CN106444422B - Power system simulation method and device of pure electric vehicle - Google Patents

Power system simulation method and device of pure electric vehicle Download PDF

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CN106444422B
CN106444422B CN201610878182.1A CN201610878182A CN106444422B CN 106444422 B CN106444422 B CN 106444422B CN 201610878182 A CN201610878182 A CN 201610878182A CN 106444422 B CN106444422 B CN 106444422B
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motor
model
submodel
battery
torque
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CN106444422A (en
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张龙聪
秦兴权
张兆龙
周金龙
王楠
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Beijing Electric Vehicle Co Ltd
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Beijing Electric Vehicle Co Ltd
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    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05B—CONTROL OR REGULATING SYSTEMS IN GENERAL; FUNCTIONAL ELEMENTS OF SUCH SYSTEMS; MONITORING OR TESTING ARRANGEMENTS FOR SUCH SYSTEMS OR ELEMENTS
    • G05B17/00—Systems involving the use of models or simulators of said systems
    • G05B17/02—Systems involving the use of models or simulators of said systems electric

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Abstract

The invention discloses a power system simulation method and a power system simulation device of a pure electric vehicle, wherein the method comprises the following steps of: acquiring a physical model and a control model of the pure electric vehicle; determining the model selection constraint conditions of the parts in the power system according to the physical model so as to select the matched parts according to the model selection constraint conditions of the parts; and bringing the real parameters of the matched parts into the physical model to obtain a real physical model, and simulating according to the real physical model and the control model. Therefore, the power system of the pure electric vehicle is simulated based on the physical model and the control model, the actual vehicle running condition is more met, the simulation result has more referential significance, and therefore a reasonable and effective basis can be provided for the model selection of key parts of the pure electric vehicle, the cost and the development period are saved, and the product performance is ensured.

Description

Power system simulation method and device of pure electric vehicle
Technical Field
The invention relates to the technical field of vehicles, in particular to a power system simulation method and a power system simulation device of a pure electric vehicle.
Background
The new energy automobile has the advantages of cleanness, no pollution, no emission, high energy conversion efficiency, simple structure, convenient use and maintenance and the like, and in addition, a plurality of new energy automobile incentive popularization policies are continuously issued in the current country, so that the heat tide of research on the new energy automobile by various large automobile enterprises is aroused.
The design of a new energy automobile power system involves many influencing factors, and how to optimize the parameters of the power system in the design process of the electric vehicle to achieve the performance standard and optimization, shorten the development period and save the cost is always a difficult point and a key point in the matching work of the power system. The related technology provides a matching method for a power system of a pure electric vehicle, but the power performance parameters of the method are not comprehensively considered, the calculation is carried out purely according to an automobile dynamic equation, and the reference significance of a simulated result is not very large.
Disclosure of Invention
The present invention is directed to solving, at least to some extent, one of the technical problems in the related art. Therefore, the invention aims to provide a power system simulation method of a pure electric vehicle, which can provide a reasonable and effective basis for the type selection of key parts of the pure electric vehicle.
The invention further aims to provide a power system simulation device of the pure electric vehicle.
In order to achieve the above object, an embodiment of the present invention provides a power system simulation method for a pure electric vehicle, including the following steps: acquiring a physical model and a control model of the pure electric vehicle; determining the model selection constraint conditions of the parts in the power system according to the physical model so as to select the matched parts according to the model selection constraint conditions of the parts; and bringing the real parameters of the matched parts into the physical model to obtain a real physical model, and simulating according to the real physical model and the control model.
According to the power system simulation method of the pure electric vehicle, firstly, the model selection constraint conditions of the parts are determined according to the physical model, the matched parts are selected according to the model selection constraint conditions of the parts, then, the real parameters of the matched parts are brought into the physical model to obtain the real physical model, and simulation is carried out according to the real physical model and the control model. Therefore, the method simulates the power system of the pure electric vehicle based on the physical model and the control model, the actual vehicle driving condition is better met, the simulation result has more referential significance, and therefore a reasonable and effective basis can be provided for the model selection of key parts of the pure electric vehicle, the cost and the development period are saved, and the product performance is ensured.
According to one embodiment of the invention, the components in the power system comprise an electric motor, a gearbox and a battery.
According to an embodiment of the present invention, the simulating according to the real physical model and the control model comprises: determining a driving condition to be simulated, and acquiring a physical demand parameter according to the driving condition to be simulated and the real physical model; and generating actual control parameters according to the control model and the physical demand parameters.
According to one embodiment of the invention, the physical model comprises a working condition selection submodel, a resistance calculation submodel, a wheel torque calculation submodel, a main reducer submodel, a gearbox submodel, a motor submodel and a battery submodel, and the obtaining of the physical demand parameters according to the driving working condition to be simulated and the real physical model comprises the following steps: selecting a sub-model to output the vehicle speed according to the driving condition to be simulated and the working condition; calculating running resistance according to the resistance calculation submodel and the vehicle speed, wherein the resistance calculation submodel comprises an automobile dynamic equation or real vehicle sliding data; calculating wheel torque according to the wheel torque calculation submodel and the running resistance, wherein the wheel torque calculation submodel comprises a wheel dynamic radius; calculating the torque of a main reducer according to the sub-model of the main reducer and the wheel torque, wherein the sub-model of the main reducer comprises the transmission ratio of the main reducer and the transmission efficiency of the main reducer; calculating a gearbox torque according to the gearbox submodel and the main reducer torque, wherein the gearbox submodel comprises a gearbox transmission ratio and transmission efficiency of a gearbox; calculating a required rotating speed of a motor and a required torque of the motor according to the motor submodel and the torque of the gearbox to output the required rotating speed of the motor and the required torque of the motor to the control model, wherein the motor submodel comprises real parameters of the motor and motor efficiency; and calculating the required charging and discharging power of the battery according to the battery sub-model, the required rotating speed of the motor and the required torque of the motor so as to output the required charging and discharging power to the control model, wherein the battery sub-model comprises real parameters of the battery and the charging and discharging efficiency of the battery.
According to one embodiment of the invention, the control model comprises a battery control sub-model and a motor control sub-model, and generating the actual control parameters according to the control model and the physical demand parameters comprises: generating actual charging electric power of the battery according to the battery control submodel and the required charging and discharging power of the battery, wherein the battery control submodel comprises battery characteristic parameters, battery working temperature and a battery control strategy; and generating actual torque and actual rotating speed of the motor according to the motor control submodel, the required rotating speed of the motor and the required torque of the motor, wherein the motor control submodel comprises motor characteristic parameters and a motor control strategy, and the motor characteristic parameters comprise a motor torque power peak value and motor efficiency.
According to an embodiment of the invention, the control model further comprises a power limit submodel, the method further comprising: and carrying out power limitation on the actual charging electric work of the battery, the actual torque of the motor and the actual rotating speed of the motor according to the power limitation sub-model, wherein the power limitation sub-model comprises the external characteristics of the motor, the maximum charging and discharging power of the battery and a power limitation strategy.
According to an embodiment of the invention, the control model further comprises a gear control sub-model, the method further comprising: and generating an actual gear of the gearbox according to the gear control submodel and the actual charging electric work of the battery, the actual torque of the motor and the actual rotating speed of the motor after power limitation, wherein the gear control submodel comprises a gear control strategy and a gear shifting mode.
According to an embodiment of the invention, the power system simulation method of the pure electric vehicle further includes: verifying whether the actual performance parameters of the power system meet the target performance indexes or not according to the simulation result; and if the target performance index is not met, judging to reselect the matched part.
According to one embodiment of the invention, the verifying whether the actual performance parameter of the power system meets the target performance index according to the simulation result comprises: and acquiring the maximum climbing gradient, the maximum vehicle speed and the climbing vehicle speed of the power system according to the real physical model, and verifying whether the maximum climbing gradient of the power system reaches the target maximum climbing gradient, whether the maximum vehicle speed reaches the target maximum vehicle speed and whether the climbing vehicle speed reaches the target climbing vehicle speed.
According to one embodiment of the invention, the verifying whether the actual performance parameter of the power system meets the target performance index according to the simulation result comprises: and acquiring the time taken for accelerating from the first vehicle speed to the second vehicle speed according to the real physical model, the actual charging electric power of the battery, the actual torque and the actual rotating speed of the motor and the first vehicle speed to the second vehicle speed so as to acquire an acceleration performance parameter of the power system and judge whether the acceleration performance parameter meets a target acceleration performance parameter.
According to one embodiment of the invention, the verifying whether the actual performance parameter of the power system meets the target performance index according to the simulation result comprises: and when the simulation termination condition is judged to be met, acquiring the driving range and the energy consumption of the unit load mass according to the control model.
In order to achieve the above object, an embodiment of another aspect of the present invention provides a power system simulation apparatus for a pure electric vehicle, including: the first acquisition module is used for acquiring a physical model and a control model of the pure electric vehicle; the parameter matching module is used for determining the model selection constraint conditions of the parts in the power system according to the physical model so as to select the matched parts according to the model selection constraint conditions of the parts; a simulation module for bringing the real parameters of the matched parts into the physical model to obtain a real physical model, and performing simulation according to the real physical model and the control model
According to the power system simulation device of the pure electric vehicle, provided by the embodiment of the invention, the parameter matching module firstly determines the model selection constraint conditions of the parts according to the physical model so as to select the matched parts according to the model selection constraint conditions of the parts, then the simulation module brings the real parameters of the matched parts into the physical model so as to obtain the real physical model, and simulation is carried out according to the real physical model and the control model. Therefore, the device simulates the power system of the pure electric vehicle based on the physical model and the control model, the actual vehicle running condition is more met, the simulation result has more referential significance, and therefore reasonable and effective basis can be provided for the model selection of key parts of the pure electric vehicle, the cost and the development period are saved, and the product performance is ensured.
According to one embodiment of the invention, the components in the power system comprise an electric motor, a gearbox and a battery.
According to an embodiment of the present invention, the simulation module is further configured to determine a driving condition to be simulated, obtain a physical demand parameter according to the driving condition to be simulated and the real physical model, and generate an actual control parameter according to the control model and the physical demand parameter.
According to one embodiment of the invention, the physical model comprises a condition selection sub-model, a resistance calculation sub-model, a wheel torque calculation sub-model, a main reducer sub-model, a gearbox sub-model, a motor sub-model and a battery sub-model, the simulation module is further configured to: selecting a sub-model to output the vehicle speed according to the driving condition to be simulated and the working condition; calculating running resistance according to the resistance calculation submodel and the vehicle speed, wherein the resistance calculation submodel comprises an automobile dynamic equation or real vehicle sliding data; calculating wheel torque according to the wheel torque calculation submodel and the running resistance, wherein the wheel torque calculation submodel comprises a wheel dynamic radius; calculating the torque of a main reducer according to the sub-model of the main reducer and the wheel torque, wherein the sub-model of the main reducer comprises the transmission ratio of the main reducer and the transmission efficiency of the main reducer; calculating a gearbox torque according to the gearbox submodel and the main reducer torque, wherein the gearbox submodel comprises a gearbox real parameter, a gearbox transmission ratio and transmission efficiency of a gearbox; calculating a required rotating speed of a motor and a required torque of the motor according to the motor submodel and the torque of the gearbox to output the required rotating speed of the motor and the required torque of the motor to the control model, wherein the motor submodel comprises real parameters of the motor and motor efficiency; and calculating the required charging and discharging power of the battery according to the battery sub-model, the required rotating speed of the motor and the required torque of the motor so as to output the required charging and discharging power to the control model, wherein the battery sub-model comprises real parameters of the battery and the charging and discharging efficiency of the battery.
According to an embodiment of the invention, the control model comprises a battery control sub-model and a motor control sub-model, the simulation module is further configured to: generating actual charging electric power of the battery according to the battery control submodel and the required charging and discharging power of the battery, wherein the battery control submodel comprises battery characteristic parameters, battery working temperature and a battery control strategy; and generating actual torque and actual rotating speed of the motor according to the motor control submodel, the required rotating speed of the motor and the required torque of the motor, wherein the motor control submodel comprises motor characteristic parameters and a motor control strategy, and the motor characteristic parameters comprise a motor torque power peak value and motor efficiency.
According to an embodiment of the invention, the control model further comprises a power limit submodel, the simulation module further configured to: and carrying out power limitation on the actual charging electric work of the battery, the actual torque of the motor and the actual rotating speed of the motor according to the power limitation sub-model, wherein the power limitation sub-model comprises the external characteristics of the motor, the maximum charging and discharging power of the battery and a power limitation strategy.
According to an embodiment of the invention, the control model further comprises a gear control submodel, the simulation module is further configured to: and generating an actual gear of the gearbox according to the gear control submodel and the actual charging electric work of the battery, the actual torque of the motor and the actual rotating speed of the motor after power limitation, wherein the gear control submodel comprises a gear control strategy and a gear shifting mode.
According to an embodiment of the invention, the power system simulation device of the pure electric vehicle further comprises a verification module, wherein the verification module is used for verifying whether the actual performance parameters of the power system meet the target performance indexes according to the simulation result, and if the actual performance parameters do not meet the target performance indexes, the matched parts are judged to be reselected.
According to an embodiment of the invention, the verification module is further configured to obtain a maximum climbing gradient, a maximum vehicle speed and a climbing vehicle speed of the power system according to the real physical model, and verify whether the maximum climbing gradient, the maximum vehicle speed and the climbing vehicle speed of the power system reach a target maximum climbing gradient, a target maximum vehicle speed and a target climbing vehicle speed.
According to an embodiment of the invention, the verification module is further configured to obtain a time taken for accelerating from the first vehicle speed to the second vehicle speed according to the real physical model, the actual charging electric power of the battery, the actual torque and the actual rotational speed of the motor, and the first vehicle speed to the second vehicle speed to obtain an acceleration performance parameter of the powertrain, and determine whether the acceleration performance parameter meets a target acceleration performance parameter.
According to an embodiment of the invention, the verification module is further configured to obtain the driving range and the energy consumption per unit mass according to the control model when determining that the simulation termination condition is satisfied.
Drawings
FIG. 1 is a flowchart of a power system simulation method of a pure electric vehicle according to an embodiment of the invention;
FIG. 2 is a flow chart of a method for simulating a powertrain of a pure electric vehicle according to an embodiment of the present invention;
FIG. 3 is a flowchart of a power system simulation method of a pure electric vehicle according to one embodiment of the invention;
FIG. 4 is a simulation schematic diagram of a power system simulation method of a pure electric vehicle according to an embodiment of the invention;
FIG. 5 is a flowchart of a physical model simulation method in a pure electric vehicle power system simulation method according to an embodiment of the invention;
FIG. 6 is a simulation schematic diagram of a physical model in a power system simulation method of a pure electric vehicle according to an embodiment of the invention;
FIG. 7 is a flowchart of a control model simulation method in a pure electric vehicle power system simulation method according to an embodiment of the invention;
FIG. 8 is a simulation schematic diagram of a control model in a power system simulation method of a pure electric vehicle according to an embodiment of the invention;
FIG. 9 is a simulation schematic diagram of acceleration performance verification in a pure electric vehicle powertrain simulation method according to an embodiment of the present invention;
FIG. 10 is a simulation schematic of the vehicle acceleration time performance calculation model of FIG. 9;
FIG. 11 is a block diagram illustrating a power system simulation apparatus of a pure electric vehicle according to an embodiment of the present invention; and
FIG. 12 is a block diagram of a power system simulation apparatus of a pure electric vehicle according to an embodiment of the present invention.
Detailed Description
Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the drawings are illustrative and intended to be illustrative of the invention and are not to be construed as limiting the invention.
The following describes a power system simulation method and device of a pure electric vehicle according to an embodiment of the present invention with reference to the accompanying drawings.
It should be noted that the pure electric vehicle according to the embodiment of the present invention may be a front-engine-drive slow-charging and fast-charging pure electric vehicle modified based on a fuel vehicle. On the basis of keeping the original vehicle system, a lithium ion power battery and a permanent magnet synchronous motor are used for driving the vehicle to run, and an electric air conditioner is used for refrigerating, heating by a PTC (positive temperature coefficient) and charging by a DC/DC (direct current/direct current) to form a 12V storage battery, an electric vacuum pump and the like. The target performance index of the pure electric vehicle is determined according to the basic performance parameters of the standard vehicle type.
Fig. 1 is a flowchart of a power system simulation method of a pure electric vehicle according to an embodiment of the present invention. As shown in fig. 1, the method comprises the steps of:
s1: and acquiring a physical model and a control model of the pure electric vehicle.
The physical model of the pure electric vehicle comprises basic parameters of the whole vehicle, such as vehicle servicing quality, full load quality, vehicle length, width and height, tire rolling radius, windward area, rolling resistance coefficient, air resistance coefficient and the like.
S2: and determining the model selection constraint conditions of the parts in the power system according to the physical model so as to select the matched parts according to the model selection constraint conditions of the parts.
Wherein, the parts in the power system comprise a motor, a gearbox, a battery and the like.
Specifically, a single small physical simulation model block, such as a motor simulation model block, a battery simulation model block, and a final drive simulation model block, may be established, and a physical model of the pure electric vehicle may be constructed by a plurality of small physical simulation model blocks. A single small physical simulation model block is mainly built by utilizing an automobile dynamic equation and theoretical knowledge, efficiency data of parts such as a motor, a battery, a main reducer and the like can obtain a relatively reasonable value according to past experience, and relatively conservative selection can be performed according to the efficiency of the parts of past automobile models, so that the type selection constraint condition of the parts in a power system is determined.
S3: and bringing the real parameters of the matched parts into the physical model to obtain a real physical model, and simulating according to the real physical model and the control model.
That is to say, the parameters of the key parts calculated by the physical model simulation can be used for selecting the existing parts, and after the parts are selected, the real parameters of the selected parts can be brought into the physical model and the control model for joint simulation so as to perform forward verification.
Specifically, as shown in fig. 2, the simulation process of the embodiment of the present invention is roughly divided into the following steps:
s10: and determining the target performance index of the whole vehicle.
The target performance indexes comprise target maximum climbing gradient, target maximum vehicle speed, target acceleration performance parameters (comprising 0-30km/h acceleration performance and 30-50km/h acceleration performance), target climbing vehicle speed, target driving range, target unit load energy consumption and the like.
S20: and determining basic parameters of the whole vehicle.
The basic parameters of the whole vehicle mainly comprise vehicle servicing quality, full load quality, length, width and height of the vehicle, rolling radius of tires, windward area, rolling resistance coefficient, air resistance coefficient and the like.
S30: and establishing a single small physical simulation model block.
S40: and establishing a physical model and a control model.
S50: determining the model selection constraint conditions of the parts according to a single small physical simulation model block so as to perform the model selection of the existing parts, bringing the real parameters of the matched parts into a physical model so as to establish a real physical model, and performing combined simulation according to the real physical model and a control model so as to perform forward verification.
The following describes the simulation method according to the embodiment of the present invention in detail.
According to one embodiment of the invention, the matched motor, gearbox and battery are selected according to the following matching principles, i.e. the type selection constraints, specifically, (1) the matching principle of the motor parameters is as follows, wherein the motor parameters comprise the motor rated characteristic, the peak characteristic of the motor, the motor base speed N and the maximum rotation speed Nmax and the rated voltage of the motor.
For the matching of the rated characteristics of the motor, the rated power of the motor needs to meet the requirements of the vehicle for 30 minutes maximum speed, 4 percent of ramp climbing speed and 12 percent of ramp climbing speed, namely the rated power of the motor needs to be more than or equal to the maximum value of the power of the three, namely PRated valueNot less than max (Pe30, Pe4, Pe12), wherein PRated valueThe rated power of the motor is Pe30, the power requirement of the maximum vehicle speed in 30 minutes is Pe4, the power requirement of the climbing vehicle speed on the 4% ramp is Pe12, and the power requirement of the climbing vehicle speed on the 12% ramp is Pe 12; the rated torque of the motor requires 30 minutes of the maximum speed of the vehicle, 4 percent of ramp climbing speed requirement and 12 percent of ramp climbing speed requirement, and can be determined according to rated power and base speed, namely TRated valueNot less than (Te30, Te4, Te12), wherein TRated valueTe30 is the torque demand for 30 minutes maximum vehicle speed, Te4 is for 4% ramp speed for rated torque of the motorThe torque request, Te12, is the torque request for 12% hill climb vehicle speed.
For the peak value characteristic matching of the motor, the peak value power of the motor needs to meet the requirements of 0-50km/h acceleration time, 50-80km/h acceleration time, 0-100km/h acceleration time and NEDC working condition of the vehicle, namely PPeak valueNot less than (Pmax0-50, Pmax50-80, Pmax0-100, PmaxNedc), wherein PPeak valueFor peak power, Pmax0-50 is the power requirement when accelerating at 0-50km/h, Pmax50-80 is the power requirement when accelerating at 50-80km/h, Pmax0-100 is the power requirement when accelerating at 0-1000km/h, PmaxNedc is the power requirement under the working condition of NEDC; the peak power duration needs to meet the requirements of 0-50km/h acceleration time, 50-80km/h acceleration time and 0-100km/h acceleration time, namely PtPeak valueNot less than (Ptmax0-50, Ptmax50-80, Ptmax0-100) wherein PtPeak valueFor peak torque, Ptmax0-50 is the torque demand at 0-50km/h acceleration, Ptmax50-80 is the torque demand at 50-80km/h acceleration, Ptmax0-100 is the torque demand at 0-1000km/h acceleration; the peak torque time needs to meet the requirement of hill start, and the vehicle runs for at least 10 meters per minute when starting on the hill according to the national standard.
For the matching of the base speed N of the motor and the maximum rotating speed Nmax, the base speed of the motor needs to be determined according to the running speed of the vehicle in most of time, and the technical state of motor manufacturers at home and abroad, such as 1500-3000 rpm, can also be referred; the maximum rotating speed of the motor needs to meet the requirement of the maximum speed of the vehicle, and the technical state of motor manufacturers at home and abroad can be referred to.
And for the rated voltage matching of the motor, the rated voltage of the motor meets the voltage grade of the whole vehicle system.
(2) The transmission parameter matching principle is as follows, wherein the transmission parameter comprises a speed ratio minimum value and a speed ratio maximum value.
The minimum value of the speed ratio is limited by the requirement of the highest vehicle speed and the maximum ground adhesion force obtained by the driving wheels;
the maximum value of the speed ratio is limited by the lowest stable speed of the vehicle and the maximum climbing gradient requirement of the vehicle.
It should be noted that, if the pure electric vehicle is matched with a gearbox, the calculated speed ratio is the product of the gearbox speed ratio and the fixed final drive ratio.
(3) The matching principle of the battery parameters is as follows, wherein the battery matching parameters comprise battery rated voltage matching, battery rated capacity, peak discharge power of the battery, working condition discharge power of the battery and battery electric quantity.
For the matching of the rated voltage of the Battery, in principle, the rated voltage Battery _ V of the Battery is matched with the rated voltage Motor _ V of the Motor, and can be calculated according to the rated voltage Battery _ V ═ Motor _ V/a, wherein a is a voltage matching coefficient and is generally 0.9-0.95. In addition, the voltage grade is selected according to the existing national standard, and the specific standard requirements can be referred to the national standard.
For the rated capacity of the battery, the rated capacity of the battery needs to meet the requirement of the driving range, and the temperature condition, the driving range of the constant speed method and the driving range of the NEDC working condition method need to be determined. In a specific example of the present invention, the battery may be a lithium ion battery, and the battery capacity and performance of the lithium ion battery are greatly affected by temperature, so when selecting the type, attention must be paid to defining the driving range in winter or under other conditions, and the driving range is separately calculated in a simulation manner.
For the peak discharge power of the battery, the peak discharge power Bp _ max of the battery is to satisfy the peak power P of the motorPeak valueThe requirements and the duration are also met, in addition to which the electric power P of the electric accessories (e.g. electric air conditioners, DC/DC, etc.) is taken into account during the travel of the vehicleAccessoriesSo Bp _ max is equal to PPeak value/η+PAccessoriesAnd η motor efficiency.
And for the working condition discharge power of the battery, the working condition discharge power of the battery needs to meet the power requirement of the NEDC working condition and the power requirement of the highest vehicle speed of 30 minutes.
For the battery capacity, the battery capacity needs to meet the driving range requirement of the NEDC working condition, the driving range requirement of the constant speed method and the requirement of the highest speed of 30 minutes. In order to protect the battery, the electric quantity of the battery is not put to 0 as much as possible, so the depth of discharge condition is added in the simulation calculation.
It should be noted that the NEDC operating condition is one of the standard operating conditions, and is a relationship table of vehicle speed changing with time.
Therefore, based on the development experience of most of the current domestic automobile manufacturers and the rapid demand of the current market, the development period is saved, the market is seized, and after the battery type selection constraint condition, the motor type selection constraint condition and the gearbox type selection constraint condition are calculated in a simulation mode, the battery, the motor and the transmission product which meet the type selection constraint condition can be selected from the current suppliers.
Further, according to an embodiment of the present invention, as shown in fig. 3 and 4, the simulation is performed according to a real physical model and a control model, and includes:
s101: and determining the driving condition to be simulated, and acquiring physical demand parameters according to the driving condition to be simulated and the real physical model.
S102: and generating actual control parameters according to the control model and the physical demand parameters.
Particularly, after selecting the matched parts according to the matching parameters of the parts, a real physical model and a control model can be built, and then, as shown in fig. 4, the physical model outputs physical demand parameter signals which mainly comprise motor demand torque, motor demand rotating speed, battery charging and discharging demand power and the like, and the control model outputs motor actual torque, motor actual rotating speed, battery actual power and current optimal gear on the basis of a preset control strategy.
The simulation principle of the physical model is described below with reference to fig. 5 and 6.
Specifically, according to an embodiment of the present invention, as shown in fig. 5 and 6, the physical model includes a working condition selection sub-model, a resistance calculation sub-model, a wheel torque calculation sub-model, a main reducer sub-model, a transmission sub-model, a motor sub-model, and a battery sub-model, and the obtaining of the physical demand parameter according to the driving condition to be simulated and the real physical model includes:
s201: selecting a sub-model to output the vehicle speed according to the driving condition and the working condition to be simulated;
s202: calculating running resistance according to the resistance calculation submodel and the vehicle speed, wherein the resistance calculation submodel comprises an automobile dynamic equation or real vehicle sliding data;
s203: calculating wheel torque according to the wheel torque calculation submodel and the running resistance, wherein the wheel torque calculation submodel comprises a wheel dynamic radius;
s204: calculating the torque of the main reducer according to the sub-model of the main reducer and the wheel torque, wherein the sub-model of the main reducer comprises the transmission ratio of the main reducer and the transmission efficiency of the main reducer;
s205: calculating the torque of the gearbox according to the sub-model of the gearbox and the torque of the main reducer, wherein the sub-model of the gearbox comprises the transmission ratio of the gearbox and the transmission efficiency of the gearbox;
s206: calculating a required rotating speed of a motor and a required torque of the motor according to a motor submodel and a torque of a gearbox to output the required rotating speed and the required torque of the motor to a control model, wherein the motor submodel comprises real parameters of the motor and motor efficiency;
s207: and calculating the battery charging and discharging required power according to the battery sub-model, the required rotating speed of the motor and the required torque of the motor so as to output the battery charging and discharging required power to the control model, wherein the battery sub-model comprises real parameters of the battery and the charging and discharging efficiency of the battery.
Further, the physical model may further include an accessory power consumption submodel and a physical demand output submodel, wherein the accessory demand power consumption, such as air conditioner power consumption, may be calculated according to the accessory power consumption submodel, and further in step S207, the battery charge and discharge demand power may be calculated according to the battery submodel, the accessory demand power consumption, the motor demand rotational speed, and the motor demand torque; the physical demand output sub-model can output the required rotating speed of the motor, the required torque of the motor, the required charging and discharging power of the battery and the like to the control model.
Specifically, the simulation principle of the physical model can be as shown in fig. 6, and the working process of the physical model is as follows: the simulation working conditions to be performed, such as the NEDC working conditions or the constant speed working conditions, can be selected through a switch in the working condition selection sub-model, wherein the working conditions are two-dimensional tables related to vehicle speed and time; then, the driving resistance calculation (including acceleration inertia resistance, rolling resistance, ramp resistance, air resistance and the like) is carried out through the vehicle speed, the resistance calculation sub-model comprises an automobile kinetic equation or real vehicle sliding data, and the resistance calculation can be established through the automobile kinetic equation or is carried out through fitting calculation through the real vehicle sliding data, which is not detailed herein; after resistance calculation, wheel torque can be deduced sequentially through a wheel torque calculation submodel and a wheel dynamic radius, torque of an input shaft and an output shaft of a main speed reducer is deduced through the main speed reducer submodel and the wheel torque, and torque of an input shaft and an output shaft of a speed changing box and a required gear of the speed changing box are calculated through a speed changing box submodel and the main speed reducer torque, wherein, the transmission efficiency is added in the torque transmission process, such as the transmission efficiency of the main speed reducer and the transmission efficiency of the speed changing box, and both of the transmission efficiency and the transmission efficiency are changed along; and finally, calculating and simulating the rotating speed and the torque required by the motor according to the motor submodel and the torque of the input and output shafts of the gearbox, calculating and simulating the charge and discharge power required by the battery according to the battery submodel, the rotating speed and the torque required by the motor, and adding the motor system efficiency and the battery charge and discharge efficiency into the motor submodel and the battery submodel respectively, so that the simulation result is more practical, reliable and effective.
That is, the physical model is obtained by reversely deducing the required vehicle speed, and the rotating speed and the torque required to be output by the motor and the charging and discharging power required by the battery when the power system achieves the vehicle speed.
It should be noted that after the wheel torque, the torque of the input/output shaft of the final drive unit and the torque of the input/output shaft of the transmission are calculated, the types of these components can be selected, and how much the maximum torque that these components need to provide and bear can be known.
The simulation principle of the control model is described in detail below with reference to fig. 7 and 8.
Specifically, according to an embodiment of the present invention, as shown in fig. 7 and 8, the control model includes a battery control sub-model and a motor control sub-model, and generating the actual control parameter according to the control model and the physical demand parameter includes:
s301: generating actual charging electric power of the battery according to a battery control sub-model and the required charging and discharging power of the battery, wherein the battery control sub-model comprises battery characteristic parameters, battery working temperature and a battery control strategy;
the battery control strategy may be, among others, calculation of the battery soc, calculation of the battery power and the available capacity.
S302: and generating actual torque and actual rotating speed of the motor according to the motor control submodel, the required rotating speed of the motor and the required torque of the motor, wherein the motor control submodel comprises motor characteristic parameters and a motor control strategy, and the motor characteristic parameters comprise a motor torque power peak value and motor efficiency.
The motor control strategy can be calculation of motor torque limit, motor system efficiency and energy recovery torque module.
Further, as shown in fig. 7 and 8, the control model further includes a power limiting submodel, and the method further includes:
s303: and carrying out power limitation on the actual charging power of the battery, the actual torque of the motor and the actual rotating speed of the motor according to a power limitation sub-model, wherein the power limitation sub-model comprises the external characteristics of the motor, the maximum charging and discharging power of the battery and a power limitation strategy.
Further, as shown in fig. 7 and 8, the control model further includes a gear control sub-model, and the method further includes:
s304: and generating an actual gear of the gearbox according to the gear control submodel and the actual charging electric work of the battery, the actual torque of the motor and the actual rotating speed of the motor after power limitation, wherein the gear control submodel comprises a gear control strategy and a gear shifting mode.
It should be noted that the gear control submodel does not involve the shift problem if the transmission is a single stage final drive.
Further, as shown in fig. 8, the control model further includes a physical demand input sub-model and a control signal output sub-model, where the physical demand input sub-model can receive the motor demand rotation speed, the motor demand torque, the battery charge and discharge demand power, and the like, which are output by the physical model; and the control signal output sub-model is used for outputting the limited actual charging electric power of the battery, the actual torque and the actual rotating speed of the motor and the actual gear of the gearbox.
In particular, the simulation principle of the control model can be as shown in FIG. 8. The working process of the control model is as follows: after the control model obtains physical demand parameters, namely battery charge-discharge demand power, motor demand rotating speed and motor demand torque, the actual motor torque and the actual motor rotating speed are calculated according to a motor control sub-model, namely, a selected motor and characteristics, the actual battery charging electric power is calculated according to the torque power peak characteristics of the motor, the efficiency characteristics of a motor system and the charge-discharge characteristics of a battery control sub-model, namely, the battery, then the actual battery charging electric power, the actual motor torque and the actual motor rotating speed are limited and output through a power limiting sub-model, and finally the actual control parameter output, namely the limited actual battery charging electric power, the limited actual motor torque and the limited actual motor rotating speed are obtained. In the simulation process, the working temperature of the battery is set independently through the battery control submodel to set the temperature state of the battery in which the battery works, so that the calculation of the dynamic performance of the vehicle is of great reference significance; a battery SOC calculation strategy is prestored in the battery control sub-model, namely a battery SOC is calculated according to an ampere-hour integral method, and a charge-discharge power meter which changes along with the SOC and the temperature is added in the battery control sub-model according to the selected battery characteristics, so that the calculation simulation result, namely the actual charging electric power of the battery, accords with the actual situation; the motor system efficiency which changes along with the rotation speed and the torque of the motor is added into the motor control submodel, so that the actual torque and the actual rotation speed of the motor can be obtained; the power torque limiting submodel is a protection function module and is an output limiting module which is carried out according to the external characteristics of the motor and the maximum charge-discharge power of the battery; the gear control submodel mainly solves the problems that when a multi-gear transmission is adopted by a vehicle, the gear is judged according to the principle of optimal efficiency, the whole power assembly always works in the state of optimal efficiency, the energy consumption data of the whole vehicle is really calculated, and the gear control submodel can be subdivided into two modes of dynamic gear shifting and economic gear shifting; and finally, the signal output sub-model is controlled to output the actual torque of the motor, the actual rotating speed of the motor, the actual charging and discharging power of the battery and gear related signals.
Further, according to an embodiment of the present invention, the method for simulating the power system of the pure electric vehicle further includes: verifying whether the actual performance parameters of the power system meet the target performance indexes or not according to the simulation result; and if the target performance index is not met, judging to reselect the matched part.
That is, it can be determined whether the actual performance parameters of the power system meet the target performance index, and if so, it is determined that the parts of the corresponding model are matched; if not, the parts of the corresponding models are judged to be not matched, and the parts can be selected again. Therefore, the parameters of the power system, namely the matched parts, which completely meet the performance indexes can be repeatedly calculated and optimized by the method and the model, the method has great significance for saving development period and cost, and the simulation result has practical effect on the performance data of the real vehicle.
Specifically, verifying whether the actual performance parameters of the power system meet the target performance indexes according to the simulation result comprises the following steps: and acquiring the maximum climbing gradient, the maximum vehicle speed and the climbing vehicle speed of the power system according to the real physical model, and verifying whether the maximum climbing gradient of the power system reaches the target maximum climbing gradient, whether the maximum vehicle speed reaches the target maximum vehicle speed and whether the climbing vehicle speed reaches the target climbing vehicle speed.
Further, according to an embodiment of the present invention, verifying whether the actual performance parameter of the power system meets the target performance index according to the simulation result includes: and acquiring the time taken for accelerating from the first vehicle speed to the second vehicle speed according to the real physical model, the actual charging electric power of the battery, the actual torque and the actual rotating speed of the motor and the first vehicle speed to the second vehicle speed so as to acquire the acceleration performance parameters of the power system, and judging whether the acceleration performance parameters meet the target acceleration performance parameters.
Wherein the acceleration performance may include an acceleration performance of 0-30km/h and an acceleration performance of 30-50 km/h. For the acceleration performance of 0-30km/h, the first vehicle speed is 0, and the second vehicle speed is 30 km/h; for an acceleration performance of 30-50km/h, the first vehicle speed is 30km/h and the second vehicle speed is 50 km/h.
Further, according to an embodiment of the present invention, verifying whether the actual performance parameter of the power system meets the target performance index according to the simulation result includes: and acquiring the driving range and the energy consumption of the unit load mass according to the control model when the simulation termination condition is judged to be met.
Specifically, forward verification of power system performance may include the following three ways:
(1) the positive verification of the maximum speed, the climbing speed and the maximum climbing gradient can be realized through a vehicle dynamic equation and a real physical model, and efficiency data is added during simulation.
Specifically, the maximum vehicle speed, the climbing vehicle speed and the maximum climbing gradient can be obtained according to parameter values such as the maximum torque value, the rotating speed value, the power value and the like required by parts such as a motor, a battery, a gearbox, a main reducer and the like.
(2) The driving range and the energy consumption per unit mass can be obtained when the simulation termination condition is met, namely the control model can output data such as the driving range, the battery energy consumption, the energy consumption per unit mass, the soc change value and the like when the simulation termination condition is met.
Specifically, the control model may also include a range calculation submodel, which may calculate the range from the beginning to the end of the simulation. The gear control submodel can calculate the energy consumption per unit load mass in the simulation process.
It should be noted that the simulation termination condition may be an end condition of the acceleration performance simulation in the following embodiment, that is, whether the simulation is ended is judged according to the vehicle speed, and when the acceleration performance of 0-30km/h is taken as an example, the simulation is judged to be ended when the current vehicle speed reaches 30 km/h.
It should be understood that, for different acceleration intervals, the simulation end conditions are different, and accordingly, the driving range, the battery energy consumption, the unit load energy consumption, the soc variation value and other data are also changed, and the data can be compared with the corresponding performance indexes for forward verification.
(3) The acceleration performance simulation model shown in fig. 9 and 10 is constructed according to the true physical model, and the acceleration performance parameters can be obtained according to the acceleration performance simulation model shown in fig. 9 and 10, wherein whether the simulation is finished or not can be determined according to the vehicle speed.
As shown in fig. 9, the acceleration performance simulation model includes a vehicle speed sub-model, a vehicle speed judgment sub-model, an acceleration performance calculation sub-model, and an acceleration time display sub-model.
The vehicle speed submodel is used for calculating the current vehicle speed; the vehicle speed judgment sub-model is used for judging whether the current vehicle speed reaches the preset vehicle speed, and can judge whether the current vehicle speed reaches 30km/h by taking the acceleration performance of 0-30km/h as an example.
As shown in fig. 10, the acceleration performance calculation submodel may include a battery submodel, a motor submodel, a gear box model module, a final drive submodel, a wheel torque calculation submodel, a resistance calculation submodel, and an acceleration and vehicle speed calculation submodel.
The method comprises the steps of outputting battery real-time power according to a battery submodule, calculating motor required torque according to a motor submodel and the battery real-time power, calculating input and output shaft torque of a gearbox under a current gear according to a gearbox submodel and the motor required torque, calculating required torque of a main reducer according to a main reducer submodel and the input and output shaft torque of the gearbox, calculating wheel required torque according to a wheel torque calculation submodel and the main reducer required torque, meanwhile, calculating current vehicle speed according to a vehicle speed submodel, and calculating running resistance according to a resistance calculation submodel and the current vehicle speed in real time. Then, real-time vehicle acceleration and vehicle are calculated from the acceleration and vehicle speed calculation submodels, the running resistance, and the wheel required torque.
The acceleration time display sub-model displays the specific time taken for the vehicle to accelerate to a second vehicle speed, for example, 30 km/h. Thus, the acceleration performance can be verified by displaying the time displayed by the submodel according to the acceleration time.
Specifically, the vehicle acceleration performance simulation model works as follows: according to the external characteristics of the selected motor, inputting real parameters of the external characteristics of the selected motor into the motor sub-model, then obtaining wheel required torque and running resistance torque acting on wheels, then solving acceleration according to a Newton second law, calculating by using an integral method to obtain the current vehicle speed, and displaying the time used for acceleration when the current vehicle speed reaches a target vehicle speed, namely the second vehicle speed, so as to verify the acceleration performance. Therefore, the power system simulation method provided by the embodiment of the invention has the advantages that the power performance and economic performance parameters are considered comprehensively during model selection, the accessory power consumption is added, and the simulation calculation result is more reliable. And not only the physical model is considered, but also a control model is added, so that the actual vehicle running condition is more met, and the simulation result has more referential significance. In addition, the model modularization, the commonality is strong, can also be used for the simulation calculation of other motorcycle types, can delete or add to the module wherein, has the platformization meaning.
In one embodiment of the invention, MATLAB/simulink software may be utilized to build the simulation model. Of course, the simulation can also be accomplished using other different modeling software.
In summary, according to the power system simulation method of the pure electric vehicle provided by the embodiment of the invention, the model selection constraint condition of the component is determined according to the physical model, the matched component is selected according to the model selection constraint condition of the component, then the real parameter of the matched component is brought into the physical model to obtain the real physical model, and simulation is performed according to the real physical model and the control model. Therefore, the method simulates the power system of the pure electric vehicle based on the physical model and the control model, the actual vehicle driving condition is better met, the simulation result has more referential significance, and therefore a reasonable and effective basis can be provided for the model selection of key parts of the pure electric vehicle, the cost and the development period are saved, and the product performance is ensured.
Fig. 11 is a block schematic diagram of a power system simulation device of a pure electric vehicle according to an embodiment of the invention. As shown in fig. 11, the power system simulation apparatus of the pure electric vehicle includes: a first acquisition module 10, a parameter matching module 20 and a simulation module 30.
The first obtaining module 10 is used for obtaining a physical model and a control model of the pure electric vehicle; the parameter matching module 20 is used for determining the model selection constraint conditions of the parts in the power system according to the physical model so as to select the matched parts according to the model selection constraint conditions of the parts; the simulation module 30 is configured to bring the real parameters of the matched component into the physical model to obtain a real physical model, and perform simulation according to the real physical model and the control model.
Wherein, spare part includes motor, gearbox and battery among the driving system.
According to an embodiment of the present invention, the simulation module 30 is further configured to determine a driving condition to be simulated, obtain a physical demand parameter according to the driving condition to be simulated and the real physical model, and generate an actual control parameter according to the control model and the physical demand parameter.
According to one embodiment of the invention, the physical model comprises a condition selection sub-model, a resistance calculation sub-model, a wheel torque calculation sub-model, a final drive sub-model, a gearbox sub-model, a motor sub-model and a battery sub-model, the simulation module 30 is further configured to: selecting a sub-model to output the vehicle speed according to the driving condition and the working condition to be simulated; calculating running resistance according to the resistance calculation submodel and the vehicle speed, wherein the resistance calculation submodel comprises an automobile dynamic equation or real vehicle sliding data; calculating wheel torque according to the wheel torque calculation submodel and the running resistance, wherein the wheel torque calculation submodel comprises a wheel dynamic radius; calculating the torque of the main reducer according to the sub-model of the main reducer and the wheel torque, wherein the sub-model of the main reducer comprises the transmission ratio of the main reducer and the transmission efficiency of the main reducer; calculating the torque of the gearbox according to the sub-model of the gearbox and the torque of the main reducer, wherein the sub-model of the gearbox comprises real parameters of the gearbox, the transmission ratio of the gearbox and the transmission efficiency of the gearbox; calculating a required rotating speed of a motor and a required torque of the motor according to a motor submodel and a torque of a gearbox to output the required rotating speed and the required torque of the motor to a control model, wherein the motor submodel comprises real parameters of the motor and motor efficiency; and calculating the battery charging and discharging required power according to the battery sub-model, the required rotating speed of the motor and the required torque of the motor so as to output the battery charging and discharging required power to the control model, wherein the battery sub-model comprises real parameters of the battery and the charging and discharging efficiency of the battery.
According to an embodiment of the invention, the control model comprises a battery control sub-model and a motor control sub-model, the simulation module 30 is further configured to: generating actual charging electric power of the battery according to a battery control sub-model and the required charging and discharging power of the battery, wherein the battery control sub-model comprises battery characteristic parameters, battery working temperature and a battery control strategy; and generating actual torque and actual rotating speed of the motor according to the motor control submodel, the required rotating speed of the motor and the required torque of the motor, wherein the motor control submodel comprises motor characteristic parameters and a motor control strategy, and the motor characteristic parameters comprise a motor torque power peak value and motor efficiency.
According to an embodiment of the invention, the control model further comprises a power limit submodel, the simulation module 30 is further configured to: and carrying out power limitation on the actual charging power of the battery, the actual torque of the motor and the actual rotating speed of the motor according to a power limitation sub-model, wherein the power limitation sub-model comprises the external characteristics of the motor, the maximum charging and discharging power of the battery and a power limitation strategy.
According to an embodiment of the present invention, the control model further comprises a gear control sub-model, and the simulation module 30 is further configured to: and generating an actual gear of the gearbox according to the gear control submodel and the actual charging electric work of the battery, the actual torque of the motor and the actual rotating speed of the motor after power limitation, wherein the gear control submodel comprises a gear control strategy and a gear shifting mode.
According to an embodiment of the present invention, as shown in fig. 12, the power system simulation apparatus of the pure electric vehicle further includes: and the verification module 40 is used for verifying whether the actual performance parameters of the power system meet the target performance indexes according to the simulation result, and if not, judging to reselect the matched parts.
According to an embodiment of the invention, the verification module 40 is further configured to: and acquiring the maximum climbing gradient, the maximum vehicle speed and the climbing vehicle speed of the power system according to the real physical model, and verifying whether the maximum climbing gradient of the power system reaches the target maximum climbing gradient, whether the maximum vehicle speed reaches the target maximum vehicle speed and whether the climbing vehicle speed reaches the target climbing vehicle speed.
According to an embodiment of the invention, the verification module 40 is further configured to: and acquiring the time taken for accelerating from the first vehicle speed to the second vehicle speed according to the real physical model, the actual charging electric power of the battery, the actual torque and the actual rotating speed of the motor and the first vehicle speed to the second vehicle speed so as to acquire the acceleration performance parameters of the power system, and judging whether the acceleration performance parameters meet the target acceleration performance parameters.
According to an embodiment of the invention, the verification module 40 is further configured to: and acquiring the driving range and the energy consumption of the unit load mass according to the control model when the simulation termination condition is judged to be met.
In summary, according to the power system simulation apparatus for a pure electric vehicle provided in the embodiment of the present invention, the parameter matching module first determines the model selection constraint condition of the component according to the physical model, and selects the matched component according to the model selection constraint condition of the component, and then the simulation module brings the real parameters of the matched component into the physical model to obtain the real physical model, and performs simulation according to the real physical model and the control model. Therefore, the device simulates the power system of the pure electric vehicle based on the physical model and the control model, the actual vehicle running condition is more met, the simulation result has more referential significance, and therefore reasonable and effective basis can be provided for the model selection of key parts of the pure electric vehicle, the cost and the development period are saved, and the product performance is ensured.
In the description of the present invention, it is to be understood that the terms "central," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," "circumferential," and the like are used in the orientations and positional relationships indicated in the drawings for convenience in describing the invention and to simplify the description, and are not intended to indicate or imply that the referenced devices or elements must have a particular orientation, be constructed and operated in a particular orientation, and are therefore not to be considered limiting of the invention.
Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one such feature. In the description of the present invention, "a plurality" means at least two, e.g., two, three, etc., unless specifically limited otherwise.
In the present invention, unless otherwise expressly stated or limited, the terms "mounted," "connected," "secured," and the like are to be construed broadly and can, for example, be fixedly connected, detachably connected, or integrally formed; can be mechanically or electrically connected; they may be directly connected or indirectly connected through intervening media, or they may be connected internally or in any other suitable relationship, unless expressly stated otherwise. The specific meanings of the above terms in the present invention can be understood by those skilled in the art according to specific situations.
In the present invention, unless otherwise expressly stated or limited, the first feature "on" or "under" the second feature may be directly contacting the first and second features or indirectly contacting the first and second features through an intermediate. Also, a first feature "on," "over," and "above" a second feature may be directly or diagonally above the second feature, or may simply indicate that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature may be directly under or obliquely under the first feature, or may simply mean that the first feature is at a lesser elevation than the second feature.
In the description herein, references to the description of the term "one embodiment," "some embodiments," "an example," "a specific example," or "some examples," etc., mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the invention. In this specification, the schematic representations of the terms used above are not necessarily intended to refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Furthermore, various embodiments or examples and features of different embodiments or examples described in this specification can be combined and combined by one skilled in the art without contradiction.
Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention, and that variations, modifications, substitutions and alterations can be made to the above embodiments by those of ordinary skill in the art within the scope of the present invention.

Claims (10)

1. A power system simulation method of a pure electric vehicle is characterized by comprising the following steps:
acquiring a physical model and a control model of the pure electric vehicle;
determining the type selection constraint conditions of the parts in the power system according to the physical model so as to select the matched parts according to the type selection constraint conditions of the parts, wherein the parts in the power system comprise a motor, a gearbox and a battery;
bringing the real parameters of the matched parts into the physical model to obtain a real physical model, and simulating according to the real physical model and the control model;
wherein the simulating according to the real physical model and the control model comprises:
determining a driving condition to be simulated, and acquiring a physical demand parameter according to the driving condition to be simulated and the real physical model;
generating actual control parameters according to the control model and the physical demand parameters;
the physical demand parameters comprise battery charging and discharging demand power, motor demand rotating speed and motor demand torque, the physical model comprises a working condition selection submodel, a resistance calculation submodel, a wheel torque calculation submodel, a main reducer submodel, a gearbox submodel, a motor submodel and a battery submodel, and the obtaining of the physical demand parameters according to the driving working condition to be simulated and the real physical model comprises the following steps:
selecting a sub-model to output the vehicle speed according to the driving condition to be simulated and the working condition;
calculating running resistance according to the resistance calculation submodel and the vehicle speed, wherein the resistance calculation submodel comprises an automobile dynamic equation or real vehicle sliding data;
calculating wheel torque according to the wheel torque calculation submodel and the running resistance, wherein the wheel torque calculation submodel comprises a wheel dynamic radius;
calculating the torque of a main reducer according to the sub-model of the main reducer and the wheel torque, wherein the sub-model of the main reducer comprises the transmission ratio of the main reducer and the transmission efficiency of the main reducer;
calculating a gearbox torque according to the gearbox submodel and the main reducer torque, wherein the gearbox submodel comprises a gearbox transmission ratio and transmission efficiency of a gearbox;
calculating a required rotating speed of a motor and a required torque of the motor according to the motor submodel and the torque of the gearbox to output the required rotating speed of the motor and the required torque of the motor to the control model, wherein the motor submodel comprises real parameters of the motor and motor efficiency;
calculating battery charging and discharging required power according to the battery sub-model, the motor required rotating speed and the motor required torque so as to output the battery charging and discharging required power to the control model, wherein the battery sub-model comprises battery real parameters and battery charging and discharging efficiency;
wherein, the control model includes battery control submodel and motor control submodel, according to the control model with physical demand parameter generation actual control parameter includes:
generating actual charging electric power of the battery according to the battery control submodel and the required charging and discharging power of the battery, wherein the battery control submodel comprises battery characteristic parameters, battery working temperature and a battery control strategy;
generating actual torque and actual rotating speed of a motor according to the motor control submodel, the required rotating speed of the motor and the required torque of the motor, wherein the motor control submodel comprises motor characteristic parameters and a motor control strategy, and the motor characteristic parameters comprise a motor torque power peak value and motor efficiency;
the control model further comprises a power limit submodel, the method further comprising:
performing power limitation on the actual charging electric work of the battery, the actual torque of the motor and the actual rotating speed of the motor according to the power limitation submodel, wherein the power limitation submodel comprises a motor external characteristic, a battery maximum charging and discharging power and a power limitation strategy;
the control model further comprises a gear control submodel, and the method further comprises:
and generating an actual gear of the gearbox according to the gear control submodel and the actual charging electric work of the battery, the actual torque of the motor and the actual rotating speed of the motor after power limitation, wherein the gear control submodel comprises a gear control strategy and a gear shifting mode.
2. The pure electric vehicle power system simulation method according to claim 1, further comprising:
verifying whether the actual performance parameters of the power system meet the target performance indexes or not according to the simulation result;
and if the target performance index is not met, judging to reselect the matched part.
3. The pure electric vehicle power system simulation method according to claim 2, wherein the verifying whether the actual performance parameters of the power system meet the target performance indexes according to the simulation result comprises:
and acquiring the maximum climbing gradient, the maximum vehicle speed and the climbing vehicle speed of the power system according to the real physical model, and verifying whether the maximum climbing gradient of the power system reaches the target maximum climbing gradient, whether the maximum vehicle speed reaches the target maximum vehicle speed and whether the climbing vehicle speed reaches the target climbing vehicle speed.
4. The pure electric vehicle power system simulation method according to claim 2, wherein the verifying whether the actual performance parameters of the power system meet the target performance indexes according to the simulation result comprises:
and acquiring the time taken for accelerating from the first vehicle speed to the second vehicle speed according to the real physical model, the actual charging electric power of the battery, the actual torque and the actual rotating speed of the motor and the first vehicle speed to the second vehicle speed so as to acquire an acceleration performance parameter of the power system and judge whether the acceleration performance parameter meets a target acceleration performance parameter.
5. The pure electric vehicle power system simulation method according to claim 2, wherein the verifying whether the actual performance parameters of the power system meet the target performance indexes according to the simulation result comprises:
and when the simulation termination condition is judged to be met, the driving range and the unit load mass energy consumption are obtained according to the control model.
6. The utility model provides a pure electric vehicles's driving system simulation device which characterized in that includes:
the first acquisition module is used for acquiring a physical model and a control model of the pure electric vehicle;
the parameter matching module is used for determining the model selection constraint conditions of the parts in the power system according to the physical model so as to select the matched parts according to the model selection constraint conditions of the parts, wherein the parts in the power system comprise a motor, a gearbox and a battery;
the simulation module is used for bringing the real parameters of the matched parts into the physical model to obtain a real physical model and simulating according to the real physical model and the control model;
the simulation module is further used for determining a driving condition to be simulated, acquiring a physical demand parameter according to the driving condition to be simulated and the real physical model, and generating an actual control parameter according to the control model and the physical demand parameter;
the physical demand parameters comprise battery charging and discharging demand power, motor demand rotating speed and motor demand torque, the physical model comprises a working condition selection submodel, a resistance calculation submodel, a wheel torque calculation submodel, a main reducer submodel, a gearbox submodel, a motor submodel and a battery submodel, and the simulation module is further used for:
selecting a sub-model to output the vehicle speed according to the driving condition to be simulated and the working condition;
calculating running resistance according to the resistance calculation submodel and the vehicle speed, wherein the resistance calculation submodel comprises an automobile dynamic equation or real vehicle sliding data;
calculating wheel torque according to the wheel torque calculation submodel and the running resistance, wherein the wheel torque calculation submodel comprises a wheel dynamic radius;
calculating the torque of a main reducer according to the sub-model of the main reducer and the wheel torque, wherein the sub-model of the main reducer comprises the transmission ratio of the main reducer and the transmission efficiency of the main reducer;
calculating a gearbox torque according to the gearbox submodel and the main reducer torque, wherein the gearbox submodel comprises a gearbox real parameter, a gearbox transmission ratio and transmission efficiency of a gearbox;
calculating a required rotating speed of a motor and a required torque of the motor according to the motor submodel and the torque of the gearbox to output the required rotating speed of the motor and the required torque of the motor to the control model, wherein the motor submodel comprises real parameters of the motor and motor efficiency;
calculating battery charging and discharging required power according to the battery sub-model, the motor required rotating speed and the motor required torque so as to output the battery charging and discharging required power to the control model, wherein the battery sub-model comprises battery real parameters and battery charging and discharging efficiency;
the simulation module is further used for generating actual charging electric power of the battery according to the battery control submodel and the required charging and discharging power of the battery, wherein the battery control submodel comprises battery characteristic parameters, battery working temperature and a battery control strategy, and generates actual torque and actual rotating speed of the motor according to the motor control submodel, the required rotating speed of the motor and the required torque of the motor, the motor control submodel comprises motor characteristic parameters and a motor control strategy, and the motor characteristic parameters comprise a motor torque power peak value and motor efficiency;
wherein the control model further comprises a power limit submodel, the simulation module is further configured to:
performing power limitation on the actual charging electric work of the battery, the actual torque of the motor and the actual rotating speed of the motor according to the power limitation submodel, wherein the power limitation submodel comprises a motor external characteristic, a battery maximum charging and discharging power and a power limitation strategy;
wherein, the control model also includes gear control submodel, the simulation module is further used for:
and generating an actual gear of the gearbox according to the gear control submodel and the actual charging electric work of the battery, the actual torque of the motor and the actual rotating speed of the motor after power limitation, wherein the gear control submodel comprises a gear control strategy and a gear shifting mode.
7. The pure electric vehicle power system simulation device according to claim 6, further comprising a verification module, wherein the verification module is configured to verify whether an actual performance parameter of the power system meets a target performance index according to a simulation result, and if the actual performance parameter does not meet the target performance index, determine to reselect a matched component.
8. The pure electric vehicle power system simulation device according to claim 7, wherein the verification module is further configured to:
and acquiring the maximum climbing gradient, the maximum vehicle speed and the climbing vehicle speed of the power system according to the real physical model, and verifying whether the maximum climbing gradient of the power system reaches the target maximum climbing gradient, whether the maximum vehicle speed reaches the target maximum vehicle speed and whether the climbing vehicle speed reaches the target climbing vehicle speed.
9. The pure electric vehicle power system simulation device according to claim 7, wherein the verification module is further configured to:
and acquiring the time taken for accelerating from the first vehicle speed to the second vehicle speed according to the real physical model, the actual charging electric power of the battery, the actual torque and the actual rotating speed of the motor and the first vehicle speed to the second vehicle speed so as to acquire an acceleration performance parameter of the power system and judge whether the acceleration performance parameter meets a target acceleration performance parameter.
10. The pure electric vehicle power system simulation device according to claim 7, wherein the verification module is further configured to: and when the simulation termination condition is judged to be met, the driving range and the unit load mass energy consumption are obtained according to the control model.
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