CN109781175B - Device and method for decoupling energy utilization rate of power assembly for reproducing whole vehicle working condition - Google Patents

Device and method for decoupling energy utilization rate of power assembly for reproducing whole vehicle working condition Download PDF

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CN109781175B
CN109781175B CN201811602891.2A CN201811602891A CN109781175B CN 109781175 B CN109781175 B CN 109781175B CN 201811602891 A CN201811602891 A CN 201811602891A CN 109781175 B CN109781175 B CN 109781175B
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vehicle
working condition
whole vehicle
power
utilization rate
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CN109781175A (en
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高继东
杨建军
刘双喜
张先锋
白巴特尔
牛亚卓
聂国乐
李萍
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China Automotive Technology and Research Center Co Ltd
AERI Tianjin Automotive Engineering Research Institute Co Ltd
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China Automotive Technology and Research Center Co Ltd
AERI Tianjin Automotive Engineering Research Institute Co Ltd
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Abstract

The invention provides a device and a method for decoupling the energy utilization rate of a power assembly for reproducing the working condition of a whole vehicle, comprising a data acquisition system; the data acquisition system is respectively connected with a wheel torque sensor, a wheel corner sensor, a power assembly temperature sensor, an electric power meter, a vehicle CAN bus interface and a vehicle-mounted oil consumption meter. The decoupling method adopted by the invention is different from the conventional energy utilization rate decoupling method, the total energy consumption, the output power and the real-time operation parameters of the working condition of the whole vehicle are obtained by taking the energy utilization rate decoupling of the power assembly under the working condition of the whole vehicle as a target, then the working condition of the whole vehicle is reproduced on a power assembly rack by taking the wheel torque and the wheel rotating speed as control parameters of the working condition of the whole vehicle by the power assembly, the temperature of the power assembly as a boundary condition, and the total energy utilization rate, the engine thermal efficiency or the motor electric energy utilization rate, the transmission efficiency of a speed changer or a speed reducer and a transmission system are calculated according to the total energy consumption, the output power.

Description

Device and method for decoupling energy utilization rate of power assembly for reproducing whole vehicle working condition
Technical Field
The invention belongs to the field of research and development of new technologies of automobiles, and particularly relates to a device and a method for decoupling the energy utilization rate of a power assembly for reproducing the working condition of the whole automobile.
Background
The energy utilization rate of the vehicle, particularly the energy utilization rate of a driving system comprising an engine and/or a motor and a transmission system is a very important target decomposition parameter in the field of development of vehicle dynamic property, fuel economy and drivability performance, is not only favorable for index decomposition of a whole vehicle performance target, but also is an important parameter for judging the influence degree of the energy utilization rates of the driving system and the transmission system on the total energy utilization rate of the vehicle so as to judge the problem of system integration matching, and accurately selects, improves and upgrades a system with low energy utilization rate. Under the condition of the prior art, how to accurately, quickly and inexpensively obtain the energy utilization rates of a driving system and a transmission system, namely, realizing the energy utilization rate decoupling of a vehicle is a key problem which is urgently needed to be solved when the work is carried out.
An automobile science and technology publication article 'an engine energy utilization rate analysis method based on NEDC working conditions' in 2014 02, the article provides that the energy utilization rate is used for evaluating the matching level of the fuel economy performance of the whole automobile, the article does not mention the decoupling of the total energy utilization rate of a driving system and a transmission system, only provides a calculation method of the total energy utilization rate, and is used for comparing with other automobile types; meanwhile, the article does not specifically disclose the method or the steps for acquiring the energy utilization rate of the external work of the vehicle.
A paper of annual meeting of China society for automotive engineering in 10 months in 2016 (engine energy flow distribution characteristics based on the complete vehicle NEDC cycle working condition) introduces the energy flow distribution of an engine in the complete vehicle fuel economy evaluation working condition NEDC cycle working condition, however, the paper uses effective indication power for the output power of a driving system, namely the engine, does not refer to the actual output power of the engine, and does not relate to the energy utilization rate of a transmission system and the decoupling problem of the complete vehicle energy utilization rate.
Patent No. CN102243145B, granted publication No. 2013.06.19, invention patent "an electric automobile electric drive system test device and method thereof", disclose energy flow testing arrangement and method to the electric drive system, the apparatus is through controlling the electric drive system, the electric drive characteristic under different working conditions and different vehicle models of simulation vehicle, and adopt the torque sensor of the output shaft of the electrical machinery to test the output power of the electrical machinery, but the patent is very complicated to the external control and rack building of the electrical machinery, the patent does not involve the energy utilization rate of the drive system and decoupling problem of the energy utilization rate of the whole car at the same time either. In addition, the output power of the motor obtained by the patent has unpredictable difference with the data under the state of the whole vehicle.
The patent No. CN103674563B, granted publication No. 2015.12.02, the invention patent "an integrated test method for vehicle energy flow analysis", discloses a test method for vehicle energy flow, which uses a torque sensor arranged between a crankshaft output end and a clutch aiming at the output power of a driving system or the input power of a transmission system, and obtains the output power of a speed changer by arranging the torque sensor at the output end of the speed changer for the output power of the transmission system. The patent is characterized by using a real-time torque sensor to obtain high-precision data. The problem of installing the real-time torque sensor by adopting the crankshaft output end of the engine and the transmission output end is that the sensor belongs to high-precision equipment, if the precision of data is required to be ensured, the sensor can only be specially designed and processed, the period is long, the cost is high, and secondly, the sensor is also limited by the space between the crankshaft and the clutch and the space of the transmission output end, so that the real-time torque sensor can not be installed on any vehicle; thirdly, the torque sensor usually adopts a patch mode, only one vehicle can be used for one system, and the sensor cannot be recycled on other vehicles after the test is finished; furthermore, the transmission output torque referred to in this patent is not related to the driveline, and merely involves the energy efficiency of the transmission.
Patent No. CN107505572A, application publication No. 2017.12.22, patent of invention "a system and method for testing energy flow of power assembly of electric vehicle", discloses a system and method for testing energy flow of power assembly of electric vehicle, which is directed to energy flow of power battery pack, motor controller and driving motor, wherein the output power of motor is obtained by using motor dynamometer, the patent does not relate to total energy utilization rate of vehicle and energy utilization rate of transmission system, and very complex heat exchange system is built for obtaining energy flow of power assembly of electric vehicle, and the patent is only applicable to power assembly for energy flow of power assembly of electric vehicle, and the difference between the energy flow of power assembly of electric vehicle and energy flow of power assembly in whole vehicle state is unknown.
The patent number CN107798472A, application publication No. 2018.03.13, the invention patent "analysis method for energy flow distribution and fuel consumption influence factor evaluation of a whole vehicle", discloses a method for calculating each part of energy flow of a whole vehicle, which uses most of well-known calculation formulas, and obtains the output power of a driving system by using the torque and the rotating speed of the flywheel end of an engine.
Disclosure of Invention
In view of the above, the present invention aims to provide a device and a method for decoupling the energy utilization rate of a power assembly for reproducing the working condition of a whole vehicle, the decoupling method adopted by the present invention is different from the conventional energy utilization rate decoupling method, the method takes decoupling of energy utilization rate of a power assembly under the working condition of the whole vehicle as a target to obtain total energy consumption, output power and real-time operation parameters of the working condition of the whole vehicle, then the wheel torque and the wheel rotating speed are used as control parameters of the power assembly to reproduce the whole vehicle working condition, the power assembly temperature is used as a boundary condition, the transmission/reducer and the transmission system reproduce the whole vehicle working condition on the power assembly rack, the input power of the power assembly under the whole vehicle working condition is obtained through testing, and calculating to obtain the total energy utilization rate, the engine thermal efficiency or the motor electric energy utilization rate, and the transmission efficiency of the speed changer or the speed reducer and the transmission system according to the total energy consumption, the output power and the input power.
In order to achieve the purpose, the technical scheme of the invention is realized as follows:
a device for decoupling the energy utilization rate of a power assembly for reproducing the working condition of a whole vehicle comprises a data acquisition system; the data acquisition system is respectively connected with a wheel torque sensor, a wheel corner sensor, a power assembly temperature sensor, an electric power meter, a vehicle CAN bus interface and a vehicle-mounted oil consumption meter; the vehicle power assembly temperature sensor is arranged on a lubricating oil sump, the vehicle-mounted oil consumption meter is arranged between a fuel oil filter and an oil injector of a vehicle oil tank, the electric power meter collects input voltage and current of a driving motor, and a vehicle CAN bus interface is connected with CAN bus data of the vehicle power assembly.
A method for decoupling the energy utilization rate of a power assembly recurring whole vehicle working condition is characterized in that the device for decoupling the energy utilization rate of the power assembly recurring whole vehicle working condition is used:
step 1: placing a test vehicle on a power assembly rack or a chassis dynamometer in a whole vehicle state;
step 2: operating the whole vehicle to obtain the fuel consumption G1Or the amount of electric energy consumption G2Calculating the total driving power P of the external resistance of the vehicle based on the wheel torque sensor data and the wheel rotation angle sensor data0The collected wheel torque and angular acceleration are used as control parameters for the reproduction of the working condition of the whole vehicle; obtaining the temperature of the power assembly through a power assembly temperature sensor arranged on a lubricating oil sump, and taking the temperature of the power assembly as a boundary condition for reproducing the working condition of the whole vehicle;
and step 3: deducting the fuel consumption or the electric energy consumption of the non-working stage in the working condition of the whole vehicle to obtain the total consumed energy G of the working stage0Total driving power P0And total consumed energy G of the working phase0Compared with the prior art, the method obtains the total driving energy benefit in the working condition of the whole vehicleRate of utilization eta0
And 4, step 4: the working condition of the whole vehicle is reproduced based on the power assembly: the transmission system is arranged on a power assembly rack according to the arrangement state of a transmission or a speed reducer and a transmission system on the whole vehicle, an active motor of the power assembly rack replaces an engine and drives the transmission system to operate, and torque sensors are respectively arranged at the output position of the transmission or the speed reducer and the input and output positions of a transmission shaft according to requirements;
and 5: controlling the running load and the rotating speed of the speed changer and the transmission system according to the control parameters collected in the step 2, and controlling the running temperature of the speed changer or the speed reducer and the transmission system according to the boundary conditions of the working conditions of the whole vehicle collected in the step 2;
step 6: the output power of the active machine being the input power T of the variator or reducer and the drive train2Input power T to a transmission or reduction gear and to a drive train2And the total consumed energy G of the work doing stage in the step 30Compared with the prior art, the heat efficiency of the engine or the electric energy conversion efficiency eta of the motor is obtained through calculation1
And 7: the total driving power P in the step 20With input power T of the variator or reducer and drive train in step 62By contrast, the transmission efficiency eta of the speed changer or the speed reducer and the transmission system is obtained2
And 8: energy utilization rate decoupling based on the fact that the power assembly reproduces the working condition of the whole vehicle is achieved, and the total driving energy utilization rate eta in the working condition of the whole vehicle in the step 30Equal to the heat efficiency of the engine or the electric energy conversion efficiency eta of the motor in the step 61And eta of transmission efficiency of transmission or reduction gear and transmission system in step 72Product, η0=η1η2
Further, in step 2: according to CO2Indirect emission calculation or direct fuel consumption G acquisition by vehicle-mounted fuel consumption instrument1Obtaining the amount of electric power consumption G from the electric power meter2
Calculating fuel consumption G based on carbon balance method1
Wherein M is the emission mass flow of each emission pollutant, subscripts HC, CO2Respectively representing hydrocarbon emissions, CO emissions and CO2Emission, D is the density of the test fuel at 15 ℃;
directly testing to obtain fuel consumption G based on vehicle-mounted fuel consumption meter1
Wherein g (i) is the instantaneous fuel consumption at the sampling time;
electric energy consumption G obtained based on direct test of electric power meter2
Wherein, U (i) and I (i) are respectively the input voltage and current of the driving motor at the sampling moment;
total driving power P of external resistance of vehicle0
N (i) and n (i) are wheel torque and rotational speed, respectively, at the time of sampling.
Further, in step 3: the non-power-applying stage in the working condition of the whole vehicle comprises an idling working condition and a deceleration working condition: the opening of the accelerator is zero, the combustion pressure is zero, and the wheel torque is less than or equal to 0;
total drive energy utilization rate eta in whole vehicle working condition0
P0Is the total drive power sum G0Is the total consumed energy of the work phase.
Further, in step 5: the power error of the control parameter is within 2 percent, the vehicle speed error is within +/-2 km/h, and the temperature error is within +/-2 ℃.
Further, in step 2: the measurement accuracy of the vehicle-mounted oil consumption meter is less than or equal to 0.5 percent, and the measurement accuracy of the wheel torque sensor is less than or equal to 0.5 Nm.
Further, in step 4: the test accuracy of the torque sensor is five ten-thousandths of the maximum measuring range.
Compared with the prior art, the device and the method for decoupling the energy utilization rate of the power assembly for reproducing the working condition of the whole vehicle have the following advantages:
the invention relates to a device and a method for decoupling the energy utilization rate of a power assembly recurring whole vehicle working condition, the decoupling method adopted by the invention is different from the conventional energy utilization rate decoupling method, the method takes decoupling of energy utilization rate of a power assembly under the working condition of the whole vehicle as a target to obtain total energy consumption, output power and real-time operation parameters of the working condition of the whole vehicle, then the wheel torque and the wheel rotating speed are used as control parameters of the power assembly to reproduce the whole vehicle working condition, the power assembly temperature is used as a boundary condition, the transmission or the reducer and the transmission system reproduce the whole vehicle working condition on the power assembly rack, the input power of the power assembly under the whole vehicle working condition is obtained through testing, calculating to obtain total energy utilization rate, engine thermal efficiency or motor electric energy utilization rate, transmission efficiency of a speed changer or a speed reducer and a transmission system according to the total energy consumption, the output power and the input power; the energy utilization rate test and decoupling of the whole vehicle working condition are obtained under the unified whole vehicle working condition, no part is lost, the used equipment and sensors can be repeatedly used, and the data repeatability is high; meanwhile, the decoupling zero-load torque sensor is suitable for passenger vehicle models with various power assemblies, the decoupling period is short, the general complete decoupling period is about 30 days, and if a real-time torque sensor mode is adopted in the prior art, only the design and processing of the torque sensor are at least 4 to 8 months; meanwhile, the decoupling cost is low, and the real-time torque sensor can only be used by one vehicle, and the parameters of a flywheel and a crankshaft of the vehicle can not be changed, otherwise, the real-time torque sensor can not be used continuously, so the cost is very high.
Drawings
The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate an embodiment of the invention and, together with the description, serve to explain the invention and not to limit the invention.
In the drawings:
FIG. 1 is a schematic flow chart of a method for decoupling the energy utilization rate of a power assembly recurring vehicle working condition according to an embodiment of the present invention;
FIG. 2 is a schematic structural diagram of a device for decoupling the energy utilization rate of a power assembly recurring vehicle working condition according to an embodiment of the present invention;
fig. 3 is a schematic diagram of a principle of a method for decoupling the energy utilization rate of a power assembly recurring vehicle working condition according to an embodiment of the present invention.
Detailed Description
It should be noted that the embodiments and features of the embodiments may be combined with each other without conflict.
In the description of the present invention, it is to be understood that the terms "center", "longitudinal", "lateral", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", and the like, indicate orientations or positional relationships based on those shown in the drawings, and are used only for convenience in describing the present invention and for simplicity in description, and do not indicate or imply that the referenced devices or elements must have a particular orientation, be constructed and operated in a particular orientation, and thus, are not to be construed as limiting the present invention. Furthermore, the terms "first", "second", etc. 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," "second," etc. may explicitly or implicitly include one or more of that feature. In the description of the present invention, "a plurality" means two or more unless otherwise specified.
In the description of the present invention, it should be noted that, unless otherwise explicitly specified or limited, the terms "mounted," "connected," and "connected" are to be construed broadly, e.g., as meaning either a fixed connection, a removable connection, or an integral connection; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meaning of the above terms in the present invention can be understood by those of ordinary skill in the art through specific situations.
The present invention will be described in detail below with reference to the embodiments with reference to the attached drawings.
As shown in fig. 2, a device for decoupling the energy utilization rate of a power assembly for reproducing the working condition of a whole vehicle comprises a data acquisition system; the data acquisition system is respectively connected with a wheel torque sensor, a wheel corner sensor, a power assembly temperature sensor, an electric power meter, a vehicle CAN bus interface and a vehicle-mounted oil consumption meter; the vehicle power assembly temperature sensor is arranged on a lubricating oil sump, the vehicle-mounted oil consumption meter is arranged between a fuel oil filter and an oil injector of a vehicle oil tank, the electric power meter collects input voltage and current of a driving motor, and a vehicle CAN bus interface is connected with CAN bus data of the vehicle power assembly.
As shown in fig. 1 to 3, a method for decoupling the energy utilization rate of the power assembly for reproducing the working condition of the whole vehicle uses the device for decoupling the energy utilization rate of the power assembly for reproducing the working condition of the whole vehicle:
step 1: placing a test vehicle on a power assembly rack or a chassis dynamometer in a whole vehicle state;
step 2: operating the whole vehicle to obtain the fuel consumption G1Or the amount of electric energy consumption G2Calculating the total driving power P of the external resistance of the vehicle based on the wheel torque sensor data and the wheel rotation angle sensor data0The collected wheel torque and angular acceleration are used as control parameters for the reproduction of the working condition of the whole vehicle; obtaining the temperature of the power assembly through a power assembly temperature sensor arranged on a lubricating oil sump, and taking the temperature of the power assembly as a boundary condition for reproducing the working condition of the whole vehicle;
and step 3: deducting the fuel consumption or the electric energy consumption of the non-working stage in the working condition of the whole vehicle to obtain the total consumed energy G of the working stage0Total driving power P0And total consumed energy G of the working phase0Compared with the prior art, the total driving energy utilization rate eta in the working condition of the whole vehicle is obtained0
And 4, step 4: the working condition of the whole vehicle is reproduced based on the power assembly: the transmission system is arranged on a power assembly rack according to the arrangement state of a transmission or a speed reducer and a transmission system on the whole vehicle, an active motor of the power assembly rack replaces an engine and drives the transmission system to operate, and torque sensors are respectively arranged at the output position of the transmission or the speed reducer and the input and output positions of a transmission shaft according to requirements;
and 5: controlling the running load and the rotating speed of the speed changer and the transmission system according to the control parameters collected in the step 2, and controlling the running temperature of the speed changer or the speed reducer and the transmission system according to the boundary conditions of the working conditions of the whole vehicle collected in the step 2;
step 6: the output power of the active machine being the input power T of the variator or reducer and the drive train2Input power T to a transmission or reduction gear and to a drive train2And the total consumed energy G of the work doing stage in the step 30Compared with the prior art, the heat efficiency of the engine or the electric energy conversion efficiency eta of the motor is obtained through calculation1
And 7: the total driving power P in the step 20With input power T of the variator or reducer and drive train in step 62By contrast, the transmission efficiency eta of the speed changer or the speed reducer and the transmission system is obtained2
And 8: energy utilization rate decoupling based on the fact that the power assembly reproduces the working condition of the whole vehicle is achieved, and the total driving energy utilization rate eta in the working condition of the whole vehicle in the step 30Equal to the heat efficiency of the engine or the electric energy conversion efficiency eta of the motor in the step 61And eta of transmission efficiency of transmission or reduction gear and transmission system in step 72Product, η0=η1η2
As shown in fig. 1-3, in step 2: according to CO2Indirect emission calculation or direct fuel consumption G acquisition by vehicle-mounted fuel consumption instrument1Obtaining the amount of electric power consumption G from the electric power meter2
Calculating fuel consumption G based on carbon balance method1
Wherein M is the emission mass flow of each emission pollutant, subscripts HC, CO2Respectively representing hydrocarbon emissions, CO emissions and CO2Emission, D is the density of the test fuel at 15 ℃;
directly testing to obtain fuel consumption G based on vehicle-mounted fuel consumption meter1
Wherein g (i) is the instantaneous fuel consumption at the sampling time;
based on electric power meterThe electric energy consumption G is obtained by direct test2
Wherein, U (i) and I (i) are respectively the input voltage and current of the driving motor at the sampling moment;
total driving power P of external resistance of vehicle0
N (i) and n (i) are wheel torque and rotational speed, respectively, at the time of sampling.
As shown in fig. 1-3, in step 3: the non-power-applying stage in the working condition of the whole vehicle comprises an idling working condition and a deceleration working condition: the opening of the accelerator is zero, the combustion pressure is zero, and the wheel torque is less than or equal to 0;
total drive energy utilization rate eta in whole vehicle working condition0
P0Is the total drive power, G0Is the total consumed energy of the work phase.
As shown in fig. 1-3, in step 5: the power error of the control parameter is within 2 percent, the vehicle speed error is within +/-2 km/h, and the temperature error is within +/-2 ℃.
As shown in fig. 1-3, in step 2: the measurement accuracy of the vehicle-mounted oil consumption meter is less than or equal to 0.5 percent, and the measurement accuracy of the wheel torque sensor is less than or equal to 0.5 Nm.
As shown in fig. 1-3, in step 4: the test accuracy of the torque sensor is five ten-thousandths of the maximum measuring range.
The present invention is not limited to the above preferred embodiments, and any modifications, equivalent substitutions, improvements, etc. within the spirit and principle of the present invention should be included in the protection scope of the present invention.

Claims (6)

1. A method for decoupling the energy utilization rate of a power assembly recurring finished automobile working condition is characterized by comprising the following steps:
the device for decoupling the energy utilization rate of the power assembly for reproducing the working condition of the whole vehicle comprises a data acquisition system; the data acquisition system is respectively connected with a wheel torque sensor, a wheel corner sensor, a power assembly temperature sensor, an electric power meter, a vehicle CAN bus interface and a vehicle-mounted oil consumption meter; the vehicle-mounted oil consumption meter is arranged between a fuel filter and an oil injector of a vehicle oil tank, the electric power meter is used for collecting input voltage and current of a driving motor, and the vehicle CAN bus interface is connected with CAN bus data of a power assembly of a vehicle;
the method for decoupling the energy utilization rate of the working condition of the whole vehicle by using the device comprises the following steps:
step 1: placing a test vehicle on a power assembly rack or a chassis dynamometer in a whole vehicle state;
step 2: operating the whole vehicle to obtain the fuel consumption G1Or the amount of electric energy consumption G2Calculating the total driving power P of the external resistance of the vehicle based on the wheel torque sensor data and the wheel rotation angle sensor data0The collected wheel torque and angular acceleration are used as control parameters for the reproduction of the working condition of the whole vehicle; obtaining the temperature of the power assembly through a power assembly temperature sensor arranged on a lubricating oil sump, and taking the temperature of the power assembly as a boundary condition for reproducing the working condition of the whole vehicle;
and step 3: deducting the fuel consumption or the electric energy consumption of the non-working stage in the working condition of the whole vehicle to obtain the total consumed energy G of the working stage0Total driving power P0And total consumed energy G of the working phase0Compared with the prior art, the total driving energy utilization rate eta in the working condition of the whole vehicle is obtained0
And 4, step 4: the working condition of the whole vehicle is reproduced based on the power assembly: the transmission system is arranged on a power assembly rack according to the arrangement state of a transmission or a speed reducer and a transmission system on the whole vehicle, an active motor of the power assembly rack replaces an engine and drives the transmission system to operate, and torque sensors are respectively arranged at the output position of the transmission or the speed reducer and the input and output positions of a transmission shaft according to requirements;
and 5: controlling the running load and the rotating speed of the speed changer and the transmission system according to the control parameters collected in the step 2, and controlling the running temperature of the speed changer or the speed reducer and the transmission system according to the boundary conditions of the working conditions of the whole vehicle collected in the step 2;
step 6: the output power of the active machine being the input power T of the variator or reducer and the drive train2Input power T to a transmission or reduction gear and to a drive train2And the total consumed energy G of the work doing stage in the step 30Compared with the prior art, the heat efficiency of the engine or the electric energy conversion efficiency eta of the motor is obtained through calculation1
And 7: the total driving power P in the step 20With input power T of the variator or reducer and drive train in step 62By contrast, the transmission efficiency eta of the speed changer or the speed reducer and the transmission system is obtained2
And 8: energy utilization rate decoupling based on the fact that the power assembly reproduces the working condition of the whole vehicle is achieved, and the total driving energy utilization rate eta in the working condition of the whole vehicle in the step 30Equal to the heat efficiency of the engine or the electric energy conversion efficiency eta of the motor in the step 61And eta of transmission efficiency of transmission or reduction gear and transmission system in step 72Product, η0=η1η2
2. A method for powertrain replication as in claim 1The method for decoupling the energy utilization rate of the vehicle working condition is characterized by comprising the following steps: in step 2: according to CO2Indirect emission calculation or direct fuel consumption G acquisition by vehicle-mounted fuel consumption instrument1Obtaining the amount of electric power consumption G from the electric power meter2
Calculating fuel consumption G based on carbon balance method1
Wherein M is the emission mass flow of each emission pollutant, subscripts HC, CO2Respectively representing hydrocarbon emissions, CO emissions and CO2Emission, D is the density of the test fuel at 15 ℃;
directly testing to obtain fuel consumption G based on vehicle-mounted fuel consumption meter1
Wherein g (i) is the instantaneous fuel consumption at the sampling time;
electric energy consumption G obtained based on direct test of electric power meter2
Wherein, U (i) and I (i) are respectively the input voltage and current of the driving motor at the sampling moment;
total driving power P of external resistance of vehicle0
N (i) and n (i) are wheel torque and rotational speed, respectively, at the time of sampling.
3. The method for decoupling the energy utilization rate of the powertrain for reproducing the whole vehicle working condition according to claim 1, characterized in that: in step 3: the non-power-applying stage in the working condition of the whole vehicle comprises an idling working condition and a deceleration working condition: the opening of the accelerator is zero, the combustion pressure is zero, and the wheel torque is less than or equal to 0;
total drive energy utilization rate eta in whole vehicle working condition0
P0Is the total drive power, G0Is the total consumed energy of the work phase.
4. The method for decoupling the energy utilization rate of the powertrain for reproducing the whole vehicle working condition according to claim 1, characterized in that: in step 5: the power error of the control parameter is within 2 percent, the vehicle speed error is within +/-2 km/h, and the temperature error is within +/-2 ℃.
5. The method for decoupling the energy utilization rate of the powertrain for reproducing the whole vehicle working condition according to claim 1, characterized in that: in step 2: the measurement accuracy of the vehicle-mounted oil consumption meter is less than or equal to 0.5 percent, and the measurement accuracy of the wheel torque sensor is less than or equal to 0.5 Nm.
6. The method for decoupling the energy utilization rate of the powertrain for reproducing the whole vehicle working condition according to claim 1, characterized in that: in step 4: the test accuracy of the mounted torque sensor is five ten-thousandths of the maximum measurement range.
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