CN109375611A - A kind of controller of new energy automobile hardware-in―the-loop test system - Google Patents
A kind of controller of new energy automobile hardware-in―the-loop test system Download PDFInfo
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Abstract
The present invention provides a kind of pure electric vehicle controller hardware-in―the-loop test equipment based on NI-PXI platform.By pure electric vehicle controller VCU, NI real-time processor, NI board, fault injection system, PC machine composition.The operating status of controll plant is specially simulated to run simulation model with NI real-time processor, it is exported using NI board simulation input, it is connect by I/O interface with tested VCU, using Veristand software model interface and board resource associations, to form a set of real-time emulation system, VCU system control strategy is detected in PC machine.The present invention can carry out validation test to the control strategy of entire car controller, shorten the development cycle of entire car controller, flexibility ratio of the present invention is high, scalability is strong, user can carry out Function Extension according to actual use demand in Equipment Foundations, by hardware, model easy configuration after the tests of other modification controllers can be achieved.
Description
Technical Field
The invention belongs to the field of hardware-in-loop test systems, and particularly relates to a hardware-in-loop test system for a vehicle control unit of a new energy vehicle.
Background
In recent years, all large enterprises vigorously develop pure electric vehicles, and a vehicle control unit VCU is one of three large core components of the pure electric vehicles and is the core of a vehicle control system, and the VCU technology is particularly important in the development of the electric vehicles. The HIL simulation technology is a powerful test method, is an indispensable verification means for the current V-shaped development process, and is used for more effectively testing an embedded control system. The HIL test can effectively shorten the development period and reduce the risks of real vehicle test and calibration in the VCU development process. The hardware-in-the-loop test system developed by the DSPACE platform which is widely adopted at present is difficult to popularize due to high cost.
Disclosure of Invention
Based on the above, the invention provides a hardware-in-loop test system for a vehicle controller of a new energy vehicle, which adopts the following technical scheme:
a hardware-in-loop test system for a new energy automobile vehicle controller comprises an upper computer and a test cabinet, wherein the test cabinet comprises a fault injection system, a programmable power supply module, a main switch, an air switch, an emergency switch, a power supply display lamp and a real-time simulation system, the real-time simulation system runs a test model, and parameters received by the test model during testing comprise vehicle model test parameters stored in a table form; the driving mode parameters transmitted by the simulation software, the test parameters stored in the table comprise finished automobile parameters, motor parameters and battery parameters, the motor rotating speeds in the motor parameters in the table correspond to the torques of the motors one by one, the relation between the SOC and the temperature of the battery in the battery parameters, the relation between the SOC and the discharge resistance of the battery and the relation between the SOC and the charge resistance of the battery correspond to one by one, the line number of the map in the motor parameters is consistent with the line number of the motor map rotating speeds, and the line number of the motor map is consistent with the line number of the motor map torques.
Further, the motor map data are obtained through experiments, and when the experimental data are few and the requirement that the number of rows and columns of the map is consistent with the number of rows of the motor map rotating speed and the number of rows of the motor map torque is not met, approximate efficiency data are taken as efficiency data under the rotating speed and the torque corresponding to the deficiency.
Furthermore, the board cards used by the real-time simulation system comprise a digital input/output board card, an analog input/output board card, a dual-channel CAN card, a PWM signal input/output board card and a programmable resistor board card, wherein the board cards are connected with a VCU (video control unit) through a wire harness connector, the dual-channel CAN card is used for CAN communication and power CAN communication of the whole vehicle, the digital input/output board card is used for simulating state input and gear input of the vehicle, a coordination test model carries out corresponding actions, and the analog quantity provided by the analog input/output board card comprises an accelerator pedal and a brake pedal opening degree.
Further, a real-time simulation system in the test cabinet is built based on an NI-PXI platform, an NI-PXIE1078 is selected for the case, and the used board card and the processor comprise:
PXIe-8840 RT: as a host machine, the whole vehicle model can be loaded and run in real time to simulate the running environment of the whole vehicle;
PXI-8513: double CAN channels are provided and are respectively used for CAN communication of the whole vehicle and CAN communication of power, and the transmission and reception of CAN messages CAN be simulated by configuring corresponding DBC files, so that automatic analysis is realized, and the double CAN channels are well butted with the two CAN channels of the whole vehicle CAN and the power CAN of a VCU to be tested;
PXI-6528: the digital input/output of 24 routes is provided, and the digital quantity input of VCU can be simulated, such as the state input (ACC, ON, Start) of vehicle, the input (D gear, R gear) and other input. The input of the digital quantity can acquire the output of the VCU in real time, detect the states of other parts of the whole vehicle and send the states to the model for corresponding actions;
PXIe-6738: providing 32 paths of analog quantity output which can be used for simulating the input of analog quantity of an accelerator pedal, a brake pedal and the like of the whole vehicle;
PXIe-2722: an input that provides a resistance signal primarily for the VCU;
PXI-6624: the input and output of the PWM signal are provided to the VCU.
Furthermore, a software part of the real-time simulation system is built based on NI VeriStand, a model-in-loop test environment is created, after the test model is led into the NI VeriStand, the input parameters comprise an execution mode of an engine, a calculation channel, control and alarm on the simulation model and an execution sequence, NI VeriStandin and NI VeriStandout are used for replacing ports needing mapping in the test model, and when the HIL test environment is created, the model ports and board card hardware ports are mapped one by defining CAN messages.
Further, the test model introduced into NI VeriStand includes:
the battery model is used for calculating the SOC of the model battery pack, looking up a table according to the relation between the SOC and the open-circuit voltage as well as the battery internal resistance to obtain the open-circuit voltage and the internal resistance of the battery, and outputting power and voltage to the motor model according to the required power of the motor model and the current battery discharge state;
the motor model takes the output voltage and power information provided by the battery model, the target torque provided by the VCU and the actual rotating speed of the motor fed back by the main reducer model as input, calculates and outputs torque information by a table look-up method, and transmits the torque information to the main reducer model;
the main reducer model is used for reducing speed and increasing torque, and converting input torque and rotating speed into actual rotating speed and rotating speed according to the provided transmission ratio;
the wheel model calculates and outputs the actual speed of the vehicle by comprehensively considering relevant parameters of the whole vehicle, road resistance and the like according to the rotating speed and the torque information;
the electric accessory model simulates the running state of each accessory according to the control information of the vehicle controller;
and the whole vehicle model is used for calculating the final vehicle speed based on the traction force calculated by the wheel model.
When the whole vehicle model is established, the used motion equation comprises:
when calculating the final velocity, the formula used is:
Vt＝2*Vaver-V0
furthermore, a first-order RC battery model is adopted for a battery core of the battery model, and an equivalent mathematical model is as follows:
wherein, UOCVIs an open circuit voltage, R0Is ohmic internal resistance, RPFor polarizing internal resistance, CPIs a polarized capacitor, U is the working voltage, I is the load current, IPIs the current through the polarized internal resistance.
Further, the motor model calculates the output torque of the motor by adopting a linear calculation method, and the calculation formula is as follows:
Ta_out＝Tout*[-(Tmotor-Tinit)*0.005/30+1]
wherein T isa_outFor output of torque of the motor, ToutFor the torque before the motor limitation, TmotorIs the current temperature, T, of the motorinitIs the motor initial temperature.
Further, the final drive model is used for calculating the speed reduction and torque increase, the output of the model comprises the rotating speed and the torque, the rotating speed of the output is equal to the input rotating speed of the motor/the transmission ratio, and the torque of the output is equal to the transmission ratio (the input torque of the motor-the angular speed of the final drive-the rotational inertia-the torque loss). When the rotation speed is 0, the torque loss is also 0.
Further, the electric accessory model is used for receiving the instruction of the vehicle controller to simulate the working state of the electric accessory, such as the charging process of a charger, the working process of a water pump and a fan, and feeding back the state information to the vehicle controller.
Compared with the prior art, the invention has the beneficial effects that: a finished automobile model suitable for testing a new energy automobile is built by using a Matlab/Simulink model, Veristand software developed by the American national instruments and companies (NI) aiming at an HIL simulation test system is combined with an NI board card, the Matlab/Simulink model can be introduced, a model interface, an I/O interface and a physical channel are well associated, and a good software and hardware environment is provided for the HIL test system. Not only meets the functions required by the HIL test, but also effectively reduces the cost.
Drawings
FIG. 1 is a schematic diagram of a real-time simulation system architecture;
FIG. 2 is a schematic diagram of a test cabinet configuration;
FIG. 3 is a schematic diagram of a fault injection tank;
FIG. 4 is a software system set-up flow diagram;
FIG. 5 is a schematic view of a vehicle model;
FIG. 6 is a schematic diagram of a functional module of the upper computer;
FIG. 7 is a partial schematic view of a test parameter table.
Detailed Description
The hardware-in-the-loop test system for the vehicle control unit of the new energy automobile mainly comprises two parts, namely the establishment of a test model and the establishment of a test system.
The whole vehicle model required during testing is built by using Simulink, and mainly comprises a battery model, a motor model, a main reducer model and a wheel model.
The whole vehicle model is used for realizing a longitudinal power equation of the vehicle, solving the actual vehicle speed of the vehicle and limiting the vehicle speed, the highest vehicle speed of a D gear is 120Km/h, and the highest vehicle speed of an R gear is 30 Km/s.
The dynamic equation of the whole vehicle model is as follows:
wherein,
in the formula FtFor tractive effort, FwAs air resistance, FfTo rolling resistance, FiAs ramp resistance, FjFor acceleration resistance, a is acceleration, VtVelocity at time t, V0Is an initial velocity, VaverAs average vehicle speed, CdThe average speed V in the iteration step can be obtained by the formulaaverFurther, the final velocity V is obtainedtThe formula used is:
Vt＝2*Vaver-V0
the battery model is used for calculating the open-circuit voltage of the battery, calculating the equivalent internal resistance of the battery and simulating the temperature of the battery. And calculating the bus voltage and the bus current of the battery in real time according to the required power of the motor. The battery model comprises a battery management system BMS model, controls the high-voltage power-on and power-off process of the whole vehicle, manages the charging process, and performs CAN signal interaction with the whole vehicle controller and the motor controller according to a CAN communication matrix.
Wherein the battery core adopts a first-order RC battery model, and the equivalent mathematical model is as follows:
wherein, UOCVIs an open circuit voltage, R0Is ohmic internal resistance, RPFor polarizing internal resistance, CPIs a polarized capacitor, U is the working voltage, I is the load current, IpIs the current through the polarized internal resistance.
When the model is built, the related modules comprise:
and the open-circuit voltage and internal resistance calculation module is used for obtaining the open-circuit voltage and the charging and discharging internal resistance of the battery at different temperatures and SOC (state of charge), wherein the open-circuit voltage range is 255V-372V.
The power limiting module is used for calculating the limiting range of the current power of the battery, the module determines the minimum power through the minimum working voltage of the battery, and the calculation formula of the maximum power of the battery is as follows:
wherein ess _ min _ volts is the lowest working voltage of the battery pack, RintIs the internal resistance of the battery. The module also includes two constraints that will require power if battery discharge continues to be required when battery SOC approaches 0The limit is 0. When the battery is already fully charged, the required power is also limited to 0 if current is required to continue charging.
An RC module for calculating the working voltage and current of the battery pack, the working voltage being determined by a mathematical formula of the cell model in combination with the open circuit voltage V received by the moduleOCInternal resistance of cell RintAnd a single current IpreDetermining three parameters, wherein the calculation formula of the working current is as follows:
and the SOC calculation module is used for calculating the residual capacity of the battery, and the model estimates the SOC of the current by using an ampere-hour method. And if the current SOC is smaller than the minimum working SOC, stopping the simulation.
A battery thermal module for calculating the temperature of the battery and the power loss of the battery, the formula for calculating the battery pack temperature being:
wherein P isbatteryIs the discharge power of the battery, PcaseIs the heat within the battery pack.
The motor model is used for receiving a target torque requirement of the vehicle control unit, performing motor torque output calculation, and calculating current motor electric power according to the motor rotating speed and the torque. Meanwhile, the motor model comprises a motor controller MCU model, CAN respond to torque and rotating speed requests from the vehicle controller, and carries out CAN signal interaction with the vehicle controller and the battery management system according to the CAN communication matrix.
When the model is built, the related modules comprise:
and the motor rotor inertia torque calculation module is used for differentiating the input limited rotating speed of the motor to obtain the angular acceleration of the rotor, and then multiplying the angular acceleration by the rotational inertia to obtain the inertia torque of the rotor.
And the motor limit torque calculation module combines the input motor limit rotating speed and obtains the maximum torque of the motor through linear interpolation of a one-dimensional number table. The maximum output torque is limited by comparing the magnitude with the motor demand torque. When the motor rotates forwards, taking the minimum value of the motor and the motor; when the motor rotates reversely, the maximum value of the two is taken.
And the torque calculation module calculates the required torque of unit power through the limited torque of the motor and the received required power, wherein the required torque of the unit power is the ratio of the limited torque of the motor to the required power.
And the motor controller module is used for preventing the current overload of the motor and turning off the motor when the automobile stops running or the gearbox shifts gears. Maximum power requirement PmaxObtained by multiplying the maximum current mc _ max _ crrnt by the battery output voltage. This product defines the absolute value of the maximum power requirement: the motor does not place more power demand on the battery nor does it provide more power to the bus. When the rotating speed of the motor is nearly zero, the required power output of the motor is zero. When the required power of the motor is positive and the traction force is generated, the final required power of the motor is PreqAnd PmaxThe minimum of the two; when the required power of the motor is negative, namely, braking force is generated, the final required power of the motor is | PreqI and PmaxThe inverse of the minimum value of the two.
And the rotor effective torque calculation module is used for calculating the output torque of the motor. When the motor requires power PreqWhen the required power of the motor is not 0, the effective torque of the motor is the product of the input power of the battery and the required torque of the unit power, and the value minus the inertia torque of the rotor is the output torque of the motor.
The motor torque limit output module calculates the output torque of the motor by adopting a linear calculation method by taking the motor temperature as a reference standard, wherein the calculation formula is as follows:
Ta_out＝Tout*[-(Tmotor-Tinit)*0.005/30+1]
wherein T isa_outFor output of torque of the motor, ToutFor the torque before the motor limitation, TmotorIs the current temperature, T, of the motorinitIs the motor initial temperature.
And the motor thermal module is used for calculating the temperature of the battery during charging and discharging. When the real vehicle runs, the vehicle controller judges whether to start the fan heat dissipation device according to the fan starting set temperature and the current battery temperature, and the air circulation speed is different under different fan states. In the model, as long as the battery temperature is greater than the set temperature, the fan is started to dissipate heat, and the calculation formula of the battery temperature is as follows:
wherein,
Pcase＝Tair-T/λ
Pbattery＝I2R
in the formula PbatteyIs the battery power, PcaseFor heat in the battery pack, TairThe temperature of air in the battery box is shown, lambda is the total heat conductivity coefficient, d is the thickness of the battery module box, and S is the contact area between the battery module and the air.
The main reducer model is used for calculating speed reduction and torque increase, the output of the model comprises rotating speed and torque, the rotating speed of the output is equal to the input rotating speed/transmission ratio of the motor, and the torque of the output is equal to the transmission ratio (the input torque of the motor-the angular speed of the main reducer-the rotational inertia-the torque loss). When the rotation speed is 0, the torque loss is also 0.
The wheel model is mainly used for calculating traction force, and the adopted calculation formula is as follows:
traction force-front wheel traction force-rear axle braking force-front axle braking force
Wherein,
front wheel tractive force (main reducer input torque transmission coefficient-dragging torque loss-acceleration inertia torque)/wheel radius;
a front axle braking force (front wheel friction braking coefficient/(1-front wheel regenerative braking coefficient)) which is 60% of the required friction braking force when the regenerative braking coefficient (drive train braking coefficient) is equal to 1;
the rear axle braking force is the whole vehicle braking force, the whole vehicle braking force is the front wheel regenerative braking coefficient, and the front wheel friction braking force;
the friction braking coefficient of the front wheels, the regenerative braking coefficient of the front wheels and the drag torque loss which are involved in the formula are determined by looking up a one-dimensional table.
The full vehicle model further comprises a driver model and an electric accessory model.
The driver model is used for controlling the longitudinal speed of the target vehicle, and the main output comprises the opening degree of an accelerator pedal, the opening degree of a brake pedal, the opening degree of a clutch, the target gear and the like. The driver model can implement the following two driving modes:
manual driving mode: all control signal outputs are set through a manual mode, and the opening degree of an accelerator pedal or a brake pedal can be set through a control piece on a monitoring interface during online testing.
Automatic driving mode: in the mode, a tester can specify a target vehicle speed curve, and the automatic driving module adjusts the opening degrees of an accelerator pedal and a brake pedal in real time according to the deviation between the actual vehicle speed and the target vehicle speed.
The electric accessory model is used for receiving instructions of the vehicle controller to simulate the working state of the electric accessories, such as the charging process of a charger, the working process of a water pump and a fan, and feeding back state information to the vehicle controller.
In this embodiment, the test includes three operation modes, a normal mode, a NEDC mode, and a 40km/h mode.
The NEDC mode adopts an NEDC cycle condition model which comprises three parts, a cycle condition target torque calculation module, a motor model and a battery model, wherein the motor model and the battery model are the same as those in the common mode.
The 40km/h mode adopts a 40km/h constant speed working condition model which is similar to the NEDC circulating working condition model, and the circulating working condition target torque calculation module does not calculate the acceleration resistance.
As shown in fig. 5, the motor model receives the output voltage and the available power of the battery model, the motor target torque output by the target torque module, and the motor rotation speed fed back by the final drive model; the output of the motor model includes the motor input torque and rotation speed sent to the final drive model, and the required power to return the motor to the battery model. After the traction force is calculated by the wheel model, the final speed is calculated by the whole vehicle model by utilizing the traction force. The calculation method of the target torque is to obtain the maximum motor torque which can be obtained by the motor under the current motor rotating speed through a table look-up method according to the external characteristics of the motor and the data of partial characteristic curves. The value of the required motor target torque divided by the maximum motor torque is the opening degree of an accelerator pedal, the pedal opening degree value is converted into a corresponding voltage value and is input to the controller, and the controller outputs the corresponding target torque.
As shown in fig. 1 and fig. 2, an entity of the test system in this embodiment is a test cabinet, a real-time emulation system in the test cabinet is built based on an NI-PXI platform, the NI-PXIE1078 is selected as a chassis, and a board card and a processor used in the test system include:
PXIe-8840 RT: as a host machine, the whole vehicle model can be loaded and run in real time to simulate the running environment of the whole vehicle;
PXI-8513: double CAN channels are provided and are respectively used for CAN communication of the whole vehicle and CAN communication of power, and the transmission and reception of CAN messages CAN be simulated by configuring corresponding DBC files, so that automatic analysis is realized, and the double CAN channels are well butted with the two CAN channels of the whole vehicle CAN and the power CAN of a VCU to be tested;
PXI-6528: the digital input/output of 24 routes is provided, and the digital quantity input of VCU can be simulated, such as the state input (ACC, ON, Start) of vehicle, the input (D gear, R gear) and other input. The input of the digital quantity can acquire the output of the VCU in real time, detect the states of other parts of the whole vehicle and send the states to the model for corresponding actions;
PXIe-6738: providing 32 paths of analog quantity output which can be used for simulating the input of analog quantity of an accelerator pedal, a brake pedal and the like of the whole vehicle;
PXIe-2722: an input that provides a resistance signal primarily for the VCU;
PXI-6624: the input and output of the PWM signal are provided to the VCU.
In this embodiment, the device to be tested is an electric vehicle VCU, the VCU is connected to the real-time simulation system through the harness connector, and the VCU is powered by the programmable power module in the test cabinet.
In this embodiment, the real-time simulation system further includes a fault injection system, and the fault injection system of the hardware-in-the-loop test system of the pure electric vehicle controller based on the NI-PXI platform is mainly used for simulating a corresponding hardware circuit fault occurring during driving, and observing a working state of the VCU in a fault state, so as to verify a fault coping strategy of the VCU. The fault injection system mainly adopts a fault injection box, and can mainly realize the short circuit of a power supply, the short circuit of the ground and the open circuit of a signal. The fault injection box is connected between the NI board card and the pin of the VCU to be tested, and fault injection of the specified pin can be achieved. For all types of fault injection, the fault injection and cancellation can be realized by the upper computer test interface, and different combinations of signal channel faults can be tested simultaneously. Meanwhile, the fault-tolerant mechanism is provided, so that the damage of the VCU caused by fault injection of some pins which cannot be subjected to fault injection due to misoperation is avoided.
In this embodiment, a software part of the test system is built based on NI VeriStand, and the step of creating a software test environment includes:
step 1: creating a model-in-loop (MIL) test environment, importing the model into an NI VeriStand, inputting parameters required by the test, including various attributes such as an execution mode of an NI VeriStand engine, a calculation channel, control on a simulation model, alarm, execution sequence and the like, and simultaneously adding a control in a Work Space to control and observe the behavior of the model; and replacing the ports needing mapping In the model by corresponding NI VeriStation In and NI VeriStation Out.
Step 2: creating a test excitation signal, creating the test excitation signal by using a Stimulus ProfileEditor in NI VeriString software, and setting signal parameters and variation trend for automatic test.
And step 3: and (3) creating an HIL test system, adding NI DAQ equipment in NI VeriStrind, loading an XNET database file definition CAN message, and mapping the model port and the board card hardware port one by one.
When testing, the preset testing parameters are stored in a table form, wherein the parameters mainly comprise vehicle parameters, motor parameters, battery parameters and the like. The motor rotating speed and the motor torque in the motor parameters in the table are in one-to-one correspondence, the battery SOC and temperature relationship, the battery SOC and discharge resistance relationship and the battery SOC and charging resistance relationship in the battery parameters are in one-to-one correspondence, the line number of the map in the motor parameters is consistent with the line number of the motor map rotating speed, and the line number of the motor map is consistent with the line number of the motor map torque. The motor map data are obtained through experiments, and when the experimental data are few and the number of rows and columns of the map which cannot meet the requirement that the number of rows and columns of the map is consistent with the number of rows of the rotating speed of the motor map and the number of rows of the torque of the motor map, approximate efficiency data are taken as efficiency data corresponding to the missing rotating speed and torque.
During testing, parameters in the table are transmitted into a whole vehicle model, and parameters received by the whole vehicle model further comprise a whole vehicle driving mode transmitted by the NIVeriStrind, a test model selection condition and SOC parameters, specifically an ACC gear, an ON gear and a START operation time sequence, an accelerator pedal opening, a target torque value, an initial SOC value, a simulation stopping SOC value, an initial temperature of a battery, an initial temperature of a motor, a D gear, an R gear, a charging and discharging condition, a normal mode, an NEDC working condition and a 40km/h constant-speed working condition selection condition.
Parameters output by the whole vehicle model to the NI VeriStand comprise the following parameters output by the model: acceleration in normal mode, battery available power, motor output torque, motor speed, bus voltage, bus current, battery SOC value, battery temperature, 2.5SOC, motor temperature, battery SOH, driving range, battery fan, motor fan, state of charge, total range, and vehicle speed.
During the test, the starting, stopping and running of the vehicle are simulated through a test interface on the PC, various state information of the vehicle is output, fault injection test and working condition simulation are carried out, and the running state of the vehicle under different road conditions is simulated. And generating a test report after testing according to the test case.
The above description is only for the purpose of illustrating the preferred embodiments of the present invention and should not be taken as limiting the invention, so that any modifications, equivalents, improvements and the like, which are within the spirit and principle of the present invention, should be included in the scope of the present invention.
Claims (10)
1. The utility model provides a new energy automobile vehicle control unit hardware is at ring test system, includes host computer and test cabinet, and the test cabinet includes real-time simulation system, and real-time simulation system operation test model, its characterized in that, test model includes:
the battery model is used for calculating the SOC of the model battery pack, looking up a table according to the relation between the SOC and the open-circuit voltage as well as the battery internal resistance to obtain the open-circuit voltage and the internal resistance of the battery, and outputting power and voltage to the motor model according to the required power of the motor model and the current battery discharge state;
the motor model takes the output voltage and power information provided by the battery model, the target torque provided by the VCU and the actual rotating speed of the motor fed back by the main reducer model as input, calculates and outputs torque information by a table look-up method, and transmits the torque information to the main reducer model;
the main reducer model is used for reducing speed and increasing torque, and converting input torque and rotating speed into actual rotating speed and rotating speed according to the provided transmission ratio;
a wheel model for calculating traction, front axle braking force and rear axle braking force by using the torque output by the main reducer model;
the whole vehicle model is used for calculating the final speed of the vehicle based on the traction force calculated by the wheel model;
and the electric accessory model simulates the running state of each accessory according to the control information of the vehicle controller.
2. The hardware-in-the-loop test system for the vehicle controller of the new energy automobile as claimed in claim 1, wherein a first-order RC battery model is adopted for a battery core of the battery model, and an equivalent mathematical model is as follows:
wherein, UOCVIs an open circuit voltage, R0Is ohmic internal resistance, RPFor polarizing internal resistance, CPIs a polarized capacitor, U is the working voltage, I is the load current, IPIs the current through the polarized internal resistance.
3. The hardware-in-the-loop test system for the vehicle controller of the new energy automobile as claimed in claim 2, wherein the motor model calculates the output torque of the motor by a linear calculation method, and the calculation formula is as follows:
Ta_out＝Tout*[-(Tmotor-Tinit)*0.005/30+1]
wherein T isa_outFor output of torque of the motor, ToutFor the torque before the motor limitation, TmotorFor the motor at presentTemperature of TinitIs the motor initial temperature.
4. The hardware-in-loop test system for the finished vehicle controller of the new energy automobile as claimed in claim 3, wherein the model of the main reducer is used for calculating deceleration and torque increase, the output of the model comprises a rotating speed and a torque, the rotating speed of the output is equal to the input rotating speed of the motor/a transmission ratio, the torque of the output is equal to the input rotating speed of the motor/the input rotating speed of the main reducer/the transmission ratio, and when the rotating speed is 0, the torque loss is also 0.
5. The hardware-in-the-loop test system for the finished vehicle controller of the new energy automobile as claimed in claim 4, wherein a dynamic equation of a finished vehicle model is as follows:
wherein,
in the formula FtFor tractive effort, FwAs air resistance, FfTo rolling resistance, FiAs ramp resistance, FjFor acceleration resistance, a is acceleration, VtVelocity at time t, V0Is an initial velocity, VaverAs average vehicle speed, CdThe average speed V in the iteration step can be obtained by the formulaaverFurther, the final velocity V is obtainedtThe formula used is:
Vt＝2*Vaver-V0
6. the hardware-in-loop test system for the finished vehicle controller of the new energy automobile as claimed in claim 5, wherein the electrical accessory model is used for receiving an instruction of the finished vehicle controller to simulate the working state of electrical accessories, such as a charging process of a charger, a working process of a water pump and a working process of a fan, and feeding back state information to the finished vehicle controller.
7. The hardware-in-loop test system for the vehicle controller of the new energy automobile as claimed in claim 1, wherein the parameters received by the test model during the test comprise vehicle model test parameters stored in a table form; the driving mode parameters transmitted by the simulation software, the test parameters stored in the table comprise finished automobile parameters, motor parameters and battery parameters, the motor rotating speeds in the motor parameters in the table correspond to the torques of the motors one by one, the relation between the SOC and the temperature of the battery in the battery parameters, the relation between the SOC and the discharge resistance of the battery and the relation between the SOC and the charge resistance of the battery correspond to one by one, the line number of the map in the motor parameters is consistent with the line number of the motor map rotating speeds, and the line number of the motor map is consistent with the line number of the motor map torques.
8. The hardware-in-the-loop test system for the whole vehicle controller of the new energy automobile as claimed in claim 7, wherein the motor map data is obtained through experiments, and when the experiment data is less and the number of rows and columns of the map is not consistent with the number of rows of the motor map and the number of rows of the motor map torque, approximate efficiency data is taken as efficiency data corresponding to missing rotation speed and torque.
9. The hardware-in-loop test system for the whole vehicle controller of the new energy automobile as claimed in claim 1, wherein the board cards used by the real-time simulation system include a digital quantity input/output board card, an analog quantity input/output board card, a dual-channel CAN card, a PWM signal input/output board card, and a programmable resistance board card, the board cards are connected to the VCU through a wire harness connector, the dual-channel CAN card is used for whole vehicle CAN communication and power CAN communication, the digital quantity input/output board card is used for simulating state input and gear input of the vehicle and coordinating the test model to perform corresponding actions, and the analog quantity provided by the analog quantity input/output board card includes opening degrees of an accelerator pedal and a brake pedal.
10. The hardware-In-loop test system of the whole vehicle controller of the new energy vehicle as claimed In claim 9, wherein a software part of the real-time simulation system is built based on NI VeriStand, a model-In-loop test environment is created, after the test model is imported into NI VeriStand, the input parameters include an execution mode of an engine, a calculation channel, control over the simulation model, an alarm and an execution sequence, an NI VeriStand In and an NI VeriStand Out are used for replacing ports needing mapping In the test model, and when the HIL test environment is created, the model ports and the board card hardware ports are mapped one by defining a CAN message.
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