parameters;

The input parameters and working conditions of the system of the invention are relatively comprehensive, and are compared and calibrated with the actual vehicle test, which has a practical guiding effect on engineering development.

Description of drawings

1 is a schematic diagram of a dual-motor series-parallel hybrid powertrain and a vehicle simulation model of the present invention

Fig. 2 is the schematic diagram of the vehicle control module of the present invention

Fig. 3 is the schematic diagram of the simulation result of the present invention

Detailed ways

The technical solutions (including the preferred technical solutions) of the present invention will be further described in detail below by means of the accompanying drawings and the manner of enumerating some optional embodiments of the present invention. Obviously, the described embodiments are only some, but not all, embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by persons of ordinary skill in the art without creative efforts shall fall within the protection scope of the present invention.

Step 1: Build a dual-motor series-parallel hybrid powertrain and vehicle simulation model

The dual-motor series-parallel hybrid powertrain and the vehicle simulation model are simulation models established in the Matlab/Simulink environment. The parameter input of the dual-motor series-parallel hybrid powertrain and the vehicle simulation model uses the .m script file, and The input parameters use the actual parameters in the vehicle R&D project. Each signal in each module of the dual-motor series-parallel hybrid powertrain and the vehicle simulation system can be displayed and monitored in real time using the Scope oscilloscope. The output of the dual-motor series-parallel hybrid powertrain and the vehicle simulation model The result can be configured according to the project requirements, and the output form can be Mat file, Figure graphic, Txt text, Word document and other forms.

The dual-motor series-parallel hybrid powertrain vehicle performance simulation model includes a simulation parameter reading module, a driving condition module, a driver module, and a control module; the control module includes: a vehicle control module, an engine control module, and a clutch Control module, gearbox control module, motor control module; physical model; the physical model includes: engine physical model, clutch physical model, gearbox physical model, P3 motor physical model, P1 motor physical model, battery physical model, electrical accessories Physical model, body physical model, tire and brake physical model; simulation data monitoring module, simulation data processing module, simulation report generation module, simulation termination judgment module.

The simulation parameter reading module is used for inputting the parameters of each module required for simulation into the workspace and assigning them to variables corresponding to each module;

The driving condition module is used to define the working condition information required for the simulated operation of the whole vehicle, including information such as target vehicle speed and road gradient;

The driver module is used to calculate the required torque of the entire vehicle, and at the same time generate a required accelerator pedal signal and a required brake pedal signal;

The vehicle control module is used for working mode judgment and state jump control of the hybrid powertrain system, engine start-stop judgment, gear selection function and torque distribution strategy;

The working modes include: pure electric drive mode, energy recovery mode, parallel drive mode, series drive mode, idle charging mode, and engine direct drive mode;

The engine control module is used to define the working state of the engine, including signals such as engine start-stop control and engine demand torque;

The clutch control module is used to define the working state of the clutch, including the demand state of the clutch, the demand oil pressure of the clutch and other signals;

The gearbox control module is used to define the gear status of the gearbox, including the required gear of the engine, the required gear of the motor, the required status of the synchronizer and other signals;

The motor control module is used to define the working state of the motor, including the driving demand torque of the motor, the specified energy recovery demand torque of the motor and other signals;

The engine physical model is used to calculate the output torque and output speed of the engine, and calculate the instantaneous fuel consumption of the corresponding engine based on the engine output torque and output speed and the engine fuel consumption curve;

The clutch physical model is used to calculate the clutch input torque, input rotational speed, output torque, output rotational speed, rotational speed difference, and friction work of the clutch system;

The gear box physical model is used to calculate the output torque and output speed of the pinion transmission system, and the efficiency loss of the pinion transmission system;

The P3 motor physical model is used to calculate the output torque and output speed, actual power and power consumption of the P3 motor;

The P1 motor physical model is used to calculate the output torque and output speed, actual power and power consumption of the P1 motor;

The battery physical model is used to calculate the electric energy consumption of the motor and electrical accessories when the vehicle is running, the electric energy fed back by the motor to the battery when the braking energy is recovered, and the SOC state of the battery itself;

The electrical accessory physical model is used to calculate the electric energy consumption and the current size generated by the vehicle electrical and electronic equipment during operation;

The body physical model is used to calculate the real-time speed, acceleration and mileage of the vehicle;

The tire and brake physical model is used to calculate the running resistance of the tire and the ground, so as to realize the mutual conversion between the output signal of the axle end and the signal of the wheel end;

The simulation data monitoring module is used for real-time display and monitoring of the operating state parameters of the system;

The simulation data processing module is used to perform data processing on the system simulation results and generate result files corresponding to each simulation working condition;

The simulation report generation module is used to generate corresponding simulation reports respectively according to different simulation working conditions and analysis targets;

The simulation termination judgment module is used for judging the simulation running state according to the termination modes corresponding to different working conditions, which are mainly divided into time termination, mileage termination, and electric energy consumption termination. When the monitored signal reaches the termination target value, the simulation model ends the simulation.

The simulation parameter reading module is connected in communication with the driver module, the vehicle control module and the physical model module; the driving condition module is in communication connection with the driver module; the driver module is in communication connection with the control module; The module is communicatively connected to the physical model module, the physical model module, the simulation data monitoring module and the simulation termination judgment module are communicatively connected, the simulation data monitoring module is communicatively connected to the simulation data processing module, and the simulation data processing module generates a simulation report Module communication connection.

Step 2: Simulation file configuration and parameter definition

This step is used for the file configuration and parameter definition in the early stage of the simulation calculation. According to the corresponding model of the project, use the drop-down menu to select the corresponding vehicle files: engine file, clutch file, P1 motor file, P3 motor file, gearbox file, Battery files, electrical accessories files, driver files.

in:

The specific parameters of the vehicle file include: full-load mass, no-load mass, wheelbase, drive mode, front and rear axle load distribution, center of mass height, tire radius, tire rolling friction coefficient, tire sliding friction coefficient, windward area, etc.;

The specific parameters defined in the engine file include: engine external characteristic curve, engine torque-speed-fuel consumption curve, engine flywheel inertia, engine idle speed, engine drag torque, engine maximum torque rise rate, engine start-stop control strategy;

The specific parameters defined by the clutch file are: radius of clutch disc, dynamic friction coefficient of clutch, steady state friction coefficient of clutch, maximum torque transmitted by clutch, moment of inertia of clutch input, moment of inertia of clutch output, clutch oil pressure characteristic curve;

The specific parameters defined in the gearbox file are: the speed ratio of each gear at the engine end, the speed ratio of each gear at the motor end, the rotational inertia of each gear, the transmission efficiency of each gear, and the friction coefficient of each synchronizer;

The specific parameters defined in the P3 motor file are: motor external characteristic curve, motor peak torque, motor rated torque, motor maximum speed, motor efficiency curve, motor rotor inertia moment, motor braking energy recovery strategy;

The specific parameters defined in the P1 motor file are: motor external characteristic curve, motor peak torque, motor rated torque, motor maximum speed, motor efficiency curve, motor rotor inertia moment, motor braking energy recovery strategy;

The specific parameters defined in the battery file are: battery capacity, battery electromotive force, battery internal resistance in discharging state, battery internal resistance in charging state, open circuit voltage curve in discharging state, open circuit voltage curve in charging state, and battery charging efficiency;

The specific parameters defined by the electrical accessories file are: the average power of the electrical accessories, the average working efficiency of the electrical accessories for the DCDC;

The specific parameters defined by the driver model include: the response speed of the accelerator pedal, the corresponding speed of the brake pedal, and the PI control parameters.

The input file adopts Excel file, which is convenient for reading, editing and saving of the program.

After selecting the corresponding configuration file in the control interface, first define each parameter in the workspace, and then assign each parameter to the corresponding variable of the system simulation sub-model.

Step 3: Simulation case selection and definition

This step is used to define the corresponding working conditions for vehicle dynamics simulation. in:

Dynamic conditions include full throttle acceleration condition, full load climbing condition and limit vehicle speed condition, which are mainly used to simulate the 0-100km/h acceleration time and 0-50km/h acceleration time of selected powertrain and vehicle models. , maximum grade, maximum speed of pure electric mode, maximum comprehensive speed, etc.;

Economical working conditions include NEDC working condition, WLTC working condition and CLTC working condition, which are mainly used to simulate the fuel consumption, cruising range and engine operating point under the SOC balance of selected powertrain and vehicle models under typical cycle conditions. position and motor working point;

Durable working conditions include urban working conditions, suburban working conditions, rural working conditions and high-speed working conditions. It is mainly used to simulate the torque distribution and damage calculation of each transmission component corresponding to the full life cycle of the selected powertrain and vehicle application. As a result, the corresponding endurance load spectrum of each subsystem is generated;

Thermal simulation conditions include start-up conditions, creep conditions, hill-climbing conditions and ultra-high-speed conditions, which are mainly used to simulate engine torque and speed distribution, clutch torque and speed distribution, and motor torque and speed for selected powertrain and vehicle models. distribution, so as to obtain the temperature rise characteristics of the transmission system and conduct thermal management analysis.

Step 4: Vehicle Dynamics Simulation

The specific simulation process of vehicle dynamics is as follows:

In the operation interface, select the target working condition file, target vehicle file, target engine file, target clutch file, target P1 motor file, target P3 motor file, target gearbox file, target battery file, target electrical accessories file, target driving file After clicking the start button, the dual-motor series-parallel hybrid powertrain vehicle performance simulation system will run according to the following process:

Specifically, the simulation parameter reading module is used to read the simulation parameters defined by each simulation file in step 2 and assign the parameters to the corresponding driver module, vehicle control module, and physical model module.

Specifically, the driver module is used to compare and calculate the required vehicle speed signal sent by the working condition module and the real-time vehicle speed requirement fed back by the vehicle control module, obtain the required torque, the signals of the accelerator pedal and the brake pedal through PI control, and The signal is output to the vehicle control module.

Specifically, the vehicle control module is used to receive the pedal signal of the driver module, the status feedback signal of the engine control module, the clutch control module, the motor control module and the gearbox control module, and the current vehicle speed and other signals of the body physics module. , and calculate the working mode of the vehicle, engine demand torque, motor demand torque, engine demand gear, motor demand gear, battery charging and discharging power, electrical accessory power, energy feedback torque, mechanical braking torque, engine start and stop demand signal , output the control signals of each subsystem to the engine control module, clutch control module, motor control module and transmission control module respectively, and feed back the vehicle speed signal to the driver module.

Specifically, the engine control module, clutch control module, motor control module, and gearbox control module are used to receive the control signal sent by the vehicle control module, and convert the signal into an engine physical model, a clutch physical model, and a P3 motor. Execution action signal of physical model, physical model of P1 motor, physical model of gearbox.

Specifically, the battery module is used to receive control signals such as charging and discharging power sent by the motor module, receive power consumption of the electrical accessories sent by the physical model of the electrical accessories, and calculate the energy consumption of the battery system, the SOC (State of charge) value, The current voltage and other signals are fed back to the vehicle control module with the above battery characteristic signals.

Specifically, the gearbox module is used to receive the torque and rotational speed signals transmitted by the physical model of the engine, the physical model of the clutch, the physical model of the P3 motor, and the physical model of the P1 motor, receive the required gear signal sent by the gearbox control module, and calculate It outputs the output torque and output speed through the gearbox differential, and feeds back the actual gear status signal of the gearbox to the gearbox control module, and transmits the output torque signal and output speed signal to the vehicle and tire brake module. .

Specifically, the vehicle and tire braking module is used to receive the torque signal and the rotational speed signal transmitted by the physical model of the gearbox, calculate the driving resistance, driving torque, wheel end speed, vehicle speed and other information of the whole vehicle, and convert the wheel end speed signal Feedback to the physical model of the gearbox, the current speed of the vehicle and other state signals are fed back to the driver module, and the vehicle mileage signal is fed back to the working condition module and the simulation termination judgment module.

Specifically, the simulation termination judging module is used to receive the target mileage of the working condition sent by the driving condition and the real-time mileage signal sent by the vehicle and the tire braking module, and the simulation is terminated when the real-time mileage reaches the target mileage of the working condition.

Step 5: Real-time data monitoring and saving

The real-time data monitoring and storage in this step is the real-time parameters obtained by the dynamic simulation in the step 4, such as vehicle speed, engine speed, engine torque, engine gear, clutch speed, clutch pressure, clutch engagement state, P3 motor speed, P3 Motor torque, P3 motor gear, P1 motor speed, P1 motor torque, battery SOC status, powertrain system working mode and other signals are drawn in the form of graphs, and the axis names and scales are marked, and then drawn graphically Graphical display window on the control interface. In order to show the changes of the data in a more intuitive way, the data curves of different characteristics are drawn in different colors. In order to monitor the running state of the simulation system in a more real-time manner, corresponding monitoring thresholds are set for data with different characteristics, so as to prevent the simulation system from falling into an invalid calculation cycle. The data results calculated by the dynamic simulation in the step 4 are classified and stored in the corresponding folder according to the project name, which is convenient for subsequent data reading and transmission, and supports the data processing and analysis in the report generation process.

Step 6: Data Processing and Report Generation

In this step, the data processing defines the data processing method and process. According to different simulation conditions and analysis targets, the simulation result data is processed with the corresponding algorithm; the engine speed, engine torque, engine gear position are processed by the cycle counting method. , clutch speed, clutch pressure, clutch engagement state, P3 motor speed, P3 motor torque, P3 motor gear, P1 motor speed, P1 motor torque and other time domain signals are processed to obtain the rotating parts load spectrum of each gear; The torque-time curve at the output of the differential is processed by the counting method to obtain the alternating load spectrum under each working mode; the equivalent damage calculation and life prediction of each subsystem are carried out based on the Minner linear cumulative damage theory; based on the Kirchhoff voltage Law to solve the battery load current, so as to calculate the SOC (State of charge) change of the battery, and calculate the cruising range under the specified operating conditions; the engine speed, engine torque, engine gear, clutch speed obtained according to the thermal simulation operating conditions, Time domain signals such as clutch pressure, clutch engagement state, P3 motor speed, P3 motor torque, P3 motor gear, P1 motor speed, P1 motor torque and other time domain signals, calculate the temperature rise characteristics of the transmission system through thermodynamic formulas.

After the data processing is completed, it is stored in the workspace in the form of a mat file to facilitate subsequent report generation. After completing the data processing, the report generation module defines the format, template and content of the generated report. According to different simulation conditions and analysis goals, corresponding simulation reports are generated respectively, including four typical templates of durability, dynamics, economy, and thermal simulation. The report template can be customized according to specific project requirements, and the key information that is focused on can be specially marked in the chart of the report. The template supports custom statements and variable modification, which is convenient for expanding and editing the report content.

Take the performance simulation of the HEV version of the HEV version of a hybrid powertrain with two gears on the engine side and single gear on the drive motor side as an example:

S1, select the input file of the target model and powertrain: select the vehicle file, P3 motor file, P1 motor file, engine file, gearbox file, driver file, battery file, simulation condition file through the drop-down menu;

S2, select the hybrid gearbox structure and drive mode of the target model: define dual motors through the button module: a hybrid powertrain with two gears for the engine and one gear for the motor, and rear-drive mode;

S3 selects the working conditions to be analyzed for the target vehicle: power, economy, durability, thermal simulation, and click the Run button to start the simulation calculation;

S4, after the simulation is completed, select the corresponding report template, click the report generation button to generate the simulation report and archive it;

S5, after inputting different motor parameters and speed ratio parameters, simulation analysis is performed, and the vehicle performance differences between each scheme are compared to obtain the optimal adapted motor and speed ratio.

Those skilled in the art can easily understand that the above are only preferred embodiments of the present invention, and are not intended to limit the present invention. Any modification, combination, replacement, improvement, etc. made under the spirit and principle of the present invention are included in the within the protection scope of the present invention.

Claims (10)

1. A whole vehicle performance simulation method for a dual-motor series-parallel hybrid power assembly is characterized by comprising the following steps:

s1, constructing a double-motor series-parallel hybrid power assembly and a whole vehicle simulation model in a Matlab/Simulink environment;

s2, configuring a simulation file corresponding to the developed vehicle type in the whole vehicle simulation model according to the vehicle type corresponding to the project development, and defining parameters; after the corresponding configuration file is selected, defining each parameter into a working space, and endowing each parameter into a variable corresponding to a finished automobile simulation model;

s3, defining various operation working conditions to be simulated in a simulation manner, and selecting the working conditions to be analyzed according to the developed vehicle type;

s4, according to the selection of S2 and S3, simulation is started to be executed in a Matlab/Simulink environment, and when the real-time driving mileage reaches the working condition target mileage, the simulation is terminated; and selecting a corresponding report template to generate a report.

2. The method for simulating the whole vehicle performance of the dual-motor series-parallel hybrid power assembly according to claim 1, is characterized in that: and setting corresponding monitoring thresholds for data with different characteristics to avoid the simulation system from falling into an invalid calculation cycle.

3. The method for simulating the whole vehicle performance of the dual-motor series-parallel hybrid power assembly according to claim 1 or 2, is characterized in that: in S1, the whole vehicle performance simulation model of the dual-motor series-parallel hybrid power assembly comprises:

the simulation parameter reading module is used for inputting parameters of each module required by simulation into a working space and assigning the parameters to variables corresponding to each module;

the driving condition module is used for defining the condition information required by the simulation operation of the whole vehicle;

the driver module is used for calculating the required torque of the whole vehicle, and generating a required accelerator pedal signal and a required brake pedal signal at the same time;

the control module is used for defining and judging the working states of the power assembly and the transmission part;

the physical model is used for simulating power transmission and power flow of each part of the whole vehicle and providing working condition data of each part;

the simulation data monitoring module is used for displaying and monitoring the running state parameters of the system in real time;

the simulation data processing module is used for carrying out data processing on the system simulation result and generating a result file corresponding to each simulation working condition;

the simulation report generation module is used for respectively generating corresponding simulation reports according to different simulation working conditions and analysis targets;

and the simulation termination judging module is used for judging the simulation running state according to termination modes corresponding to different working conditions, and mainly comprises time termination, mileage termination and electric energy consumption termination, wherein the simulation model terminates the simulation when the monitored signal reaches a termination target value.

4. The method for simulating the whole vehicle performance of the dual-motor series-parallel hybrid power assembly according to claim 3, is characterized in that: the control module includes:

the whole vehicle control module is used for judging the working mode and state jump control of the hybrid power assembly system, judging the starting and stopping of an engine, selecting a gear and distributing a torque strategy;

the engine control module is used for defining the working state of the engine;

the clutch control module is used for defining the working state of the clutch;

the gearbox control module is used for defining the gear state of the gearbox;

and the motor control module is used for defining the working state of the motor.

5. The method for simulating the whole vehicle performance of the dual-motor series-parallel hybrid power assembly according to claim 4, is characterized in that: the working modes comprise: the system comprises a pure electric drive mode, an energy recovery mode, a parallel drive mode, a series drive mode, an idle charging mode and an engine direct drive mode.

6. The method for simulating the whole vehicle performance of the dual-motor series-parallel hybrid power assembly according to claim 3, is characterized in that: the physical model includes:

the engine physical model is used for calculating the output torque and the output rotating speed of the engine and calculating the corresponding instantaneous oil consumption of the engine based on the output torque and the output rotating speed of the engine and the oil consumption curve of the engine;

the clutch physical model is used for calculating the input torque, the input rotating speed, the output torque, the output rotating speed, the rotating speed difference and the sliding power of the clutch system of the clutch;

the gear box physical model is used for calculating the output torque and the output rotating speed of the gear shaft transmission system and the efficiency loss of the gear shaft transmission system;

the P3 motor physical model is used for calculating the output torque and the output rotating speed of the P3 motor, the actual power and the power consumption;

the P1 motor physical model is used for calculating the output torque and the output rotating speed of the P1 motor, the actual power and the power consumption;

the battery physical model is used for calculating the electric energy consumption of the motor and electric appliance accessories when the whole vehicle runs, and the electric energy fed back to the battery by the motor and the SOC state of the battery when the braking energy is recovered;

the electrical appliance accessory physical model is used for calculating the electric energy consumption and the current magnitude generated by the vehicle electronic electrical equipment in the operation process;

the physical model of the car body is used for calculating the real-time speed, acceleration and mileage of the car;

and the tire and brake physical model is used for calculating the running resistance of the tire and the ground and realizing the interconversion of the half-axle end output signal and the wheel end signal.

7. The method for simulating the whole vehicle performance of the dual-motor series-parallel hybrid power assembly according to claim 4, 5 or 6, is characterized in that: and (4) inputting parameters by using the m script file, wherein the input parameters adopt actual parameters in the whole vehicle research and development project when the parameters are input by using the m script file.

8. The method for simulating the whole vehicle performance of the dual-motor series-parallel hybrid power assembly according to claim 7, is characterized in that: signals in each module of the dual-motor series-parallel hybrid power assembly and the whole vehicle simulation model can be displayed and monitored in real time by using a Scope oscilloscope.

9. The method for simulating the whole vehicle performance of the dual-motor series-parallel hybrid power assembly according to claim 1, is characterized in that: in S2, the configurable definition content in the full vehicle simulation model includes a full vehicle file, an engine file, a clutch file, a P1 motor file, a P3 motor file, a transmission file, a battery file, an electrical accessory file, and a driver file, wherein:

the concrete parameters of the whole vehicle file are as follows: full load mass, no load mass, wheelbase, driving mode, front and rear axle load distribution, height of center of mass, tire radius, tire rolling friction coefficient, tire sliding friction coefficient and windward area;

specific parameters defined by the engine file are: an engine external characteristic curve, an engine torque-rotating speed-oil consumption curve, engine flywheel rotational inertia, engine idling rotating speed, engine dragging torque, engine maximum torque rising rate and an engine start-stop control strategy;

specific parameters defined by the clutch file are: the radius of a clutch plate, the dynamic friction coefficient of the clutch, the steady-state friction coefficient of the clutch, the maximum torque transmitted by the clutch, the rotational inertia of the input end of the clutch, the rotational inertia of the output end of the clutch and the oil pressure characteristic curve of the clutch;

specific parameters defined by the gearbox file are: the speed ratio of each gear at the engine end, the speed ratio of each gear at the motor end, the rotational inertia of each gear, the transmission efficiency of each gear and the friction coefficient of each synchronizer are calculated;

specific parameters defined by the P3 motor file are: the method comprises the following steps of (1) a motor external characteristic curve, a motor peak torque, a motor rated torque, a motor maximum rotating speed, a motor efficiency curve, a motor rotor rotational inertia and a motor braking energy recovery strategy;

specific parameters defined by the P1 motor file are: the method comprises the following steps of (1) a motor external characteristic curve, a motor peak torque, a motor rated torque, a motor maximum rotating speed, a motor efficiency curve, a motor rotor rotational inertia and a motor braking energy recovery strategy;

specific parameters defined by the battery file are: battery capacity, battery electromotive force, battery internal resistance in a discharge state, battery internal resistance in a charge state, an open-circuit voltage curve in a discharge state, an open-circuit voltage curve in a charge state, and battery charging efficiency;

specific parameters defined by the electrical appliance accessory file are as follows: average power of the electrical accessories, average working efficiency of the electrical accessories to the DCDC;

the specific parameters defined by the driver model are: accelerator pedal response speed, brake pedal response speed, PI control parameters and the like.

10. The method for simulating the whole vehicle performance of the dual-motor series-parallel hybrid power assembly according to claim 1, is characterized in that: in S3, the simulation defines the operation conditions including:

the dynamic working conditions comprise a full-accelerator acceleration working condition, a full-load climbing working condition and a limit vehicle speed working condition, and are used for simulating 0-100 km/h acceleration time, 0-50 km/h acceleration time, the maximum climbing slope, the highest vehicle speed of a pure electric mode and the highest comprehensive vehicle speed applied by a selected power assembly and a vehicle type;

the economy working conditions comprise a NEDC working condition, a WLTC working condition and a CLTC working condition and are used for simulating hundred kilometers of oil consumption, endurance mileage, engine working point positions and motor working point positions of the selected power assembly and the vehicle type under SOC balance under a typical cycle working condition;

the endurance working conditions comprise urban working conditions, suburban working conditions, rural working conditions and high-speed working conditions, and are used for simulating the torque distribution and damage calculation of each transmission component corresponding to the whole life cycle of the selected power assembly and the vehicle type application, and generating the corresponding endurance load spectrum of each subsystem according to the simulation result;

the thermal simulation working conditions comprise a starting working condition, a creeping working condition, a climbing working condition and an ultrahigh speed working condition and are used for simulating engine torque and rotating speed distribution, clutch torque and rotating speed distribution and motor torque and rotating speed distribution applied to a selected power assembly and a vehicle type, so that the temperature rise characteristic of the transmission system is obtained and thermal management analysis is performed.

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